FAA Order JO 7110.65U, Air Traffic Control

ORDER JO 7110.65U Air Traffic Organization Policy Effective Date:

February 9, 2012

SUBJ: Air Traffic Control

This order prescribes air traffic control procedures and phraseology for use by personnel providing air traffic control services. Controllers are required to be familiar with the provisions of this order that pertain to their operational responsibilities and to exercise their best judgment if they encounter situations not covered by it.

Distribution: ZAT-710, ZAT-464 Initiated By: AJV-0 Vice President, System Operations Services

RECORD OF CHANGES DIRECTIVE NO. JO 7110.65U

CHANGE SUPPLEMENTS CHANGE SUPPLEMENTS TO OPTIONAL TO OPTIONAL BASIC BASIC

FAA Form 1320−5 (6−80) USE PREVIOUS EDITION 2/9/12 JO 7110.65U

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

a. 2−5−2. NAVAID TERMS d. 5−9−10. SIMULTANEOUS INDEPEND- 4−2−1. CLEARANCE ITEMS ENT APPROACHES TO WIDELY-SPACED 4−2−5. ROUTE OR ALTITUDE PARALLEL RUNWAYS WITHOUT FINAL AMENDMENTS MONITORS 4−2−9. CLEARANCE ITEMS 4−3−2. DEPARTURE CLEARANCE This change adds a new paragraph allowing 4−3−3. ABBREVIATED DEPARTURE simultaneous independent approaches to widely CLEARANCE spaced parallel runways separated by 9,000 feet or 4−7−1. CLEARANCE INFORMATION more−without monitors. This change cancels and 4−8−2. CLEARANCE LIMIT incorporates N JO 7110.559, Simultaneous Inde- This change clarifies how to issue clearances that pendent Approaches to Widely-Spaced Parallel contain NAVAIDs and provides new phraseology Runways Without Final Monitors, effective and examples. July 29, 2011. b. 2−9−3. CONTENT e. 9−2−22. OPEN SKIES TREATY 3−7−1. GROUND TRAFFIC AIRCRAFT MOVEMENT 3−9−1. DEPARTURE INFORMATION This change adds the type of flights that receive 3−9−4. LINE UP AND WAIT (LUAW) priority handling and that notification of OPEN 3−9−9. TAKEOFF CLEARANCE SKIES flights will be done on initial notification 3−10−1. LANDING INFORMATION and 15 minutes prior to the aircraft entering the 3−10−5. LANDING CLEARANCE SUA. This change cancels and incorporates N JO 7110.557, Open Skies Treaty Aircraft, This change adds requirements when the available effective June 1, 2011. runway length has been shortened due to construction. These changes do not transfer pilot f. In compliance with FAA Order 1000.36, FAA responsibility to the controller, but ensures that Writing Standards, the word “shall” is replaced with changes in runway length due to construction are “must” to ensure plain language standards are communicated as an additional layer of applied (with few exceptions). safety. This change cancels and incorporates g. Now that Flight Service Stations (FSS) N JO 7110.564, Runway Construction, effective nationwide are using modern automated operation- September 22, 2011. al systems, there is no longer a need for identifying c. 4−7−12. AIRPORT CONDITIONS certain sites as “automated.” Therefore, the term has been removed from the publication. This change provides guidance and options that may reduce the information and/or NOTAMs that h. Additional editorial/format changes were may need to be issued under the provisions of this made where necessary. Revision bars were not used paragraph. because of the insignificant nature of these changes.

Explanation of Changes E of C−1

2/9/12 JO 7110.65U

Table of Contents

Chapter 1. General

Section 1. Introduction Paragraph Page 1−1−1. PURPOSE OF THIS ORDER ...... 1−1−1 1−1−2. AUDIENCE ...... 1−1−1 1−1−3. WHERE TO FIND THIS ORDER ...... 1−1−1 1−1−4. WHAT THIS ORDER CANCELS ...... 1−1−1 1−1−5. EXPLANATION OF CHANGES ...... 1−1−1 1−1−6. SUBMISSION CUTOFF AND EFFECTIVE DATES ...... 1−1−1 1−1−7. DELIVERY DATES ...... 1−1−1 1−1−8. RECOMMENDATIONS FOR PROCEDURAL CHANGES ...... 1−1−1 1−1−9. PROCEDURAL LETTERS OF AGREEMENT ...... 1−1−2 1−1−10. CONSTRAINTS GOVERNING SUPPLEMENTS AND PROCEDURAL DEVIATIONS ...... 1−1−2 1−1−11. SAFETY MANAGEMENT SYSTEM (SMS) ...... 1−1−2 1−1−12. REFERENCES TO FAA NON−AIR TRAFFIC ORGANIZATIONS ...... 1−1−2 1−1−13. DISTRIBUTION ...... 1−1−2 Section 2. Terms of Reference

1−2−1. WORD MEANINGS ...... 1−2−1 1−2−2. COURSE DEFINITIONS ...... 1−2−2 1−2−3. NOTES ...... 1−2−2 1−2−4. REFERENCES ...... 1−2−3 1−2−5. ANNOTATIONS ...... 1−2−3 1−2−6. ABBREVIATIONS ...... 1−2−3 Chapter 2. General Control

Section 1. General

2−1−1. ATC SERVICE ...... 2−1−1 2−1−2. DUTY PRIORITY ...... 2−1−1 2−1−3. PROCEDURAL PREFERENCE ...... 2−1−1 2−1−4. OPERATIONAL PRIORITY ...... 2−1−2 2−1−5. EXPEDITIOUS COMPLIANCE ...... 2−1−3 2−1−6. SAFETY ALERT ...... 2−1−3 2−1−7. INFLIGHT EQUIPMENT MALFUNCTIONS ...... 2−1−4 2−1−8. MINIMUM FUEL ...... 2−1−4 2−1−9. REPORTING ESSENTIAL FLIGHT INFORMATION ...... 2−1−5 2−1−10. NAVAID MALFUNCTIONS ...... 2−1−5 2−1−11. USE OF MARSA ...... 2−1−5 2−1−12. MILITARY PROCEDURES ...... 2−1−6 2−1−13. FORMATION FLIGHTS ...... 2−1−6 2−1−14. COORDINATE USE OF AIRSPACE ...... 2−1−7 2−1−15. CONTROL TRANSFER ...... 2−1−7 2−1−16. SURFACE AREAS ...... 2−1−7

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Paragraph Page 2−1−17. RADIO COMMUNICATIONS ...... 2−1−7 2−1−18. OPERATIONAL REQUESTS ...... 2−1−9 2−1−19. WAKE TURBULENCE ...... 2−1−9 2−1−20. WAKE TURBULENCE CAUTIONARY ADVISORIES ...... 2−1−9 2−1−21. TRAFFIC ADVISORIES ...... 2−1−10 2−1−22. BIRD ACTIVITY INFORMATION ...... 2−1−11 2−1−23. TRANSFER OF POSITION RESPONSIBILITY ...... 2−1−11 2−1−24. WHEELS DOWN CHECK ...... 2−1−11 2−1−25. SUPERVISORY NOTIFICATION ...... 2−1−11 2−1−26. PILOT DEVIATION NOTIFICATION ...... 2−1−12 2−1−27. TCAS RESOLUTION ADVISORIES ...... 2−1−12 2−1−28. RVSM OPERATIONS ...... 2−1−12 2−1−29. TERRAIN AWARENESS WARNING SYSTEM (TAWS) ALERTS ...... 2−1−13 Section 2. Flight Plans and Control Information

2−2−1. RECORDING INFORMATION ...... 2−2−1 2−2−2. FORWARDING INFORMATION ...... 2−2−1 2−2−3. FORWARDING VFR DATA ...... 2−2−1 2−2−4. MILITARY DVFR DEPARTURES ...... 2−2−1 2−2−5. IFR TO VFR FLIGHT PLAN CHANGE ...... 2−2−1 2−2−6. IFR FLIGHT PROGRESS DATA ...... 2−2−1 2−2−7. MANUAL INPUT OF COMPUTER-ASSIGNED BEACON CODES ...... 2−2−2 2−2−8. ALTRV INFORMATION ...... 2−2−2 2−2−9. COMPUTER MESSAGE VERIFICATION ...... 2−2−2 2−2−10. TRANSMIT PROPOSED FLIGHT PLAN ...... 2−2−3 2−2−11. FORWARDING AMENDED AND UTM DATA ...... 2−2−3 2−2−12. AIRBORNE MILITARY FLIGHTS ...... 2−2−4 2−2−13. FORWARDING FLIGHT PLAN DATA BETWEEN U.S. ARTCCs AND CANADIAN ACCs ...... 2−2−4 2−2−14. TELETYPE FLIGHT DATA FORMAT− U.S. ARTCCs − CANADIAN ACCs.... 2−2−4 2−2−15. NORTH AMERICAN ROUTE PROGRAM (NRP) INFORMATION ...... 2−2−5 Section 3. Flight Progress Strips

2−3−1. GENERAL ...... 2−3−1 2−3−2. EN ROUTE DATA ENTRIES ...... 2−3−3 2−3−3. OCEANIC DATA ENTRIES ...... 2−3−5 2−3−4. TERMINAL DATA ENTRIES ...... 2−3−6 2−3−5. AIRCRAFT IDENTITY ...... 2−3−9 2−3−6. AIRCRAFT TYPE ...... 2−3−10 2−3−7. USAF/USN UNDERGRADUATE PILOTS ...... 2−3−10 2−3−8. AIRCRAFT EQUIPMENT SUFFIX ...... 2−3−10 2−3−9. CLEARANCE STATUS ...... 2−3−10 2−3−10. CONTROL SYMBOLOGY ...... 2−3−12 Section 4. Radio and Interphone Communications

2−4−1. RADIO COMMUNICATIONS ...... 2−4−1 2−4−2. MONITORING ...... 2−4−1 2−4−3. PILOT ACKNOWLEDGMENT/READ BACK ...... 2−4−1 2−4−4. AUTHORIZED INTERRUPTIONS ...... 2−4−1

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Paragraph Page 2−4−5. AUTHORIZED TRANSMISSIONS ...... 2−4−1 2−4−6. FALSE OR DECEPTIVE COMMUNICATIONS ...... 2−4−1 2−4−7. AUTHORIZED RELAYS ...... 2−4−2 2−4−8. RADIO MESSAGE FORMAT ...... 2−4−2 2−4−9. ABBREVIATED TRANSMISSIONS ...... 2−4−2 2−4−10. INTERPHONE TRANSMISSION PRIORITIES ...... 2−4−2 2−4−11. PRIORITY INTERRUPTION ...... 2−4−2 2−4−12. INTERPHONE MESSAGE FORMAT ...... 2−4−3 2−4−13. INTERPHONE MESSAGE TERMINATION ...... 2−4−4 2−4−14. WORDS AND PHRASES ...... 2−4−4 2−4−15. EMPHASIS FOR CLARITY ...... 2−4−4 2−4−16. ICAO PHONETICS ...... 2−4−5 2−4−17. NUMBERS USAGE ...... 2−4−5 2−4−18. NUMBER CLARIFICATION ...... 2−4−7 2−4−19. FACILITY IDENTIFICATION ...... 2−4−8 2−4−20. AIRCRAFT IDENTIFICATION ...... 2−4−8 2−4−21. DESCRIPTION OF AIRCRAFT TYPES ...... 2−4−11 2−4−22. AIRSPACE CLASSES ...... 2−4−11 Section 5. Route and NAVAID Description 2−5−1. AIR TRAFFIC SERVICE (ATS) ROUTES ...... 2−5−1 2−5−2. NAVAID TERMS ...... 2−5−1 2−5−3. NAVAID FIXES ...... 2−5−2 Section 6. Weather Information 2−6−1. FAMILIARIZATION ...... 2−6−1 2−6−2. HAZARDOUS INFLIGHT WEATHER ADVISORY SERVICE (HIWAS) ...... 2−6−1 2−6−3. PIREP INFORMATION ...... 2−6−1 2−6−4. WEATHER AND CHAFF SERVICES ...... 2−6−2 2−6−5. CALM WIND CONDITIONS ...... 2−6−4 2−6−6. REPORTING WEATHER CONDITIONS ...... 2−6−4 2−6−7. DISSEMINATING WEATHER INFORMATION ...... 2−6−4 Section 7. Altimeter Settings 2−7−1. CURRENT SETTINGS ...... 2−7−1 2−7−2. ALTIMETER SETTING ISSUANCE BELOW LOWEST USABLE FL ...... 2−7−1 Section 8. Runway Visibility Reporting− Terminal 2−8−1. FURNISH RVR/RVV VALUES ...... 2−8−1 2−8−2. ARRIVAL/DEPARTURE RUNWAY VISIBILITY ...... 2−8−1 2−8−3. TERMINOLOGY ...... 2−8−1 Section 9. Automatic Terminal Information Service Procedures 2−9−1. APPLICATION ...... 2−9−1 2−9−2. OPERATING PROCEDURES...... 2−9−1 2−9−3. CONTENT...... 2−9−2 Section 10. Team Position Responsibilities 2−10−1. EN ROUTE SECTOR TEAM POSITION RESPONSIBILITIES ...... 2−10−1

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Paragraph Page 2−10−2. TERMINAL RADAR/NONRADAR TEAM POSITION RESPONSIBILITIES... 2−10−2 2−10−3. TOWER TEAM POSITION RESPONSIBILITIES...... 2−10−4 Chapter 3. Airport Traffic Control− Terminal

Section 1. General 3−1−1. PROVIDE SERVICE ...... 3−1−1 3−1−2. PREVENTIVE CONTROL ...... 3−1−1 3−1−3. USE OF ACTIVE RUNWAYS ...... 3−1−1 3−1−4. COORDINATION BETWEEN LOCAL AND GROUND CONTROLLERS ...... 3−1−2 3−1−5. VEHICLES/EQUIPMENT/PERSONNEL ON RUNWAYS ...... 3−1−2 3−1−6. TRAFFIC INFORMATION ...... 3−1−2 3−1−7. POSITION DETERMINATION ...... 3−1−2 3−1−8. LOW LEVEL WIND SHEAR/MICROBURST ADVISORIES ...... 3−1−3 3−1−9. USE OF TOWER RADAR DISPLAYS ...... 3−1−5 3−1−10. OBSERVED ABNORMALITIES ...... 3−1−5 3−1−11. SURFACE AREA RESTRICTIONS ...... 3−1−5 3−1−12. VISUALLY SCANNING RUNWAYS ...... 3−1−6 3−1−13. ESTABLISHING TWO−WAY COMMUNICATIONS ...... 3−1−6 3−1−14. GROUND OPERATIONS WHEN VOLCANIC ASH IS PRESENT ...... 3−1−6 3−1−15. GROUND OPERATIONS RELATED TO THREE/FOUR−HOUR TARMAC RULE 3−1−6 Section 2. Visual Signals 3−2−1. LIGHT SIGNALS ...... 3−2−1 3−2−2. WARNING SIGNAL ...... 3−2−1 3−2−3. RECEIVER-ONLY ACKNOWLEDGMENT ...... 3−2−1 Section 3. Airport Conditions 3−3−1. LANDING AREA CONDITION ...... 3−3−1 3−3−2. CLOSED/UNSAFE RUNWAY INFORMATION ...... 3−3−1 3−3−3. TIMELY INFORMATION ...... 3−3−1 3−3−4. BRAKING ACTION ...... 3−3−2 3−3−5. BRAKING ACTION ADVISORIES ...... 3−3−2 3−3−6. ARRESTING SYSTEM OPERATION ...... 3−3−3 3−3−7. FAR FIELD MONITOR (FFM) REMOTE STATUS UNIT ...... 3−3−4 Section 4. Airport Lighting 3−4−1. EMERGENCY LIGHTING ...... 3−4−1 3−4−2. RUNWAY END IDENTIFIER LIGHTS ...... 3−4−1 3−4−3. VISUAL APPROACH SLOPE INDICATORS (VASI) ...... 3−4−1 3−4−4. PRECISION APPROACH PATH INDICATORS (PAPI) ...... 3−4−1 3−4−5. APPROACH LIGHTS ...... 3−4−2 3−4−6. ALS INTENSITY SETTINGS ...... 3−4−2 3−4−7. SEQUENCED FLASHING LIGHTS (SFL) ...... 3−4−2 3−4−8. MALSR/ODALS ...... 3−4−2 3−4−9. ALSF−2/SSALR ...... 3−4−3 3−4−10. RUNWAY EDGE LIGHTS ...... 3−4−3 3−4−11. HIGH INTENSITY RUNWAY, RUNWAY CENTERLINE, AND TOUCHDOWN ZONE LIGHTS ...... 3−4−4

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Paragraph Page 3−4−12. HIRL ASSOCIATED WITH MALSR ...... 3−4−4 3−4−13. HIRL CHANGES AFFECTING RVR ...... 3−4−4 3−4−14. MEDIUM INTENSITY RUNWAY LIGHTS ...... 3−4−4 3−4−15. SIMULTANEOUS APPROACH AND RUNWAY EDGE LIGHT OPERATION... 3−4−4 3−4−16. HIGH SPEED TURNOFF LIGHTS ...... 3−4−5 3−4−17. TAXIWAY LIGHTS ...... 3−4−5 3−4−18. OBSTRUCTION LIGHTS ...... 3−4−5 3−4−19. ROTATING BEACON ...... 3−4−5 Section 5. Runway Selection 3−5−1. SELECTION ...... 3−5−1 3−5−2. STOL RUNWAYS...... 3−5−1 3−5−3. TAILWIND COMPONENTS...... 3−5−1 Section 6. Airport Surface Detection Procedures 3−6−1. EQUIPMENT USAGE ...... 3−6−1 3−6−2. IDENTIFICATION ...... 3−6−1 3−6−3. INFORMATION USAGE ...... 3−6−1 3−6−4. SAFETY LOGIC ALERT RESPONSES ...... 3−6−1 3−6−5. RADAR−ONLY MODE ...... 3−6−2 Section 7. Taxi and Ground Movement Procedures 3−7−1. GROUND TRAFFIC MOVEMENT ...... 3−7−1 3−7−2. TAXI AND GROUND MOVEMENT OPERATIONS ...... 3−7−2 3−7−3. GROUND OPERATIONS ...... 3−7−4 3−7−4. RUNWAY PROXIMITY ...... 3−7−4 3−7−5. PRECISION APPROACH CRITICAL AREA ...... 3−7−4 3−7−6. PRECISION OBSTACLE FREE ZONE (POFZ) AND FINAL APPROACH OBSTACLE CLEARANCE SURFACES (OCS) ...... 3−7−5 Section 8. Spacing and Sequencing 3−8−1. SEQUENCE/SPACING APPLICATION ...... 3−8−1 3−8−2. TOUCH-AND-GO OR STOP-AND-GO OR LOW APPROACH ...... 3−8−1 3−8−3. SIMULTANEOUS SAME DIRECTION OPERATION ...... 3−8−1 3−8−4. SIMULTANEOUS OPPOSITE DIRECTION OPERATION ...... 3−8−2 Section 9. Departure Procedures and Separation 3−9−1. DEPARTURE INFORMATION ...... 3−9−1 3−9−2. DEPARTURE DELAY INFORMATION ...... 3−9−1 3−9−3. DEPARTURE CONTROL INSTRUCTIONS ...... 3−9−2 3−9−4. LINE UP AND WAIT (LUAW) ...... 3−9−2 3−9−5. ANTICIPATING SEPARATION ...... 3−9−4 3−9−6. SAME RUNWAY SEPARATION ...... 3−9−4 3−9−7. WAKE TURBULENCE SEPARATION FOR INTERSECTION DEPARTURES.... 3−9−6 3−9−8. INTERSECTING RUNWAY SEPARATION ...... 3−9−7 3−9−9. TAKEOFF CLEARANCE ...... 3−9−9 3−9−10. CANCELLATION OF TAKEOFF CLEARANCE ...... 3−9−10 Section 10. Arrival Procedures and Separation 3−10−1. LANDING INFORMATION ...... 3−10−1

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Paragraph Page 3−10−2. FORWARDING APPROACH INFORMATION BY NONAPPROACH CONTROL FACILITIES...... 3−10−1 3−10−3. SAME RUNWAY SEPARATION...... 3−10−2 3−10−4. INTERSECTING RUNWAY SEPARATION...... 3−10−3 3−10−5. LANDING CLEARANCE...... 3−10−6 3−10−6. ANTICIPATING SEPARATION...... 3−10−7 3−10−7. LANDING CLEARANCE WITHOUT VISUAL OBSERVATION...... 3−10−7 3−10−8. WITHHOLDING LANDING CLEARANCE...... 3−10−7 3−10−9. RUNWAY EXITING...... 3−10−7 3−10−10. ALTITUDE RESTRICTED LOW APPROACH...... 3−10−8 3−10−11. CLOSED TRAFFIC...... 3−10−8 3−10−12. OVERHEAD MANEUVER...... 3−10−8 3−10−13. SIMULATED FLAMEOUT (SFO) APPROACHES/EMERGENCY LANDING PATTERN (ELP) OPERATIONS/PRACTICE PRECAUTIONARY APPROACHES...... 3−10−10 Section 11. Helicopter Operations 3−11−1. TAXI AND GROUND MOVEMENT OPERATION ...... 3−11−1 3−11−2. HELICOPTER TAKEOFF CLEARANCE ...... 3−11−1 3−11−3. HELICOPTER DEPARTURE SEPARATION ...... 3−11−2 3−11−4. HELICOPTER ARRIVAL SEPARATION ...... 3−11−3 3−11−5. SIMULTANEOUS LANDINGS OR TAKEOFFS ...... 3−11−3 3−11−6. HELICOPTER LANDING CLEARANCE ...... 3−11−4 Section 12. Sea Lane Operations 3−12−1. APPLICATION ...... 3−12−1 3−12−2. DEPARTURE SEPARATION ...... 3−12−1 3−12−3. ARRIVAL SEPARATION ...... 3−12−1 Chapter 4. IFR

Section 1. NAVAID Use Limitations 4−1−1. ALTITUDE AND DISTANCE LIMITATIONS ...... 4−1−1 4−1−2. EXCEPTIONS ...... 4−1−2 4−1−3. CROSSING ALTITUDE ...... 4−1−2 4−1−4. VFR-ON-TOP ...... 4−1−2 4−1−5. FIX USE ...... 4−1−2 Section 2. Clearances 4−2−1. CLEARANCE ITEMS ...... 4−2−1 4−2−2. CLEARANCE PREFIX ...... 4−2−1 4−2−3. DELIVERY INSTRUCTIONS ...... 4−2−1 4−2−4. CLEARANCE RELAY ...... 4−2−1 4−2−5. ROUTE OR ALTITUDE AMENDMENTS ...... 4−2−1 4−2−6. THROUGH CLEARANCES ...... 4−2−3 4−2−7. ALTRV CLEARANCE ...... 4−2−3 4−2−8. IFR−VFR AND VFR−IFR FLIGHTS ...... 4−2−3 4−2−9. CLEARANCE ITEMS ...... 4−2−3 4−2−10. CANCELLATION OF IFR FLIGHT PLAN ...... 4−2−4 Section 3. Departure Procedures 4−3−1. DEPARTURE TERMINOLOGY ...... 4−3−1

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Paragraph Page 4−3−2. DEPARTURE CLEARANCES ...... 4−3−1 4−3−3. ABBREVIATED DEPARTURE CLEARANCE ...... 4−3−3 4−3−4. DEPARTURE RESTRICTIONS, CLEARANCE VOID TIMES, HOLD FOR RELEASE, AND RELEASE TIMES ...... 4−3−5 4−3−5. GROUND STOP ...... 4−3−7 4−3−6. DELAY SEQUENCING ...... 4−3−7 4−3−7. FORWARD DEPARTURE DELAY INFORMATION ...... 4−3−7 4−3−8. COORDINATION WITH RECEIVING FACILITY ...... 4−3−7 4−3−9. VFR RELEASE OF IFR DEPARTURE ...... 4−3−8 4−3−10. FORWARDING DEPARTURE TIMES ...... 4−3−8 Section 4. Route Assignment

4−4−1. ROUTE USE ...... 4−4−1 4−4−2. ROUTE STRUCTURE TRANSITIONS ...... 4−4−2 4−4−3. DEGREE-DISTANCE ROUTE DEFINITION FOR MILITARY OPERATIONS.... 4−4−2 4−4−4. ALTERNATIVE ROUTES ...... 4−4−3 4−4−5. CLASS G AIRSPACE ...... 4−4−3 4−4−6. DIRECT CLEARANCES ...... 4−4−3 Section 5. Altitude Assignment and Verification

4−5−1. VERTICAL SEPARATION MINIMA ...... 4−5−1 4−5−2. FLIGHT DIRECTION ...... 4−5−1 4−5−3. EXCEPTIONS ...... 4−5−1 4−5−4. LOWEST USABLE FLIGHT LEVEL ...... 4−5−2 4−5−5. ADJUSTED MINIMUM FLIGHT LEVEL ...... 4−5−2 4−5−6. MINIMUM EN ROUTE ALTITUDES ...... 4−5−2 4−5−7. ALTITUDE INFORMATION ...... 4−5−3 4−5−8. ANTICIPATED ALTITUDE CHANGES ...... 4−5−6 4−5−9. ALTITUDE CONFIRMATION− NONRADAR ...... 4−5−7 Section 6. Holding Aircraft

4−6−1. CLEARANCE TO HOLDING FIX ...... 4−6−1 4−6−2. CLEARANCE BEYOND FIX ...... 4−6−2 4−6−3. DELAYS ...... 4−6−2 4−6−4. HOLDING INSTRUCTIONS ...... 4−6−3 4−6−5. VISUAL HOLDING POINTS ...... 4−6−3 4−6−6. HOLDING FLIGHT PATH DEVIATION ...... 4−6−3 4−6−7. UNMONITORED NAVAIDs ...... 4−6−3 4−6−8. ILS PROTECTION/CRITICAL AREAS ...... 4−6−3 Section 7. Arrival Procedures

4−7−1. CLEARANCE INFORMATION ...... 4−7−1 4−7−2. ADVANCE DESCENT CLEARANCE ...... 4−7−1 4−7−3. SINGLE FREQUENCY APPROACHES (SFA) ...... 4−7−1 4−7−4. RADIO FREQUENCY AND RADAR BEACON CHANGES FOR MILITARY AIRCRAFT ...... 4−7−2 4−7−5. MILITARY TURBOJET EN ROUTE DESCENT ...... 4−7−2 4−7−6. ARRIVAL INFORMATION ...... 4−7−3 4−7−7. WEATHER INFORMATION ...... 4−7−3

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Paragraph Page 4−7−8. BELOW MINIMA REPORT BY PILOT ...... 4−7−4 4−7−9. TRANSFER OF JURISDICTION ...... 4−7−4 4−7−10. APPROACH INFORMATION ...... 4−7−4 4−7−11. ARRIVAL INFORMATION BY APPROACH CONTROL FACILITIES ...... 4−7−5 4−7−12. AIRPORT CONDITIONS ...... 4−7−5 4−7−13. SWITCHING ILS/MLS RUNWAYS ...... 4−7−6 Section 8. Approach Clearance Procedures 4−8−1. APPROACH CLEARANCE ...... 4−8−1 4−8−2. CLEARANCE LIMIT ...... 4−8−5 4−8−3. RELAYED APPROACH CLEARANCE ...... 4−8−5 4−8−4. ALTITUDE ASSIGNMENT FOR MILITARY HIGH ALTITUDE INSTRUMENT APPROACHES ...... 4−8−5 4−8−5. SPECIFYING ALTITUDE ...... 4−8−5 4−8−6. CIRCLING APPROACH ...... 4−8−5 4−8−7. SIDE−STEP MANEUVER ...... 4−8−6 4−8−8. COMMUNICATIONS RELEASE ...... 4−8−6 4−8−9. MISSED APPROACH ...... 4−8−6 4−8−10. APPROACH INFORMATION ...... 4−8−6 4−8−11. PRACTICE APPROACHES ...... 4−8−6 4−8−12. LOW APPROACH AND TOUCH-AND-GO ...... 4−8−7 Chapter 5. Radar

Section 1. General 5−1−1. PRESENTATION AND EQUIPMENT PERFORMANCE ...... 5−1−1 5−1−2. ALIGNMENT ACCURACY CHECK ...... 5−1−1 5−1−3. RADAR USE ...... 5−1−1 5−1−4. BEACON RANGE ACCURACY ...... 5−1−2 5−1−5. ELECTRONIC ATTACK (EA) ACTIVITY ...... 5−1−2 5−1−6. SERVICE LIMITATIONS ...... 5−1−3 5−1−7. ELECTRONIC CURSOR ...... 5−1−3 5−1−8. MERGING TARGET PROCEDURES ...... 5−1−3 5−1−9. HOLDING PATTERN SURVEILLANCE ...... 5−1−4 5−1−10. DEVIATION ADVISORIES ...... 5−1−4 5−1−11. RADAR FIX POSTING ...... 5−1−4 5−1−12. POSITION REPORTING ...... 5−1−4 5−1−13. RADAR SERVICE TERMINATION ...... 5−1−4 Section 2. Beacon Systems 5−2−1. ASSIGNMENT CRITERIA ...... 5−2−1 5−2−2. DISCRETE ENVIRONMENT ...... 5−2−1 5−2−3. NONDISCRETE ENVIRONMENT ...... 5−2−1 5−2−4. MIXED ENVIRONMENT ...... 5−2−1 5−2−5. RADAR BEACON CODE CHANGES ...... 5−2−2 5−2−6. FUNCTION CODE ASSIGNMENTS ...... 5−2−2 5−2−7. EMERGENCY CODE ASSIGNMENT ...... 5−2−3 5−2−8. RADIO FAILURE ...... 5−2−3 5−2−9. VFR CODE ASSIGNMENTS ...... 5−2−3

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Paragraph Page 5−2−10. BEACON CODE FOR PRESSURE SUIT FLIGHTS AND FLIGHTS ABOVE FL 600...... 5−2−4 5−2−11. AIR DEFENSE EXERCISE BEACON CODE ASSIGNMENT...... 5−2−4 5−2−12. STANDBY OR LOW SENSITIVITY OPERATION...... 5−2−5 5−2−13. CODE MONITOR...... 5−2−5 5−2−14. FAILURE TO DISPLAY ASSIGNED BEACON CODE OR INOPERATIVE/ MALFUNCTIONING TRANSPONDER...... 5−2−5 5−2−15. INOPERATIVE OR MALFUNCTIONING INTERROGATOR...... 5−2−6 5−2−16. FAILED TRANSPONDER IN CLASS A AIRSPACE...... 5−2−6 5−2−17. VALIDATION OF MODE C READOUT...... 5−2−6 5−2−18. ALTITUDE CONFIRMATION− MODE C...... 5−2−7 5−2−19. ALTITUDE CONFIRMATION− NON−MODE C...... 5−2−7 5−2−20. AUTOMATIC ALTITUDE REPORTING...... 5−2−7 5−2−21. INFLIGHT DEVIATIONS FROM TRANSPONDER/MODE C REQUIREMENTS BETWEEN 10,000 FEET AND 18,000 FEET...... 5−2−8 5−2−22. BEACON TERMINATION...... 5−2−8 5−2−23. ALTITUDE FILTERS...... 5−2−8 Section 3. Radar Identification 5−3−1. APPLICATION ...... 5−3−1 5−3−2. PRIMARY RADAR IDENTIFICATION METHODS...... 5−3−1 5−3−3. BEACON IDENTIFICATION METHODS...... 5−3−1 5−3−4. TERMINAL AUTOMATION SYSTEMS IDENTIFICATION METHODS...... 5−3−2 5−3−5. QUESTIONABLE IDENTIFICATION...... 5−3−2 5−3−6. POSITION INFORMATION...... 5−3−2 5−3−7. IDENTIFICATION STATUS...... 5−3−2 5−3−8. TARGET MARKERS...... 5−3−3 5−3−9. TARGET MARKERS...... 5−3−3 Section 4. Transfer of Radar Identification 5−4−1. APPLICATION ...... 5−4−1 5−4−2. TERMS ...... 5−4−1 5−4−3. METHODS...... 5−4−1 5−4−4. TRAFFIC...... 5−4−2 5−4−5. TRANSFERRING CONTROLLER HANDOFF...... 5−4−2 5−4−6. RECEIVING CONTROLLER HANDOFF...... 5−4−3 5−4−7. POINT OUT...... 5−4−4 5−4−8. AUTOMATED INFORMATION TRANSFER (AIT)...... 5−4−5 5−4−9. INTERFACILITY AUTOMATED INFORMATION TRANSFER...... 5−4−5 5−4−10. PREARRANGED COORDINATION...... 5−4−5 5−4−11. EN ROUTE FOURTH LINE DATA BLOCK USAGE...... 5−4−5 Section 5. Radar Separation 5−5−1. APPLICATION ...... 5−5−1 5−5−2. TARGET SEPARATION...... 5−5−1 5−5−3. TARGET RESOLUTION...... 5−5−1 5−5−4. MINIMA ...... 5−5−2 5−5−5. VERTICAL APPLICATION...... 5−5−3 5−5−6. EXCEPTIONS...... 5−5−4 5−5−7. PASSING OR DIVERGING...... 5−5−4

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Paragraph Page 5−5−8. ADDITIONAL SEPARATION FOR FORMATION FLIGHTS ...... 5−5−4 5−5−9. SEPARATION FROM OBSTRUCTIONS ...... 5−5−5 5−5−10. ADJACENT AIRSPACE ...... 5−5−5 5−5−11. EDGE OF SCOPE ...... 5−5−6 5−5−12. BEACON TARGET DISPLACEMENT ...... 5−5−6 5−5−13. GPA 102/103 CORRECTION FACTOR ...... 5−5−6 Section 6. Vectoring 5−6−1. APPLICATION ...... 5−6−1 5−6−2. METHODS...... 5−6−1 5−6−3. VECTORS BELOW MINIMUM ALTITUDE...... 5−6−2 Section 7. Speed Adjustment 5−7−1. APPLICATION ...... 5−7−1 5−7−2. METHODS...... 5−7−2 5−7−3. MINIMA ...... 5−7−3 5−7−4. TERMINATION...... 5−7−3 Section 8. Radar Departures 5−8−1. PROCEDURES ...... 5−8−1 5−8−2. INITIAL HEADING...... 5−8−1 5−8−3. SUCCESSIVE OR SIMULTANEOUS DEPARTURES...... 5−8−1 5−8−4. DEPARTURE AND ARRIVAL...... 5−8−3 5−8−5. DEPARTURES AND ARRIVALS ON PARALLEL OR NONINTERSECTING DIVERGING RUNWAYS...... 5−8−3 Section 9. Radar Arrivals 5−9−1. VECTORS TO FINAL APPROACH COURSE ...... 5−9−1 5−9−2. FINAL APPROACH COURSE INTERCEPTION ...... 5−9−1 5−9−3. VECTORS ACROSS FINAL APPROACH COURSE ...... 5−9−2 5−9−4. ARRIVAL INSTRUCTIONS ...... 5−9−2 5−9−5. APPROACH SEPARATION RESPONSIBILITY ...... 5−9−5 5−9−6. PARALLEL DEPENDENT ILS/MLS APPROACHES ...... 5−9−7 5−9−7. SIMULTANEOUS INDEPENDENT ILS/MLS APPROACHES− DUAL & TRIPLE 5−9−8 5−9−8. SIMULTANEOUS INDEPENDENT DUAL ILS/MLS APPROACHES− HIGH UPDATE RADAR ...... 5−9−9 5−9−9. SIMULTANEOUS OFFSET INSTRUMENT APPROACHES (SOIA)− HIGH UPDATE RADAR ...... 5−9−11 5−9−10. SIMULTANEOUS INDEPENDENT APPROACHES TO WIDELY-SPACED PARALLEL RUNWAYS WITHOUT FINAL MONITORS ...... 5−9−13 Section 10. Radar Approaches− Terminal 5−10−1. APPLICATION ...... 5−10−1 5−10−2. APPROACH INFORMATION ...... 5−10−1 5−10−3. NO-GYRO APPROACH ...... 5−10−2 5−10−4. LOST COMMUNICATIONS ...... 5−10−2 5−10−5. RADAR CONTACT LOST ...... 5−10−3 5−10−6. LANDING CHECK ...... 5−10−3 5−10−7. POSITION INFORMATION ...... 5−10−3 5−10−8. FINAL CONTROLLER CHANGEOVER ...... 5−10−3

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Paragraph Page 5−10−9. COMMUNICATIONS CHECK ...... 5−10−4 5−10−10. TRANSMISSION ACKNOWLEDGMENT ...... 5−10−4 5−10−11. MISSED APPROACH ...... 5−10−4 5−10−12. LOW APPROACH AND TOUCH-AND-GO ...... 5−10−4 5−10−13. TOWER CLEARANCE ...... 5−10−4 5−10−14. FINAL APPROACH ABNORMALITIES ...... 5−10−5 5−10−15. MILITARY SINGLE FREQUENCY APPROACHES ...... 5−10−5 Section 11. Surveillance Approaches− Terminal 5−11−1. ALTITUDE INFORMATION ...... 5−11−1 5−11−2. VISUAL REFERENCE REPORT ...... 5−11−1 5−11−3. DESCENT NOTIFICATION ...... 5−11−1 5−11−4. DESCENT INSTRUCTIONS ...... 5−11−1 5−11−5. FINAL APPROACH GUIDANCE ...... 5−11−1 5−11−6. APPROACH GUIDANCE TERMINATION ...... 5−11−2 Section 12. PAR Approaches− Terminal 5−12−1. GLIDEPATH NOTIFICATION ...... 5−12−1 5−12−2. DECISION HEIGHT (DH) NOTIFICATION ...... 5−12−1 5−12−3. DESCENT INSTRUCTION ...... 5−12−1 5−12−4. GLIDEPATH AND COURSE INFORMATION ...... 5−12−1 5−12−5. DISTANCE FROM TOUCHDOWN ...... 5−12−1 5−12−6. DECISION HEIGHT ...... 5−12−1 5−12−7. POSITION ADVISORIES ...... 5−12−1 5−12−8. APPROACH GUIDANCE TERMINATION ...... 5−12−2 5−12−9. COMMUNICATION TRANSFER ...... 5−12−2 5−12−10. ELEVATION FAILURE ...... 5−12−2 5−12−11. SURVEILLANCE UNUSABLE ...... 5−12−3 Section 13. Use of PAR for Approach Monitoring− Terminal 5−13−1. MONITOR ON PAR EQUIPMENT ...... 5−13−1 5−13−2. MONITOR AVAILABILITY ...... 5−13−1 5−13−3. MONITOR INFORMATION ...... 5−13−1 Section 14. Automation− En Route 5−14−1. CONFLICT ALERT (CA) AND MODE C INTRUDER (MCI) ALERT ...... 5−14−1 5−14−2. EN ROUTE MINIMUM SAFE ALTITUDE WARNING (E-MSAW) ...... 5−14−1 5−14−3. COMPUTER ENTRY OF ASSIGNED ALTITUDE ...... 5−14−2 5−14−4. ENTRY OF REPORTED ALTITUDE ...... 5−14−2 5−14−5. SELECTED ALTITUDE LIMITS ...... 5−14−2 5−14−6. SECTOR ELIGIBILITY ...... 5−14−2 5−14−7. COAST TRACKS ...... 5−14−2 5−14−8. CONTROLLER INITIATED COAST TRACKS ...... 5−14−2 Section 15. Automated Radar Terminal Systems (ARTS)− Terminal 5−15−1. APPLICATION ...... 5−15−1 5−15−2. RESPONSIBILITY ...... 5−15−1 5−15−3. FUNCTIONAL USE ...... 5−15−1 5−15−4. SYSTEM REQUIREMENTS ...... 5−15−1

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Paragraph Page 5−15−5. INFORMATION DISPLAYED ...... 5−15−1 5−15−6. CA/MCI ...... 5−15−2 5−15−7. INHIBITING MINIMUM SAFE ALTITUDE WARNING (MSAW) ...... 5−15−2 5−15−8. TRACK SUSPEND FUNCTION ...... 5−15−2 Section 16. TPX−42− Terminal 5−16−1. APPLICATION ...... 5−16−1 5−16−2. RESPONSIBILITY ...... 5−16−1 5−16−3. FUNCTIONAL USE ...... 5−16−1 5−16−4. SYSTEM REQUIREMENTS ...... 5−16−1 5−16−5. INFORMATION DISPLAYED ...... 5−16−1 5−16−6. INHIBITING LOW ALTITUDE ALERT SYSTEM (LAAS) ...... 5−16−1 Chapter 6. Nonradar

Section 1. General 6−1−1. DISTANCE ...... 6−1−1 6−1−2. NONRECEIPT OF POSITION REPORT ...... 6−1−1 6−1−3. DUPLICATE POSITION REPORTS ...... 6−1−1 6−1−4. ADJACENT AIRPORT OPERATION ...... 6−1−1 6−1−5. ARRIVAL MINIMA ...... 6−1−1 Section 2. Initial Separation of Successive Departing Aircraft 6−2−1. MINIMA ON DIVERGING COURSES ...... 6−2−1 6−2−2. MINIMA ON SAME COURSE ...... 6−2−3 Section 3. Initial Separation of Departing and Arriving Aircraft 6−3−1. SEPARATION MINIMA ...... 6−3−1 Section 4. Longitudinal Separation 6−4−1. APPLICATION ...... 6−4−1 6−4−2. MINIMA ON SAME, CONVERGING, OR CROSSING COURSES...... 6−4−1 6−4−3. MINIMA ON OPPOSITE COURSES...... 6−4−5 6−4−4. SEPARATION BY PILOTS...... 6−4−6 6−4−5. RNAV AIRCRAFT ALONG VOR AIRWAYS/ROUTES...... 6−4−6 Section 5. Lateral Separation 6−5−1. SEPARATION METHODS ...... 6−5−1 6−5−2. MINIMA ON DIVERGING RADIALS ...... 6−5−1 6−5−3. DME ARC MINIMA ...... 6−5−2 6−5−4. MINIMA ALONG OTHER THAN ESTABLISHED AIRWAYS OR ROUTES..... 6−5−2 6−5−5. RNAV MINIMA− DIVERGING/CROSSING COURSES ...... 6−5−4 Section 6. Vertical Separation 6−6−1. APPLICATION ...... 6−6−1 6−6−2. EXCEPTIONS...... 6−6−1 6−6−3. SEPARATION BY PILOTS...... 6−6−1 Section 7. Timed Approaches 6−7−1. APPLICATION ...... 6−7−1

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Paragraph Page 6−7−2. APPROACH SEQUENCE ...... 6−7−1 6−7−3. SEQUENCE INTERRUPTION ...... 6−7−2 6−7−4. LEVEL FLIGHT RESTRICTION ...... 6−7−2 6−7−5. INTERVAL MINIMA ...... 6−7−2 6−7−6. TIME CHECK ...... 6−7−2 6−7−7. MISSED APPROACHES ...... 6−7−2 Chapter 7. Visual

Section 1. General 7−1−1. CLASS A AIRSPACE RESTRICTIONS ...... 7−1−1 7−1−2. VFR CONDITIONS ...... 7−1−1 7−1−3. APPROACH CONTROL SERVICE FOR VFR ARRIVING AIRCRAFT ...... 7−1−1 7−1−4. VISUAL HOLDING OF VFR AIRCRAFT ...... 7−1−1 Section 2. Visual Separation

7−2−1. VISUAL SEPARATION ...... 7−2−1 Section 3. VFR-on-top 7−3−1. VFR-ON-TOP ...... 7−3−1 7−3−2. ALTITUDE FOR DIRECTION OF FLIGHT ...... 7−3−2 Section 4. Approaches 7−4−1. VISUAL APPROACH ...... 7−4−1 7−4−2. VECTORS FOR VISUAL APPROACH ...... 7−4−1 7−4−3. CLEARANCE FOR VISUAL APPROACH ...... 7−4−1 7−4−4. APPROACHES TO MULTIPLE RUNWAYS ...... 7−4−2 7−4−5. CHARTED VISUAL FLIGHT PROCEDURES (CVFP). USA/USN NOT APPLICABLE ...... 7−4−3 7−4−6. CONTACT APPROACH ...... 7−4−3 Section 5. Special VFR (SVFR) 7−5−1. AUTHORIZATION ...... 7−5−1 7−5−2. PRIORITY...... 7−5−1 7−5−3. SEPARATION...... 7−5−2 7−5−4. ALTITUDE ASSIGNMENT...... 7−5−2 7−5−5. LOCAL OPERATIONS...... 7−5−2 7−5−6. CLIMB TO VFR...... 7−5−3 7−5−7. GROUND VISIBILITY BELOW ONE MILE...... 7−5−3 7−5−8. FLIGHT VISIBILITY BELOW ONE MILE...... 7−5−3 Section 6. Basic Radar Service to VFR Aircraft− Terminal 7−6−1. APPLICATION ...... 7−6−1 7−6−2. SERVICE AVAILABILITY...... 7−6−1 7−6−3. INITIAL CONTACT...... 7−6−1 7−6−4. IDENTIFICATION...... 7−6−1 7−6−5. HOLDING...... 7−6−1 7−6−6. APPROACH SEQUENCE...... 7−6−1

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Paragraph Page 7−6−7. SEQUENCING ...... 7−6−1 7−6−8. CONTROL TRANSFER...... 7−6−2 7−6−9. ABANDONED APPROACH...... 7−6−2 7−6−10. VFR DEPARTURE INFORMATION...... 7−6−2 7−6−11. TERMINATION OF SERVICE...... 7−6−2 7−6−12. SERVICE PROVIDED WHEN TOWER IS INOPERATIVE...... 7−6−3 Section 7. Terminal Radar Service Area (TRSA)− Terminal 7−7−1. APPLICATION ...... 7−7−1 7−7−2. ISSUANCE OF EFC...... 7−7−1 7−7−3. SEPARATION...... 7−7−1 7−7−4. HELICOPTER TRAFFIC...... 7−7−1 7−7−5. ALTITUDE ASSIGNMENTS...... 7−7−1 7−7−6. APPROACH INTERVAL...... 7−7−1 7−7−7. TRSA DEPARTURE INFORMATION...... 7−7−1 Section 8. Class C Service− Terminal 7−8−1. APPLICATION ...... 7−8−1 7−8−2. CLASS C SERVICES...... 7−8−1 7−8−3. SEPARATION...... 7−8−1 7−8−4. ESTABLISHING TWO-WAY COMMUNICATIONS...... 7−8−1 7−8−5. ALTITUDE ASSIGNMENTS...... 7−8−2 7−8−6. EXCEPTIONS...... 7−8−2 7−8−7. ADJACENT AIRPORT OPERATIONS...... 7−8−2 7−8−8. TERMINATION OF SERVICE...... 7−8−2 Section 9. Class B Service Area− Terminal 7−9−1. APPLICATION ...... 7−9−1 7−9−2. VFR AIRCRAFT IN CLASS B AIRSPACE...... 7−9−1 7−9−3. METHODS...... 7−9−1 7−9−4. SEPARATION...... 7−9−2 7−9−5. TRAFFIC ADVISORIES...... 7−9−2 7−9−6. HELICOPTER TRAFFIC...... 7−9−2 7−9−7. ALTITUDE ASSIGNMENTS...... 7−9−2 7−9−8. APPROACH INTERVAL...... 7−9−2 Chapter 8. Offshore/Oceanic Procedures

Section 1. General 8−1−1. ATC SERVICE ...... 8−1−1 8−1−2. OPERATIONS IN OFFSHORE AIRSPACE AREAS ...... 8−1−1 8−1−3. VFR FLIGHT PLANS ...... 8−1−1 8−1−4. TYPES OF SEPARATION ...... 8−1−1 8−1−5. ALTIMETER SETTING ...... 8−1−1 8−1−6. RECEIPT OF POSITION REPORTS ...... 8−1−1 8−1−7. OCEANIC NAVIGATIONAL ERROR REPORTING (ONER) PROCEDURES.... 8−1−1 8−1−8. USE OF CONTROL ESTIMATES ...... 8−1−1 Section 2. Coordination 8−2−1. GENERAL ...... 8−2−1

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Paragraph Page 8−2−2. TRANSFER OF CONTROL AND COMMUNICATIONS ...... 8−2−1 8−2−3. AIR TRAFFIC SERVICES INTERFACILITY DATA COMMUNICATIONS (AIDC) 8−2−1 Section 3. Longitudinal Separation

8−3−1. APPLICATION ...... 8−3−1 8−3−2. SEPARATION METHODS...... 8−3−1 8−3−3. MACH NUMBER TECHNIQUE...... 8−3−2 Section 4. Lateral Separation

8−4−1. APPLICATION ...... 8−4−1 8−4−2. SEPARATION METHODS...... 8−4−1 8−4−3. REDUCTION OF ROUTE PROTECTED AIRSPACE...... 8−4−3 8−4−4. TRACK SEPARATION...... 8−4−4 Section 5. Offshore/Oceanic Transition Procedures

8−5−1. ALTITUDE/FLIGHT LEVEL TRANSITION ...... 8−5−1 8−5−2. COURSE DIVERGENCE ...... 8−5−1 8−5−3. OPPOSITE DIRECTION ...... 8−5−1 8−5−4. SAME DIRECTION ...... 8−5−2 Section 6. Separation from Airspace Reservations

8−6−1. TEMPORARY STATIONARY AIRSPACE RESERVATIONS ...... 8−6−1 8−6−2. REFUSAL OF AVOIDANCE CLEARANCE ...... 8−6−1 8−6−3. TEMPORARY MOVING AIRSPACE RESERVATIONS ...... 8−6−1 Section 7. North Atlantic ICAO Region

8−7−1. APPLICATION ...... 8−7−1 8−7−2. VERTICAL SEPARATION...... 8−7−1 8−7−3. LONGITUDINAL SEPARATION...... 8−7−1 8−7−4. LATERAL SEPARATION...... 8−7−2 8−7−5. PROCEDURES FOR WEATHER DEVIATIONS IN NORTH ATLANTIC (NAT) AIRSPACE...... 8−7−2 Section 8. Caribbean ICAO Region

8−8−1. APPLICATION ...... 8−8−1 8−8−2. VERTICAL SEPARATION...... 8−8−1 8−8−3. LONGITUDINAL SEPARATION...... 8−8−1 8−8−4. LATERAL SEPARATION...... 8−8−2 8−8−5. VFR CLIMB AND DESCENT...... 8−8−2 Section 9. Pacific ICAO Region

8−9−1. APPLICATION ...... 8−9−1 8−9−2. VERTICAL SEPARATION...... 8−9−1 8−9−3. LONGITUDINAL SEPARATION...... 8−9−1 8−9−4. LATERAL SEPARATION...... 8−9−2 8−9−5. COMPOSITE SEPARATION MINIMA...... 8−9−2 8−9−6. COMPOSITE SEPARATION ALTITUDE ASSIGNMENT...... 8−9−2 8−9−7. COMPOSITE SEPARATION APPLICATION...... 8−9−3

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Paragraph Page 8−9−8. PROCEDURES FOR WEATHER DEVIATIONS AND OTHER CONTINGENCIES IN OCEANIC CONTROLLED AIRSPACE...... 8−9−4 Section 10. North American ICAO Region− Arctic CTA 8−10−1. APPLICATION ...... 8−10−1 8−10−2. VERTICAL SEPARATION ...... 8−10−1 8−10−3. LONGITUDINAL SEPARATION ...... 8−10−1 8−10−4. LATERAL SEPARATION ...... 8−10−1 Chapter 9. Special Flights

Section 1. General 9−1−1. GENERAL ...... 9−1−1 9−1−2. SPECIAL HANDLING ...... 9−1−1 9−1−3. FLIGHT CHECK AIRCRAFT ...... 9−1−1 Section 2. Special Operations 9−2−1. AIRCRAFT CARRYING DANGEROUS MATERIALS ...... 9−2−1 9−2−2. CELESTIAL NAVIGATION TRAINING ...... 9−2−1 9−2−3. DEPARTMENT OF ENERGY (DOE) SPECIAL FLIGHTS ...... 9−2−1 9−2−4. EXPERIMENTAL AIRCRAFT OPERATIONS ...... 9−2−2 9−2−5. FAA RESEARCH AND DEVELOPMENT FLIGHTS ...... 9−2−2 9−2−6. FLYNET ...... 9−2−2 9−2−7. IFR MILITARY TRAINING ROUTES ...... 9−2−2 9−2−8. INTERCEPTOR OPERATIONS ...... 9−2−4 9−2−9. SPECIAL INTEREST SITES ...... 9−2−4 9−2−10. WASHINGTON, DC, SPECIAL FLIGHT RULES AREA (DC SFRA)/ATC SECURITY SERVICES ...... 9−2−4 9−2−11. SECURITY NOTICE (SECNOT) ...... 9−2−5 9−2−12. LAW ENFORCEMENT OPERATIONS BY CIVIL AND MILITARY ORGANIZATIONS ...... 9−2−5 9−2−13. MILITARY AERIAL REFUELING ...... 9−2−6 9−2−14. MILITARY OPERATIONS ABOVE FL 600 ...... 9−2−7 9−2−15. MILITARY SPECIAL USE FREQUENCIES ...... 9−2−8 9−2−16. AVOIDANCE OF AREAS OF NUCLEAR RADIATION ...... 9−2−8 9−2−17. SAMP ...... 9−2−8 9−2−18. AWACS/NORAD SPECIAL FLIGHTS ...... 9−2−9 9−2−19. WEATHER RECONNAISSANCE FLIGHTS ...... 9−2−9 9−2−20. EVASIVE ACTION MANEUVER ...... 9−2−9 9−2−21. NONSTANDARD FORMATION/CELL OPERATIONS ...... 9−2−10 9−2−22. OPEN SKIES TREATY AIRCRAFT ...... 9−2−10 Section 3. Special Use and ATC Assigned Airspace 9−3−1. APPLICATION ...... 9−3−1 9−3−2. SEPARATION MINIMA...... 9−3−1 9−3−3. VFR-ON-TOP...... 9−3−1 9−3−4. TRANSITING ACTIVE SUA/ATCAA...... 9−3−2 Section 4. Fuel Dumping 9−4−1. INFORMATION REQUIREMENTS ...... 9−4−1

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Paragraph Page 9−4−2. ROUTING ...... 9−4−1 9−4−3. ALTITUDE ASSIGNMENT ...... 9−4−1 9−4−4. SEPARATION MINIMA ...... 9−4−1 9−4−5. INFORMATION DISSEMINATION ...... 9−4−1 Section 5. Jettisoning of External Stores 9−5−1. JETTISONING OF EXTERNAL STORES ...... 9−5−1 Section 6. Unmanned Free Balloons

9−6−1. APPLICATION ...... 9−6−1 9−6−2. DERELICT BALLOONS...... 9−6−2 Section 7. Parachute Operations

9−7−1. COORDINATION ...... 9−7−1 9−7−2. CLASS A, CLASS B, AND CLASS C AIRSPACE ...... 9−7−1 9−7−3. CLASS D AIRSPACE ...... 9−7−1 9−7−4. OTHER CONTROL AIRSPACE ...... 9−7−1 Section 8. Unidentified Flying Object (UFO) Reports

9−8−1. GENERAL ...... 9−8−1 Chapter 10. Emergencies

Section 1. General 10−1−1. EMERGENCY DETERMINATIONS ...... 10−1−1 10−1−2. OBTAINING INFORMATION ...... 10−1−1 10−1−3. PROVIDING ASSISTANCE ...... 10−1−1 10−1−4. RESPONSIBILITY ...... 10−1−1 10−1−5. COORDINATION ...... 10−1−2 10−1−6. AIRPORT GROUND EMERGENCY ...... 10−1−2 10−1−7. INFLIGHT EMERGENCIES INVOLVING MILITARY FIGHTER-TYPE AIRCRAFT ...... 10−1−2 Section 2. Emergency Assistance

10−2−1. INFORMATION REQUIREMENTS ...... 10−2−1 10−2−2. FREQUENCY CHANGES ...... 10−2−1 10−2−3. AIRCRAFT ORIENTATION ...... 10−2−1 10−2−4. ALTITUDE CHANGE FOR IMPROVED RECEPTION ...... 10−2−1 10−2−5. EMERGENCY SITUATIONS ...... 10−2−1 10−2−6. HIJACKED AIRCRAFT ...... 10−2−2 10−2−7. VFR AIRCRAFT IN WEATHER DIFFICULTY ...... 10−2−2 10−2−8. RADAR ASSISTANCE TO VFR AIRCRAFT IN WEATHER DIFFICULTY..... 10−2−2 10−2−9. RADAR ASSISTANCE TECHNIQUES ...... 10−2−3 10−2−10. EMERGENCY LOCATOR TRANSMITTER (ELT) SIGNALS ...... 10−2−3 10−2−11. AIRCRAFT BOMB THREATS ...... 10−2−4 10−2−12. EXPLOSIVE DETECTION K−9 TEAMS ...... 10−2−5 10−2−13. MANPADS ALERT ...... 10−2−5 10−2−14. UNAUTHORIZED LASER ILLUMINATION OF AIRCRAFT ...... 10−2−6

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Paragraph Page 10−2−15. EMERGENCY AIRPORT RECOMMENDATION ...... 10−2−6 10−2−16. GUIDANCE TO EMERGENCY AIRPORT ...... 10−2−6 10−2−17. EMERGENCY OBSTRUCTION VIDEO MAP (EOVM) ...... 10−2−6 10−2−18. VOLCANIC ASH ...... 10−2−7 10−2−19. REPORTING DEATH, ILLNESS, OR OTHER PUBLIC HEALTH RISK ON BOARD AIRCRAFT ...... 10−2−7 Section 3. Overdue Aircraft 10−3−1. OVERDUE AIRCRAFT ...... 10−3−1 10−3−2. INFORMATION TO BE FORWARDED TO ARTCC ...... 10−3−1 10−3−3. INFORMATION TO BE FORWARDED TO RCC ...... 10−3−1 10−3−4. ALNOT ...... 10−3−2 10−3−5. RESPONSIBILITY TRANSFER TO RCC ...... 10−3−2 10−3−6. AIRCRAFT POSITION PLOTS ...... 10−3−2 10−3−7. ALNOT CANCELLATION ...... 10−3−2 Section 4. Control Actions 10−4−1. TRAFFIC RESTRICTIONS ...... 10−4−1 10−4−2. LIGHTING REQUIREMENTS ...... 10−4−1 10−4−3. TRAFFIC RESUMPTION ...... 10−4−1 10−4−4. COMMUNICATIONS FAILURE ...... 10−4−1 Section 5. Miscellaneous Operations 10−5−1. NAVY FLEET SUPPORT MISSIONS ...... 10−5−1 10−5−2. EXPLOSIVE CARGO ...... 10−5−1 Section 6. Oceanic Emergency Procedures 10−6−1. APPLICATION ...... 10−6−1 10−6−2. PHASES OF EMERGENCY ...... 10−6−1 10−6−3. ALERTING SERVICE AND SPECIAL ASSISTANCE ...... 10−6−1 10−6−4. INFLIGHT CONTINGENCIES ...... 10−6−2 10−6−5. SERVICES TO RESCUE AIRCRAFT ...... 10−6−3 Section 7. Ground Missile Emergencies 10−7−1. INFORMATION RELAY ...... 10−7−1 10−7−2. IFR AND SVFR MINIMA ...... 10−7−1 10−7−3. VFR MINIMA ...... 10−7−1 10−7−4. SMOKE COLUMN AVOIDANCE ...... 10−7−1 10−7−5. EXTENDED NOTIFICATION ...... 10−7−1 Chapter 11. Traffic Management Procedures

Section 1. General 11−1−1. DUTY RESPONSIBILITY ...... 11−1−1 11−1−2. DUTIES AND RESPONSIBILITIES ...... 11−1−1 Chapter 12. Canadian Airspace Procedures

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

xviii Table of Contents 2/9/12 JO 7110.65U

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

Chapter 13. Decision Support Tools

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

13−1−1. DESCRIPTION ...... 13−1−1 13−1−2. CONFLICT DETECTION AND RESOLUTION ...... 13−1−1 13−1−3. TRIAL PLANNING ...... 13−1−1 13−1−4. URET−BASED CLEARANCES ...... 13−1−1 13−1−5. THE AIRCRAFT LIST (ACL), DEPARTURE LIST (DL) AND FLIGHT DATA MANAGEMENT ...... 13−1−1 13−1−6. MANUAL COORDINATION AND THE URET COORDINATION MENU...... 13−1−2 13−1−7. HOLDING ...... 13−1−2 13−1−8. RECORDING OF CONTROL DATA ...... 13−1−2 13−1−9. ACKNOWLEDGEMENT OF AUTOMATED NOTIFICATION ...... 13−1−5 13−1−10. CURRENCY OF TRAJECTORY INFORMATION ...... 13−1−5 13−1−11. DELAY REPORTING ...... 13−1−5 13−1−12. OVERDUE AIRCRAFT ...... 13−1−5 13−1−13. USE OF GRAPHICS PLAN DISPLAY (GPD) ...... 13−1−6 13−1−14. FORECAST WINDS ...... 13−1−6 13−1−15. INTERFACILITY CONNECTIVITY ...... 13−1−6 13−1−16. PRIMARY HOST OUTAGES ...... 13−1−6 13−1−17. URET AIRSPACE CONFIGURATION ELEMENTS ...... 13−1−6 Section 2. Ocean21 − Oceanic

13−2−1. DESCRIPTION ...... 13−2−1 13−2−2. CONFLICT DETECTION AND RESOLUTION ...... 13−2−1 13−2−3. INFORMATION MANAGEMENT ...... 13−2−2 13−2−4. CONTROLLER PILOT DATA LINK COMMUNICATIONS (CPDLC) ...... 13−2−3 13−2−5. COORDINATION ...... 13−2−4 13−2−6. TEAM RESPONSIBILITIES − MULTIPLE PERSON OPERATION ...... 13−2−4 Appendices

Appendix A. Aircraft Information Fixed-Wing Aircraft ...... Appendix A−1 Appendix B. Aircraft Information Helicopters/Rotorcrafts ...... Appendix B−1 Appendix C. Aircraft Information Specific Homebuilt/Experimental Aircraft ...... Appendix C−1 Appendix D. Standard Operating Practice (SOP) for the Transfer of Position Responsibility Appendix D−1 PILOT/CONTROLLER GLOSSARY ...... PCG-1 INDEX ...... I-1

Table of Contents xix

2/9/12 JO 7110.65U

Chapter 1. General

Section 1. Introduction

1−1−1. PURPOSE OF THIS ORDER TBL 1−1−1 Publication Schedule This order prescribes air traffic control procedures and phraseology for use by persons providing Basic or Cutoff Date for Effective Date air traffic control services. Controllers are required to Change Submission of Publication be familiar with the provisions of this order that JO 7110.65U 8/25/11 2/9/12 pertain to their operational responsibilities and to Change 1 2/9/12 7/26/12 exercise their best judgment if they encounter situations that are not covered by it. Change 2 7/26/12 3/7/13 Change 3 3/7/13 8/22/13 JO 7110.65V 8/22/13 2/6/14 1−1−2. AUDIENCE

This order applies to all ATO personnel and anyone 1−1−7. DELIVERY DATES using ATO directives. a. If an FAA facility has not received the order/changes at least 30 days before the above effective dates, the facility must notify its service area 1−1−3. WHERE TO FIND THIS ORDER office distribution officer. b. If a military facility has not received the This order is available on the FAA Web site at order/changes at least 30 days before the above http://faa.gov/air_traffic/publications and http://em- effective dates, the facility must notify its appropriate ployees.faa.gov/tools_resources/orders_notices/. military headquarters. (See TBL 1−1−2.)

TBL 1−1−2 1−1−4. WHAT THIS ORDER CANCELS Military Distribution Contacts Military DSN Commercial FAA Order JO 7110.65T, Air Traffic Control, dated Headquarters February 11, 2010, and all changes to it are canceled. U.S. Army 656−4868 (703) 806−4868 USAASA U.S. Air Force Contact Local *NGA 1−1−5. EXPLANATION OF CHANGES Customer Account Representative The significant changes to this order are identified in the Explanation of Changes page(s). It is advisable to U.S. Navy 664−7727 (703) 604−7727 CNO (N885F) retain the page(s) throughout the duration of the basic order. *NGA−National Geospatial/Intelligence Agency

1−1−8. RECOMMENDATIONS FOR 1−1−6. SUBMISSION CUTOFF AND PROCEDURAL CHANGES EFFECTIVE DATES a. Personnel should submit recommended changes in procedures to facility management. This order and its changes are scheduled to be published to coincide with AIRAC dates. b. Recommendations from other sources should (See TBL 1−1−1.) be submitted through appropriate FAA, military, or

Introduction 1−1−1 JO 7110.65U 2/9/12

industry/user channels to Headquarters, FAA, NOTE− Vice President, Mission Support Services, attention: Terminal: Headquarters USAF has delegated to Major Air Airspace Services. Command, Directors of Operations (MAJCOM/DOs) authority to reduce same runway separation standards for military aircraft. These are specified and approved by 1−1−9. PROCEDURAL LETTERS OF affected ATC and user units. When applied, appropriate AGREEMENT advisories may be required; e.g., “(A/C call sign) continue Procedures/minima which are applied jointly or straight ahead on right side; F−16 landing behind on left.” otherwise require the cooperation or concurrence of “(A/C call sign) hold position on right side; F−5 behind on left.” more than one facility/organization must be documented in a letter of agreement. Letters of agreement REFERENCE− FAAO JO 7110.65, Para 3−1−3, Use of Active Runways. only supplement this order. Any minima they specify must not be less than that specified herein unless appropriate military authority has authorized applica- 1−1−11. SAFETY MANAGEMENT SYSTEM tion of reduced separation between military aircraft. (SMS) REFERENCE− Every employee is responsible to ensure the safety of FAAO JO 7110.65, Para 2−1−1, ATC Service. FAAO JO 7210.3, Para 4−3−1, Letters of Agreement. equipment and procedures used in the provision of services within the National Airspace System (NAS). 1−1−10. CONSTRAINTS GOVERNING Risk assessment techniques and mitigations, as SUPPLEMENTS AND PROCEDURAL appropriate, are intended for implementation of any DEVIATIONS planned safety significant changes within the NAS, as directed by FAA Order 1100.161, Air Traffic Safety a. Exceptional or unusual requirements may Oversight. Direction regarding the SMS and its dictate procedural deviations or supplementary application can be found in the FAA Safety procedures to this order. Prior to implementing Management System Manual and FAA supplemental or any procedural deviation that alters Order 1100.161. The SMS will be implemented the level, quality, or degree of service, obtain prior through a period of transitional activities. (Additional approval from the Vice President, Mission Support information pertaining to these requirements and Services. processes can be obtained by contacting the service b. If military operations or facilities are involved, area offices.) prior approval by the following appropriate headquarters is required for subsequent interface with 1−1−12. REFERENCES TO FAA NON−AIR FAA. (See TBL 1−1−3.) TRAFFIC ORGANIZATIONS TBL 1−1−3 When references are made to regional office Military Operations Interface Offices organizations that are not part of the Air Traffic Branch Address Organization (i.e., Communications Center, Flight Standards, Airport offices, etc.), the facility should U.S. Navy Department of the Navy Chief of Naval Operations contact the FAA region where the facility is N−885F physically located − not the region where the 2000 Navy Pentagon facility’s service area office is located. Washington, D.C. 20350−2000 U.S. Air Force HQ AFFSA/A3A 1−1−13. DISTRIBUTION Bldg 4 Room 240 6500 S. MacArthur Blvd This order is distributed to selected offices in Oklahoma City, OK 73169 Washington headquarters, regional offices, service Email: [email protected] area offices, the William J. Hughes Technical Center, U.S. Army Director and the Mike Monroney Aeronautical Center. Also, USAASA (MOAS−AS) copies are sent to all air traffic field facilities and 9325 Gunston Road, Suite N319 international aviation field offices; and to interested Ft. Belvoir, VA 22060−5582 aviation public.

1−1−2 Introduction 2/9/12 JO 7110.65U

Section 2. Terms of Reference

1−2−1. WORD MEANINGS o. Flight operations in accordance with the options of “due regard” or “operational” obligates the As used in this order: authorized state aircraft commander to: a. “Shall” or “must” means a procedure is 1. Separate his/her aircraft from all other mandatory. air traffic; and b. “Shall not” or “must not” means a procedure is 2. Assure that an appropriate monitoring agency prohibited. assumes responsibility for search and rescue actions; c. “Should” means a procedure is recommended. and d. “May” or “need not” means a procedure is 3. Operate under at least one of the following optional. conditions: e. “Will” means futurity, not a requirement for the (a) In visual meteorological conditions application of a procedure. (VMC); or f. Singular words include the plural. (b) Wthin radar surveillance and radio g. Plural words include the singular. communications of a surface radar facility; or h. “Aircraft” means the airframe, crew members, (c) Be equipped with airborne radar that is or both. sufficient to provide separation between his/her aircraft and any other aircraft he/she may be i. “Approved separation” means separation in controlling and other aircraft; or accordance with the applicable minima in this order. (d) Operate within Class G airspace. j. “Altitude” means indicated altitude mean sea level (MSL), flight level (FL), or both. (e) An understanding between the pilot and controller regarding the intent of the pilot and the k. “Miles” means nautical miles unless otherwise status of the flight should be arrived at before the specified, and means statute miles in conjunction aircraft leaves ATC frequency. with visibility. NOTE− l. “Course,” “bearing,” “azimuth,” “heading,” and 1. A pilot’s use of the phrase “Going Tactical” does not “wind direction” information must always be indicate “Due Regard.” An understanding between the magnetic unless specifically stated otherwise. pilot and controller regarding the intent of the pilot and the status of the flight should be arrived at before the aircraft m. “Time” when used for ATC operational leaves air traffic control (ATC) frequency. activities, is the hour and the minute in Coordinated 2. The above conditions provide for a level of safety Universal Time (UTC). Change to the next minute is equivalent to that normally given by International Civil made at the minute plus 30 seconds, except time Aviation Organization (ICAO) ATC agencies and fulfills checks are given to the nearest quarter minute. U.S. Government obligations under Article 3 of the n. “Runway” means the runway used by aircraft Chicago Convention of 1944 (Reference (d)), which and, unless otherwise specified, does not include stipulates there must be “due regard for the safety of helipads and/or their accompanying takeoff/landing navigation of civil aircraft” when flight is not being courses. (See Pilot/Controller Glossary terms – conducted under ICAO flight procedures. Runway and Helipad.) p. “CFR” means Code of Federal Regulations.

Terms of Reference 1−2−1 JO 7110.65U 2/9/12

FIG 1−2−1 Divergence

1−2−2. COURSE DEFINITIONS b. CROSSING COURSES are intersecting courses whose angular difference is 45 through 135 degrees The following definitions must be used in the inclusive. (See FIG 1−2−1.) application of the separation criteria in this order. NOTE− c. OPPOSITE/RECIPROCAL COURSES are The term “protected airspace,” as used in this paragraph, courses whose protected airspaces are coincident, is the airspace equal to one half the required applicable overlap, or intersect and whose angular difference is lateral separation on either side of an aircraft along its greater than 135 degrees through 180 degrees projected flight path. If the protected airspace of inclusive. (See FIG 1−2−1.) two aircraft does not overlap, applicable lateral separation is ensured. 1−2−3. NOTES a. SAME COURSES are courses whose protected airspaces are coincident, overlap, or intersect and Statements of fact, or of a prefatory or explanatory whose angular difference is less than 45 degrees. nature relating to directive material, are set forth as (See FIG 1−2−1.) notes.

1−2−2 Terms of Reference 2/9/12 JO 7110.65U

1−2−4. REFERENCES h. The annotation EXAMPLE provides a sample of the way the prescribed phraseology associated with As used in this order, references direct attention to an the preceding paragraph(s) will be used. If the additional or supporting source of information such preceding paragraph(s) does (do) not include specific as FAA, NWS, and other agencies’ orders, directives, prescribed phraseology, the EXAMPLE merely notices, CFRs, and Advisory Circulars (ACs). denotes suggested words and/or phrases that may be used in communications. 1−2−5. ANNOTATIONS NOTE− The use of the exact text contained in an example not Revised, reprinted, or new pages are marked as preceded with specific prescribed phraseology is not follows: mandatory. However, the words and/or phrases are expected, to the extent practical, to approximate those used a. The change number and the effective date are in the example. printed on each revised or additional page.

b. A page that does not require a change is 1−2−6. ABBREVIATIONS reprinted in its original form. As used in this manual, the following abbreviations c. Bold vertical lines in the margin of changed have the meanings indicated. (See TBL 1−2−1.) pages indicate the location of substantive revisions to the order. Bold vertical lines adjacent to the title of a chapter, section, or paragraph means that extensive TBL 1−2−1 FAA Order JO 7110.65 Abbreviations changes have been made to that chapter, section, or paragraph. Abbreviation Meaning d. Paragraphs/sections annotated with AAR...... Airport acceptance rate EN ROUTE, OCEANIC, or TERMINAL are only to AC ...... Advisory Circular be applied by the designated type facility. When they ACC...... Area Control Center are not so designated, the paragraphs/sections apply ACD...... ARTS Color Display to all types of facilities (en route, oceanic, and ACE−IDS . . . ASOS Controller Equipment− Information terminal). Display System e. The annotation, USAF for the U.S. Air Force, ACL...... Aircraft list USN for the U.S. Navy, and USA for the U.S. Army ACLS ...... Automatic Carrier Landing System denotes that the procedure immediately following the ADC...... Aerospace Defense Command annotation applies only to the designated service. ADIZ ...... Air Defense Identification Zone (to be pronounced “AY DIZ”) REFERENCE− FAAO JO 7110.65, Para 2−1−12, Military Procedures. ADS...... Automatic Dependent Surveillance ADS−B ..... Automatic Dependent Surveillance f. WAKE TURBULENCE APPLICATION in- Broadcast serted within a paragraph means that the remaining ADS−C ..... Automatic Dependent Surveillance information in the paragraph requires the application Contract of wake turbulence procedures. AFP ...... Airspace Flow Program g. The annotation PHRASEOLOGY denotes the AIDC ...... ATS Interfacility Data Communications prescribed words and/or phrases to be used in AIM ...... Aeronautical Information Manual communications. AIRMET . . . Airmen’s meteorological information NOTE− ALERFA . . . Alert phase code (Alerting Service) Controllers may, after first using the prescribed ALNOT .... Alert notice phraseology for a specific procedure, rephrase the ALS ...... Approach Light System message to ensure the content is understood. Good judgment must be exercised when using nonstandard ALTRV..... Altitude reservation phraseology. AMASS .... Airport Movement Area Safety System

Terms of Reference 1−2−3 JO 7110.65U 2/9/12

Abbreviation Meaning Abbreviation Meaning AMB ...... Ambiguity−A disparity greater than 2 miles CFR ...... Code of Federal Regulations exists between the position declared for a CIC...... Controller−in−Charge target by ATTS and another facility’s computer declared position during CNS ...... Continuous interfacility handoff CPDLC ..... Controller Pilot Data Link AMVER .... Automated Mutual Assistance Vessel Communications Rescue System CPME ...... Calibration Performance Monitor ANG...... Air National Guard Equipment APR ...... ATC preferred route CTA...... Control Area APREQ .... Approval Request CTRD ...... Certified Tower Radar Display ARINC ..... Aeronautical Radio Incorporated CVFP ...... Charted Visual Flight Procedure ARIP ...... Air refueling initial point CWA...... Center Weather Advisory ARSR ...... Air route surveillance radar DARC ..... Direct Access Radar Channel ARTCC..... Air Route Traffic Control Center DETRESFA . Distress Phase code (Alerting Service) ARTS...... Automated Radar Terminal System DF ...... Direction finder ASD...... Aircraft Situation Display DH...... Decision height ASDE ...... Airport surface detection equipment DL ...... Departure List ASDE−X . . . Airport Surface Detection Equipment DME...... Distance measuring equipment compatible System − Model X with TACAN ASF ...... Airport Stream Filters DOE...... Department of Energy ASOS ...... Automated Surface Observing System DP ...... Instrument Departure Procedure ASR ...... Airport surveillance radar DR ...... Dead reckoning ATC ...... Air traffic control DRT...... Diversion recovery tool ATCAA .... ATC assigned airspace DSR ...... Display System Replacement ATCSCC .... David J. Hurley Air Traffic Control System DTAS...... Digital Terminal Automation Systems Command Center DTM...... Digital Terrain Map ATD ...... Along−Track Distance DVFR ...... Defense Visual Flight Rules ATIS...... Automatic Terminal Information Service DVRSN .... Diversion ATO ...... Air Traffic Organization EA ...... Electronic Attack ATO COO . . Air Traffic Organization Chief Operating EAS ...... En Route Automation System Officer EDCT ...... Expect Departure Clearance Time ATS ...... Air Traffic Service EFC ...... Expect further clearance AWOS ..... Automated Weather Observing System ELP ...... Emergency Landing Pattern BAASS ..... Bigelow Aerospace Advanced Space Studies ELT...... Emergency locator transmitter BASE ...... Cloud base EOS ...... End Service CA ...... Conflict Alert EOVM ..... Emergency obstruction video map CARCAH . . . Chief, Aerial Reconnaissance ERIDS ..... En Route Information Display System Coordination, All Hurricanes ETA ...... Estimated time of arrival CARF ...... Central Altitude Reservation Function FAA ...... Federal Aviation Administration CARTS..... Common ARTS FAAO...... FAA Order CAT...... Clear air turbulence FANS...... Future Air Navigation System CDT...... Controlled departure time FDIO ...... Flight Data Input/Output CENRAP . . . Center Radar ARTS Presentation FDP ...... Flight data processing CEP ...... Central East Pacific FIR...... Flight Information Region CERAP ..... Combined Center/RAPCON

1−2−4 Terms of Reference 2/9/12 JO 7110.65U

Abbreviation Meaning Abbreviation Meaning FL...... Flight level MALSR .... Medium Approach Light System with FLIP ...... Flight Information Publication runway alignment indicator lights FLM...... Front−Line Manager MAP...... Missed approach point FLY ...... Fly or flying MARSA .... Military authority assumes responsibility for separation of aircraft FMS...... Flight Management System MCA ...... Minimum crossing altitude FMSP ...... Flight Management System Procedure MCI ...... Mode C Intruder FSM...... Flight Schedule Monitor MDA ...... Minimum descent altitude FSS...... Flight Service Station MDM...... Main display monitor GCA...... Ground controlled approach MEA...... Minimum en route (IFR) altitude GNSS ...... Global Navigation Satellite System MEARTS . . . Micro En Route Automated Radar GPD...... Graphics Plan Display Tracking System GPS ...... Global Positioning System METAR .... Aviation Routine Weather Report GS ...... Ground stop MIA ...... Minimum IFR altitude HAR...... High Altitude Redesign MIAWS .... Medium Intensity Airport Weather System HERT...... Host Embedded Route Text MIRL ...... Medium intensity runway lights HF/RO ..... High Frequency/Radio Operator MLS...... Microwave Landing System HIRL ...... High intensity runway lights MNPS ...... Minimum Navigation Performance IAFDOF .... Inappropriate Altitude for Direction of Specification Flight MNT...... Mach Number Technique ICAO ...... International Civil Aviation Organization MOA ...... Military operations area IDENT ..... Aircraft identification MOCA ..... Minimum obstruction clearance altitude IDS...... Information Display System MRA ...... Minimum reception altitude IFR...... Instrument flight rules MSAW..... Minimum Safe Altitude Warning IFSS ...... International Flight Service Station MSL...... Mean sea level ILS...... Instrument Landing System MTI ...... Moving target indicator INCERFA . . . Uncertainty Phase code (Alerting Service) MTR...... Military training route INREQ ..... Information request MVA...... Minimum vectoring altitude INS...... Inertial Navigation System NADIN ..... National Airspace Data Interchange IR...... IFR military training route Network IRU...... Inertial Reference Unit NAR...... National Automation Request ITWS ...... Integrated Terminal Weather System NAS...... National Airspace System JATO ...... Jet assisted takeoff NAT...... ICAO North Atlantic Region LAHSO .... Land and Hold Short Operations NBCAP .... National Beacon Code Allocation Plan LOA...... Letter of Agreement NDB...... Nondirectional radio beacon LLWAS..... Low Level Wind Shear Alert System NHOP ...... National Hurricane Operations Plan LLWAS NE . Low Level Wind Shear Alert System NM...... Nautical mile Network Expansion NOAA ..... National Oceanic and Atmospheric LLWAS−RS . Low Level Wind Shear Alert System Administration Relocation/Sustainment NOPAC .... North Pacific LLWS...... Low Level Wind Shear NORAD .... North American Aerospace Defense L/MF ...... Low/medium frequency Command LORAN .... Long Range Navigation System NOS...... National Ocean Service Mach ...... Mach number NOTAM.... Notice to Airmen MALS ..... Medium Intensity Approach Light System

Terms of Reference 1−2−5 JO 7110.65U 2/9/12

Abbreviation Meaning Abbreviation Meaning NRP ...... North American Route Program RVV...... Runway visibility value NRR...... Nonrestrictive Route SAA...... Special Activity Airspace NRS ...... Navigation Reference System SAR ...... Search and rescue NTZ ...... No transgression zone SATCOM . . . Satellite Communication NWS...... National Weather Service SELCAL .... Selective Calling System NWSOP .... National Winter Storm Operations Plan SFA...... Single frequency approach ODALS .... Omnidirectional Approach Lighting SFO ...... Simulated flameout System SID...... Standard Instrument Departure ODP...... Obstacle Departure Procedure SIGMET .... Significant meteorological information OID ...... Operator Interface Device SPA...... Special Posting Area ONER ...... Oceanic Navigational Error Report SPECI ...... Nonroutine (Special) Aviation Weather Report OS ...... Operations Supervisor STAR...... Standard terminal arrival OTR...... Oceanic transition route STARS..... Standard Terminal Automation PAPI...... Precision Approach Path Indicators Replacement System PAR ...... Precision approach radar STMC ...... Supervisory Traffic Management PAR ...... Preferred arrival route Coordinator PBCT ...... Proposed boundary crossing time STMCIC .... Supervisory Traffic Management Coordinator−in−charge P/CG ...... Pilot/Controller Glossary STOL...... Short takeoff and landing PDAR ...... Preferential departure arrival route SURPIC .... Surface Picture PDC ...... Pre−Departure Clearance SVFR ...... Special Visual Flight Rules PDR ...... Preferential departure route TAA...... Terminal arrival area PIDP ...... Programmable indicator data processor TAS ...... Terminal Automation Systems PPI...... Plan position indicator TACAN .... TACAN UHF navigational aid PTP...... Point−to−point (omnidirectional course and distance PVD...... Plan view display information) RA ...... Radar Associate TAWS...... Terrain Awareness Warning System RAIL ...... Runway alignment indicator lights TCAS ...... Traffic Alert and Collision Avoidance RAPCON . . . Radar Approach Control Facility (USAF) System RATCF..... Radar Air Traffic Control Facility (USN) TCDD ...... Tower cab digital display RBS ...... Radar bomb scoring TDLS ...... Terminal Data Link System RCC...... Rescue Coordination Center TDW ...... Tower display workstation RCLS ...... Runway Centerline System TDWR ..... Terminal Doppler Weather Radar RCR...... Runway condition reading TDZL ...... Touchdown Zone Light System RDP ...... Radar data processing TFMS ...... Traffic Flow Management System RE ...... Recent (used to qualify weather TMC...... Traffic Management Coordinator phenomena such as rain, e.g. recent rain = TMU...... Traffic Management Unit RERA) TRACON . . . Terminal Radar Approach Control REIL ...... Runway end identifier lights TRSA ...... Terminal radar service area RNAV...... Area navigation UFO...... Unidentified flying object RNP ...... Required Navigation Performance RTQC...... Real−Time Quality Control UHF...... Ultra high frequency RVR...... Runway visual range URET ...... User request evaluation tool RVSM...... Reduced Vertical Separation Minimum USA...... United States Army

1−2−6 Terms of Reference 2/9/12 JO 7110.65U

Abbreviation Meaning USAF ...... United States Air Force USN...... United States Navy UTC...... Coordinated universal time UTM...... Unsuccessful transmission message UUA...... Urgent pilot weather report VFR ...... Visual flight rules VHF...... Very high frequency VMC ...... Visual meteorological conditions VNAV...... Vertical Navigation VOR...... VHF navigational aid (omnidirectional course information) VOR/DME . . Collocated VOR and DME navigational aids (VHF course and UHF distance information) VORTAC . . . Collocated VOR and TACAN navigation aids (VHF and UHF course and UHF distance information) VR ...... VFR military training route VSCS ...... Voice Switching and Control System WAAS ..... Wide Area Augmentation System WARP ..... Weather and Radar Processing WATRS..... West Atlantic Route System WSO ...... Weather Service Office WSP...... Weather System Processor WST...... Convective SIGMET

Terms of Reference 1−2−7

2/9/12 JO 7110.65U

Chapter 2. General Control

Section 1. General

2−1−1. ATC SERVICE c. A deviation is necessary to assist an aircraft when an emergency has been declared. The primary purpose of the ATC system is to prevent REFERENCE− a collision between aircraft operating in the system FAAO JO 7110.65, Para 2−1−6, Safety Alert. and to organize and expedite the flow of traffic, and FAAO JO 7110.65, Chapter 10, Emergencies. FAAO JO 7110.65, Para 5−1−8, Merging Target Procedures. to provide support for National Security and Homeland Defense. In addition to its primary 2−1−2. DUTY PRIORITY function, the ATC system has the capability to provide (with certain limitations) additional services. a. Give first priority to separating aircraft and The ability to provide additional services is limited by issuing safety alerts as required in this order. Good many factors, such as the volume of traffic, frequency judgment must be used in prioritizing all other congestion, quality of radar, controller workload, provisions of this order based on the requirements of higher priority duties, and the pure physical inability the situation at hand. to scan and detect those situations that fall in this REFERENCE− category. It is recognized that these services cannot be FAAO JO 7110.65, Para 2−1−6, Safety Alert. provided in cases in which the provision of services NOTE− is precluded by the above factors. Consistent with the Because there are many variables involved, it is virtually aforementioned conditions, controllers must provide impossible to develop a standard list of duty priorities that additional service procedures to the extent permitted would apply uniformly to every conceivable situation. by higher priority duties and other circumstances. Each set of circumstances must be evaluated on its own The provision of additional services is not optional on merit, and when more than one action is required, controllers must exercise their best judgment based on the the part of the controller, but rather is required when facts and circumstances known to them. That action which the work situation permits. Provide air traffic control is most critical from a safety standpoint is performed first. service in accordance with the procedures and minima in this order except when: b. Provide support to national security and homeland defense activities to include, but not be a. A deviation is necessary to conform with ICAO limited to, reporting of suspicious and/or unusual Documents, National Rules of the Air, or special aircraft/pilot activities. agreements where the U.S. provides air traffic control REFERENCE− service in airspace outside the U.S. and its FAAO JO 7610.4, Special Operations. possessions or: c. Provide additional services to the extent possible, contingent only upon higher priority duties NOTE− Pilots are required to abide by CFRs or other applicable and other factors including limitations of radar, regulations regardless of the application of any procedure volume of traffic, frequency congestion, and or minima in this order. workload.

b. Other procedures/minima are prescribed in a 2−1−3. PROCEDURAL PREFERENCE letter of agreement, FAA directive, or a military document, or: a. Use automation procedures in preference to nonautomation procedures when workload, commu- NOTE− nications, and equipment capabilities permit. These procedures may include altitude reservations, air refueling, fighter interceptor operations, law enforce- b. Use radar separation in preference to nonradar ment, etc. separation when it will be to an operational advantage

REFERENCE− and workload, communications, and equipment FAAO JO 7110.65, Para 1−1−9, Procedural Letters of Agreement. permit.

General 2−1−1 JO 7110.65U 2/9/12

c. Use nonradar separation in preference to radar NOTE− separation when the situation dictates that an As used herein the terms presidential aircraft and operational advantage will be gained. entourage include aircraft and entourage of the President, Vice President, or other public figures when designated by NOTE− the White House. One situation may be where vertical separation would REFERENCE− preclude excessive vectoring. FAAO JO 7110.65, Para 2−4−20, Aircraft Identification. FAAO JO 7110.65, Para 4−3−2, Departure Clearances. FAAO JO 7210.3, Para 5−1−1, Advance Coordination. 2−1−4. OPERATIONAL PRIORITY e. Provide special handling, as required to Provide air traffic control service to aircraft on a “first expedite Flight Check aircraft. come, first served” basis as circumstances permit, NOTE− except the following: It is recognized that unexpected wind conditions, weather, NOTE− or heavy traffic flows may affect controller’s ability to It is solely the pilot’s prerogative to cancel an IFR flight provide priority or special handling at the specific time plan. However, a pilot’s retention of an IFR flight plan does requested. not afford priority over VFR aircraft. For example, this REFERENCE− does not preclude the requirement for the pilot of an FAAO JO 7110.65, Para 9−1−3, Flight Check Aircraft. arriving IFR aircraft to adjust his/her flight path, as f. Expedite movement of NIGHT WATCH aircraft necessary, to enter a traffic pattern in sequence with when NAOC (pronounced NA−YOCK) is indicated arriving VFR aircraft. in the remarks section of the flight plan or in a. An aircraft in distress has the right of way over air/ground communications. all other air traffic. NOTE− The term “NAOC” will not be a part of the call sign but may REFERENCE− 14 CFR Section 91.113(c). be used when the aircraft is airborne to indicate a request for special handling. b. Provide priority to civilian air ambulance REFERENCE− flights “LIFEGUARD.” Air carrier/taxi usage of the FAAO JO 7610.4, Para 12−1−1, Applications. “LIFEGUARD” call sign, indicates that operational g. Provide expeditious handling for any civil or priority is requested. When verbally requested, military aircraft using the code name “FLYNET.” provide priority to military air evacuation flights REFERENCE− (AIR EVAC, MED EVAC) and scheduled air FAAO JO 7110.65, Para 9−2−6, FLYNET. carrier/air taxi flights. Assist the pilots of air FAAO JO 7610.4, Para 12−4−1, “FLYNET” Flights, Nuclear ambulance/evacuation aircraft to avoid areas of Emergency Teams. significant weather and turbulent conditions. When h. Provide expeditious handling of aircraft using requested by a pilot, provide notifications to expedite the code name “Garden Plot” only when CARF ground handling of patients, vital organs, or urgently notifies you that such priority is authorized. Refer any needed medical materials. questions regarding flight procedures to CARF for resolution. NOTE− It is recognized that heavy traffic flow may affect the NOTE− controller’s ability to provide priority handling. However, Garden Plot flights require priority movement and are without compromising safety, good judgment must be used coordinated by the military with CARF. State authority will in each situation to facilitate the most expeditious contact the Regional Administrator to arrange for priority movement of a lifeguard aircraft. of National Guard troop movements within a particular state. c. Provide maximum assistance to SAR aircraft performing a SAR mission. i. Provide special handling for USAF aircraft engaged in aerial sampling missions using the code REFERENCE− name “SAMP.” FAAO JO 7110.65, Para 10−1−3, Providing Assistance. REFERENCE− d. Expedite the movement of presidential aircraft FAAO JO 7110.65, Para 9−2−17, SAMP. and entourage and any rescue support aircraft as well FAAO JO 7210.3, Para 5−3−4, Atmosphere Sampling For Nuclear Contamination. as related control messages when traffic conditions FAAO JO 7610.4, Para 12−4−3, Atmospheric Sampling For Nuclear and communications facilities permit. Contamination.

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j. Provide maximum assistance to expedite the (NRP) Information. FAAO JO 7110.65, Para 4−2−5, Route or Altitude Amendments. movement of interceptor aircraft on active air defense FAAO JO 7210.3, Chapter 17, Section 16, North American Route missions until the unknown aircraft is identified. Program. k. Expedite movement of Special Air Mission p. If able, provide priority handling to diverted aircraft when SCOOT is indicated in the remarks flights. Priority handling may be requested via use of section of the flight plan or in air/ground “DVRSN” in the remarks section of the flight plan or communications. by the flight being placed on the Diversion Recovery Tool (DRT). NOTE− REFERENCE− The term “SCOOT” will not be part of the call sign but may FAAO JO 7210.3, Para 17−4−5, Diversion Recovery. be used when the aircraft is airborne to indicate a request for special handling. 2−1−5. EXPEDITIOUS COMPLIANCE REFERENCE− a. FAAO JO 7610.4, Para 12−7−1, Applications. Use the word “immediately” only when expeditious compliance is required to avoid an l. When requested, provide priority handling to imminent situation. TEAL and NOAA mission aircraft. b. Use the word “expedite” only when prompt NOTE− compliance is required to avoid the development of Priority handling may be requested by the pilot, or via an imminent situation. If an “expedite” climb or telephone from CARCAH or the 53rd Weather Reconnais- descent clearance is issued by ATC, and subsequently sance Squadron (53WRS) operations center personnel, or in the remarks section of the flight plan. the altitude to maintain is changed or restated without an expedite instruction, the expedite instruction is REFERENCE− FAAO JO 7110.65, Para 9−2−19, Weather Reconnaissance Flights. canceled. m. IFR aircraft must have priority over SVFR c. In either case, if time permits, include the reason aircraft. for this action. REFERENCE− FAAO JO 7110.65, Chapter 7, Section 5, Special VFR (SVFR). 2−1−6. SAFETY ALERT n. Providing priority and special handling to Issue a safety alert to an aircraft if you are aware the expedite the movement of OPEN SKIES observation aircraft is in a position/altitude which, in your and demonstration flights. judgment, places it in unsafe proximity to terrain, obstructions, or other aircraft. Once the pilot informs NOTE− you action is being taken to resolve the situation, you An OPEN SKIES aircraft has priority over all “regular” may discontinue the issuance of further alerts. Do not air traffic. “Regular” is defined as all aircraft traffic other than: assume that because someone else has responsibility 1. Emergencies. for the aircraft that the unsafe situation has been 2. Aircraft directly involved in presidential movement. observed and the safety alert issued; inform the 3. Forces or activities in actual combat. appropriate controller. 4. Lifeguard, MED EVAC, AIR EVAC and active SAR NOTE− missions. 1. The issuance of a safety alert is a first priority (see REFERENCE− para 2−1−2, Duty Priority) once the controller observes FAAO JO 7110.65, Para 9−2−22, OPEN SKIES Treaty Aircraft. and recognizes a situation of unsafe aircraft proximity to FAAO JO 7210.3, Para 5−3−7, OPEN SKIES Treaty Aircraft. terrain, obstacles, or other aircraft. Conditions, such as Treaty on OPEN SKIES, Treaty Document, 102−37. workload, traffic volume, the quality/limitations of the o. Aircraft operating under the North American radar system, and the available lead time to react are Route Program (NRP) and in airspace identified in factors in determining whether it is reasonable for the the High Altitude Redesign (HAR) program, are not controller to observe and recognize such situations. While subject to route limiting restrictions (e.g., published a controller cannot see immediately the development of preferred IFR routes, letter of agreement require- every situation where a safety alert must be issued, the ments, standard operating procedures). controller must remain vigilant for such situations and issue a safety alert when the situation is recognized. REFERENCE− FAAO JO 7110.65, Para 2−3−2, En Route Data Entries. 2. Recognition of situations of unsafe proximity may result FAAO JO 7110.65, Para 2−2−15, North American Route Program from MSAW/E−MSAW/LAAS, automatic altitude readouts,

General 2−1−3 JO 7110.65U 2/9/12

Conflict/Mode C Intruder Alert, observations on a PAR 2−1−7. INFLIGHT EQUIPMENT scope, or pilot reports. MALFUNCTIONS 3. Once the alert is issued, it is solely the pilot’s a. When a pilot reports an inflight equipment prerogative to determine what course of action, if any, will malfunction, determine the nature and extent of any be taken. special handling desired. a. Terrain/Obstruction Alert. Immediately issue/ NOTE− initiate an alert to an aircraft if you are aware the Inflight equipment malfunctions include partial or aircraft is at an altitude which, in your judgment, complete failure of equipment, which may affect either places it in unsafe proximity to terrain/obstructions. safety, separation standards, and/or the ability of the flight to proceed under IFR, or in Reduced Vertical Separation Issue the alert as follows: Minimum (RVSM) airspace, in the ATC system. Control- PHRASEOLOGY− lers may expect reports from pilots regarding VOR, LOW ALTITUDE ALERT (call sign), TACAN, ADF, GPS, RVSM capability, or low frequency navigation receivers, impairment of air−ground commu- CHECK YOUR ALTITUDE IMMEDIATELY. nications capability, or other equipment deemed appropriate by the pilot (e.g., airborne weather radar). THE (as appropriate) MEA/MVA/MOCA/MIA IN YOUR Pilots should communicate the nature and extent of any AREA IS (altitude), assistance desired from ATC. b. Provide the maximum assistance possible or if an aircraft is past the final approach fix consistent with equipment, workload, and any special (nonprecision approach), handling requested.

or the outer marker, c. Relay to other controllers or facilities who will subsequently handle the aircraft, all pertinent details or the fix used in lieu of the outer marker (precision concerning the aircraft and any special handling approach), required or being provided. and, if known, issue 2−1−8. MINIMUM FUEL THE (as appropriate) MDA/DH IS (altitude). If an aircraft declares a state of “minimum fuel,” b. Aircraft Conflict/Mode C Intruder Alert. inform any facility to whom control jurisdiction is Immediately issue/initiate an alert to an aircraft if you transferred of the minimum fuel problem and be alert are aware of another aircraft at an altitude which you for any occurrence which might delay the aircraft believe places them in unsafe proximity. If feasible, en route. offer the pilot an alternate course of action. NOTE− Use of the term “minimum fuel” indicates recognition by c. When an alternate course of action is given, end a pilot that his/her fuel supply has reached a state where, the transmission with the word “immediately.” upon reaching destination, he/she cannot accept any undue delay. This is not an emergency situation but merely an PHRASEOLOGY− advisory that indicates an emergency situation is possible TRAFFIC ALERT (call sign) (position of aircraft) ADVISE should any undue delay occur. A minimum fuel advisory YOU TURN LEFT/RIGHT (heading), does not imply a need for traffic priority. Common sense and good judgment will determine the extent of assistance and/or to be given in minimum fuel situations. If, at any time, the remaining usable fuel supply suggests the need for traffic CLIMB/DESCEND (specific altitude if appropriate) priority to ensure a safe landing, the pilot should declare IMMEDIATELY. an emergency and report fuel remaining in minutes.

REFERENCE− FAAO JO 7110.65, Para 5−14−1, Conflict Alert (CA) and Mode C 2−1−9. REPORTING ESSENTIAL FLIGHT Intruder (MCI) Alert. INFORMATION FAAO JO 7110.65, Para 5−14−2, En Route Minimum Safe Altitude Warning (E−MSAW). FAAO JO 7110.65, Para 5−15−6, CA/MCI. Report as soon as possible to the appropriate FSS, FAAO JO 7110.65, Para 5−2−23, Altitude Filters. airport manager’s office, ARTCC, approach control

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facility, operations office, or military operations (c) Altitude. office any information concerning components of the (d) Date/time of occurrence. NAS or any flight conditions which may have an adverse effect on air safety. 2. Record the incident on FAA Form 7230−4 or appropriate military form. NOTE− FSSs are responsible for classifying and disseminating 3. Broadcast the anomaly report to other aircraft Notices to Airmen. as necessary. REFERENCE− PHRASEOLOGY− FAAO JO 7110.65, Para 3−3−3, Timely Information. ATTENTION ALL AIRCRAFT, GPS REPORTED FAAO JO 7110.65, Para 5−1−6, Service Limitations. UNRELIABLE IN VICINITY/AREA (position). FAAO JO 7210.3, Para 3−1−2, Periodic Maintenance. USN, See OPNAVINST 3721.30. EXAMPLE− “Attention all aircraft, GPS reported unreliable in the area 2−1−10. NAVAID MALFUNCTIONS 30 miles south of Waco VOR.” c. When an aircraft reports a Wide Area a. When an aircraft reports a ground−based Augmentation System (WAAS) anomaly, request the NAVAID malfunction, take the following actions: following information and/or take the following 1. Request a report from a second aircraft. actions: 1. Determine if the pilot has lost all WAAS 2. If the second aircraft reports normal service. operations, continue use and inform the first aircraft. Record the incident on FAA Form 7230−4 or PHRASEOLOGY− appropriate military form. ARE YOU RECEIVING ANY WAAS SERVICE? 2. If the pilot reports receipt of any WAAS 3. If the second aircraft confirms the malfunc- service, acknowledge the report and continue normal tion or in the absence of a second aircraft report, operations. activate the standby equipment or request the monitor facility to activate. 3. If the pilot reports loss of all WAAS service, report as a GPS anomaly using procedures in 4. If normal operation is reported after the subpara 2−1−10b. standby equipment is activated, continue use, record the incident on FAA Form 7230−4 or appropriate 2−1−11. USE OF MARSA military form, and notify technical operations personnel (the Systems Engineer of the ARTCC a. MARSA may only be applied to military when an en route aid is involved). operations specified in a letter of agreement or other appropriate FAA or military document. 5. If continued malfunction is reported after the NOTE− standby equipment is activated or the standby Application of MARSA is a military command prerogative. equipment cannot be activated, inform technical It will not be invoked indiscriminately by individual units operations personnel and request advice on whether or pilots. It will be used only for IFR operations requiring or not the aid should be shut down. In the absence of its use. Commands authorizing MARSA will ensure that its a second aircraft report, advise the technical implementation and terms of use are documented and operations personnel of the time of the initial aircraft coordinated with the control agency having jurisdiction report and the estimated time a second aircraft report over the area in which the operations are conducted. Terms could be obtained. of use will assign responsibility and provide for separation among participating aircraft. b. When an aircraft reports a GPS anomaly, b. ATC facilities do not invoke or deny MARSA. request the following information and/or take the Their sole responsibility concerning the use of following actions: MARSA is to provide separation between military 1. Record the following minimum information: aircraft engaged in MARSA operations and other nonparticipating IFR aircraft. (a) Aircraft call sign and type. c. DOD must ensure that military pilots requesting (b) Location. special-use airspace/ATCAAs have coordinated with

General 2−1−5 JO 7110.65U 2/9/12

the scheduling agency, have obtained approval for to the aircraft of the USAF unit. Basic FAA procedures will entry, and are familiar with the appropriate MARSA be applied to all other aircraft. procedures. ATC is not responsible for determining which military aircraft are authorized to enter 2−1−13. FORMATION FLIGHTS special-use airspace/ATCAAs. a. Control formation flights as a single aircraft. REFERENCE− When individual control is requested, issue advisory FAAO JO 7110.65, Para 9−2−13, Military Aerial Refueling. information which will assist the pilots in attaining separation. When pilot reports indicate separation has 2−1−12. MILITARY PROCEDURES been established, issue control instructions as required. Military procedures in the form of additions, NOTE− modifications, and exceptions to the basic FAA 1. Separation responsibility between aircraft within the procedure are prescribed herein when a common formation during transition to individual control rests with procedure has not been attained or to fulfill a specific the pilots concerned until standard separation has been requirement. They must be applied by: attained. 2. Formation join-up and breakaway will be conducted in a. ATC facilities operated by that military service. VFR weather conditions unless prior authorization has EXAMPLE− been obtained from ATC or individual control has been 1. An Air Force facility providing service for an Air Force approved. base would apply USAF procedures to all traffic regardless REFERENCE− of class. FAAO JO 7110.65, Para 5−5−8, Additional Separation for Formation Flights. 2. A Navy facility providing service for a Naval Air Station P/CG Term− Formation Flight. would apply USN procedures to all traffic regardless of b. Military and civil formation flights in RVSM class. airspace. b. ATC facilities, regardless of their parent 1. Utilize RVSM separation standards for a organization (FAA, USAF, USN, USA), supporting formation flight, which consists of all RVSM a designated military airport exclusively. This approved aircraft. designation determines which military procedures are to be applied. 2. Utilize non−RVSM separation standards for a formation flight above FL 290, which does not EXAMPLE− consist of all RVSM approved aircraft. 1. An FAA facility supports a USAF base exclusively; USAF procedures are applied to all traffic at that base. 3. If aircraft are requesting to form a formation flight to FL 290 or above, the controller who issues 2. An FAA facility provides approach control service for a the clearance creating the formation flight is Naval Air Station as well as supporting a civil airport; responsible for ensuring that the proper equipment basic FAA procedures are applied at both locations by the suffix is entered for the lead aircraft. FAA facility. 3. A USAF facility supports a USAF base and provides 4. If the flight departs as a formation, and is approach control service to a satellite civilian airport; requesting FL 290 or above, the first center sector USAF procedures are applied at both locations by the must ensure that the proper equipment suffix is USAF facility. entered. REFERENCE− 5. If the formation flight is below FL 290 and FAAO JO 7110.65, Para 1−2−5, Annotations. later requests FL 290 or above, the controller c. Other ATC facilities when specified in a letter of receiving the RVSM altitude request must ensure the agreement. proper equipment suffix is entered. EXAMPLE− 6. Upon break−up of the formation flight, the A USAF unit is using a civil airport supported by an FAA controller initiating the break−up must ensure that all facility− USAF procedures will be applied as specified in aircraft or flights are assigned their proper equipment a letter of agreement between the unit and the FAA facility suffix.

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2−1−14. COORDINATE USE OF AIRSPACE FAAO JO 7110.65, Para 5−4−5, Transferring Controller Handoff. FAAO JO 7110.65, Para 5−4−6, Receiving Controller Handoff. a. Ensure that the necessary coordination has been b. Transfer control of an aircraft only after accomplished before you allow an aircraft under your eliminating any potential conflict with other aircraft control to enter another controller’s area of for which you have separation responsibility. jurisdiction. c. Assume control of an aircraft only after it is in b. Before you issue control instructions directly or your area of jurisdiction unless specifically coordin- relay through another source to an aircraft which is ated or as specified by letter of agreement or a facility within another controller’s area of jurisdiction that directive. will change that aircraft’s heading, route, speed, or altitude, ensure that coordination has been accom- 2−1−16. SURFACE AREAS plished with each of the controllers listed below whose area of jurisdiction is affected by those a. Coordinate with the appropriate nonapproach instructions unless otherwise specified by a letter of control tower on an individual aircraft basis before agreement or a facility directive: issuing a clearance which would require flight within a surface area for which the tower has responsibility 1. The controller within whose area of jurisdic- unless otherwise specified in a letter of agreement. tion the control instructions will be issued. REFERENCE− FAAO JO 7210.3, Para 4−3−1, Letters of Agreement. 2. The controller receiving the transfer of 14 CFR Section 91.127, Operating on or in the Vicinity of an Airport control. in Class E Airspace. P/CG Term− Surface Area. 3. Any intervening controller(s) through whose b. Coordinate with the appropriate control tower area of jurisdiction the aircraft will pass. for transit authorization when you are providing radar c. If you issue control instructions to an aircraft traffic advisory service to an aircraft that will enter through a source other than another controller another facility’s airspace. (e.g., ARINC, FSS, another pilot) ensure that the NOTE− necessary coordination has been accomplished with The pilot is not expected to obtain his/her own any controllers listed in subparas b1, 2, and 3, whose authorization through each area when in contact with a area of jurisdiction is affected by those instructions radar facility. unless otherwise specified by a letter of agreement or c. Transfer communications to the appropriate a facility directive. facility, if required, prior to operation within a surface REFERENCE− area for which the tower has responsibility. FAAO JO 7110.65, Para 2−1−15, Control Transfer. FAAO JO 7110.65, Para 5−5−10, Adjacent Airspace. REFERENCE− FAAO JO 7110.65, Para 5−4−5, Transferring Controller Handoff. FAAO JO 7110.65, Para 2−1−17, Radio Communications Transfer. FAAO JO 7110.65, Para 5−4−6, Receiving Controller Handoff. FAAO JO 7110.65, Para 3−1−11, Surface Area Restrictions. FAAO JO 7110.65, Para 7−6−1, Application. 14 CFR Section 91.129, Operations in Class D Airspace. 2−1−15. CONTROL TRANSFER 2−1−17. RADIO COMMUNICATIONS a. Transfer control of an aircraft in accordance with the following conditions: a. Transfer radio communications before an aircraft enters the receiving controller’s area of 1. At a prescribed or coordinated location, time, jurisdiction unless otherwise coordinated or specified fix, or altitude; or, by a letter of agreement or a facility directive. 2. At the time a radar handoff and frequency b. Transfer radio communications by specifying change to the receiving controller have been the following: completed and when authorized by a facility directive NOTE− or letter of agreement which specifies the type and Radio communications transfer procedures may be extent of control that is transferred. specified by a letter of agreement or contained in the route REFERENCE− description of an MTR as published in the DOD Planning FAAO JO 7110.65, Para 2−1−14, Coordinate Use of Airspace. AP/1B (AP/3).

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1. The facility name or location name and NOTE− terminal function to be contacted. TERMINAL: Omit For the purposes of this paragraph, a reasonable amount the location name when transferring communications of time is considered to be 5 minutes from the time the to another controller within your facility; except aircraft enters the controller’s area of jurisdiction or comes when instructing the aircraft to change frequency for within range of radio/communications coverage. Commu- nications include two−way VHF or UHF radio contact, final approach guidance include the name of the data link, or high frequency (HF) radio through an facility. approved third−party provider such as ARINC. 2. Frequency to use except the following may be d. In situations where an operational advantage omitted: will be gained, and following coordination with the (a) FSS frequency. receiving controller, you may instruct aircraft on the ground to monitor the receiving controller’s (b) Departure frequency if previously given frequency. or published on a SID chart for the procedure issued. EXAMPLE− (c) TERMINAL: “Monitor Tower.” “Monitor Ground.” (1) Ground or local control frequency if in “Monitor Ground Point Seven.” your opinion the pilot knows which frequency is in “Monitor Ground, One Two Zero Point Eight.” use. e. In situations where a sector has multiple (2) The numbers preceding the decimal frequencies or when sectors are combined using point if the ground control frequency is in the multiple frequencies and the aircraft will remain 121 MHz bandwidth. under your jurisdiction, transfer radio communication by specifying the following: EXAMPLE− “Contact Tower.” PHRASEOLOGY− “Contact Ground.” (Identification) CHANGE TO MY FREQUENCY (state “Contact Ground Point Seven.” frequency). “Contact Ground, One Two Zero Point Eight.” EXAMPLE− “Contact Huntington Radio.” “United two twenty-two change to my frequency one two “Contact Departure.” three point four.” “Contact Los Angeles Center, One Two Three Point Four.” REFERENCE− 3. Time, fix, altitude, or specifically when to AIM, Para 4−2−3, Contact Procedures. contact a facility. You may omit this when f. Avoid issuing a frequency change to helicopters compliance is expected upon receipt. known to be single-piloted during air-taxiing, NOTE− hovering, or low-level flight. Whenever possible, AIM, para 5−3−1, ARTCC Communications, informs pilots relay necessary control instructions until the pilot is that they are expected to maintain a listening watch on the able to change frequency. transferring controller’s frequency until the time, fix, or NOTE− altitude specified. Most light helicopters are flown by one pilot and require PHRASEOLOGY− the constant use of both hands and feet to maintain control. CONTACT (facility name or location name and terminal Although Flight Control Friction Devices assist the pilot, function), (frequency). changing frequency near the ground could result in inadvertent ground contact and consequent loss of control. If required, Pilots are expected to advise ATC of their single-pilot status if unable to comply with a frequency change. AT (time, fix, or altitude). REFERENCE− c. Controllers must, within a reasonable amount of AIM, Para 4−3−14, Communications. time, take appropriate action to establish/restore g. In situations where the controller does not want communications with all aircraft for which a the pilot to change frequency but the pilot is expecting communications transfer or initial contact to his/her or may want a frequency change, use the following sector is expected/required. phraseology.

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PHRASEOLOGY− NOTE− REMAIN THIS FREQUENCY. Para 5−5−4, Minima, specifies increased radar separation REFERENCE− for small type aircraft landing behind large, heavy, or FAAO JO 7110.65, Para 4−7−1, Clearance Information. B757 aircraft because of the possible effects of wake FAAO JO 7110.65, Para 5−12−9, Communication Transfer. turbulence. b. The separation minima must continue to 2−1−18. OPERATIONAL REQUESTS touchdown for all IFR aircraft not making a visual approach or maintaining visual separation. Respond to a request from another controller, a pilot REFERENCE− or vehicle operator by one of the following verbal FAAO JO 7110.65, Para 5−9−5, Approach Separation Responsibility. means: 2−1−20. WAKE TURBULENCE a. Restate the request in complete or abbreviated CAUTIONARY ADVISORIES terms followed by the word “APPROVED.” The a. Issue wake turbulence cautionary advisories phraseology “APPROVED AS REQUESTED” may and the position, altitude if known, and direction of be substituted in lieu of a lengthy readback. flight of the heavy jet or B757 to: PHRASEOLOGY− REFERENCE− AC 90−23, Aircraft Wake Turbulence, Pilot Responsibility, Para 12. (Requested operation) APPROVED. 1. TERMINAL. VFR aircraft not being radar or vectored but are behind heavy jets or B757s. 2. IFR aircraft that accept a visual approach or APPROVED AS REQUESTED. visual separation. b. State restrictions followed by the word REFERENCE− “APPROVED.” FAAO JO 7110.65, Para 7−4−1, Visual Approach. 3. TERMINAL. VFR arriving aircraft that have PHRASEOLOGY− previously been radar vectored and the vectoring has (Restriction and/or additional instructions, requested been discontinued. operation) APPROVED. b. Issue cautionary information to any aircraft if in c. State the word “UNABLE” and, time permit- your opinion, wake turbulence may have an adverse ting, a reason. effect on it. When traffic is known to be a heavy PHRASEOLOGY− aircraft, include the word heavy in the description. UNABLE (requested operation). NOTE− Wake turbulence may be encountered by aircraft in flight and when necessary, as well as when operating on the airport movement area. Because wake turbulence is unpredictable, the controller (reason and/or additional instructions.) is not responsible for anticipating its existence or effect. Although not mandatory during ground operations, d. State the words “STAND BY.” controllers may use the words jet blast, propwash, or NOTE− rotorwash, in lieu of wake turbulence, when issuing a “STAND BY” is not an approval or denial. The controller caution advisory. acknowledges the request and will respond at a later time. REFERENCE− AC 90−23, Aircraft Wake Turbulence. REFERENCE− P/CG Term− Aircraft Classes. FAAO JO 7110.65, Para 2−1−21, Traffic Advisories. P/CG Term− Wake Turbulence. FAAO JO 7110.65, Para 4−2−5, Route or Altitude Amendments. FAAO JO 7110.65, Para 7−9−3, Methods. PHRASEOLOGY− CAUTION WAKE TURBULENCE (traffic information). REFERENCE− 2−1−19. WAKE TURBULENCE FAAO JO 7110.65, Para 7−2−1, Visual Separation.

a. Apply wake turbulence procedures to aircraft 2−1−21. TRAFFIC ADVISORIES operating behind heavy jets/B757s and, where Unless an aircraft is operating within Class A airspace indicated, to small aircraft behind large aircraft. or omission is requested by the pilot, issue traffic

General 2−1−9 JO 7110.65U 2/9/12

advisories to all aircraft (IFR or VFR) on your EXAMPLE− frequency when, in your judgment, their proximity “Traffic, eleven o’clock, one zero miles, southbound, may diminish to less than the applicable separation converging, Boeing Seven Twenty Seven, one seven minima. Where no separation minima applies, such thousand.” as for VFR aircraft outside of Class B/Class C “Traffic, twelve o’clock, one five miles, opposite direction, altitude unknown.” airspace, or a TRSA, issue traffic advisories to those “Traffic, ten o’clock, one two miles, southeast bound, aircraft on your frequency when in your judgment one thousand feet below you.” their proximity warrants it. Provide this service as follows: 6. When requested by the pilot, issue radar vectors to assist in avoiding the traffic, provided the a. To radar identified aircraft: aircraft to be vectored is within your area of 1. Azimuth from aircraft in terms of the 12−hour jurisdiction or coordination has been effected with clock, or the sector/facility in whose area the aircraft is operating. 2. When rapidly maneuvering aircraft prevent accurate issuance of traffic as in 1 above, specify the 7. If unable to provide vector service, inform the direction from an aircraft’s position in terms of the pilot. eight cardinal compass points (N, NE, E, SE, S, SW, REFERENCE− W, and NW). This method must be terminated at the FAAO JO 7110.65, Para 2−1−18, Operational Requests. pilot’s request. 8. Inform the pilot of the following when traffic you have issued is not reported in sight: 3. Distance from aircraft in miles. (a) The traffic is no factor. 4. Direction in which traffic is proceeding and/or relative movement of traffic. (b) The traffic is no longer depicted on radar. NOTE− PHRASEOLOGY− Relative movement includes closing, converging, parallel TRAFFIC NO FACTOR/NO LONGER OBSERVED, same direction, opposite direction, diverging, overtaking, crossing left to right, crossing right to left. or 5. If known, type of aircraft and altitude. (number) O’CLOCK TRAFFIC NO FACTOR/NO REFERENCE− LONGER OBSERVED, FAAO JO 7110.65, Para 2−4−21, Description of Aircraft Types. PHRASEOLOGY− or TRAFFIC, (number) O’CLOCK, (direction) TRAFFIC NO FACTOR/NO LONGER or when appropriate, OBSERVED. b. To aircraft that are not radar identified: (direction) (number) MILES, (direction)−BOUND and/or (relative movement), 1. Distance and direction from fix. 2. Direction in which traffic is proceeding. and if known, 3. If known, type of aircraft and altitude. (type of aircraft and altitude). 4. ETA over the fix the aircraft is approaching, or if appropriate. PHRASEOLOGY− When appropriate, TRAFFIC, (number) MILES/MINUTES (direction) OF (airport or fix), (direction)−BOUND, (type of aircraft and relative position), (number of feet) FEET ABOVE/BELOW YOU. and if known,

If altitude is unknown, (type of aircraft and altitude),

ALTITUDE UNKNOWN. ESTIMATED (fix) (time),

2−1−10 General 2/9/12 JO 7110.65U

2−1−23. TRANSFER OF POSITION or RESPONSIBILITY

TRAFFIC, NUMEROUS AIRCRAFT VICINITY The transfer of position responsibility must be (location). accomplished in accordance with the “Standard Operating Practice (SOP) for the Transfer of Position If altitude is unknown, Responsibility,” and appropriate facility directives each time operational responsibility for a position is ALTITUDE UNKNOWN. transferred from one specialist to another. EXAMPLE− “Traffic, one zero miles east of Forsythe V−O−R, 2−1−24. WHEELS DOWN CHECK Southbound, M−D Eighty, descending to one six thousand.” USA/USAF/USN “Traffic, reported one zero miles west of Downey V−O−R, northbound, Apache, altitude unknown, estimated Joliet Remind aircraft to check wheels down on each V−O−R one three one five.” approach unless the pilot has previously reported “Traffic, eight minutes west of Chicago Heights V−O−R, wheels down for that approach. westbound, Mooney, eight thousand, estimated Joliet NOTE− V−O−R two zero three five.” The intent is solely to remind the pilot to lower the wheels, “Traffic, numerous aircraft, vicinity of Delia airport.” not to place responsibility on the controller. c. For aircraft displaying Mode C, not radar a. Tower must issue the wheels down check at an identified, issue indicated altitude. appropriate place in the pattern. EXAMPLE− PHRASEOLOGY− “Traffic, one o’clock, six miles, eastbound, altitude CHECK WHEELS DOWN. indicates six thousand five hundred.” b. Approach/arrival control, GCA must issue the REFERENCE− wheels down check as follows: FAAO JO 7110.65, Para 3−1−6, Traffic Information. FAAO JO 7110.65, Para 7−2−1, Visual Separation. 1. To aircraft conducting ASR, PAR, or radar FAAO JO 7110.65, Para 7−6−10, VFR Departure Information. monitored approaches, before the aircraft starts descent on final approach. 2−1−22. BIRD ACTIVITY INFORMATION 2. To aircraft conducting instrument approaches and remaining on the radar facility’s frequency, a. Issue advisory information on pilot-reported, before the aircraft passes the outer marker/final tower-observed, or radar-observed and pilot-verified approach fix. bird activity. Include position, species or size of birds, PHRASEOLOGY− if known, course of flight, and altitude. Do this for at WHEELS SHOULD BE DOWN. least 15 minutes after receipt of such information from pilots or from adjacent facilities unless visual observation or subsequent reports reveal the activity 2−1−25. SUPERVISORY NOTIFICATION is no longer a factor. Ensure supervisor/controller-in-charge (CIC) is aware of conditions which impact sector/position EXAMPLE− “Flock of geese, one o’clock, seven miles, northbound, last operations including, but not limited to, the reported at four thousand.” following: “Flock of small birds, southbound along Mohawk River, a. Weather. last reported at three thousand.” “Numerous flocks of ducks, vicinity Lake Winnebago, b. Equipment status. altitude unknown.” c. Potential sector overload. b. Relay bird activity information to adjacent d. Emergency situations. facilities and to FSSs whenever it appears it will become a factor in their areas. e. Special flights/operations.

General 2−1−11 JO 7110.65U 2/9/12

f. Possible suspicious aircraft/pilot activity as 3. The responding aircraft has executed an prescribed in FAA Order JO 7610.4, paragraph alternate clearance and you observe that standard 7−3−1. separation has been reestablished. NOTE− 1. AC 120−55A, Air Carrier Operational Approval and 2−1−26. PILOT DEVIATION NOTIFICATION Use of TCAS II, suggests pilots use the following phraseology to notify controllers during TCAS events. When it appears that the actions of a pilot constitute When a TCAS RA may affect an ATC clearance, inform a pilot deviation, notify the pilot, workload ATC when beginning the maneuver, or as soon as workload permitting. permits. PHRASEOLOGY− EXAMPLE− (Identification) POSSIBLE PILOT DEVIATION ADVISE 1. “New York Center, United 321, TCAS climb.” YOU CONTACT (facility) AT (telephone number). NOTE− REFERENCE− 2. When the RA has been resolved, the flight crew should FAAO 8020.11, Aircraft Accident and Incident Notification, advise ATC they are returning to their previously assigned Investigation, and Reporting, Para 84, Pilot Deviations. clearance or subsequent amended clearance. EXAMPLE− 2. “New York Center, United 321, clear of conflict, 2−1−27. TCAS RESOLUTION ADVISORIES returning to assigned altitude.” a. When an aircraft under your control jurisdiction informs you that it is responding to a TCAS 2−1−28. RVSM OPERATIONS Resolution Advisory (RA), do not issue control Controller responsibilities must include but not be instructions that are contrary to the RA procedure that limited to the following: a crew member has advised you that they are executing. Provide safety alerts regarding terrain or a. Non−RVSM aircraft operating in RVSM obstructions and traffic advisories for the aircraft airspace. responding to the RA and all other aircraft under your 1. Ensure non−RVSM aircraft are not permitted control jurisdiction, as appropriate. in RVSM airspace unless they meet the criteria of excepted aircraft and are previously approved by the b. Unless advised by other aircraft that they are operations supervisor/CIC. The following aircraft are also responding to a TCAS RA, do not assume that excepted: DOD, DOD certified aircraft operated by other aircraft in the proximity of the responding NASA (T38, F15, F18, WB57, S3, and U2 aircraft aircraft are involved in the RA maneuver or are aware only), Lifeguard, manufacturer aircraft being flown of the responding aircraft’s intended maneuvers. for development/certification, and Foreign State Continue to provide control instructions, safety aircraft. These exceptions are accommodated on a alerts, and traffic advisories as appropriate to such workload or traffic−permitting basis. aircraft. NOTE− c. Once the responding aircraft has begun a The operations supervisor/CIC is responsible for system maneuver in response to an RA, the controller is not acceptance of a non−RVSM aircraft beyond the initial responsible for providing standard separation sector−to−sector coordination following the pilot request between the aircraft that is responding to an RA and to access the airspace. Operations supervisor/CIC any other aircraft, airspace, terrain or obstructions. responsibilities are defined in FAAO JO 7210.3, Chapter 6, Responsibility for standard separation resumes when Section 9, Reduced Vertical Separation Minimum (RVSM). one of the following conditions are met: 2. Ensure sector−to−sector coordination for all non−RVSM aircraft operations within RVSM 1. The responding aircraft has returned to its airspace. assigned altitude, or 3. Inform the operational supervisor/CIC when 2. A crew member informs you that the TCAS a non−RVSM exception flight is denied clearance maneuver is completed and you observe that standard into RVSM airspace or is removed from RVSM separation has been reestablished, or airspace.

2−1−12 General 2/9/12 JO 7110.65U

b. Non−RVSM aircraft transitioning RVSM air- 2−1−29. TERRAIN AWARENESS WARNING space. SYSTEM (TAWS) ALERTS

Ensure that operations supervisors/CICs are made a. When an aircraft under your control jurisdiction aware when non−RVSM aircraft are transitioning informs you that it is responding to a TAWS (or other through RVSM airspace. on−board low altitude) alert, do not issue control c. Apply appropriate separation standards and instructions that are contrary to the TAWS procedure remove any aircraft from RVSM airspace that advises that a crew member has advised you that they are it is unable RVSM due to equipment while en route. executing. Provide safety alerts regarding terrain or obstructions and traffic advisories for the aircraft d. Use “negative RVSM” in all verbal ground−to− responding to the TAWS alert and all other aircraft ground communications involving non−RVSM under your control jurisdiction, as appropriate. aircraft while cleared to operate within RVSM airspace. b. Once the responding aircraft has begun a EXAMPLE− maneuver in response to TAWS alert, the controller is “Point out Baxter21 climbing to FL 360, negative RVSM.” not responsible for providing standard separation between the aircraft that is responding to a TAWS e. For the following situations, use the associated alert and any other aircraft, airspace, terrain or phraseology: obstructions. Responsibility for standard separation 1. To deny clearance into RVSM airspace. resumes when one of the following conditions are PHRASEOLOGY− met: “UNABLE CLEARANCE INTO RVSM AIRSPACE.” 1. The responding aircraft has returned to its 2. To request a pilot to report when able to assigned altitude, or resume RVSM. 2. A crew member informs you that the TAWS PHRASEOLOGY− “REPORT ABLE TO RESUME RVSM.” maneuver is completed and you observe that standard separation has been reestablished, or f. In the event of a change to an aircraft’s navigational capability amend the equipment suffix 3. The responding aircraft has executed an in order to properly identify non−RVSM aircraft on alternate clearance and you observe that standard the controller display. separation has been reestablished.

General 2−1−13

2/9/12 JO 7110.65U

Section 2. Flight Plans and Control Information

2−2−1. RECORDING INFORMATION 2−2−4. MILITARY DVFR DEPARTURES a. Record flight plan information required by the TERMINAL type of flight plan and existing circumstances. Use Forward departure times on all military DVFR authorized abbreviations when possible. departures from joint-use airports to the military NOTE− operations office. Generally, all military overseas flights are required to NOTE− clear through a specified military base operations office 1. Details for handling air carrier, nonscheduled civil, and (BASOPS). Pilots normally will not file flight plans directly military DVFR flight data are contained in with an FAA facility unless a BASOPS is not available. FAAO JO 7610.4, Special Operations. BASOPS will, in turn, forward the IFR flight notification message to the appropriate center. 2. Military pilots departing DVFR from a joint-use airport will include the phrase “DVFR to (destination)” in their b. EN ROUTE. When flight plans are filed directly initial call-up to an FAA operated tower. with the center, record all items given by the pilot either on a flight progress strip/flight data entry or on 2−2−5. IFR TO VFR FLIGHT PLAN CHANGE a voice recorder. If the latter, enter in box 26 of the initial flight progress strip the sector or position Request a pilot to contact the appropriate FSS if the number to identify where the information may be pilot informs you of a desire to change from an IFR found in the event search and rescue (SAR) activities to a VFR flight plan. become necessary. REFERENCE− 2−2−6. IFR FLIGHT PROGRESS DATA FAAO JO 7110.65, Para 2−3−2, En Route Data Entries. Forward control information from controller to controller within a facility, then to the receiving 2−2−2. FORWARDING INFORMATION facility as the aircraft progresses along its route. a. Except during EAS FDP operation, forward the Where appropriate, use computer equipment in lieu flight plan information to the appropriate ATC of manual coordination procedures. Do not use the facility, FSS, or BASOPS and record the time of filing remarks section of flight progress strips in lieu of and delivery on the form. voice coordination to pass control information. Ensure that flight plan and control information is b. EN ROUTE. During EAS FDP operation, the correct and up-to-date. When covered by a letter of above manual actions are required in cases where the agreement/facility directive, the time requirements of data is not forwarded automatically by the computer. subpara a may be reduced, and the time requirements NOTE− of subpara b1 and para 2−2−11, Forwarding During EAS FDP operation, data is exchanged between Amended and UTM Data, subpara a may be increased interfaced automated facilities and both the data and time up to 15 minutes when facilitated by automated of transmission are recorded automatically. systems or mandatory radar handoffs; or if c. EN ROUTE. Forward proposed tower en route operationally necessary because of manual data flight plans and any related amendments to the processing or nonradar operations, the time require- appropriate departure terminal facility. ments of subpara a may be increased. NOTE− 2−2−3. FORWARDING VFR DATA 1. The procedures for preparing flight plan and control information related to altitude reservations (ALTRVs) are TERMINAL contained in FAAO JO 7210.3, para 8−1−2, Facility Operation and Administration, ALTRV Flight Data Forward aircraft departure times to FSSs or military Processing. Development of the methods for assuring the operations offices when they have requested them. accuracy and completeness of ALTRV flight plan and Forward other VFR flight plan data only if requested control information is the responsibility of the military by the pilot. liaison and security officer.

Flight Plans and Control Information 2−2−1 JO 7110.65U 2/9/12

2. The term facility in this paragraph refers to centers and 12. Longitudinal separation being used between terminal facilities when operating in an en route capacity. aircraft at the same altitude if it results in these aircraft having less than 10 minutes separation at the a. Forward the following information at least facilities’ boundary. 15 minutes before the aircraft is estimated to enter the receiving facility’s area: 13. Any additional nonroutine operational information pertinent to flight safety. 1. Aircraft identification. NOTE− 2. Number of aircraft if more than one, heavy EN ROUTE. This includes alerting the receiving controller aircraft indicator “H/” if appropriate, type of aircraft, that the flight is conducting celestial navigation training. and aircraft equipment suffix. REFERENCE− FAAO JO 7110.65, Para 9−2−2, Celestial Navigation Training. 3. Assigned altitude and ETA over last reporting b. Forward position report over last reporting point/fix in transferring facility’s area or assumed point in the transferring facility’s area if any of the departure time when the departure point is the last following conditions exist: point/fix in the transferring facility’s area. 1. Time differs more than 3 minutes from 4. Altitude at which aircraft will enter the estimate given. receiving facility’s area if other than the assigned altitude. 2. Requested by receiving facility. 5. True airspeed. 3. Agreed to between facilities. 6. Point of departure. 2−2−7. MANUAL INPUT OF COMPUTER- 7. Route of flight remaining. ASSIGNED BEACON CODES 8. Destination airport and clearance limit if When a flight plan is manually entered into the other than destination airport. computer and a computer-assigned beacon code has been forwarded with the flight plan data, insert the 9. ETA at destination airport (not required for beacon code in the appropriate field as part of the military or scheduled air carrier aircraft). input message. 10. Altitude requested by the aircraft if assigned altitude differs from requested altitude (within a 2−2−8. ALTRV INFORMATION facility only). EN ROUTE NOTE− When an aircraft has crossed one facility’s area and When an aircraft is a part of an approved ALTRV, assignment at a different altitude is still desired, the pilot forward only those items necessary to properly will reinitiate the request with the next facility. identify the flight, update flight data contained in the ALTRV APVL, or revise previously given REFERENCE− FAAO JO 7110.65, Para 4−5−8, Anticipated Altitude Changes. information. 11. When flight plan data must be forwarded manually and an aircraft has been assigned a beacon 2−2−9. COMPUTER MESSAGE code by the computer, include the code as part of the VERIFICATION flight plan. EN ROUTE NOTE− Unless your facility is equipped to automatically When an IFR aircraft, or a VFR aircraft that has been assigned a beacon code by the EAS and whose flight plan obtain acknowledgment of receipt of transferred data, will terminate in another facility’s area, cancels ATC when you transfer control information by computer service or does not activate the flight plan, send a remove message, obtain, via Service F, acknowledgment that strips (RS) message on that aircraft via the EAS keyboard, the receiving center has received the message and the FDIO keyboard or call via service F. verification of the following:

2−2−2 Flight Plans and Control Information 2/9/12 JO 7110.65U

a. Within the time limits specified by a letter of 2−2−11. FORWARDING AMENDED AND agreement or when not covered by a letter of UTM DATA agreement, at least 15 minutes before the aircraft is estimated to enter the receiving facility’s area, or at a. Forward any amending data concerning previ- the time of a radar handoff, or coordination for ously forwarded flight plans except that revisions to transfer of control: ETA information in para 2−2−6, IFR Flight Progress Data, need only be forwarded when the time differs 1. Aircraft identification. by more than 3 minutes from the estimate given. 2. Assigned altitude. PHRASEOLOGY− (Identification), REVISED (revised information). 3. Departure or coordination fix time. EXAMPLE− b. Any cancellation of IFR or EAS generated VFR “American Two, revised flight level, three three zero.” flight plan. “United Eight Ten, revised estimate, Front Royal two zero REFERENCE− FAAO JO 7110.65, Para 2−2−6, IFR Flight Progress Data. zero five.”

“Douglas Five Zero One Romeo, revised altitude, eight 2−2−10. TRANSMIT PROPOSED FLIGHT thousand.” PLAN “U.S. Air Eleven Fifty−one, revised type, heavy Boeing EN ROUTE Seven Sixty-seven.” a. Transmit proposed flight plans which fall REFERENCE− within an ARTCC’s Proposed Boundary Crossing FAAO JO 7110.65, Para 2−2−6, IFR Flight Progress Data. Time (PBCT) parameter to adjacent ARTCC’s via the b. Computer acceptance of an appropriate input Computer B network during hours of inter-center message fulfills the requirement for sending amended computer operation. In addition, when the route of data. During EAS FDP operations, the amendment flight of any proposed flight plan exceeds 20 ele- data are considered acknowledged on receipt of a ments external to the originating ARTCC’s area, computer update message or a computer−generated NADIN must be used to forward the data to all flight progress strip containing the amended data. affected centers. NOTE− b. During nonautomated operation, the proposed 1. The successful utilization of automation equipment flight plans must be sent via NADIN to the other requires timely and accurate insertion of changes and/or centers involved when any of the following new data. conditions are met: 2. If a pilot is not issued a computer-generated PDR/PDAR/PAR and if amendment data is not entered into 1. The route of flight external to the originating the computer, the next controller will have incorrect route center’s area consists of 10 or more elements and the information. flight will enter 3 or more other center areas. c. Forward any amended control information and NOTE− An element is defined as either a fix or route as specified in record the action on the appropriate flight progress FAAO JO 7110.10, Flight Services, para 6−3−3, IFR Flight strip. Additionally, when a route or altitude in a Plan Control Messages. previously issued clearance is amended within 15 minutes of an aircraft’s proposed departure time, 2. The route of flight beyond the first point of the facility that amended the clearance must exit from the originating center’s area consists of coordinate the amendment with the receiving facility 10 or more elements, which are primarily fixes via verbal AND automated means to ensure timely described in fix-radial-distance or latitude/longitude passage of the information. format, regardless of the number of other center areas entered. NOTE− The term “receiving” facility means the ATC facility that 3. The flight plan remarks are too lengthy for is expected to transmit the amended clearance to the interphone transmission. intended aircraft/pilot.

Flight Plans and Control Information 2−2−3 JO 7110.65U 2/9/12

d. EN ROUTE. Effect manual coordination on any ACC will be responsible for forwarding the flight interfacility flight plan data that is not passed through plan data to the appropriate ARTCC by voice automated means. transmission except for flights which traverse mutually agreed on airways/fixes. These airways/ 2−2−12. AIRBORNE MILITARY FLIGHTS fixes will be determined on a case-by-case basis and will be based on time and distance considerations at Forward to FSSs the following information received the service area office. from airborne military aircraft: a. IFR flight plans and changes from VFR to IFR 2−2−14. TELETYPE FLIGHT DATA flight plans. FORMAT− U.S. ARTCCs − CANADIAN ACCs b. Changes to an IFR flight plan as follows: EN ROUTE 1. Change in destination: The exchange of flight plan data between Canadian ACCs and U.S. ARTCCs must be made as follows: (a) Aircraft identification and type. a. The U.S. ARTCCs will transmit flight data to (b) Departure point. the Canadian ACCs in one of the following formats: (c) Original destination. 1. NADIN II input format as described in the (d) Position and time. NAS Management Directives (MDs) for: (e) New destination. (a) Flight Plan Messages: (f) ETA. (1) Active. (g) Remarks including change in fuel exhaus- (2) Proposed. tion time. (b) Amendment messages. (h) Revised ETA. (c) Cancellation messages. 2. Change in fuel exhaustion time. (d) Response Messages to Canadian Input: NOTE− (1) Acknowledgment messages. This makes current information available to FSSs for relay to military bases concerned and for use by centers in the (2) Error messages. event of two−way radio communications failure. (3) Rejection messages. 2−2−13. FORWARDING FLIGHT PLAN 2. Transport Canada (TC) ACC Flight Strip DATA BETWEEN U.S. ARTCCs AND Format: Where the data to be printed on the ACC strip CANADIAN ACCs form exceeds the strip form field size, the NADIN II input format in 1 above will be used. Input EN ROUTE sequentially fields 1 through 8 in para 2−2−6, IFR a. Domestic. (Continental U.S./Canadian airspace Flight Progress Data, subpara a. except Alaska) Proposed departure flight plans and b. TC’s ACCs will transmit flight data to the FAA en route estimates will be handled on a 30 minute lead ARTCCs in the following format: time (or as bilaterally agreed) between any ACC and ARTCC. 1. NADIN II input format as described in NAS MDs for: b. International. Any route changes (except SIDs) must be forwarded to the appropriate Oceanic/Pre- (a) Flight Plan Messages: oceanic ACC or ARTCC with an optimum lead time (1) Active. of 30 minutes or as soon as this information becomes (2) Proposed. available. (b) Amendment messages. c. Initially, if a flight goes from U.S. airspace into Canadian airspace and returns to U.S. airspace, the (c) Cancellation messages.

2−2−4 Flight Plans and Control Information 2/9/12 JO 7110.65U

(d) Correction messages. c. “NRP” must not be entered in the remarks section of a flight plan, unless prior coordination is 2−2−15. NORTH AMERICAN ROUTE accomplished with the ATCSCC or as prescribed by PROGRAM (NRP) INFORMATION international NRP flight operations procedures. a. “NRP” must be retained in the remarks section of the flight plan if the aircraft is moved due to d. The en route facility within which an weather, traffic, or other tactical reasons. international flight entering the conterminous U.S. requests to participate in the NRP must enter “NRP” NOTE− Every effort should be made to ensure the aircraft is in the remarks section of the flight plan. returned to the original filed flight plan/altitude as soon as conditions warrant. REFERENCE− FAAO JO 7110.65, Para 2−1−4, Operational Priority. b. If the route of flight is altered due to a pilot FAAO JO 7110.65, Para 2−3−2, En Route Data Entries. FAAO JO 7110.65, Para 4−2−5, Route or Altitude Amendments. request, “NRP” must be removed from the remarks FAAO JO 7210.3, Chapter 17, Section 16, North American Route section of the flight plan. Program.

Flight Plans and Control Information 2−2−5

2/9/12 JO 7110.65U

Section 3. Flight Progress Strips

2−3−1. GENERAL reported or is observed (valid Mode C) leaving the altitude. Unless otherwise authorized in a facility directive, use flight progress strips to post current data on 3. Preplanning may be accomplished in red air traffic and clearances required for control and pencil. other air traffic control services. To prevent misinterpretation when data is hand printed, use b. Manually prepared strips must conform to the standard hand-printed characters. format of machine-generated strips and manual strip En route: Flight progress strips must be posted. preparation procedures will be modified simultaneously with the operational implementation of REFERENCE− FAAO JO 7210.3, Para 6−1−6, Flight Progress Strip Usage. changes in the machine-generated format. (See FIG 2−3−1.) a. Maintain only necessary current data and remove the strips from the flight progress boards c. Altitude information may be written in when no longer required for control purposes. To thousands of feet provided the procedure is correct, update, or preplan information: authorized by the facility manager, and is defined in 1. Do not erase or overwrite any item. Use an a facility directive, i.e. 5,000 feet as 5, and 2,800 as “X” to delete a climb/descend and maintain arrow, an 2.8. at or above/below symbol, a cruise symbol, and NOTE− unwanted altitude information. Write the new altitude A slant line crossing through the number zero and information immediately adjacent to it and within the underline of the letter “s” on handwritten portions of flight same space. progress strips are required only when there is reason to believe the lack of these markings could lead to 2. Do not draw a horizontal line through an misunderstanding. A slant line crossing through the altitude being vacated until after the aircraft has number zero is required on all weather data.

Flight Progress Strips 2−3−1 JO 7110.65U 2/9/12

FIG 2−3−1 Standard Recording of Hand-printed Characters

TypedHand Printed Typed Hand Printed

A T

B U U

C V

D W E X

F Y

G Z

I 1

J 2

K 3

L 4

M 5 N 6

O 7 P 8 Q 9 R 0

S S

2−3−2 Flight Progress Strips 2/9/12 JO 7110.65U

2−3−2. EN ROUTE DATA ENTRIES FIG 2−3−2 Flight Progress Strip (7230−19)

a. Information recorded on the flight progress Block Information Recorded strips (FAA Forms 7230−19) must be entered in the 14. Actual time over previous fix, or actual correspondingly numbered spaces: departure time entered on first fix posting after departure. TBL 2−3−1 14a. Plus time expressed in minutes from the previous fix to the posted fix. Block Information Recorded 15. Center−estimated time over fix (in hours and 1. Verification symbol if required. minutes), or clearance information for departing aircraft. 2. Revision number. ↑ DSR−Not used. 16. Arrows to indicate if aircraft is departing ( ) or arriving (↓). 3. Aircraft identification. 17. Pilot−estimated time over fix. 4. Number of aircraft if more than one, heavy aircraft indicator “H/” if appropriate, type of 18. Actual time over fix, time leaving holding fix, aircraft, and aircraft equipment suffix. arrival time at nonapproach control airport, or symbol indicating cancellation of IFR flight 5. Filed true airspeed. plan for arriving aircraft, or departure time 6. Sector number. (actual or assumed). 7. Computer identification number if required. 19. Fix. For departing aircraft, add proposed 8. Estimated ground speed. departure time. 9. Revised ground speed or strip request (SR) 20. Altitude information (in hundreds of feet) or as originator. noted below. 10. Strip number. NOTE− Altitude information may be written in DSR− Strip number/Revision number. thousands of feet provided the procedure is 11. Previous fix. authorized by the facility manager, and is 12. Estimated time over previous fix. defined in a facility directive, i.e. FL 330 as 33, 5,000 feet as 5, and 2,800 as 2.8. 13. Revised estimated time over previous fix.

Flight Progress Strips 2−3−3 JO 7110.65U 2/9/12

Block Information Recorded Block Information Recorded 20a. OPTIONAL USE, when voice recorders are 26. Pertinent remarks, minimum fuel, point operational; out/radar vector/speed adjustment information REQUIRED USE, when the voice recorders or sector/position number (when applicable in are not operating and strips are being use at the accordance with para 2−2−1, Recording In- facility. This space is used to record reported formation), or NRP. High Altitude Redesign RA events. The letters RA followed by a climb (HAR) or Point−to−point (PTP) may be used at or descent arrow (if the climb or descent action facilities actively using these programs. is reported) and the time (hhmm) the event is 27. Mode 3/A beacon code if applicable. reported. 28. Miscellaneous control data (expected further 21. Next posted fix or coordination fix. clearance time, time cleared for approach, 22. Pilot’s estimated time over next fix. etc.). 23. Arrows to indicate north (↑), south (↓), east 29−30. Transfer of control data and coordination (→), or west (←) direction of flight if required. indicators. 24. Requested altitude. b. Latitude/longitude coordinates may be used to NOTE− Altitude information may be written in thousands of feet provided the procedure is define waypoints and may be substituted for authorized by the facility manager, and is nonadapted NAVAIDs in space 25 of domestic en defined in a facility directive, i.e., FL 330 as 33, route flight progress strips provided it is necessary to 5,000 feet as 5, and 2,800 as 2.8. accommodate a random RNAV or GNSS route 25. Point of origin, route as required for control request. and data relay, and destination. c. Facility air traffic managers may authorize the optional use of spaces 13, 14, 14a, 22, 23, 24, and 28 for point out information, radar vector information, speed adjustment information, or transfer of control data.

2−3−4 Flight Progress Strips 2/9/12 JO 7110.65U

2−3−3. OCEANIC DATA ENTRIES

FIG 2−3−3

a. The Ocean21 system displays information on Block Information Recorded electronic flight progress strips and, in the event of a 9. Requested flight level, if applicable. catastrophic system failure, will print flight progress 10. Previously reported position. strips with data in the corresponding numbered spaces: 11. Actual time over previously reported position. 12. Last reported position. TBL 2−3−2 13. Actual time over last reported position. 14. Next reporting position. Block Information Recorded 15. In−conformance pilot’s estimate or 1. Mode 3/A beacon code, if applicable. controller−accepted pilot’s estimate for next 2. Number of aircraft, if more than one, and type reporting position. of aircraft. 16. Future reporting position(s). 3. Aircraft identification. 17. System estimate for future reporting 4. Reduced separation flags. position(s). Indicators are available for: 18. Departure airport or point of origin. M − Mach Number Technique (MNT), R − Reduced MNT, 19. Destination airport or filed point of flight D or 3 − Distance−based longitudinal termination. separation using 50 NM (D) or 30 NM (3), and 20. Indicators. Indicators and toggles for W− Reduced Vertical Separation Minimum displaying or suppressing the display of the (RVSM). route of flight (F), second flight profile (2), These flags are selectable for aircraft whose radar contact (A), annotations (&), degraded flight plans contain the required equipment Required Navigation Performance (RNP, qualifiers for each separation criteria. indicator R) and clearance restrictions (X). 5. Controlling sector number. 21. Coordination indicator(s). 6. Filed airspeed or assigned Mach number/True 22. Annotations. airspeed. 23. Clearance restrictions and conditions (may be 7. Reported flight level. May contain an indicator multiple lines). for a flight that is climbing (↑) or descending 24. Strip number and total number of strips (printed (↓). Reports from Mode C, ADS or position strips only). reports are displayed in that order of preference. b. Standard annotations and abbreviations for 8. Cleared flight level. May contain an indicator Field 22 may be specified by facility directives. for a future conditional altitude ( * ) that cannot be displayed.

Flight Progress Strips 2−3−5 JO 7110.65U 2/9/12

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

FIG 2−3−4

TBL 2−3−3 Block Information Recorded 8B. OPTIONAL USE, when voice recorders are Block Information Recorded operational; REQUIRED USE, when the voice recorders 1. Aircraft identification. are not operating and strips are being used at 2. Revision number (FDIO locations only). the facility. This space is used to record 2A. Strip request originator. (At FDIO locations reported RA events when the voice recorders this indicates the sector or position that are not operational and strips are being used at requested a strip be printed.) the facility. The letters RA followed by a climb or descent arrow (if the climb or descent action 3. Number of aircraft if more than one, heavy is reported) and the time (hhmm) the event is aircraft indicator “H/” if appropriate, type of reported. aircraft, and aircraft equipment suffix. 9. Altitude (in hundreds of feet) and remarks. 4. Computer identification number if required. NOTE− Altitude information may be written in 5. Secondary radar (beacon) code assigned. thousands of feet provided the procedure is 6. (FDIO Locations.) The previous fix will be authorized by the facility manager, and is printed. defined in a facility directive, i. e., FL 230 as (Non−FDIO Locations.) Use of the inbound 23, 5,000 feet as 5, and 2,800 as 2.8. airway. This function is restricted to facilities 9A. Minimum fuel, destination airport/point out/ where flight data is received via interphone radar vector/speed adjustment information. when agreed upon by the center and terminal Air traffic managers may authorize in a facility facilities. directive the omission of any of these items, 7. Coordination fix. except minimum fuel, if no misunderstanding 8. Estimated time of arrival at the coordination will result. fix or destination airport. NOTE− Authorized omissions and optional use of 8A. OPTIONAL USE. spaces must be specified in the facility directive concerning strip marking procedures. 9B. OPTIONAL USE. 9C. OPTIONAL USE. 10−18. Enter data as specified by a facility directive. Radar facility personnel need not enter data in these spaces except when nonradar procedures are used or when radio recording equipment is inoperative.

2−3−6 Flight Progress Strips 2/9/12 JO 7110.65U

b. Departures: Facility managers can authorize omissions and/or optional use of spaces 2A, 8A, 8B, 9A, 9B, 9C, and Information recorded on the flight progress strips 10−18, if no misunderstanding will result. These (FAA Forms 7230−7.1, 7230−7.2, and 7230−8) shall omissions and/or optional uses shall be specified in a be entered in the correspondingly numbered spaces. facility directive.

FIG 2−3−5

TBL 2−3−4 Block Information Recorded 8B. OPTIONAL USE, when voice recorders are Block Information Recorded operational; REQUIRED USE, when the voice recorders 1. Aircraft identification. are not operating and strips are being used at 2. Revision number (FDIO locations only). the facility. This space is used to record 2A. Strip request originator. (At FDIO locations reported RA events when the voice recorders this indicates the sector or position that are not operational and strips are being used at requested a strip be printed.) the facility. The letters RA followed by a climb or descent arrow (if the climb or descent action 3. Number of aircraft if more than one, heavy is reported) and the time (hhmm) the event is aircraft indicator “H/” if appropriate, type of reported. aircraft, and aircraft equipment suffix. 9. Computer−generated: Route, destination, 4. Computer identification number if required. and remarks. Manually enter altitude/altitude 5. Secondary radar (beacon) code assigned. restrictions in the order flown, if appropriate, 6. Proposed departure time. and remarks. 7. Requested altitude. 9. Hand−prepared: Clearance limit, route, NOTE− Altitude information may be written in altitude/altitude restrictions in the order flown, thousands of feet provided the procedure is if appropriate, and remarks. authorized by the facility manager, and is NOTE− Altitude information may be written in defined in a facility directive, i. e., FL 230 as thousands of feet provided the procedure is 23, 5,000 feet as 5, and 2,800 as 2.8. authorized by the facility manager, and is defined in a facility directive, i.e., FL 230 as 23, 8. Departure airport. 5,000 feet as 5, and 2,800 as 2.8. 8A. OPTIONAL USE. 9A. OPTIONAL USE. 9B. OPTIONAL USE. 9C. OPTIONAL USE. 10−18. Enter data as specified by a facility directive. Items, such as departure time, runway used for takeoff, check marks to indicate information forwarded or relayed, may be entered in these spaces.

Flight Progress Strips 2−3−7 JO 7110.65U 2/9/12

c. Overflights: Facility managers can authorize omissions and/or optional use of spaces 2A, 8A, 8B, 9A, 9B, 9C, and Information recorded on the flight progress strips 10−18, if no misunderstanding will result. These (FAA Forms 7230−7.1, 7230−7.2, and 7230−8) shall omissions and/or optional uses shall be specified in a be entered in the correspondingly numbered spaces. facility directive.

FIG 2−3−6

TBL 2−3−5 Block Information Recorded 8B. OPTIONAL USE, when voice recorders are Block Information Recorded operational; REQUIRED USE, when the voice recorders 1. Aircraft identification. are not operating and strips are being used at 2. Revision number (FDIO locations only). the facility. This space is used to record 2A. Strip request originator. (At FDIO locations reported RA events when the voice recorders this indicates the sector or position that are not operational and strips are being used at requested a strip be printed.) the facility. The letters RA followed by a climb or descent arrow (if the climb or descent action 3. Number of aircraft if more than one, heavy is reported) and the time (hhmm) the event is aircraft indicator “H/” if appropriate, type of reported. aircraft, and aircraft equipment suffix. 9. Altitude and route of flight through the 4. Computer identification number if required. terminal area. 5. Secondary radar (beacon) code assigned. NOTE− Altitude information may be written in 6. Coordination fix. thousands of feet provided the procedure is 7. Overflight coordination indicator (FDIO authorized by the facility manager, and is locations only). defined in a facility directive, i.e., FL 230 as 23, NOTE− The overflight coordination indicator 5,000 feet as 5, and 2,800 as 2.8. identifies the facility to which flight data has 9A. OPTIONAL USE. been forwarded. 9B. OPTIONAL USE. 8. Estimated time of arrival at the coordination 9C. OPTIONAL USE. fix. 10−18. Enter data as specified by a facility directive. 8A. OPTIONAL USE. NOTE− National standardization of items (10 through 18) is not practical because of regional and local variations in operating methods; e.g., single fix, multiple fix, radar, tower en route control, etc.

2−3−8 Flight Progress Strips 2/9/12 JO 7110.65U

d. Air traffic managers at automated terminal operating air carrier’s company name in identifying radar facilities may waive the requirement to use equipment interchange flights. flight progress strips provided: EXAMPLE− 1. Backup systems such as multiple radar “N12345.” sites/systems or single site radars with CENRAP are “TN5552Q.” “AAl192.” utilized. “LN751B.” 2. Local procedures are documented in a facility NOTE− directive. These procedures should include but not be The letter “L” is not to be used for air carrier/air taxi limited to: lifeguard aircraft. (a) Departure areas and/or procedures. b. Military Aircraft. (b) Arrival procedures. 1. Prefixes indicating branch of service and/or type of mission followed by the last 5 digits of the (c) Overflight handling procedures. serial number (the last 4 digits for CFC and CTG). (d) Transition from radar to nonradar. (See TBL 2−3−6 and TBL 2−3−7.) 2. (e) Transition from ARTS to non−ARTS. Pronounceable words of 3, 4, 5, and 6 letters followed by a 4−, 3−, 2−, or 1−digit number. (f) Transition from ASR to CENRAP. EXAMPLE− (g) Transition to or from ESL. “SAMP Three One Six.” 3. Assigned double-letter 2−digit flight number. 3. No misunderstanding will occur as a result of no strip usage. 4. Navy or Marine fleet and training command aircraft, one of the following: 4. Unused flight progress strips, facility developed forms and/or blank notepads shall be (a) The service prefix and 2 letters (use provided for controller use. phonetic alphabet equivalent) followed by 2 or 3 digits. 5. Facilities shall revert to flight progress strip usage if backup systems referred to in subpara d1 are TBL 2−3−6 not available. Branch of Service Prefix

e. Air traffic managers at FDIO locations may Prefix Branch authorize reduced lateral spacing between fields so as A U.S. Air Force to print all FDIO data to the left of the strip C U.S. Coast Guard perforation. When using FAA Form 7230−7.2, all G Air or Army National Guard items will retain the same relationship to each other R U.S. Army as they do when the full length strip (FAA VM U.S. Marine Corps Form 7230−7.1) is used. VV U.S. Navy CFC Canadian Forces 2−3−5. AIRCRAFT IDENTITY CTG Canadian Coast Guard Indicate aircraft identity by one of the following using combinations not to exceed seven alphanumer- TBL 2−3−7 Military Mission Prefix ic characters: Prefix Mission a. Civil aircraft, including air-carrier aircraft letter-digit registration number including the letter E Medical Air Evacuation “T” prefix for air taxi aircraft, the letter “L” for F Flight Check lifeguard aircraft, 3−letter aircraft company designat- L LOGAIR (USAF Contract) or specified in FAAO JO 7340.2, Contractions, RCH AMC (Air Mobility Command) followed by the trip or flight number. Use the S Special Air Mission

Flight Progress Strips 2−3−9 JO 7110.65U 2/9/12

(b) The service prefix and a digit and a letter NOTE− (use phonetic alphabet equivalent) followed by 2 or USAF solo students who have passed an instrument 3 digits. certification check may penetrate cloud layers in climb or descent only. Requests for revised clearances to avoid 5. Aircraft carrying the President, Vice Presi- clouds in level flight can still be expected. This does not dent, and/or their family members will use the change the requirement to use the letter “Z” as a suffix to identifiers in the following tables. See TBL 2−3−8 the aircraft identification. and TBL 2−3−9. REFERENCE− FAAO JO 7110.65, Para 2−4−20, Aircraft Identification. TBL 2−3−8 FAAO JO 7610.4, Chapter 12, Section 10, USAF Undergraduate President and Family Flying Training (UFT)/Pilot Instructor Training (PIT)/Introduction To Fighter Fundamentals. Service President Family Air Force AF1 EXEC1F 2−3−8. AIRCRAFT EQUIPMENT SUFFIX Marine VM1 EXEC1F Navy VV1 EXEC1F a. Indicate, for both VFR and IFR operations, the Army RR1 EXEC1F aircraft’s radar transponder, DME, or navigation capability by adding the appropriate symbol, Coast Guard C1 EXEC1F preceded by a slant. (See TBL 2−3−10.) Guard G1 EXEC1F Commercial EXEC1 EXEC1F b. When forwarding this information, state the aircraft type followed by the word “slant” and the TBL 2−3−9 appropriate phonetic letter equivalent of the suffix. Vice President and Family EXAMPLE− Service Vice President Family “Cessna Three−ten slant Tango.” Air Force AF2 EXEC2F “A−Ten slant November.” Marine VM2 EXEC2F “F−Sixteen slant Papa.” “Seven−sixty−seven slant Golf.” Navy VV2 EXEC2F Army RR2 EXEC2F c. Utilize aircraft equipment suffix /H to indicate Coast Guard C2 EXEC2F “RVSM−capable, no transponder.” Guard G2 EXEC2F NOTE− Commercial EXEC2 EXEC2F /H is for ATC use only. Users are not authorized to file this suffix. c. Special-use. Approved special-use identifiers. 2−3−9. CLEARANCE STATUS 2−3−6. AIRCRAFT TYPE Use the approved codes listed in Appendix A through Use an appropriate clearance symbol followed by a Appendix C to indicate aircraft type. dash (−) and other pertinent information to clearly show the clearance status of an aircraft. To indicate delay status use: 2−3−7. USAF/USN UNDERGRADUATE PILOTS a. The symbol “H” at the clearance limit when holding instructions have been included in the To identify aircraft piloted by solo USAF/USN aircraft’s original clearance. Show detailed holding undergraduate student pilots (who may occasionally information following the dash when holding differs request revised clearances because they normally are from the established pattern for the fix; i.e., turns, leg restricted to flight in VFR conditions), the aircraft lengths, etc. identification in the flight plan shall include the letter “Z” as a suffix. Do not use this suffix, however, in b. The symbols “F” or “O” to indicate the ground-to-air communication. clearance limit when a delay is not anticipated.

2−3−10 Flight Progress Strips 2/9/12 JO 7110.65U

TBL 2−3−10 Aircraft Equipment Suffixes

Suffix Aircraft Equipment Suffixes NO DME /X No transponder /T Transponder with no Mode C /U Transponder with Mode C DME /D No transponder /B Transponder with no Mode C /A Transponder with Mode C TACAN ONLY /M No transponder /N Transponder with no Mode C /P Transponder with Mode C AREA NAVIGATION (RNAV) /Y LORAN, VOR/DME, or INS with no transponder /C LORAN, VOR/DME, or INS, transponder with no Mode C /I LORAN, VOR/DME, or INS, transponder with Mode C ADVANCED RNAV WITH TRANSPONDER AND MODE C (If an aircraft is unable to operate with a transponder and/or Mode C, it will revert to the appropriate code listed above under Area Navigation.) /E Flight Management System (FMS) with DME/DME and IRU position updating /F Flight Management System (FMS) with DME/DME position updating /G Global Navigation Satellite System (GNSS), including GPS or WAAS, with en route and terminal capability /R Required Navigational Performance. The aircraft meets the RNP type prescribed for the route segment(s), route(s) and/or area concerned. REDUCED VERTICAL SEPARATION MINIMUM (RVSM). Prior to conducting RVSM operations within the U.S., the operator must obtain authorization from the FAA or from the responsible authority, as appropriate. /J /E with RVSM /K /F with RVSM /L /G with RVSM /Q /R with RVSM /W RVSM

Flight Progress Strips 2−3−11 JO 7110.65U 2/9/12

2−3−10. CONTROL SYMBOLOGY TBL 2−3−12 Use authorized control and clearance symbols or Miscellaneous Abbreviations abbreviations for recording clearances, reports, and Abbreviation Meaning instructions. Control status of aircraft must always be BC Back course approach current. You may use: CT Contact approach a. Plain language markings when it will aid in FA Final approach understanding information. FMS Flight management system approach b. Locally approved identifiers. Use these only GPS GPS approach within your facility and not on teletypewriter or I Initial approach interphone circuits. ILS ILS approach c. Plain sheets of paper or locally prepared forms MA Missed approach to record information when flight progress strips are MLS MLS approach not used. (See TBL 2−3−11 and TBL 2−3−12.) NDB Nondirectional radio beacon approach d. Control Information Symbols. OTP VFR conditions−on−top (See FIG 2−3−7 and FIG 2−3−8.) PA Precision approach REFERENCE− PT Procedure turn FAAO JO 7110.65, Para 4−5−3, Exceptions. RA Resolution advisory (Pilot reported TBL 2−3−11 TCAS event) Clearance Abbreviations RH Runway heading Abbreviation Meaning RNAV Area navigation approach A Cleared to airport (point of intended RP Report immediately upon passing landing) (fix/altitude) B Center clearance delivered RX Report crossing C ATC clears (when clearance relayed SA Surveillance approach through non−ATC facility) SI Straight−in approach CAF Cleared as filed TA TACAN approach D Cleared to depart from the fix TL Turn left F Cleared to the fix TR Turn right H Cleared to hold and instructions issued VA Visual approach L Cleared to land VR VOR approach N Clearance not delivered O Cleared to the outer marker PD Cleared to climb/descend at pilot’s discretion Q Cleared to fly specified sectors of a NAVAID defined in terms of courses, bearings, radials or quadrants within a designated radius. T Cleared through (for landing and takeoff through intermediate point) V Cleared over the fix X Cleared to cross (airway, route, radial) at (point) Z Tower jurisdiction

2−3−12 Flight Progress Strips 2/9/12 JO 7110.65U

FIG 2−3−7 Control Information Symbols [Part 1]

Flight Progress Strips 2−3−13 JO 7110.65U 2/9/12

FIG 2−3−8 Control Information Symbols [Part 2]

2−3−14 Flight Progress Strips 2/9/12 JO 7110.65U

Section 4. Radio and Interphone Communications

2−4−1. RADIO COMMUNICATIONS 2−4−4. AUTHORIZED INTERRUPTIONS Use radio frequencies for the special purposes for As necessary, authorize a pilot to interrupt his/her which they are intended. A single frequency may be communications guard. used for more than one function except as follows: NOTE− Some users have adopted procedures to ensure uninterrup- TERMINAL. When combining positions in the tower, ted receiving capability with ATC when a pilot with only do not use ground control frequency for airborne one operative communications radio must interrupt communications. his/her communications guard because of a safety related problem requiring airborne communications with his/her NOTE− company. In this event, pilots will request approval to Due to the limited number of frequencies assigned to abandon guard on the assigned ATC frequency for a towers for the ground control function, it is very likely that mutually agreeable time period. Additionally, they will airborne use of a ground control frequency could cause inform controllers of the NAVAID voice facility and the interference to other towers or interference to your aircraft company frequency they will monitor. from another tower. When combining these functions, it is recommended combining them on local control. The ATIS may be used to specify the desired frequency. 2−4−5. AUTHORIZED TRANSMISSIONS Transmit only those messages necessary for air traffic 2−4−2. MONITORING control or otherwise contributing to air safety. REFERENCE− Monitor interphones and assigned radio frequencies FAAO JO 7210.3, Para 3−2−2, Authorized Messages Not Directly continuously. Associated with Air Traffic Services.

NOTE− 2−4−6. FALSE OR DECEPTIVE Although all FAA facilities, including RAPCONs and COMMUNICATIONS RATCFs, are required to monitor all assigned frequencies continuously, USAF facilities may not monitor all Take action to detect, prevent, and report false, unpublished discrete frequencies. deceptive, or phantom controller communications to an aircraft or controller. The following must be 2−4−3. PILOT ACKNOWLEDGMENT/READ accomplished when false or deceptive communica- BACK tions occur: a. Correct false information. a. When issuing clearances or instructions, ensure acknowledgment by the pilot. If no acknowledgment b. Broadcast an alert to aircraft operating on all is received, attempt to re−establish contact. If frequencies within the area where deceptive or attempts are unsuccessful, advise the FLM/CIC. phantom transmissions have been received. NOTE− EXAMPLE− Pilots may acknowledge clearances, instructions, or other “Attention all aircraft. False ATC instructions have been information by using “Wilco,” “Roger,” “Affirmative,” or received in the area of Long Beach Airport. Exercise other words or remarks. extreme caution on all frequencies and verify instructions.” REFERENCE− AIM, Para 4−2−3, Contact Procedures. c. Collect pertinent information regarding the incident. b. If altitude, heading, or other items are read back by the pilot, ensure the read back is correct. If d. Notify the operations supervisor of the false, incorrect or incomplete, make corrections as deceptive, or phantom transmission and report all appropriate. relevant information pertaining to the incident.

Radio and Interphone Communications 2−4−1 JO 7110.65U 2/9/12

2−4−7. AUTHORIZED RELAYS 2−4−9. ABBREVIATED TRANSMISSIONS Transmissions may be abbreviated as follows: a. Relay operational information to aircraft or aircraft operators as necessary. Do not agree to handle a. Use the identification prefix and the last 3 digits such messages on a regular basis. Give the source of or letters of the aircraft identification after any such message you relay. communications have been established. Do not abbreviate similar sounding aircraft identifications or b. Relay official FAA messages as required. the identification of an air carrier or other civil aircraft having an FAA authorized call sign. NOTE− REFERENCE− The FAA Administrator and Deputy Administrator will FAAO JO 7110.65, Para 2−4−20, Aircraft Identification. sometimes use code phrases to identify themselves in b. Omit the facility identification after communi- air-to-ground communications as follows: Administrator: “SAFEAIR ONE.” cation has been established. Deputy Administrator: “SAFEAIR TWO.” c. Transmit the message immediately after the EXAMPLE− callup (without waiting for the aircraft’s reply) when “Miami Center, Jetstar One, this is SAFEAIR ONE, the message is short and receipt is generally assured. (message).” d. Omit the word “over” if the message obviously requires a reply. c. Relay operational information to military aircraft operating on, or planning to operate on IRs. 2−4−10. INTERPHONE TRANSMISSION PRIORITIES Give priority to interphone transmissions as follows: 2−4−8. RADIO MESSAGE FORMAT a. First priority. Emergency messages including Use the following format for radio communications essential information on aircraft accidents or with an aircraft: suspected accidents. After an actual emergency has passed, give a lower priority to messages relating to a. Sector/position on initial radio contact: that accident. b. Second priority. Clearances and control 1. Identification of aircraft. instructions. 2. Identification of ATC unit. c. Third priority. Movement and control messages using the following order of preference when 3. Message (if any). possible: 1. Progress reports. 4. The word “over” if required. 2. Departure or arrival reports. b. Subsequent radio transmissions from the same 3. Flight plans. sector/position must use the same format, except the identification of the ATC unit may be omitted. d. Fourth priority. Movement messages on VFR aircraft. TERMINAL. You may omit aircraft identification after initial contact when conducting the final portion 2−4−11. PRIORITY INTERRUPTION of a radar approach. Use the words “emergency” or “control” for

REFERENCE− interrupting lower priority messages when you have FAAO JO 7110.65, Para 2−4−20, Aircraft Identification. an emergency or control message to transmit.

2−4−2 Radio and Interphone Communications 2/9/12 JO 7110.65U

2−4−12. INTERPHONE MESSAGE FORMAT 2. Receiver: “Denver High, Go ahead override.” Use the following format for interphone intra/interfacility communications: Caller: “R Twenty−five, Request direct Denver for a. Both the caller and receiver identify their Northwest Three Twenty−eight.” facility and/or position in a manner that ensures they will not be confused with another position. Receiver: “Northwest Three Twenty−eight direct Denver approved. H.F.” NOTE− Other means of identifying a position, such as substituting Caller: “G.M.” departure or arrival gate/fix names for position identification, may be used. However, it must be operationally 3. beneficial, and the procedure fully covered in a letter of Caller: (“Bolos” is a departure gate in Houston ARTCC’s agreement or a facility directive, as appropriate. Sabine sector)−“Bolos, Houston local.” EXAMPLE− Receiver: “Bolos.” Caller: “Albuquerque Center Sixty Three, Amarillo Departure.” Caller: “Request Flight Level three five zero for American Receiver: “Albuquerque Center.” Twenty−five.” b. Between two facilities which utilize numeric Receiver: “American Twenty−five Flight Level three five position identification, the caller must identify both zero approved, A.C.” facility and position. EXAMPLE− Caller: “G.M.” Caller: “Albuquerque Sixty Three, Fort Worth Eighty 4. Two.” Caller: “Sector Twelve, Ontario Approach, APREQ.” c. Caller states the type of coordination to be accomplished when advantageous. For example, Receiver: “Sector Twelve.” handoff or APREQ. Caller: “Cactus Five forty−two heading one three zero and d. The caller states the message. climbing to one four thousand.” e. The receiver states the response to the caller’s Receiver: “Cactus Five forty−two heading one three zero message followed by the receiver’s operating initials. and climbing to one four thousand approved. B.N.” f. The caller states his or her operating initials. Caller: “A.M.” EXAMPLE− 1. 5. Caller: “Denver High, R Twenty−five.” Caller: “Zanesville, Columbus, seventy−three line, handoff.” Receiver: “Denver High.” Receiver: “Zanesville.” Caller: “Request direct Denver for Northwest Three Twenty−eight.” Caller: “Five miles east of Appleton VOR, United Three Sixty−six.” Receiver: “Northwest Three Twenty−eight direct Denver approved. H.F.” Receiver: “United Three Sixty−six, radar contact, A.Z.”

Caller: “G.M.” Caller: “M.E.”

Radio and Interphone Communications 2−4−3 JO 7110.65U 2/9/12

g. Identify the interphone voice line on which the 3. In communications with or about heavy jet call is being made when two or more such lines are aircraft when the separation from a following aircraft collocated at the receiving operating position. may become less than 5 miles by approved procedure. EXAMPLE− 4. When issuing traffic advisories. “Washington Center, Washington Approach on the Fifty Seven line.” EXAMPLE− “United Fifty−Eight Heavy.” “Chicago Center, O’Hare Tower handoff on the Departure NOTE− West line.” Most airlines will use the word “heavy” following the h. TERMINAL. The provisions of subparas a, b, c, company prefix and flight number when establishing e, f, g, and para 2−4−13, Interphone Message communications or when changing frequencies within a Termination, may be omitted provided: terminal facility’s area. 1. Abbreviated standard coordination proce- 5. When in radio communications with “Air dures are contained in a facility directive describing Force One” or “Air Force Two,” do not add the heavy the specific conditions and positions that may utilize designator to the call sign. State only the call sign “Air an abbreviated interphone message format; and Force One/Two” regardless of the type aircraft. 2. There will be no possibility of misunderstanding which positions are using the abbreviated 2−4−15. EMPHASIS FOR CLARITY procedures. Emphasize appropriate digits, letters, or similar 2−4−13. INTERPHONE MESSAGE sounding words to aid in distinguishing between TERMINATION similar sounding aircraft identifications. Additionally: Terminate interphone messages with your operating initials. a. Notify each pilot concerned when communicating with aircraft having similar sounding identifications. 2−4−14. WORDS AND PHRASES EXAMPLE− a. Use the words or phrases in radiotelephone and “United Thirty−one United, Miami Center, U.S. Air interphone communication as contained in the P/CG Thirty−one is also on this frequency, acknowledge.” or, within areas where Controller Pilot Data Link Communications (CPDLC) is in use, the phraseology “U.S. Air Thirty−one U.S. Air, Miami Center, United contained in the applicable CPDLC message set. Thirty−one is also on this frequency, acknowledge.” b. The word “heavy” must be used as part of the REFERENCE− FAAO JO 7110.65, Para 2−4−20, Aircraft Identification. identification of heavy jet aircraft as follows: FAAO JO 7210.3, Para 2−1−13, Aircraft Identification Problems. TERMINAL. In all communications with or about b. Notify the operations supervisor−in-charge of heavy jet aircraft. any duplicate flight identification numbers or EN ROUTE. The use of the word heavy may be phonetically similar-sounding call signs when the omitted except as follows: aircraft are operating simultaneously within the same sector. 1. In communications with a terminal facility about heavy jet operations. REFERENCE− FAAO JO 7210.3, Para 2−1−13, Aircraft Identification Problems. 2. In communications with or about heavy jet NOTE− aircraft with regard to an airport where the en route This is especially important when this occurs on a center is providing approach control service. repetitive, rather than an isolated, basis.

2−4−4 Radio and Interphone Communications 2/9/12 JO 7110.65U

2−4−16. ICAO PHONETICS 2−4−17. NUMBERS USAGE Use the ICAO pronunciation of numbers and State numbers as follows: individual letters. (See the ICAO radiotelephony a. Serial numbers. The separate digits. alphabet and pronunciation in TBL 2−4−1.) EXAMPLE− TBL 2−4−1 ICAO Phonetics Number Statement Character Word Pronunciation 11,495 “One one four niner five.” 0 Zero ZE−RO 20,069 “Two zero zero six niner.” 1 One WUN b. Altitudes or flight levels: 2 Two TOO 3 Three TREE 1. Altitudes. Pronounce each digit in the number 4 Four FOW−ER of hundreds or thousands followed by the word 5 Five FIFE “hundred” or “thousand” as appropriate. 6 Six SIX EXAMPLE− 7 Seven SEV−EN 8 Eight AIT Number Statement 9 Nine NIN−ER 10,000 “One zero thousand.” 11,000 “One one thousand.” A Alfa ALFAH 17,900 “One seven thousand niner B Bravo BRAHVOH hundred.” C Charlie CHARLEE NOTE− D Delta DELLTAH Altitudes may be restated in group form for added clarity E Echo ECKOH if the controller chooses. F Foxtrot FOKSTROT EXAMPLE− G Golf GOLF H Hotel HOHTELL Number Statement I India INDEE AH 10,000 “Ten thousand.” J Juliett JEWLEE ETT 11,000 “Eleven thousand.” K Kilo KEYLOH 17,900 “Seventeen thousand niner L Lima LEEMAH hundred.” M Mike MIKE 2. Flight levels. The words “flight level” N November NOVEMBER followed by the separate digits of the flight level. O Oscar OSSCAH P Papa PAHPAH EXAMPLE− Q Quebec KEHBECK R Romeo ROWME OH Flight Level Statement S Sierra SEEAIRAH 180 “Flight level one eight zero.” T Tango TANGGO 275 “Flight level two seven five.” U Uniform YOUNEE FORM 3. MDA/DH Altitudes. The separate digits of V Victor VIKTAH the MDA/DH altitude. W Whiskey WISSKEY EXAMPLE− X X−ray ECKSRAY Y Yankee YANGKEY MDA/DH Altitude Statement Z Zulu ZOOLOO 1,320 “Minimum descent altitude, NOTE− one three two zero.” Syllables to be emphasized in pronunciation are in bold 486 “Decision height, four eight face. six.”

Radio and Interphone Communications 2−4−5 JO 7110.65U 2/9/12

c. Time: d. Field elevation. The words “field elevation” followed by the separate digits of the elevation. 1. General time information. The four separate digits of the hour and minute/s in terms of UTC. EXAMPLE− EXAMPLE− Elevation Statement UTC Time (12 hour) Statement 17 feet “Field elevation, one seven.” 0715 1:15 a.m. CST “Zero seven one five.” 817 feet “Field elevation, eight one seven.” 1915 1:15 p.m. CST “One niner one five.” 2,817 feet “Field elevation, two eight one seven.”

2. Upon request. The four separate digits of the e. The number “0” as “zero” except where it is hours and minute/s in terms of UTC followed by the used in approved “group form” for authorized aircraft local standard time equivalent; or the local time call signs, and in stating altitudes. equivalent only. Local time may be based on the 24−hour clock system, and the word “local” or the EXAMPLE− time zone equivalent must be stated when other than UTC is referenced. The term “ZULU” may be used As Zero As Group to denote UTC. “Field elevation one six zero.” “Western five thirty.” “Heading three zero zero.” “EMAIR One Ten.” EXAMPLE− “One zero thousand five “Ten thousand five hundred.” hundred.” UTC Time Time Statement (24 hour) (12 hour) f. Altimeter setting. The word “altimeter” fol- 2230 1430 PST 2:30 p.m. “Two two three zero, lowed by the separate digits of the altimeter setting. one four three zero Pacific or Local.” or EXAMPLE− “Two−thirty P−M.”

3. Time check. The word “time” followed by the Setting Statement four separate digits of the hour and minutes, and 30.01 “Altimeter, three zero zero one.” nearest quarter minute. Fractions of a quarter minute less than eight seconds are stated as the preceding g. Surface wind. The word “wind” followed by the quarter minute; fractions of a quarter minute of eight separate digits of the indicated wind direction to the seconds or more are stated as succeeding quarter nearest 10−degree multiple, the word “at” and the minute. separate digits of the indicated velocity in knots. EXAMPLE− EXAMPLE− “Wind zero three zero at two five.” Time Statement “Wind two seven zero at one five gusts three five.” 1415:06 “Time, one four one five.” h. Heading. The word “heading” followed by the 1415:10 “Time, one four one five and three separate digits of the number of degrees, one−quarter.” omitting the word “degrees.” Use heading 4. Abbreviated time. The separate digits of the 360 degrees to indicate a north heading. minutes only. EXAMPLE− EXAMPLE− Heading Statement Time Statement 5 degrees “Heading zero zero five.” 1415 “One five.” 30 degrees “Heading zero three zero.” 1420 “Two zero.” 360 degrees “Heading three six zero.”

2−4−6 Radio and Interphone Communications 2/9/12 JO 7110.65U

i. Radar beacon codes. The separate digits of the 3. Issue MLS/TACAN frequencies by stating 4−digit code. the assigned two− or three−digit channel number.

EXAMPLE− EXAMPLE− “M−L−S channel Five Three Zero.” Code Statement “TACAN channel Niner Seven.” 1000 “One zero zero zero.” l. Speeds. 2100 “Two one zero zero.”

j. Runways. The word “runway,” followed by the 1. The separate digits of the speed followed by separate digits of the runway designation. For a “knots” except as required by para 5−7−2, Methods. parallel runway, state the word “left,” “right,” or EXAMPLE− “center” if the letter “L,” “R,” or “C” is included in the designation. Speed Statement EXAMPLE− 250 “Two five zero knots.” 190 “One niner zero knots.” Designation Statement 3 “Runway Three.” 2. The separate digits of the Mach number 8L “Runway Eight Left.” preceded by “Mach.” 27R “Runway Two Seven Right.” EXAMPLE− k. Frequencies.

1. The separate digits of the frequency, inserting Mach Number Statement the word “point” where the decimal point occurs. 1.5 “Mach one point five.” (a) Omit digits after the second digit to the 0.64 “Mach point six four.” right of the decimal point. 0.7 “Mach point seven.” (b) When the frequency is in the L/MF band, include the word “kiloHertz.” m. Miles. The separate digits of the mileage followed by the word “mile.” EXAMPLE− EXAMPLE− Frequency Statement “Three zero mile arc east of Nottingham.” “Traffic, one o’clock, two five miles, northbound, D−C 126.55 MHz “One two six point five five.” Eight, flight level two seven zero.” 369.0 MHz “Three six niner point zero.” 121.5 MHz “One two one point five.” 135.275 MHz “One three five point two seven.” 2−4−18. NUMBER CLARIFICATION 302 kHz “Three zero two kiloHertz.” a. 2. USAF/USN. Local channelization numbers If deemed necessary for clarity, and after stating may be used in lieu of frequencies for locally based numbers as specified in para 2−4−17, Numbers aircraft when local procedures are established to Usage, controllers may restate numbers using either ensure that local aircraft and ATC facilities use the group or single-digit form. same channelization. EXAMPLE− EXAMPLE− “One Seven Thousand, Seventeen Thousand.” “Altimeter Two Niner Niner Two, Twenty Nine Ninety Two.” Frequency Statement “One Two Six Point Five Five, One Twenty Six Point Fifty 275.8 MHz “Local channel one six.” Five.”

Radio and Interphone Communications 2−4−7 JO 7110.65U 2/9/12

2−4−19. FACILITY IDENTIFICATION 2−4−20. AIRCRAFT IDENTIFICATION Identify facilities as follows: Use the full identification in reply to aircraft with similar sounding identifications. For other aircraft, a. Airport traffic control towers. State the name of the same identification may be used in reply that the the facility followed by the word “tower.” Where pilot used in his/her initial callup except use the military and civil airports are located in the same correct identification after communications have general area and have similar names, state the name been established. Identify aircraft as follows: of the military service followed by the name of the military facility and the word “tower.” a. U.S. registry aircraft. State one of the following: EXAMPLE− REFERENCE− FAAO JO 7110.65, Para 2−4−8, Radio Message Format. “Columbus Tower.” FAAO JO 7110.65, Para 2−4−9, Abbreviated Transmissions. “Barksdale Tower.” FAAO JO 7110.65, Para 2−4−15, Emphasis for Clarity. “Navy Jacksonville Tower.” FAAO JO 7110.65, Para 2−4−17, Numbers Usage. b. Air route traffic control centers. State the name 1. Civil. State the prefix “November” when of the facility followed by the word “center.” establishing initial communications with U.S. registered aircraft followed by the ICAO phonetic c. Approach control facilities, including pronunciation of the numbers/letters of the aircraft RAPCONs, RATCFs, and ARACs. State the name of registration. The controller may state the aircraft the facility followed by the word “approach.” Where type, the model, the manufacturer’s name, followed military and civil facilities are located in the same by the ICAO phonetic pronunciation of the general area and have similar names, state the name numbers/letters of the aircraft registration if used by of the military service followed by the name of the the pilot on the initial or subsequent call. military facility and the word “approach.” EXAMPLE− EXAMPLE− Air traffic controller’s initiated call: “Denver Approach.” “Griffiss Approach.” “November One Two Three Four Golf.” “Navy Jacksonville Approach.” “November One Two Three Four.” d. Functions within a terminal facility. State the Responding to pilot’s initial or subsequent call: name of the facility followed by the name of the function. “Jet Commander One Two Three Four Papa.” EXAMPLE− “Bonanza One Two Three Four Tango.” “Boston Departure.” “Sikorsky Six Three Eight Mike Foxtrot.” “LaGuardia Clearance Delivery.” NOTE− “O’Hare Ground.” If aircraft identification becomes a problem when the e. When calling or replying on an interphone line procedures specified above are used, the call sign must be which connects only two non−VSCS equipped restated after the flight number of the aircraft involved. facilities, you may omit the facility name. EXAMPLE− “American Five Twenty−One American.” EXAMPLE− “Commuter Six Eleven Commuter.” “Bradford High, Handoff.” “General Motors Thirty−Seven General Motors.” f. FAA flight service stations. State the name of the REFERENCE− station followed by the word “radio.” FAAO JO 7210.3, Para 2−1−13, Aircraft Identification Problems. EXAMPLE− 2. Air carrier and other civil aircraft having FAA “Altoona Radio.” authorized call signs. State the call sign followed by the flight number in group form. g. Radar facilities having ASR or PAR but not providing approach control service. State the name NOTE− “Group form” is the pronunciation of a series of numbers of the facility, followed by the letters “G−C−A.” as the whole number, or pairs of numbers they represent EXAMPLE− rather than pronouncing each separate digit. The use of “Corpus Christi G−C−A.” group form may, however, be negated by four-digit “Davison G−C−A.” identifiers or the placement of zeros in the identifier.

2−4−8 Radio and Interphone Communications 2/9/12 JO 7110.65U

EXAMPLE− (b) Special military operations. State one of “American Fifty−Two.” the following followed by the last 5 digits of the serial “Delta One Hundred.” number: “Eastern Metro One Ten.” “General Motors Thirty Fifteen.” (c) Air evacuation flights. “AIR EVAC,” “United One Zero One.” “MARINE AIR EVAC,” or “NAVY AIR EVAC.” “Delta Zero One Zero.” EXAMPLE− “TWA Ten Zero Four.” “Air Evac One Seven Six Five Two.” NOTE− (d) Rescue flights. (Service name) Air carrier and other civil aircraft having FAA authorized “RESCUE.” call signs may be pronounced using single digits if necessary for clarity. EXAMPLE− “Air Force Rescue Six One Five Seven Niner.” EXAMPLE− “United Five One Seven.” (e) Air Mobility Command. “REACH.” “United Five Seven Zero.” EXAMPLE− “Reach Seven Eight Five Six Two.” 3. Air taxi and commercial operators not having FAA authorized call signs. State the prefix “TANGO” (f) Special Air Mission. “SAM.” on initial contact, if used by the pilot, followed by the EXAMPLE− registration number. The prefix may be dropped in “Sam Niner One Five Six Two.” subsequent communications. (g) USAF Contract Aircraft “LOGAIR.” EXAMPLE− EXAMPLE− “Tango Mooney Five Five Five Two Quebec.” “Logair Seven Five Eight Two Six.” “Tango November One Two Three Four.” (h) Military tactical and training: 4. Air carrier/taxi ambulance. State the prefix, (1) U.S. Air Force, Air National Guard, “Lifeguard,” if used by the pilot, followed by the call Military District of Washington priority aircraft, and sign and flight number in group form. USAF civil disturbance aircraft. Pronounceable words of 3 to 6 letters followed by a 1 to 5 digit EXAMPLE− “Lifeguard Delta Fifty−One.” number. EXAMPLE− 5. Civilian air ambulance. State the word “Paul Two Zero.” “LIFEGUARD” followed by the numbers/letters of “Pat One Five Seven.” the registration number. “Gaydog Four.” EXAMPLE− NOTE− “Lifeguard Two Six Four Six.” When the “Z” suffix described in para 2−3−7, USAF/USN Undergraduate Pilots, is added to identify aircraft piloted 6. U.S. military. State one of the following: by USAF undergraduate pilots, the call sign will be limited to a combination of six characters. (a) The service name, followed by the word (2) Navy or Marine fleet and training “copter,” when appropriate, and the last 5 digits of the command aircraft. The service name and 2 letters, or serial number. a digit and a letter (use letter phonetic equivalents), EXAMPLE− followed by 2 or 3 digits. “Navy Five Six Seven One Three.” EXAMPLE− “Coast Guard Six One Three Two Seven.” “Navy Golf Alfa Two One.” “Air Guard One Three Five Eight Six.” “Marine Four Charlie Two Three Six.” “Army Copter Three Two One Seven Six.” 7. Presidential aircraft and Presidential family NOTE− aircraft: If aircraft identification becomes a problem, the procedures reflected in FAAO JO 7210.3, Facility (a) When the President is aboard a military Operation and Administration, para 2−1−13, Aircraft aircraft, state the name of the military service, Identification Problems, will apply. followed by the word “One.”

Radio and Interphone Communications 2−4−9 JO 7110.65U 2/9/12

EXAMPLE− (a) Department of Energy flights. State the “Air Force One.” letters “R−A−C” (use phonetic alphabet equivalents) “Army One.” followed by the last 4 separate digits of the aircraft “Marine One.” registration number. (b) When the President is aboard a civil EXAMPLE− aircraft, state the words “Executive One.” “Romeo Alfa Charlie One Six Five Three.” (c) When a member of the President’s family (b) Flight Inspection of navigational aids. is aboard any aircraft, if the U.S. Secret Service or the State the call sign “FLIGHT CHECK” followed by White House Staff determines it is necessary, state the the digits of the registration number. words “Executive One Foxtrot.” EXAMPLE− REFERENCE− “Flight Check Three Niner Six Five Four.” FAAO JO 7110.65, Para 2−1−4, Operational Priority. (c) USAF aircraft engaged in aerial sampling 8. Vice Presidential aircraft: missions. State the call sign “SAMP” followed by the (a) When the Vice President is aboard a last three digits of the serial number. military aircraft, state the name of the military EXAMPLE− service, followed by the word “Two.” “SAMP Three One Six.” REFERENCE− EXAMPLE− FAAO JO 7110.65, Para 9−2−17, SAMP. “Air Force Two.” “Army Two.” 11. Use a pilot’s name in identification of an “Marine Two.” aircraft only in special or emergency situations. (b) When the Vice President is aboard a civil b. Foreign registry. State one of the following: aircraft, state the words “Executive Two.” 1. Civil. State the aircraft type or the manufac- (c) When a member of the Vice President’s turer’s name followed by the letters/numbers of the family is aboard any aircraft, if the U.S. Secret aircraft registration, or state the letters or digits of the Service or the White House Staff determines it is aircraft registration or call sign. necessary, state the words “Executive Two Foxtrot.” EXAMPLE− “Stationair F−L−R−B.” REFERENCE− FAAO JO 7110.65, Para 2−1−4, Operational Priority. “C−F−L−R−B.” NOTE− 9. DOT and FAA flights. The following Letters may be spoken individually or phonetically. alphanumeric identifiers and radio/interphone call signs are established for use in air/ground communi- 2. Air carrier. The abbreviated name of the cations when the Secretary of Transportation, Deputy operating company followed by the letters or digits of Secretary of Transportation, FAA Administrator or the registration or call sign. FAA Deputy Administrator have a requirement to EXAMPLE− identify themselves. (See TBL 2−4−2.) “Air France F−L−R−L−G.” 3. The flight number in group form, or you may TBL 2−4−2 DOT and FAA Alphanumeric Identifiers use separate digits if that is the format used by the and Call Signs pilot. EXAMPLE− Official Identifier Call Sign “Scandinavian Sixty−eight.” Secretary of Transportation DOT−1 Transport−1 “Scandinavian Six Eight.” Deputy Secretary of DOT−2 Transport−2 4. Foreign Military. Except for military Transportation services identified in FAA Order JO 7340.2, Administrator, FAA−1 Safeair−1 Federal Aviation Administration Contractions, the name of the country and the military service followed by the separate digits or letters of the Deputy Administrator, FAA−2 Safeair−2 Federal Aviation Administration registration or call sign. For military services listed in FAA Order JO 7340.2, the approved telephony 10. Other Special Flights. followed by the separate digits of the serial number.

2−4−10 Radio and Interphone Communications 2/9/12 JO 7110.65U

EXAMPLE− c. General Aviation and Air Taxi: “Canforce Five Six Two Seven.” “Brazilian Air Force Five Three Two Seven Six.” 1. Manufacturer’s model, or designator. 2. Manufacturer’s name, or add color when 2−4−21. DESCRIPTION OF AIRCRAFT considered advantageous. TYPES EXAMPLE− “Tri−Pacer.” Except for heavy aircraft, describe aircraft as follows “P A Twenty−Two.” when issuing traffic information. “Cessna Four−Oh−One.” a. Military: “Blue and white King Air.” “Airliner.” 1. Military designator, with numbers spoken in “Sikorsky S−Seventy−Six.” group form, or d. When issuing traffic information to aircraft 2. Service and type, or following a heavy jet, specify the word “heavy” before the manufacturer’s name and model. 3. Type only if no confusion or misidentifica- EXAMPLE− tion is likely. “Heavy L−Ten−Eleven.” b. Air Carrier: “Heavy C−Five.” “Heavy Boeing Seven Forty−Seven.” 1. Manufacturer’s model or designator. REFERENCE− FAAO JO 7110.65, Para 2−1−21, Traffic Advisories. 2. Add the manufacturer’s name, company name or other identifying features when confusion or 2−4−22. AIRSPACE CLASSES misidentification is likely. EXAMPLE− A, B, C, D, E, and G airspace are pronounced in the “L−Ten−Eleven.” ICAO phonetics for clarification. The term “Class” “American MD−Eighty. Seven Thirty−Seven.” may be dropped when referring to airspace in “Boeing Seven Fifty−Seven.” pilot/controller communications. NOTE− EXAMPLE− Pilots of “interchange” aircraft are expected to inform the “Cessna 123 Mike Romeo cleared to enter Bravo tower on the first radio contact the name of the operating airspace.” company and trip number followed by the company name, “Sikorsky 123 Tango Sierra cleared to enter New York as displayed on the aircraft, and the aircraft type. Bravo airspace.”

Radio and Interphone Communications 2−4−11

2/9/12 JO 7110.65U

Section 5. Route and NAVAID Description

2−5−1. AIR TRAFFIC SERVICE (ATS) 2. Low Altitude − State the letter of the route ROUTES phonetically, followed by the number of the route in group form. Describe ATS routes as follows: EXAMPLE− a. VOR/VORTAC/TACAN airways or jet routes. “Tango Two Ten.” State the word “Victor” or the letter “J” followed by the number of the airway or route in group form. 2−5−2. NAVAID TERMS EXAMPLE− “Victor Twelve.” a. Describe NAVAIDs as follows: “J Five Thirty−Three.” 1. State the name or phonetic alphabet equival- b. VOR/VORTAC/TACAN alternate airways. ent (location identifier) of a NAVAID when using it State the word “Victor” followed by the number of the in a routing. airway in group form and the alternate direction. EXAMPLE− EXAMPLE− “V6 Victor Whiskey Victor (Waterville) V45 Jackson” “Victor Twelve South.” 2. When utilized as the clearance limit, state the c. Colored/L/MF airways. State the color of the name of the NAVAID followed by the type of airway followed by the number in group form. NAVAID if the type is known. EXAMPLE− PHRASEOLOGY− “Blue Eighty−One.” CLEARED TO (NAVAID name and type) EXAMPLE− d. Named Routes. State the words “North “Cleared to Grand Rapids VOR” American Route” or “Bahama Route” followed by the number of the route in group form. b. Describe radials, arcs, courses, bearings, and quadrants of NAVAIDs as follows: EXAMPLE− “North American Route Sixty−Seven Bravo.” 1. VOR/VORTAC/TACAN/MLS/GPS Way- “Bahama Route Fifty−Five Victor.” point. State the name of the NAVAID or GPS e. Air Traffic Service (ATS) routes. State the Waypoint followed by the separate digits of the letter(s) of the route phonetically, followed by the radial/azimuth/bearing (omitting the word “de- number of the route in group form. grees”) and the word “radial/azimuth/bearing.” EXAMPLE− EXAMPLE− “Romeo Twenty.” “Appleton Zero Five Zero Radial.” “Alfa Fifty.” “Lindburg Runway Two Seven M−L−S, Two Six Zero “Golf Sixty−one.” Azimuth.” “Alfa Seven Hundred.” 2. Arcs about VOR-DME/VORTAC/TACAN/ f. Military Training Routes (MTRs). State the MLS NAVAIDs. State the distance in miles from the letters “I−R” or “V−R” followed by the number of the NAVAID followed by the words “mile arc,” the route in group form. direction from the NAVAID in terms of the eight principal points of the compass, the word “of,” and EXAMPLE− the name of the NAVAID. “I−R Five Thirty−one.” “V−R Fifty−two.” EXAMPLE− “Two Zero mile arc southwest of O’Hare Runway Two g. Published RNAV routes. Seven Left M−L−S.” 1. High Altitude − State the letter “Q” followed 3. Quadrant within a radius of NAVAID. State by the route number in group form. direction from NAVAID in terms of the quadrant; EXAMPLE− e.g., NE, SE, SW, NW, followed by the distance in “Q One Forty−five.” miles from the NAVAID.

Route and NAVAID Description 2−5−1 JO 7110.65U 2/9/12

EXAMPLE− increment in single digit or group form, and the “Cleared to fly northeast quadrant of Phillipsburg longitude increment. VORTAC within Four Zero mile radius.” EXAMPLE− REFERENCE− “Kilo Delta Three Four Uniform.” FAAO JO 7110.65, Para 4−4−1, Route Use. “Kilo Delta Thirty Four Uniform.” P/CG Term− Quadrant.

4. Nondirectional beacons. State the course to 2−5−3. NAVAID FIXES or the bearing from the radio beacon, omitting the word “degree,” followed by the words “course to” or Describe fixes determined by reference to a “bearing from,” the name of the radio beacon, and the radial/localizer/azimuth and distance from a words “radio beacon.” VOR-DME/VORTAC/TACAN/ILS-DME or MLS as follows: EXAMPLE− “Three Four Zero bearing from Randolph Radio Beacon.” a. When a fix is not named, state the name of the NAVAID followed by a specified radial/localizer/ 5. MLS. State the azimuth to or azimuth from azimuth, and state the distance in miles followed by the MLS, omitting the word “degree” followed by the the phrase “mile fix.” words “azimuth to” or “azimuth from,” the name of EXAMPLE− the MLS, and the term MLS. “Appleton Zero Five Zero radial Three Seven mile fix.” EXAMPLE− “Reno localizer back course Four mile fix.” “Two Six Zero azimuth to Linburgh Runway Two Seven “Hobby Runway One Two M−L−S Zero Niner Zero azimuth MLS.” One Two mile fix.” b. When a fix is charted on a SID, STAR, en route 6. Navigation Reference System (NRS) Waypo- chart, or approach plate, state the name of the fix. int. State the single letter corresponding to the ICAO Flight Information Region (FIR) identifier, followed c. Use specific terms to describe a fix. Do not use by the letter corresponding to the FIR subset (ARTCC expressions such as “passing Victor Twelve” or area for the conterminous U.S.), the latitude “passing J Eleven.”

2−5−2 Route and NAVAID Description 2/9/12 JO 7110.65U

Section 6. Weather Information

2−6−1. FAMILIARIZATION your sector or airspace under your jurisdiction, are out of service. Become familiar with pertinent weather information when coming on duty, and stay aware of current PHRASEOLOGY− weather information needed to perform ATC duties. ATTENTION ALL AIRCRAFT. HAZARDOUS WEATHER INFORMATION FOR (geographical area) AVAILABLE FROM FLIGHT WATCH OR FLIGHT SERVICE. 2−6−2. HAZARDOUS INFLIGHT WEATHER c. Terminal facilities have the option to limit ADVISORY SERVICE (HIWAS) hazardous weather information broadcasts as follows: Tower cab and approach control facilities may Controllers must advise pilots of hazardous weather opt to broadcast hazardous weather information alerts that may impact operations within 150 NM of their only when any part of the area described is within sector or area of jurisdiction. Hazardous weather 50 NM of the airspace under their jurisdiction. information contained in HIWAS broadcasts includes Airmen’s Meteorological Information (AIRMET), REFERENCE− AIM, Chapter 7, Section 1, Meteorology, Para 7−1−5 through Significant Meteorological Information (SIGMET), Para 7−1−9. Convective SIGMET (WST), Urgent Pilot Weather Reports (UUA), and Center Weather Advisories 2−6−3. PIREP INFORMATION (CWA). Facilities must review alert messages to determine the geographical area and operational Significant PIREP information includes reports of impact for hazardous weather information broad- strong frontal activity, squall lines, thunderstorms, casts. The broadcast is not required if aircraft on your light to severe icing, wind shear and turbulence frequency(s) will not be affected. (including clear air turbulence) of moderate or greater intensity, volcanic eruptions and volcanic ash clouds, a. Controllers within commissioned HIWAS areas and other conditions pertinent to flight safety. must broadcast a HIWAS alert on all frequencies, REFERENCE− except emergency frequency, upon receipt of FAAO JO 7110.65, Para 3−1−8, Low Level Wind Shear/Microburst hazardous weather information. Controllers are Advisories. FAAO JO 7210.3, Para 6−3−1, Handling of SIGMETs, CWAs, and required to disseminate data based on the operational PIREPs. impact on the sector or area of control jurisdiction. AIM, Para 7−5−9, Flight Operations in Volcanic Ash. FAAO JO 7210.3, Para 10−3−1, SIGMET and PIREP Handling. NOTE− The inclusion of the type and number of weather advisory a. Solicit PIREPs when requested or when one of responsible for the HIWAS advisory is optional. the following conditions exists or is forecast for your area of jurisdiction: PHRASEOLOGY− ATTENTION ALL AIRCRAFT. HAZARDOUS WEATHER 1. Ceilings at or below 5,000 feet. These INFORMATION (SIGMET, Convective SIGMET, PIREPs must include cloud base/top reports when AIRMET, Urgent Pilot Weather Report (UUA), or Center feasible. Weather Advisory (CWA), Number or Numbers) FOR (geographical area) AVAILABLE ON HIWAS, FLIGHT TERMINAL. Ensure that at least one descent/climb- WATCH, OR FLIGHT SERVICE FREQUENCIES. out PIREP, including cloud base/s, top/s, and other related phenomena, is obtained each hour. b. Controllers outside of commissioned HIWAS areas must: EN ROUTE. When providing approach control services, the requirements stated in TERMINAL 1. Advise pilots of the availability of hazardous above apply. weather advisories. Pilots requesting additional information should be directed to contact the nearest 2. Visibility (surface or aloft) at or less than Flight Watch or Flight Service. 5 miles. 3. Thunderstorms and related phenomena. 2. Apply the same procedure when HIWAS outlets, or outlets with radio coverage extending into 4. Turbulence of moderate degree or greater.

Weather Information 2−6−1 JO 7110.65U 2/9/12

5. Icing of light degree or greater. 2. EN ROUTE. Relay all operationally significant PIREPs to the facility weather coordinator. 6. Wind shear. 7. Volcanic ash clouds. 3. TERMINAL. Relay all operationally significant PIREPs to: NOTE− Pilots may forward PIREPs regarding volcanic activity (a) The appropriate intrafacility positions. using the format described in the Volcanic Activity Reporting Form (VAR) as depicted in the AIM, Appendix 2. (b) The FSS serving the area in which the report was obtained. 8. TERMINAL. Braking Action Advisories are in effect. NOTE− REFERENCE− The FSS is responsible for long line dissemination. FAAO JO 7110.65, Para 3−3−5, Braking Action Advisories. P/CG Term− Braking Action Advisories. (c) Other concerned terminal or en route ATC facilities, including non−FAA facilities. b. Record with the PIREPs: 1. Time. (d) Use the word gain and/or loss when describing to pilots the effects of wind shear on 2. Aircraft position. airspeed. 3. Type aircraft. EXAMPLE− 4. Altitude. “Delta Seven Twenty−one, a Boeing Seven Twenty−seven, previously reported wind shear, loss of Two Five knots at 5. When the PIREP involves icing include: Four Hundred feet.”

(a) Icing type and intensity. “U.S. Air Seventy−six, a D−C Niner, previously reported (b) Air temperature in which icing is wind shear, gain of Twenty−Five knots between Niner Hun- occurring. dred and Six Hundred feet, followed by a loss of Five Zero knots between Five Hundred feet and the surface.” c. Obtain PIREPs directly from the pilot, or if the REFERENCE− PIREP has been requested by another facility, you AIM, Para 7−1−24, Wind Shear PIREPs. may instruct the pilot to deliver it directly to that facility. 2−6−4. WEATHER AND CHAFF SERVICES PHRASEOLOGY− REQUEST/SAY FLIGHT CONDITIONS. a. Issue pertinent information on observed/ reported weather and chaff areas. When requested by Or if appropriate, the pilot, provide radar navigational guidance and/or approve deviations around weather or chaff areas. REQUEST/SAY (specific conditions; i.e., ride, cloud, visibility, etc.) CONDITIONS. 1. Issue weather and chaff information by defining the area of coverage in terms of azimuth (by If necessary, referring to the 12−hour clock) and distance from the aircraft or by indicating the general width of the area OVER (fix), and the area of coverage in terms of fixes or distance or and direction from fixes. PHRASEOLOGY− ALONG PRESENT ROUTE, WEATHER/CHAFF AREA BETWEEN (number)O’CLOCK AND (number) O’CLOCK or (number) MILES,

BETWEEN (fix) AND (fix). or d. Handle PIREPs as follows: (number) MILE BAND OF WEATHER/CHAFF FROM 1. Relay pertinent PIREP information to (fix or number of miles and direction from fix) TO (fix or concerned aircraft in a timely manner. number of miles and direction from fix).

2−6−2 Weather Information 2/9/12 JO 7110.65U

2. When a deviation cannot be approved as NOTE− requested and the situation permits, suggest an Weather and Radar Processor (WARP) does not display alternative course of action. light intensity. PHRASEOLOGY− PHRASEOLOGY− AREA OF (Intensity) PRECIPITATION BETWEEN UNABLE DEVIATION (state possible alternate course of (number) O’CLOCK AND (number) O’CLOCK, (number) action). MILES, MOVING (direction) AT (number) KNOTS, TOPS (altitude). AREA IS (number) MILES IN DIAMETER. FLY HEADING (heading), EXAMPLE− or 1. “Area of extreme precipitation between eleven o’clock and one o’clock, one zero miles moving east at two zero PROCEED DIRECT (name of NAVAID). knots, tops flight level three niner zero.” 2. “Area of heavy precipitation between ten o’clock and b. In areas of significant weather, plan ahead and two o’clock, one five miles. Area is two five miles in be prepared to suggest, upon pilot request, the use of diameter.” alternative routes/altitudes. 3. “Area of heavy to extreme precipitation between ten PHRASEOLOGY− o’clock and two o’clock, one five miles. Area is two five DEVIATION APPROVED, (restrictions if necessary), miles in diameter.” ADVISE WHEN ABLE TO: REFERENCE− P/CG Term− Precipitation Radar Weather Descriptions. RETURN TO COURSE, e. When precipitation intensity information is not or available. RESUME OWN NAVIGATION, or PHRASEOLOGY− FLY HEADING (heading), AREA OF PRECIPITATION BETWEEN (number) or O’CLOCK AND (number) O’CLOCK, (number) MILES. PROCEED DIRECT (name of NAVAID). MOVING (direction) AT (number) KNOTS, TOPS (altitude). AREA IS (number) MILES IN DIAMETER, NOTE− INTENSITY UNKNOWN. Weather significant to the safety of aircraft includes such EXAMPLE− conditions as funnel cloud activity, lines of thunderstorms, “Area of precipitation between one o’clock and three embedded thunderstorms, large hail, wind shear, o’clock, three five miles moving south at one five knots, tops microbursts, moderate to extreme turbulence (including flight level three three zero. Area is three zero miles in CAT), and light to severe icing. diameter, intensity unknown.” REFERENCE− NOTE− AIM, Para 7−1−14, ATC Inflight Weather Avoidance Assistance. Phraseology using precipitation intensity descriptions is c. Inform any tower for which you provide only applicable when the radar precipitation intensity approach control services of observed precipitation information is determined by NWS radar equipment or on radar which is likely to affect their operations. NAS ground based digitized radar equipment with weather capabilities. This precipitation may not reach the surface. d. Use the term “precipitation” when describing f. EN ROUTE. When issuing Air Route Surveil- radar−derived weather. Issue the precipitation lance Radar (ARSR) precipitation intensity use the intensity from the lowest descriptor (LIGHT) to the following: highest descriptor (EXTREME) when that information is available. Do not use the word “turbulence” in 1. Describe the lowest displayable precipitation describing radar−derived weather. intensity as MODERATE. 2. Describe the highest displayable precipita- 1. LIGHT. tion intensity as HEAVY to EXTREME. 2. MODERATE. PHRASEOLOGY− AREA OF (Intensity) PRECIPITATION BETWEEN 3. HEAVY. (number) O’CLOCK and (number) O’CLOCK, (number) MILES, MOVING (direction) AT (number) KNOTS, TOPS 4. EXTREME. (altitude). AREA IS (number) MILES IN DIAMETER.

Weather Information 2−6−3 JO 7110.65U 2/9/12

EXAMPLE− 3. Notify the weather observer when the tower 1. “Area of moderate precipitation between ten o’clock observes the prevailing visibility decrease to less than and one o’clock, three zero miles moving east at two zero 4 miles or increase to 4 miles or more. knots, tops flight level three seven zero. b. Forward current weather changes to the 2. “Area of moderate precipitation between ten o’clock appropriate control facility as follows: and three o’clock, two zero miles. Area is two five miles in diameter.” 1. When the official weather changes to a condition which is below 1,000−foot ceiling or below g. When operational/equipment limitations exist, the highest circling minimum, whichever is greater, controllers must ensure that the highest available or less than 3 miles visibility, and when it improves level of precipitation intensity within their area of to a condition which is better than those above. jurisdiction is displayed. 2. Changes which are classified as special h. The supervisory traffic management weather observations during the time that weather coordinator−in−charge/operations supervisor/ conditions are below 1,000−foot ceiling or the controller−in−charge must verify the digitized radar highest circling minimum, whichever is greater, or weather information by the best means available less than 3 miles visibility. (e.g., pilot reports, local tower personnel, etc.) if the c. Towers at airports where military turbo-jet weather data displayed by digitized radar is reported en route descents are routinely conducted must also as questionable or erroneous. Errors in weather radar report the conditions to the ARTCC even if it is not the presentation must be reported to the technical opera- controlling facility. tions technician and the air traffic supervisor must determine if the digitized radar derived weather data d. If the receiving facility informs you that is to be displayed and a NOTAM distributed. weather reports are not required for a specific time period, discontinue the reports. The time period NOTE− specified should not exceed the duration of the Anomalous propagation (AP) is a natural occurrence receiving controller’s tour of duty. affecting radar and does not in itself constitute a weather circuit failure. e. EN ROUTE. When you determine that weather reports for an airport will not be required for a specific time period, inform the FSS or tower of this 2−6−5. CALM WIND CONDITIONS determination. The time period specified should not exceed the duration of receiving controller’s tour of TERMINAL. Describe the wind as calm when the duty. wind velocity is less than three knots. REFERENCE− FAAO JO 7110.65, Para 3−10−2, Forwarding Approach Information REFERENCE− by Nonapproach Control Facilities. FAAO JO 7110.65, Para 3−5−3, Tailwind Components. FAAO JO 7110.65, Para 3−10−4, Intersecting Runway Separation. 2−6−7. DISSEMINATING WEATHER INFORMATION 2−6−6. REPORTING WEATHER TERMINAL. Observed elements of weather informa- CONDITIONS tion must be disseminated as follows: a. When the prevailing visibility at the usual point a. General weather information, such as “large of observation, or at the tower level, is less than breaks in the overcast,” “visibility lowering to the 4 miles, tower personnel must take prevailing south,” or similar statements which do not include visibility observations and apply the observations as specific values, and any elements derived directly follows: from instruments, pilots, or radar may be transmitted to pilots or other ATC facilities without consulting the 1. Use the lower of the two observations (tower weather reporting station. or surface) for aircraft operations. b. Specific values, such as ceiling and visibility, 2. Forward tower visibility observations to the may be transmitted if obtained by one of the weather observer. following means:

2−6−4 Weather Information 2/9/12 JO 7110.65U

1. You are properly certificated and acting as 3. The weather report was composed or verified official weather observer for the elements being by the weather station. reported. 4. The information is obtained from an official Automated Weather Observation System (AWOS) or NOTE− an Automated Surface Observation System (ASOS). USAF controllers do not serve as official weather observers. c. Differences between weather elements observed from the tower and those reported by the 2. You have obtained the information from the weather station must be reported to the official official observer for the elements being reported. observer for the element concerned.

Weather Information 2−6−5

2/9/12 JO 7110.65U

Section 7. Altimeter Settings

2−7−1. CURRENT SETTINGS him/her to choose a more advantageous setting within the limitations of 14 CFR Section 91.121. a. Current altimeter settings must be obtained from direct-reading instruments or directly from 2. TERMINAL. To all departures. Unless spe- weather reporting stations. cifically requested by the pilot, the altimeter setting need not be issued to local aircraft operators who have REFERENCE− FAAO JO 7210.3, Chapter 2, Section 10, Wind/Altimeter Information. requested this omission in writing or to scheduled air carriers. b. If a pilot requests the altimeter setting in REFERENCE− millibars, ask the nearest weather reporting station FAAO JO 7110.65, Para 3−9−1, Departure Information. for the equivalent millibar setting. 3. TERMINAL. To arriving aircraft on initial c. USAF/USA. Use the term “Estimated Altim- contact or as soon as possible thereafter. The tower eter” for altimeter settings reported or received as may omit the altimeter if the aircraft is sequenced or estimated. vectored to the airport by the approach control having REFERENCE− jurisdiction at that facility. FAAO JO 7110.65, Para 3−9−1, Departure Information. REFERENCE− FAAO JO 7110.65, Para 3−10−1, Landing Information. FAAO JO 7110.65, Para 4−7−10, Approach Information. FAAO JO 7110.65, Para 4−7−10, Approach Information. FAAO JO 7110.65, Para 5−10−2, Approach Information. 4. EN ROUTE. For the destination airport to 2−7−2. ALTIMETER SETTING ISSUANCE arriving aircraft, approximately 50 miles from the BELOW LOWEST USABLE FL destination, if an approach control facility does not a. TERMINAL. Identify the source of an altimeter serve the airport. setting when issued for a location other than the 5. In addition to the altimeter setting provided aircraft’s departure or destination airport. on initial contact, issue changes in altimeter setting to b. EN ROUTE. Identify the source of all altimeter aircraft executing a nonprecision instrument settings when issued. approach as frequently as practical when the official weather report includes the remarks “pressure falling PHRASEOLOGY− rapidly.” (If the altimeter is one hour old or less), THE (facility name) ALTIMETER (setting). d. If the altimeter setting must be obtained by the pilot of an arriving aircraft from another source, or instruct the pilot to obtain the altimeter setting from that source. (If the altimeter is more than one hour old), THE (facility name) ALTIMETER (setting) MORE THAN NOTE− ONE HOUR OLD. 1. The destination altimeter setting, whether from a local or remote source, is the setting upon which the instrument c. Issue the altimeter setting: approach is predicated. 1. To en route aircraft at least one time while 2. Approach charts for many locations specify the source operating in your area of jurisdiction. Issue the setting of altimeter settings as non−FAA facilities, such as for the nearest reporting station along the aircraft’s UNICOMs. route of flight: e. When issuing clearance to descend below the NOTE− lowest usable flight level, advise the pilot of the 14 CFR Section 91.121(1) requires that the pilot set his/her altimeter setting of the weather reporting station altimeter to the setting of a station along his/her route of nearest the point the aircraft will descend below that flight within 100 miles of the aircraft if one is available. flight level. However, issuance of the setting of an adjacent station during periods that a steep gradient exists will serve to f. Department of Defense (DOD) aircraft which inform the pilot of the difference between the setting he/she operate on “single altimeter settings” (CFR Exemp- is using and the pressure in the local area and better enable tion 2861A) must be issued altimeter settings in

Altimeter Settings 2−7−1 JO 7110.65U 2/9/12 accordance with standard procedures while the NOTE− aircraft are en route to and from their restricted areas, 1. Aircraft with Mode C altitude reporting will be MOAs, and ATC assigned airspace areas. displayed on the controller’s radar scope with a uniform altitude offset above the assigned altitude. With an actual g. When the barometric pressure is greater than altimeter of 31.28 inches Hg, the Mode C equipped aircraft 31.00 inches Hg., issue the altimeter setting and: will show 3,300 feet when assigned 3,000 feet. This will 1. En Route/Arrivals. Advise pilots to remain occur unless local directives authorize entering the set on altimeter 31.00 until reaching final approach altimeter setting 31.00 into the computer system regardless segment. of the actual barometric pressure. 2. Departures. Advise pilots to set altimeter 2. Flight Standards will implement high barometric 31.00 prior to reaching any mandatory/crossing pressure procedures by NOTAM defining the geographic altitude or 1,500 feet AGL, whichever is lower. area affected. PHRASEOLOGY− 3. Airports unable to accurately measure barometric ALTIMETER, THREE ONE TWO FIVE, SET THREE ONE pressures above 31.00 inches Hg. will report the ZERO ZERO UNTIL REACHING THE FINAL barometric pressure as “missing” or “in excess of APPROACH FIX. 31.00 inches of Hg.” Flight operations to or from those airports are restricted to VFR weather conditions. or REFERENCE− AIM, Para 7−2−2, Procedures. ALTIMETER, THREE ONE ONE ZERO, SET FAAO JO 7110.65, Para 3−10−1, Landing Information. THREE ONE ZERO ZERO PRIOR TO REACHING ONE THOUSAND THREE HUNDRED.

2−7−2 Altimeter Settings 2/9/12 JO 7110.65U

Section 8. Runway Visibility Reporting− Terminal

2−8−1. FURNISH RVR/RVV VALUES not representative of the associated runway, the data must not be used. Where RVR or RVV equipment is operational, irrespective of subsequent operation or nonoperation b. Issue both mid-point and roll-out RVR when the of navigational or visual aids for the application of value of either is less than 2,000 feet and the RVR/RVV as a takeoff or landing minima, furnish the touchdown RVR is greater than the mid−point or values for the runway in use in accordance with roll−out RVR. para 2−8−3, Terminology. c. Local control must issue the current RVR/RVV NOTE− to each aircraft prior to landing or departure in Readout capability of different type/model RVR equipment accordance with subparas a and b. varies. For example, older equipment minimum readout value is 600 feet. Newer equipment may have minimum readout capability as low as 100 feet. Readout value 2−8−3. TERMINOLOGY increments also may differ. Older equipment have minimum readout increments of 200 feet. New equipment a. Provide RVR/RVV information by stating the increments below 800 feet are 100 feet. runway, the abbreviation RVR/RVV, and the REFERENCE− indicated value. When issued along with other FAAO 6560.10, Runway Visual Range (RVR). weather elements, transmit these values in the normal FAAO 6750.24, Instrument Landing System (ILS) and Ancillary sequence used for weather reporting. Electronic Component Configuration & Perf. Req. EXAMPLE− 2−8−2. ARRIVAL/DEPARTURE RUNWAY “Runway One Four RVR Two Thousand Four Hundred.” VISIBILITY “Runway Three Two RVV Three Quarters.” a. Issue current touchdown RVR/RVV for the b. When two or more RVR systems serve the runway(s) in use: runway in use, report the indicated values for the 1. When prevailing visibility is 1 mile or less different systems in terms of touchdown, mid, and regardless of the value indicated. rollout as appropriate. 2. When RVR/RVV indicates a reportable value EXAMPLE− regardless of the prevailing visibility. “Runway Two Two Left RVR Two Thousand, rollout One Thousand Eight Hundred.” NOTE− Reportable values are: RVR 6,000 feet or less; 1 “Runway Two Seven Right RVR One Thousand, RVV 1 /2 miles or less. mid Eight Hundred, rollout Six Hundred.” 3. When it is determined from a reliable source c. When there is a requirement to issue an RVR or that the indicated RVR value differs by more than RVV value and a visibility condition greater or less 400 feet from the actual conditions within the area of than the reportable values of the equipment is the transmissometer, the RVR data is not acceptable indicated, state the condition as “MORE THAN” or and must not be reported. “LESS THAN” the appropriate minimum or NOTE− maximum readable value. A reliable source is considered to be a certified weather observer, automated weather observing system, air traffic EXAMPLE− controller, flight service specialist, or pilot. “Runway Three Six RVR more than Six Thousand.” 4. When the observer has reliable reports, or has “Runway Niner RVR One Thousand, rollout less than otherwise determined that the instrument values are Six Hundred.”

Runway Visibility Reporting− Terminal 2−8−1 JO 7110.65U 2/9/12

d. When a readout indicates a rapidly varying EXAMPLE− visibility condition (1,000 feet or more for RVR; one “Runway Two Four RVR Two Thousand, variable or more reportable values for RVV), report the One Thousand Six Hundred to Three Thousand.” current value followed by the range of visibility variance. “Runway Three One RVV Three-quarters, variable One-quarter to One.” REFERENCE− FAAO JO 7110.65, Para 2−8−1, Furnish RVR/RVV Values.

2−8−2 Runway Visibility Reporting− Terminal 2/9/12 JO 7110.65U

Section 9. Automatic Terminal Information Service Procedures

2−9−1. APPLICATION 1. Upon receipt of any new official weather regardless of whether there is or is not a change in Use the ATIS, where available, to provide advance values. noncontrol airport/terminal area and meteorological information to aircraft. 2. When runway braking action reports are received that indicate runway braking is worse than a. Identify each ATIS message by a phonetic letter that which is included in the current ATIS broadcast. code word at both the beginning and the end of the message. Automated systems will have the phonetic 3. When there is a change in any other pertinent letter code automatically appended. Exceptions may data, such as runway change, instrument approach in be made where omissions are required because of use, new or canceled NOTAMs/PIREPs/HIWAS special programs or equipment. update, etc. 1. Each alphabet letter phonetic word must be b. When a pilot acknowledges that he/she has used sequentially, except as authorized in subpara a2, received the ATIS broadcast, controllers may omit beginning with “Alpha,” ending with “Zulu,” and those items contained in the broadcasts if they are repeated without regard to the beginning of a new current. Rapidly changing conditions will be issued day. Identify the first resumed broadcast message by ATC, and the ATIS will contain the following: with “Alpha” or the first assigned alphabet letter EXAMPLE− word in the event of a broadcast interruption of more “Latest ceiling/visibility/altimeter/wind/(other condi- than 12 hours. tions) will be issued by approach control/tower.” c. Broadcast on all appropriate frequencies to 2. Specific sequential portions of the alphabet advise aircraft of a change in the ATIS code/message. may be assigned between facilities or an arrival and departure ATIS when designated by a letter of d. Controllers must ensure that pilots receive the agreement or facility directive. most current pertinent information. Ask the pilot to REFERENCE− confirm receipt of the current ATIS information if the FAAO JO 7210.3, Para 10−4−1, Automatic Terminal Information pilot does not initially state the appropriate ATIS Service (ATIS). code. Controllers must ensure that changes to b. The ATIS recording must be reviewed for pertinent operational information is provided after completeness, accuracy, speech rate, and proper the initial confirmation of ATIS information is enunciation before being transmitted. established. Issue the current weather, runway in use, approach information, and pertinent NOTAMs to c. Arrival and departure messages, when broad- pilots who are unable to receive the ATIS. cast separately, need only contain information appropriate for that operation. EXAMPLE− “Verify you have information ALPHA.”

2−9−2. OPERATING PROCEDURES “Information BRAVO now current, visibility three miles.” Maintain an ATIS message that reflects the most “Information CHARLIE now current, Ceiling 1500 current arrival and departure information. Broken.”

a. Make a new recording when any of the “Information CHARLIE now current, advise when you following occur: have CHARLIE.”

Automatic Terminal Information Service Procedures 2−9−1 JO 7110.65U 2/9/12

2−9−3. CONTENT PHRASEOLOGY− UNAUTHORIZED LASER ILLUMINATION EVENT, Include the following in ATIS broadcast as (UTC time), (location), (altitude), (color), (direction). appropriate: EXAMPLE− UNAUTHORIZED LASER ILLUMINATION EVENT, AT a. Airport/facility name, phonetic letter code, time 0100z, 8 MILE FINAL RUNWAY 18R AT 3,000 FEET, of weather sequence (UTC). Weather information GREEN LASER FROM THE SOUTHWEST. consisting of wind direction and velocity, visibility, REFERENCE− obstructions to vision, present weather, sky condi- FAAO JO 7110.65, Para 10−2−14, Unauthorized Laser Illumination of Aircraft. tion, temperature, dew point, altimeter, a density FAAO JO 7210.3, Para 2−1−27, Reporting Unauthorized Laser altitude advisory when appropriate and other Illumination of Aircraft. pertinent remarks included in the official weather d. The ceiling/sky condition, visibility, and observation. Wind direction, velocity, and altimeter obstructions to vision may be omitted if the ceiling is must be reported from certified direct reading above 5,000 feet and the visibility is more than instruments. Temperature and dew point should be 5 miles. reported from certified direct reading sensors when EXAMPLE− available. Always include weather observation A remark may be made, “The weather is better than remarks of lightning, cumulonimbus, and towering five thousand and five.” cumulus clouds. e. Instrument/visual approach/s in use. Specify NOTE− landing runway/s unless the runway is that to which ASOS/AWOS is to be considered the primary source of the instrument approach is made. wind direction, velocity, and altimeter data for weather f. Departure runway/s (to be given only if different observation purposes at those locations that are so from landing runway/s or in the instance of a equipped. The ASOS Operator Interface Device (OID) “departure only” ATIS). displays the magnetic wind as “MAG WND” in the auxiliary data location in the lower left−hand portion of the g. Taxiway closures which affect the entrance or screen. Other OID displayed winds are true and are not to exit of active runways, other closures which impact be used for operational purposes. airport operations, other NOTAMs and PIREPs pertinent to operations in the terminal area. Inform b. Man−Portable Air Defense Systems pilots of where hazardous weather is occurring and (MANPADS) alert and advisory. Specify the nature how the information may be obtained. Include and location of threat or incident, whether reported or available information of known bird activity. observed and by whom, time (if known), and REFERENCE− notification to pilots to advise ATC if they need to FAAO JO 7110.65, Para 2−1−22, Bird Activity Information. divert. h. When a runway length has been temporarily or EXAMPLE− permanently shortened, ensure that the word 1. “MANPADS alert. Exercise extreme caution. “WARNING” prefaces the runway number, and that MANPADS threat reported by TSA, Chicago area.” the word “shortened” is also included in the text of the “Advise on initial contact if you want to divert.” message. 2. “MANPADS alert. Exercise extreme caution. 1. Available runway length, as stated in the MANPADS attack observed by tower one−half mile NOTAM, must be included in the ATIS broadcast. northwest of airfield at one−two−five−zero Zulu.” “Advise This information must be broadcast for the duration on initial contact if you want to divert.” of the construction project. REFERENCE− 2. For permanently shortened runways, facilit- FAAO JO 7110.65, Para 10−2−13, MANPADS Alert. ies must continue to broadcast this information for a FAAO JO 7210.3, Para 2−1−9, Handling MANPADS Incidents. minimum of 30 days or until the Airport/Facility c. Terminal facilities must include reported Directory (A/FD) has been updated, whichever is unauthorized laser illumination events on the ATIS longer. broadcast for one hour following the last report. PHRASEOLOGY− Include the time, location, altitude, color, and WARNING, RUNWAY (number) HAS BEEN direction of the laser as reported by the pilot. SHORTENED, (length in feet) FEET AVAILABLE.

2−9−2 Automatic Terminal Information Service Procedures 2/9/12 JO 7110.65U

EXAMPLE− ted by pilots or is detected on a wind shear detection “Warning, Runway One-Zero has been shortened, system. niner-thousand eight hundred and fifty feet available.” REFERENCE− FAAO JO 7110.65, Para 3−1−8, Low Level Wind Shear/Microburst i. Runway braking action or friction reports when Advisories. provided. Include the time of the report and a word l. A statement which advises the pilot to read back describing the cause of the runway friction problem. instructions to hold short of a runway. The air traffic PHRASEOLOGY− manager may elect to remove this requirement RUNWAY (number) MU (first value, second value, third 60 days after implementation provided that removing value) AT (time), (cause). the statement from the ATIS does not result in increased requests from aircraft for read back of hold EXAMPLE− “Runway Two Seven, MU forty−two, forty−one, twenty− short instructions. eight at one zero one eight Zulu, ice.” m. Instructions for the pilot to acknowledge REFERENCE− receipt of the ATIS message by informing the FAAO JO 7110.65, Para 3−3−5, Braking Action Advisories. controller on initial contact. j. Other optional information as local conditions EXAMPLE− dictate in coordination with ATC. This may include “Boston Tower Information Delta. One four zero zero Zulu. Wind two five zero at one zero. Visibility one zero. Ceiling such items as VFR arrival frequencies, temporary four thousand five hundred broken. Temperature three four. airport conditions, LAHSO operations being con− Dew point two eight. Altimeter three zero one zero. ducted, or other perishable items that may appear ILS−DME Runway Two Seven Approach in use. Departing only for a matter of hours or a few days on the ATIS Runway Two Two Right. Hazardous Weather Information message. for (geographical area) available on HIWAS, Flight Watch, or Flight Service Frequencies. Advise on initial k. Low level wind shear/microburst when repor- contact you have Delta.”

Automatic Terminal Information Service Procedures 2−9−3

2/9/12 JO 7110.65U

Section 10. Team Position Responsibilities

2−10−1. EN ROUTE SECTOR TEAM (d) Accept and initiate automated handoffs. POSITION RESPONSIBILITIES (e) Assist the radar associate position with a. En Route Sector Team Concept and Intent: nonautomated handoff actions when needed. (f) Assist the radar associate position in 1. There are no absolute divisions of responsi- coordination when needed. bilities regarding position operations. The tasks to be completed remain the same whether one, two, or (g) Scan radar display. Correlate with flight three people are working positions within a sector. progress strip information or User Request The team, as a whole, has responsibility for the safe Evaluation Tool (URET) data, as applicable. and efficient operation of that sector. (h) Ensure computer entries are completed on 2. The intent of the team concept is not to hold instructions or clearances you issue or receive. the team accountable for the action of individual (i) Ensure strip marking and/or URET entries members, in the event of an operational accident/ are completed on instructions or clearances you issue incident. or receive. b. Terms. The following terms will be used in (j) Adjust equipment at radar position to be en route facilities for the purpose of standardization: usable by all members of the team. (k) The radar controller must not be respon- 1. Sector. The area of control responsibility sible for G/G communications when precluded by (delegated airspace) of the en route sector team, and VSCS split functionality. the team as a whole. 2. Radar Associate Position: 2. Radar Position (R). That position which is in (a) Ensure separation. direct communication with the aircraft and which uses radar information as the primary means of (b) At URET facilities, use URET informa- separation. tion to plan, organize, and expedite the flow of traffic. 3. Radar Associate (RA). That position some- (c) Initiate control instructions. times referred to as “D−Side” or “Manual (d) Operate interphones. Controller.” (e) Accept and initiate nonautomated hand- 4. Radar Coordinator Position (RC). That offs, and ensure radar position is made aware of the position sometimes referred to as “Coordinator,” actions. “Tracker,” or “Handoff Controller” (En Route). (f) Assist the radar position by accepting or initiating automated handoffs which are necessary for 5. Radar Flight Data (FD). That position the continued smooth operation of the sector, and commonly referred to as “Assistant Controller” or ensure that the radar position is made immediately “A−Side” position. aware of any action taken. 6. Nonradar Position (NR). That position which (g) Coordinate, including pointouts. is usually in direct communication with the aircraft (h) Monitor radios when not performing and which uses nonradar procedures as the primary higher priority duties. means of separation. (i) Scan flight progress strips and/or URET c. Primary responsibilities of the En Route Sector data. Correlate with radar data. Team Positions: (j) Manage flight progress strips and/or 1. Radar Position: URET flight data. (a) Ensure separation. (k) Ensure computer entries are completed on instructions issued or received. Enter instructions (b) Initiate control instructions. issued or received by the radar position when aware (c) Monitor and operate radios. of those instructions.

Team Position Responsibilities 2−10−1 JO 7110.65U 2/9/12

(l) As appropriate, ensure strip marking (i) Assist facility/sector in meeting situation and/or URET entries are completed on instructions objectives. issued or received, and record instructions issued or 5. En Route Nonradar Position: received by the radar position when aware of them. (a) Ensure separation. (m) Adjust equipment at radar associate position to be usable by all members of the team. (b) Initiate control instructions. (n) Where authorized, perform URET data (c) Monitor and operate radios. entries to keep the activation status of designated (d) Accept and initiate transfer of control, URET Airspace Configuration Elements current. communications, and flight data. 3. Radar Coordinator Position: (e) Ensure computer entries are completed on (a) Perform interfacility/intrafacility/sector/ instructions or clearances issued or received. position coordination of traffic actions. (f) Ensure strip marking is completed on instructions or clearances issued or received. (b) Advise the radar position and the radar associate position of sector actions required to (g) Facilities utilizing nonradar positions may accomplish overall objectives. modify the standards contained in the radar associate, radar coordinator, and radar flight data sections to (c) Perform any of the functions of the accommodate facility/sector needs, i.e., nonradar en route sector team which will assist in meeting coordinator, nonradar data positions. situation objectives. (d) The RC controller must not be responsible 2−10−2. TERMINAL RADAR/NONRADAR for monitoring or operating radios when precluded by TEAM POSITION RESPONSIBILITIES VSCS split functionality. a. Terminal Radar Team Concept and Intent: NOTE− The Radar Position has the responsibility for managing the 1. There are no absolute divisions of respon- overall sector operations, including aircraft separation sibilities regarding position operations. The tasks to and traffic flows. The Radar Coordinator Position assumes be completed remain the same whether one, two, or responsibility for managing traffic flows and the Radar three people are working positions within a Position retains responsibility for aircraft separation when facility/sector. The team, as a whole, has responsi- the Radar Coordinator Position is staffed. bility for the safe and efficient operation of that 4. Radar Flight Data: facility/sector. (a) Operate interphone. 2. The intent of the team concept is not to hold the team accountable for the action of individual (b) Assist Radar Associate Position in members in the event of an operational error/ managing flight progress strips. deviation. (c) Receive/process and distribute flight b. Terms. The following terms will be used in progress strips. terminal facilities for the purposes of standardization. (d) Ensure flight data processing equipment 1. Facility/Sector. The area of control responsi- is operational, except for URET capabilities. bility (delegated airspace) of the radar team, and the (e) Request/receive and disseminate weather, team as a whole. NOTAMs, NAS status, traffic management, and 2. Radar Position (R). That position which is in Special Use Airspace status messages. direct communication with the aircraft and which (f) Manually prepare flight progress strips uses radar information as the primary means of when automation systems are not available. separation. 3. Radar Associate Position (RA). That position (g) Enter flight data into computer. commonly referred to as “Handoff Controller” or (h) Forward flight data via computer. “Radar Data Controller.”

2−10−2 Team Position Responsibilities 2/9/12 JO 7110.65U

4. Radar Coordinator Position (RC). That (g) Coordinate, including point outs. position commonly referred to as “Coordinator,” (h) Scan flight progress strips. Correlate with “Tracker,” “Sequencer,” or “Overhead.” radar data. 5. Radar Flight Data (FD). That position (i) Manage flight progress strips. commonly referred to as “Flight Data.” (j) Ensure computer entries are completed on 6. Nonradar Position (NR). That position which instructions issued or received, and enter instructions is usually in direct communication with the aircraft issued or received by the Radar Position when aware and which uses nonradar procedures as the primary of those instructions. means of separation. (k) Ensure strip marking is completed on c. Primary Responsibilities of the Terminal Radar instructions issued or received, and write instructions Team Positions: issued or received by the Radar Position when aware 1. Radar Position: of them. (l) (a) Ensure separation. Adjust equipment at Radar Associate Position to be usable by all members of the Radar (b) Initiate control instructions. Team. (c) Monitor and operate radios. 3. Radar Coordinator Position: (d) Accept and initiate automated handoffs. (a) Perform interfacility/sector/position coordination of traffic actions. (e) Assist the Radar Associate Position with nonautomated handoff actions when needed. (b) Advise the Radar Position and the Radar Associate Position of facility/sector actions required (f) Assist the Radar Associate Position in to accomplish overall objectives. coordination when needed. (c) Perform any of the functions of the Radar (g) Scan radar display. Correlate with flight Team which will assist in meeting situation progress strip information. objectives. (h) Ensure computer entries are completed on NOTE− instructions or clearances you issue or receive. The Radar Position has the responsibility of managing the overall sector operations, including aircraft separation (i) Ensure strip marking is completed on and traffic flows. The Radar Coordinator Position assumes instructions or clearances you issue or receive. responsibility for managing traffic flows and the Radar (j) Adjust equipment at Radar Position to be Position retains responsibility for aircraft separation when the Radar Coordinator Position is staffed. usable by all members of the team. 4. Radar Flight Data: 2. Radar Associate Position: (a) Operate interphones. (a) Ensure separation. (b) Process and forward flight plan (b) Initiate control instructions. information. (c) Operate interphones. (c) Compile statistical data. (d) Maintain awareness of facility/sector (d) Assist facility/sector in meeting situation activities. objectives. (e) Accept and initiate nonautomated 5. Terminal Nonradar Position: handoffs. (a) Ensure separation. (f) Assist the Radar Position by accepting or (b) Initiate control instructions. initiating automated handoffs which are necessary for the continued smooth operation of the facility/sector (c) Monitor and operate radios. and ensure that the Radar Position is made (d) Accept and initiate transfer of control, immediately aware of any actions taken. communications and flight data.

Team Position Responsibilities 2−10−3 JO 7110.65U 2/9/12

(e) Ensure computer entries are completed on c. Primary responsibilities of the Tower Team instructions or clearances issued or received. Positions:

(f) Ensure strip marking is completed on 1. Tower Position(s) (LC or GC): instructions or clearances issued or received. (a) Ensure separation. (g) Facilities utilizing nonradar positions may (b) Initiate control instructions. modify the standards contained in the radar associate, (c) Monitor and operate communications radar coordinator, and radar flight data sections to equipment. accommodate facility/sector needs, i.e., nonradar (d) Utilize tower radar display(s). coordinator, nonradar data positions. (e) Utilize alphanumerics. (f) Assist the Tower Associate Position with 2−10−3. TOWER TEAM POSITION coordination. RESPONSIBILITIES (g) Scan tower cab environment. a. Tower Team Concept and Intent: (h) Ensure computer entries are completed for instructions or clearances issued or received. 1. There are no absolute divisions of responsibilities regarding position operations. The tasks to be (i) Ensure strip marking is completed for completed remain the same whether one, two, or instructions or clearances issued or received. three people are working positions within a tower (j) Process and forward flight plan cab. The team as a whole has responsibility for the information. safe and efficient operation of that tower cab. (k) Perform any functions of the Tower Team 2. The intent of the team concept is not to hold which will assist in meeting situation objectives. the team accountable for the action of individual 2. Tower Associate Position(s): members in the event of an operational error/ (a) Ensure separation. deviation. (b) Operate interphones. b. Terms: The following terms will be used in (c) Maintain awareness of tower cab terminal facilities for the purpose of standardization. activities. 1. Tower Cab: The area of control responsibility (d) Utilize alphanumerics. (delegated airspace and/or airport surface areas) of (e) Utilize tower radar display(s). the tower team, and the team as a whole. (f) Assist Tower Position by accepting/ 2. Tower Position(s) (LC or GC): That position initiating coordination for the continued smooth which is in direct communications with the aircraft operation of the tower cab and ensure that the Tower and ensures separation of aircraft in/on the area of Position is made immediately aware of any actions jurisdiction. taken. 3. Tower Associate Position(s): That position (g) Manage flight plan information. commonly referred to as “Local Assist,” “Ground (h) Ensure computer entries are completed Assist,” “Local Associate,” or “Ground Associate.” for instructions issued or received and enter instructions issued or received by a Tower Position. 4. Tower Cab Coordinator Position (CC): That position commonly referred to as “Coordinator.” (i) Ensure strip marking is completed for instructions issued or received and enter instructions 5. Flight Data (FD): That position commonly issued or received by a Tower Position. referred to as “Flight Data.” 3. Tower Coordinator Position: 6. Clearance Delivery (CD): That position (a) Perform interfacility/position coordina- commonly referred to as “Clearance.” tion for traffic actions.

2−10−4 Team Position Responsibilities 2/9/12 JO 7110.65U

(b) Advise the tower and the Tower Associate (e) Observe and report weather information. Position(s) of tower cab actions required to (f) Utilize alphanumerics. accomplish overall objectives. 5. Clearance Delivery: (c) Perform any of the functions of the Tower Team which will assist in meeting situation (a) Operate communications equipment. objectives. (b) Process and forward flight plan NOTE− information. The Tower Positions have the responsibility for aircraft separation and traffic flows. The Tower Coordinator (c) Issue clearances and ensure accuracy of Position assumes responsibility for managing traffic flows pilot read back. and the Tower Positions retain responsibility for aircraft (d) Assist tower cab in meeting situation separation when the Tower Coordinator Position is staffed. objectives. 4. Flight Data: (e) Operate tower equipment. (a) Operate interphones. (f) Utilize alphanumerics. (b) Process and forward flight plan NOTE− information. The Tower Positions have the responsibility for aircraft (c) Compile statistical data. separation and traffic flows. The Tower Coordinator Position assumes responsibility for managing traffic flows (d) Assist tower cab in meeting situation and the Tower Positions retain responsibility for aircraft objectives. separation when the Tower Coordinator Position is staffed.

Team Position Responsibilities 2−10−5

2/9/12 JO 7110.65U

Chapter 3. Airport Traffic Control− Terminal Section 1. General

3−1−1. PROVIDE SERVICE a. Ground control must obtain approval from local control before authorizing an aircraft or a vehicle to Provide airport traffic control service based only cross or use any portion of an active runway. The upon observed or known traffic and airport coordination must include the point/intersection at conditions. the runway where the operation will occur. NOTE− When operating in accordance with CFRs, it is the PHRASEOLOGY− responsibility of the pilot to avoid collision with other CROSS (runway) AT (point/intersection). aircraft. However, due to the limited space around terminal locations, traffic information can aid pilots in avoiding b. When the local controller authorizes another collision between aircraft operating within Class B, controller to cross an active runway, the local Class C, or Class D surface areas and the terminal radar controller must verbally specify the runway to be service areas, and transiting aircraft operating in crossed and the point/intersection at the runway proximity to terminal locations. where the operation will occur preceded by the word “cross.” 3−1−2. PREVENTIVE CONTROL PHRASEOLOGY− Provide preventive control service only to aircraft CROSS (runway) AT (point/intersection). operating in accordance with a letter of agreement. When providing this service, issue advice or c. The ground controller must advise the local instructions only if a situation develops which controller when the coordinated runway operation is requires corrective action. complete. This may be accomplished verbally or through visual aids as specified by a facility directive. NOTE− Preventive control differs from other airport traffic control d. USA/USAF/USN NOT APPLICABLE. Autho- in that repetitious, routine approval of pilot action is rization for aircraft/vehicles to taxi/proceed on or eliminated. Controllers intervene only when they observe a traffic conflict developing. along an active runway, for purposes other than crossing, must be provided via direct communications on the appropriate local control frequency. This 3−1−3. USE OF ACTIVE RUNWAYS authorization may be provided on the ground control The local controller has primary responsibility for frequency after coordination with local control is operations conducted on the active runway and must completed for those operations specifically described control the use of those runways. Positive coordina- in a facility directive. tion and control is required as follows: NOTE− NOTE− The USA, USAF, and USN establish local operating Exceptions may be authorized only as provided in procedures in accordance with, respectively, USA, USAF, para 1−1−10, Constraints Governing Supplements and and USN directives. Procedural Deviations, and FAAO JO 7210.3, Facility Operation and Administration, para 10−1−7, Use of Active e. The local controller must coordinate with the Runways, where justified by extraordinary circumstances ground controller before using a runway not at specific locations. previously designated as active. REFERENCE− FAAO JO 7110.65, Para 1−1−10, Constraints Governing Supplements REFERENCE− and Procedural Deviations. FAAO JO 7110.65, Para 3−1−4, Coordination Between Local and FAAO JO 7210.3, Para 10−1−7, Use of Active Runways. Ground Controllers.

General 3−1−1 JO 7110.65U 2/9/12

3−1−4. COORDINATION BETWEEN LOCAL NOTE− AND GROUND CONTROLLERS Establishing hold lines/signs is the responsibility of the airport manager. Standards for surface measurements, Local and ground controllers must exchange markings, and signs are contained in the following information as necessary for the safe and efficient use Advisory Circulars; AC 150/5300−13, Airport Design; of airport runways and movement areas. This may be AC 150/5340−1, Standards for Airport Markings, and AC 150/5340−18, Standards for Airport Sign Systems. The accomplished via verbal means, flight progress strips, operator is responsible to properly position the aircraft, other written information, or automation displays. As vehicle, or equipment at the appropriate hold line/sign or a minimum, provide aircraft identification and designated point. The requirements in para 3−1−12, applicable runway/intersection/taxiway information Visually Scanning Runways, remain valid as appropriate. as follows: REFERENCE− FAAO JO 7110.65, Para 3−7−4, Runway Proximity. a. Ground control must notify local control when FAAO JO 7110.65, Para 3−8−2, Touch-and-Go or Stop-and-Go or Low a departing aircraft has been taxied to a runway other Approach. FAAO JO 7110.65, Para 3−10−10, Altitude Restricted Low Approach. than one previously designated as active. AC 150/5300−13, Airport Design. AC 150/5340−1G, Standards for Airport Markings. REFERENCE− 14 CFR Section 91.129, Operations in Class D Airspace. FAAO JO 7110.65, Para 3−1−3, Use of Active Runways. AIM, Para 2−2−3, Obstruction Lights. FAAO JO 7210.3, Para 10−1−6, Selecting Active Runways. P/CG Term− Runway in Use/Active Runway/Duty Runway. b. Ground control must notify local control of any aircraft taxied to an intersection for takeoff. This 3−1−6. TRAFFIC INFORMATION notification may be accomplished by verbal means or by flight progress strips. a. Describe vehicles, equipment, or personnel on or near the movement area in a manner which will REFERENCE− assist pilots in recognizing them. FAAO JO 7110.65, Para 3−9−7, Wake Turbulence Separation for Intersection Departures. EXAMPLE− “Mower left of runway two seven.” c. When the runways in use for landing/departing “Trucks crossing approach end of runway two five.” aircraft are not visible from the tower or the aircraft “Workman on taxiway Bravo.” using them are not visible on radar, advise the “Aircraft left of runway one eight.” local/ground controller of the aircraft’s location b. Describe the relative position of traffic in an before releasing the aircraft to the other controller. easy to understand manner, such as “to your right” or “ahead of you.” 3−1−5. VEHICLES/EQUIPMENT/ EXAMPLE− PERSONNEL ON RUNWAYS “Traffic, U.S. Air MD−Eighty on downwind leg to your left.” a. Ensure that the runway to be used is free of all “King Air inbound from outer marker on straight-in approach to runway one seven.” known ground vehicles, equipment, and personnel before a departing aircraft starts takeoff or a landing c. When using a CTRD, you may issue traffic aircraft crosses the runway threshold. advisories using the standard radar phraseology prescribed in para 2−1−21, Traffic Advisories. b. Vehicles, equipment, and personnel in direct REFERENCE− communications with the control tower may be FAAO JO 7110.65, Para 3−10−10, Altitude Restricted Low Approach. authorized to operate up to the edge of an active runway surface when necessary. Provide advisories 3−1−7. POSITION DETERMINATION as specified in para 3−1−6, Traffic Information, and para 3−7−5, Precision Approach Critical Area, as Determine the position of an aircraft before issuing appropriate. taxi instructions or takeoff clearance. PHRASEOLOGY− NOTE− PROCEED AS REQUESTED; (and if necessary, The aircraft’s position may be determined visually by the additional instructions or information). controller, by pilots, or through the use of the ASDE.

3−1−2 General 2/9/12 JO 7110.65U

3−1−8. LOW LEVEL WIND SHEAR/ Departure Information, followed by the field MICROBURST ADVISORIES boundary wind most appropriate to the aircraft operation. a. When low level wind shear/microburst is reported by pilots, Integrated Terminal Weather PHRASEOLOGY− System (ITWS), or detected on wind shear detection WIND SHEAR ALERTS TWO/SEVERAL/ALL systems such as LLWAS NE++, LLWAS−RS, WSP, QUADRANTS. AIRPORT WIND (direction) AT (velocity). (Location of sensor) BOUNDARY WIND (direction) AT or TDWR, controllers must issue the alert to all (velocity). arriving and departing aircraft. Continue the alert to aircraft until it is broadcast on the ATIS and pilots (c) If requested by the pilot, issue specific indicate they have received the appropriate ATIS field boundary wind information even though the code. A statement must be included on the ATIS for LLWAS may not be in alert status. 20 minutes following the last report or indication of NOTE− the wind shear/microburst. The requirements for issuance of wind information remain valid as appropriate under this paragraph, para 3−9−1, PHRASEOLOGY− Departure Information and para 3−10−1, Landing LOW LEVEL WIND SHEAR (or MICROBURST, as Information. appropriate) ADVISORIES IN EFFECT. NOTE− 2. Wind shear detection systems, including Some aircraft are equipped with Predictive Wind Shear TDWR, WSP, LLWAS NE++ and LLWAS−RS (PWS) alert systems that warn the flight crew of a potential provide the capability of displaying microburst alerts, wind shear up to 3 miles ahead and 25 degrees either side wind shear alerts, and wind information oriented to of the aircraft heading at or below 1200’ AGL. Pilot reports the threshold or departure end of a runway. When may include warnings received from PWS systems. detected, the associated ribbon display allows the REFERENCE− controller to read the displayed alert without any need FAAO JO 7110.65, Para 2−6−3, PIREP Information. for interpretation. FAAO JO 7110.65, Para 2−9−3, Content. FAAO JO 7110.65, Para 3−10−1, Landing Information. (a) If a wind shear or microburst alert is b. At facilities without ATIS, ensure that wind received for the runway in use, issue the alert shear/microburst information is broadcast to all information for that runway to arriving and departing arriving and departing aircraft for 20 minutes aircraft as it is displayed on the ribbon display. following the last report or indication of wind PHRASEOLOGY− shear/microburst. (Runway) (arrival/departure) WIND SHEAR/ 1. At locations equipped with LLWAS, the local MICROBURST ALERT, (windspeed) KNOT GAIN/LOSS, controller must provide wind information as follows: (location). EXAMPLE− NOTE− 17A MBA 40K − 3MF The LLWAS is designed to detect low level wind shear conditions around the periphery of an airport. It does not PHRASEOLOGY− detect wind shear beyond that limitation. RUNWAY 17 ARRIVAL MICROBURST ALERT 40 KNOT LOSS 3 MILE FINAL. REFERENCE− FAAO JO 7210.3, Para 10−3−3, Low Level Wind Shear/Microburst EXAMPLE− Detection Systems. 17D WSA 25K+ 2MD (a) If an alert is received, issue the airport PHRASEOLOGY− wind and the displayed field boundary wind. RUNWAY 17 DEPARTURE WIND SHEAR ALERT PHRASEOLOGY− 25 KNOT GAIN 2 MILE DEPARTURE. WIND SHEAR ALERT. AIRPORT WIND (direction) AT (b) If requested by the pilot or deemed (velocity). (Location of sensor) BOUNDARY WIND appropriate by the controller, issue the displayed (direction) AT (velocity). wind information oriented to the threshold or (b) If multiple alerts are received, issue an departure end of the runway. advisory that there are wind shear alerts in PHRASEOLOGY− two/several/all quadrants. After issuing the advisory, (Runway) DEPARTURE/THRESHOLD WIND (direction) issue the airport wind in accordance with para 3−9−1, AT (velocity).

General 3−1−3 JO 7110.65U 2/9/12

(c) LLWAS NE++ or LLWAS−RS may detect EXAMPLE− a possible wind shear/microburst at the edge of the “Denver Tower, United 1154, wind shear escape.” system but may be unable to distinguish between a NOTE− wind shear and a microburst. A wind shear alert Aircraft that execute a wind shear escape maneuver will message will be displayed, followed by an asterisk, usually conduct a full power climb straight ahead and will advising of a possible wind shear outside of the not accept any control instructions until onboard systems system network. advise the crew or the pilot in command (PIC) advises ATC that the escape maneuver is no longer required. NOTE− REFERENCE− LLWAS NE++ when associated with TDWR can detect P/CG Term – Wind Shear Escape wind shear/microbursts outside the network if the TDWR 2. Unless advised by additional aircraft that they fails. are also performing an escape procedure, do not PHRASEOLOGY− presume that other aircraft in the proximity of the (Appropriate wind or alert information) POSSIBLE WIND escape aircraft are responding to wind shear SHEAR OUTSIDE THE NETWORK. alerts/events as well. Continue to provide control (d) If unstable conditions produce multiple instructions, safety alerts, and traffic advisories, as alerts, issue an advisory of multiple wind shear/ appropriate. microburst alerts followed by specific alert or wind 3. Once the responding aircraft has initiated a information most appropriate to the aircraft opera- wind shear escape maneuver, the controller is not tion. responsible for providing standard separation PHRASEOLOGY− between the aircraft that is responding to an escape MULTIPLE WIND SHEAR/MICROBURST ALERTS and any other aircraft, airspace, terrain, or obstacle. (specific alert or wind information). Responsibility for separation resumes when one of the following conditions are met: (e) The LLWAS NE++ and LLWAS−RS are designed to operate with as many as 50 percent of the (a) Departures: total sensors inoperative. When all three remote (1) A crew member informs ATC that the sensors designated for a specific runway arrival or wind shear escape maneuver is complete and ATC departure wind display line are inoperative then the observes that standard separation has been re-estab- LLWAS NE++ and LLWAS−RS for that runway lished, or arrival/departure must be considered out of service. When a specific runway arrival or departure wind (2) A crew member informs ATC that the display line is inoperative and wind shear/microburst escape maneuver is complete and has resumed a activity is likely; (for example, frontal activity, previously assigned departure clearance/routing. convective storms, PIREPs), the following statement (b) Arrivals: must be included on the ATIS, “WIND SHEAR AND MICROBURST INFORMATION FOR RUNWAY (1) A crew member informs ATC that the (runway number) ARRIVAL/DEPARTURE NOT escape maneuver is complete, and AVAILABLE.” (2) The aircrew has executed an alternate NOTE− clearance or requested further instructions. The geographic situation display (GSD) is a supervisory NOTE− planning tool and is not intended to be a primary tool for When the escape procedure is complete, the flight crew microburst or wind shear. must advise ATC they are returning to their previously c. Wind Shear Escape Procedures. assigned clearance or request further instructions. EXAMPLE− 1. If an aircraft under your control informs you “Denver Tower, United 1154, wind shear escape complete, that it is performing a wind shear escape, do not issue resuming last assigned heading/(name) DP/clearance.” control instructions that are contrary to pilot actions. Or ATC should continue to provide safety alerts regarding terrain or obstacles and traffic advisories “Denver Tower, United 1154, wind shear escape complete, for the escape aircraft, as appropriate. request further instructions.”

3−1−4 General 2/9/12 JO 7110.65U

3−1−9. USE OF TOWER RADAR DISPLAYS other associated radar services) are being provided when, in fact, they are not. a. Uncertified tower display workstations must be 4. To provide information and instructions to used only as an aid to assist controllers in visually aircraft operating within the surface area for which locating aircraft or in determining their spatial the tower has responsibility. relationship to known geographical points. Radar services and traffic advisories are not to be provided EXAMPLE− using uncertified tower display workstations. “TURN BASE LEG NOW.” General information may be given in an easy to NOTE− understand manner, such as “to your right” or “ahead Unless otherwise authorized, tower radar displays are of you.” intended to be an aid to local controllers in meeting their responsibilities to the aircraft operating on the runways or EXAMPLE− within the surface area. They are not intended to provide “Follow the aircraft ahead of you passing the river at the radar benefits to pilots except for those accrued through a stacks.” “King Air passing left to right.” more efficient and effective local control position. In REFERENCE− addition, local controllers at nonapproach control towers FAAO JO 7210.3, Para 10−5−3, Functional Use of Certified Tower must devote the majority of their time to visually scanning Radar Displays. the runways and local area; an assurance of continued b. Local controllers may use certified tower radar positive radar identification could place distracting and displays for the following purposes: operationally inefficient requirements upon the local controller. Therefore, since the requirements of 1. To determine an aircraft’s identification, para 5−3−1, Application, cannot be assured, the radar exact location, or spatial relationship to other aircraft. functions prescribed above are not considered to be radar services and pilots should not be advised of being in “radar NOTE− contact.” This authorization does not alter visual separation procedures. When employing visual separation, the c. Additional functions may be performed provisions of para 7−2−1, Visual Separation, apply unless provided the procedures have been reviewed and otherwise authorized by the Vice President of Terminal authorized by appropriate management levels. Service. REFERENCE− REFERENCE− FAAO JO 7110.65, Para 5−5−4, Minima. FAAO JO 7110.65, Para 5−3−2, Primary Radar Identification Methods. FAAO JO 7110.65, Para 5−3−3, Beacon Identification Methods. 3−1−10. OBSERVED ABNORMALITIES FAAO JO 7110.65, Para 5−3−4, Terminal Automation Systems Identification Methods. When requested by a pilot or when you deem it necessary, inform an aircraft of any observed 2. To provide aircraft with radar traffic abnormal aircraft condition. advisories. PHRASEOLOGY− 3. To provide a direction or suggested headings (Item) APPEAR/S (observed condition). to VFR aircraft as a method for radar identification or EXAMPLE− as an advisory aid to navigation. “Landing gear appears up.” “Landing gear appears down and in place.” PHRASEOLOGY− “Rear baggage door appears open.” (Identification), PROCEED (direction)−BOUND, (other instructions or information as necessary), 3−1−11. SURFACE AREA RESTRICTIONS or a. If traffic conditions permit, approve a pilot’s (identification), SUGGESTED HEADING (degrees), request to cross Class C or Class D surface areas or (other instructions as necessary). exceed the Class C or Class D airspace speed limit. Do not, however, approve a speed in excess of NOTE− 250 knots (288 mph) unless the pilot informs you a It is important that the pilot be aware of the fact that the directions or headings being provided are suggestions or higher minimum speed is required. are advisory in nature. This is to keep the pilot from being NOTE− inadvertently misled into assuming that radar vectors (and 14 CFR Section 91.117 permits speeds in excess of

General 3−1−5 JO 7110.65U 2/9/12

250 knots (288 mph) when so required or recommended in PHRASEOLOGY− the airplane flight manual or required by normal military (A/c call sign) REMAIN OUTSIDE DELTA AIRSPACE operating procedures. AND STANDBY. REFERENCE− REFERENCE− FAAO JO 7110.65, Para 2−1−16, Surface Areas. FAAO JO 7110.65, Para 7−2−1, Visual Separation.

b. Do not approve a pilot’s request or ask a pilot to 3−1−14. GROUND OPERATIONS WHEN conduct unusual maneuvers within surface areas of VOLCANIC ASH IS PRESENT Class B, C, or D airspace if they are not essential to the performance of the flight. When volcanic ash is present on the airport surface, and to the extent possible: EXCEPTION. A pilot’s request to conduct aerobatic a. Avoid requiring aircraft to come to a full stop practice activities may be approved, when operating while taxiing. in accordance with a letter of agreement, and the activity will have no adverse effect on safety of the air b. Provide for a rolling takeoff for all departures. traffic operation or result in a reduction of service to NOTE− other users. When aircraft begin a taxi or takeoff roll on ash contaminated surfaces, large amounts of volcanic ash will REFERENCE− again become airborne. This newly airborne ash will FAAO JO 7210.3, Para 5−4−7, Aerobatic Practice Areas. significantly reduce visibility and will be ingested by the NOTE− engines of following aircraft. These unusual maneuvers include unnecessary low passes, REFERENCE− unscheduled flybys, practice instrument approaches to AIM, Para 7−5−9, Flight Operations in Volcanic Ash. altitudes below specified minima (unless a landing or touch-and-go is to be made), or any so-called “buzz jobs” 3−1−15. GROUND OPERATIONS RELATED wherein a flight is conducted at a low altitude and/or a high TO THREE/FOUR−HOUR TARMAC RULE rate of speed for thrill purposes. Such maneuvers increase hazards to persons and property and contribute to noise When a request is made by the pilot−in−command of complaints. an aircraft to return to the ramp, gate, or alternate deplaning area due to the Three/Four−Hour Tarmac Rule: 3−1−12. VISUALLY SCANNING RUNWAYS a. Provide the requested services as soon as a. Local controllers must visually scan runways to operationally practical, or the maximum extent possible. b. Advise the pilot−in−command that the requested service cannot be accommodated because it b. Ground control must assist local control in would create a significant disruption to air traffic visually scanning runways, especially when runways operations. are in close proximity to other movement areas. NOTE− Facility procedures, including actions that constitute a 3−1−13. ESTABLISHING TWO−WAY significant disruption, vary by airport and must be COMMUNICATIONS identified in the facility directive pertaining to the Three/Four−Hour Tarmac Rule. Pilots are required to establish two-way radio PHRASEOLOGY− communications before entering the Class D (Identification) TAXI TO (ramp, gate, or alternate airspace. If the controller responds to a radio call deplaning area) VIA (route). with, “(a/c call sign) standby,” radio communications have been established and the pilot can enter the or

Class D airspace. If workload or traffic conditions (Identification) EXPECT A (number) MINUTE DELAY prevent immediate provision of Class D services, DUE TO (ground and/or landing and/or departing) inform the pilot to remain outside the Class D TRAFFIC, airspace until conditions permit the services to be provided. or

3−1−6 General 2/9/12 JO 7110.65U

(Identification) UNABLE DUE TO OPERATIONAL DISRUPTION. REFERENCE− DOT Rule, Enhancing Airline Passenger Protections, 14 CFR, Part 259, commonly referred to as the Three/Four−Hour Tarmac Rule.

General 3−1−7

2/9/12 JO 7110.65U

Section 2. Visual Signals

3−2−1. LIGHT SIGNALS 3−2−3. RECEIVER-ONLY ACKNOWLEDGMENT Use ATC light signals from TBL 3−2−1 to control aircraft and the movement of vehicles, equipment, To obtain acknowledgment from an aircraft equipped and personnel on the movement area when radio with receiver only, request the aircraft to do the communications cannot be employed. following: REFERENCE− FAAO JO 7110.65, Para 3−10−10, Altitude Restricted Low Approach. a. Fixed-wing aircraft: FAAO JO 7210.3, Para 4−3−1, Letters of Agreement. 1. Between sunrise and sunset: 3−2−2. WARNING SIGNAL (a) Move ailerons or rudders while on the ground. Direct a general warning signal, alternating red and green, to aircraft or vehicle operators, as appropriate, (b) Rock wings while in flight. when: 2. Between sunset and sunrise: Flash naviga- NOTE− tion or landing lights. The warning signal is not a prohibitive signal and can be followed by any other light signal, as circumstances b. Helicopters: permit. 1. Between sunrise and sunset: a. Aircraft are converging and a collision hazard exists. (a) While hovering, either turn the helicopter toward the controlling facility and flash the landing b. Mechanical trouble exists of which the pilot light or rock the tip path plane. might not be aware. (b) While in flight, either flash the landing c. Other hazardous conditions are present which light or rock the tip path plane. call for intensified pilot or operator alertness. These conditions may include obstructions, soft field, ice on 2. Between sunset and sunrise: Flash landing the runway, etc. light or search light.

TBL 3−2−1 ATC Light Signals

Meaning Movement of vehicles, Color and type of signal Aircraft on the ground Aircraft in flight equipment and personnel Steady green Cleared for takeoff Cleared to land Cleared to cross; proceed; go Flashing green Cleared to taxi Return for landing (to be followed Not applicable by steady green at the proper time) Steady red Stop Give way to other aircraft and Stop continue circling Flashing red Taxi clear of landing area or Airport unsafe− Do not land Clear the taxiway/runway runway in use Flashing white Return to starting point on Not applicable Return to starting point on airport airport Alternating red and green General Warning Signal− General Warning Signal− Exercise General Warning Signal− Exercise Extreme Caution Extreme Caution Exercise Extreme Caution

Visual Signals 3−2−1

2/9/12 JO 7110.65U

Section 3. Airport Conditions

3−3−1. LANDING AREA CONDITION EXAMPLE− “ALL RUNWAYS COVERED BY COMPACTED SNOW If you observe or are informed of any condition which SIX INCHES DEEP.” affects the safe use of a landing area: REFERENCE− FAAO JO 7110.65, Para 4−7−12, Airport Conditions. NOTE− 1. The airport management/military operations office is responsible for observing and reporting the condition of 3−3−2. CLOSED/UNSAFE RUNWAY the landing area. INFORMATION 2. It is the responsibility of the agency operating the If an aircraft requests to takeoff, land, or airport to provide the tower with current information touch-and-go on a closed or unsafe runway, inform regarding airport conditions. the pilot the runway is closed or unsafe, and 3. A disabled aircraft on a runway, after occupants are a. If the pilot persists in his/her request, quote clear, is normally handled by flight standards and airport him/her the appropriate parts of the NOTAM management/military operations office personnel in the applying to the runway and inform him/her that a same manner as any obstruction; e.g., construction clearance cannot be issued. equipment. b. Then, if the pilot insists and in your opinion the a. Relay the information to the airport manager/ intended operation would not adversely affect other military operations office concerned. traffic, inform him/her that the operation will be at b. Copy verbatim any information received and his/her own risk. record the name of the person submitting it. PHRASEOLOGY− RUNWAY (runway number) CLOSED/UNSAFE. c. Confirm information obtained from other than authorized airport or FAA personnel unless this If appropriate, (quote NOTAM information), function is the responsibility of the military operations office. UNABLE TO ISSUE DEPARTURE/LANDING/TOUCH− AND−GO CLEARANCE. NOTE− DEPARTURE/LANDING/TOUCH−AND−GO WILL BE Civil airport managers are required to provide a list of AT YOUR OWN RISK. airport employees who are authorized to issue information concerning conditions affecting the safe use of the airport. c. Except as permitted by para 4−8−7, Side-step Maneuver, where parallel runways are served by d. If you are unable to contact the airport separate ILS/MLS systems and one of the runways is management or operator, issue a NOTAM publiciz- closed, the ILS/MLS associated with the closed ing an unsafe condition and inform the management runway should not be used for approaches unless not or operator as soon as practicable. using the ILS/MLS would have an adverse impact on EXAMPLE− the operational efficiency of the airport. “DISABLED AIRCRAFT ON RUNWAY.’’ REFERENCE− FAAO JO 7110.65, Para 3−10−5, Landing Clearance. NOTE− FAAO JO 7110.65, Para 4−7−12, Airport Conditions. 1. Legally, only the airport management/military operations office can close a runway. 3−3−3. TIMELY INFORMATION 2. Military controllers are not authorized to issue NOTAMs. It is the responsibility of the military operations Issue airport condition information necessary for an office. aircraft’s safe operation in time for it to be useful to the pilot. Include the following, as appropriate: e. Issue to aircraft only factual information, as a. Construction work on or immediately adjacent reported by the airport management concerning the to the movement area. condition of the runway surface, describing the accumulation of precipitation. b. Rough portions of the movement area.

Airport Conditions 3−3−1 JO 7110.65U 2/9/12

c. Braking conditions caused by ice, snow, slush, NOTE− or water. Descriptive terms, such as the first or the last half of the runway, should normally be used rather than landmark d. Snowdrifts or piles of snow on or along the descriptions, such as opposite the fire station, south of a edges of the area and the extent of any plowed area. taxiway, etc. Landmarks extraneous to the landing runway are difficult to distinguish during low visibility, at night, or e. Parked aircraft on the movement area. anytime a pilot is busy landing an aircraft. f. Irregular operation of part or all of the airport d. Furnish runway friction measurement readings/ lighting system. values as received from airport management to g. Volcanic ash on any airport surface area and aircraft as follows: whether the ash is wet or dry (if known). 1. Furnish information as received from the NOTE− airport management to pilots on the ATIS at locations Braking action on wet ash may be degraded. Dry ash on the where friction measuring devices, such as runway may necessitate minimum use of reverse thrust. MU−Meter, Saab Friction Tester (SFT), and Skiddometer are in use only when the MU values are h. Other pertinent airport conditions. 40 or less. Use the runway followed by the MU REFERENCE− number for each of the three runway segments, time FAAO JO 7110.65, Para 4−7−12, Airport Conditions. FAAO JO 7110.65, Para 2−1−9, Reporting Essential Flight of report, and a word describing the cause of the Information. runway friction problem. Do not issue MU values FAAO JO 7110.65, Para 3−10−10, Altitude Restricted Low Approach. when all three segments of the runway have values reported greater than 40. 3−3−4. BRAKING ACTION EXAMPLE− Furnish quality of braking action, as received from “Runway two seven, MU forty−two, forty−one, twenty− pilots or the airport management, to all aircraft as eight at one zero one eight Zulu, ice.” follows: 2. Issue the runway surface condition and/or the Runway Condition Reading (RCR), if provided, to all a. Describe the quality of braking action using the USAF and ANG aircraft. Issue the RCR to other terms “good,” “fair,” “poor,” “nil,” or a combination aircraft upon pilot request. of these terms. If the pilot or airport management reports braking action in other than the foregoing EXAMPLE− “Ice on runway, RCR zero five, patchy.” terms, ask him/her to categorize braking action in these terms. NOTE− 1. USAF has established RCR procedures for determining NOTE− the average deceleration readings of runways under The term “nil” is used to indicate bad or no braking action. conditions of water, slush, ice, or snow. The use of the RCR b. Include type of aircraft or vehicle from which code is dependent upon the pilot’s having a “stopping the report is received. capability chart” specifically applicable to his/her aircraft. EXAMPLE− 2. USAF offices furnish RCR information at airports “Braking action fair to poor, reported by a heavy D−C serving USAF and ANG aircraft. Ten.” REFERENCE− “Braking action poor, reported by a Boeing Seven FAAO JO 7110.65, Para 4−7−12, Airport Conditions. Twenty−Seven.” FAAO JO 7110.65, Para 3−3−5, Braking Action Advisories. c. If the braking action report affects only a portion 3−3−5. BRAKING ACTION ADVISORIES of a runway, obtain enough information from the pilot or airport management to describe the braking action a. When runway braking action reports are in terms easily understood by the pilot. received from pilots or the airport management which EXAMPLE− include the terms “fair,” “poor,” or “nil” or whenever “Braking action poor first half of runway, reported by a weather conditions are conducive to deteriorating or Lockheed Ten Eleven.” rapidly changing runway conditions, include on the “Braking action poor beyond the intersection of runway ATIS broadcast the statement “Braking Action two seven, reported by a Boeing Seven Twenty−Seven.” Advisories are in effect.”

3−3−2 Airport Conditions 2/9/12 JO 7110.65U

REFERENCE− REFERENCE− FAAO JO 7210.3, Para 10−4−1, Automatic Terminal Information FAAO JO 7610.4, Chapter 9, Section 3. Aircraft Arresting System, Service (ATIS). Single Frequency Approach (SFA), Simulated Flameout (SFO)/Emergency Landing Pattern (ELP) Operations, Celestial b. During the time Braking Action Advisories are Navigation (CELNAV) Training, Para 9−3−1 through Para 9−3−8. in effect, take the following action: b. Raise aircraft arresting systems whenever: 1. Issue the latest braking action report for the 1. Requested by a pilot. runway in use to each arriving and departing aircraft NOTE− early enough to be of benefit to the pilot. When The standard emergency phraseology for a pilot requesting possible, include reports from heavy jet aircraft when an arresting system to be raised for immediate engagement the arriving or departing aircraft is a heavy jet. is: 2. If no report has been received for the runway “BARRIER − BARRIER − BARRIER” of intended use, issue an advisory to that effect. or PHRASEOLOGY− NO BRAKING ACTION REPORTS RECEIVED FOR “CABLE − CABLE − CABLE.” RUNWAY (runway number). 2. Requested by military authority; e.g., airfield 3. Advise the airport management that runway manager, supervisor of flying, mobile control officer, braking action reports of “fair,” “poor,” or “nil” have etc. been received. NOTE− USAF. Web barriers at the departure end of the runway may REFERENCE− FAAO JO 7210.3, Para 4−3−1, Letters of Agreement. remain in the up position when requested by the senior operational commander. The IFR Enroute Supplement and 4. Solicit PIREPs of runway braking action. AP-1 will describe specific barrier configuration. ATC will advise transient aircraft of the barrier configuration using REFERENCE− FAAO JO 7110.65, Para 2−6−3, PIREP Information. the phraseology in subpara c , below. 3. A military jet aircraft is landing with known c. Include runway friction measurement/values or suspected radio failure or conditions (drag received from airport management on the ATIS. chute/hydraulic/electrical failure, etc.) that indicate Furnish the information when requested by the pilot an arresting system may be needed. Exceptions are in accordance with para 3−3−4, Braking Action. authorized for military aircraft which cannot engage REFERENCE− an arresting system (C−9, C−141, C−5, T−39, etc.) FAAO JO 7110.65, Para 2−9−3, Content. FAAO JO 7110.65, Para 3−9−1, Departure Information. and should be identified in a letter of agreement FAAO JO 7110.65, Para 3−10−1, Landing Information. and/or appropriate military directive. FAAO JO 7110.65, Para 4−7−12, Airport Conditions. c. When requested by military authority due to freezing weather conditions or malfunction of the 3−3−6. ARRESTING SYSTEM OPERATION activating mechanism, the barrier/cable may remain in a raised position provided aircraft are advised. a. For normal operations, arresting systems PHRASEOLOGY− remotely controlled by ATC must remain in the YOUR DEPARTURE/LANDING WILL BE TOWARD/ retracted or down position. OVER A RAISED BARRIER/CABLE ON RUNWAY (number), (location, distance, as appropriate). NOTE− 1. USN− Runway Arresting Gear− barriers are not d. Inform civil and U.S. Army aircraft whenever operated by ATC personnel. Readiness/rigging of the rubber supported cables are in place at the approach equipment is the responsibility of the operations end of the landing runway, and include the distance of department. the cables from the threshold. This information may 2. A request to raise a barrier or hook cable means the be omitted if it is published in the “Notices to barrier or cable on the departure end of the runway. If an Airmen” publication/DOD FLIP. approach end engagement is required, the pilot or military EXAMPLE− authority will specifically request that the approach end “Runway One Four arresting cable one thousand feet from cable be raised. threshold.”

Airport Conditions 3−3−3 JO 7110.65U 2/9/12

e. When arresting system operation has been localizer out-of-tolerance conditions. The alarm in requested, inform the pilot of the indicated the FFM remote status sensing unit indicates an barrier/cable position. inoperative or an out-of-tolerance localizer signal; PHRASEOLOGY− e.g., the course may have shifted due to equipment (Identification), BARRIER/CABLE INDICATES malfunction or vehicle/aircraft encroachment into the UP/DOWN. CLEARED FOR TAKEOFF/TO LAND. critical area. f. Time permitting, advise pilots of the availability d. Operation of the FFM remote sensing unit will of all arresting systems on the runway in question be based on the prevailing weather. The FFM remote when a pilot requests barrier information. sensing unit must be operational when the weather is below CAT I ILS minimums. g. If an aircraft engages a raised barrier/cable, initiate crash alarm procedures immediately. e. When the remote status unit indicates that the localizer FFM is in alarm (aural warning following h. For preplanned practice engagements not the preset delay) and: associated with emergencies, crash alarm systems need not be activated if, in accordance with local 1. The aircraft is outside the middle marker military operating procedures, all required notifica- (MM), check for encroachment those portions of the tions are made before the practice engagement. critical area that can be seen from the tower. It is understood that the entire critical area may not be REFERENCE− FAAO JO 7110.65, Para 4−7−12, Airport Conditions. visible due to low ceilings and poor visibility. The check is strictly to determine possible causal factors 3−3−7. FAR FIELD MONITOR (FFM) for the out-of-tolerance situation. If the alarm has not REMOTE STATUS UNIT cleared prior to the aircraft’s arriving at the MM, immediately issue an advisory that the FFM remote a. To meet the demand for more facilities capable status sensing unit indicates the localizer is of operating under CAT III weather, Type II unreliable. equipment is being upgraded to Integrity Level 3. This integrity level will support operations which 2. The aircraft is between the MM and the inner place a high degree of reliance on ILS guidance for marker (IM), immediately issue an advisory that the positioning through touchdown. FFM remote status sensing unit indicates the localizer is unreliable. b. Installation of the FFM remote status indicating PHRASEOLOGY− units is necessary to attain the integrity necessary to CAUTION, MONITOR INDICATES RUNWAY (number) meet internationally agreed upon reliability values in LOCALIZER UNRELIABLE. support of CAT III operations on Type II ILS equipment. The remote status indicating unit used in 3. The aircraft has passed the IM, there is no conjunction with Type II equipment adds a third action requirement. Although the FFM has been integrity test; thereby, producing an approach aid modified with filters which dampen the effect of false which has integrity capable of providing Level 3 alarms, you may expect alarms when aircraft are service. located between the FFM and the localizer antenna either on landing or on takeoff. c. The remote status sensing unit, when installed in REFERENCE− the tower cab, will give immediate indications of FAAO JO 7110.65, Para 4−7−12, Airport Conditions.

3−3−4 Airport Conditions 2/9/12 JO 7110.65U

Section 4. Airport Lighting

3−4−1. EMERGENCY LIGHTING b. As required by the pilot.

Whenever you become aware that an emergency has TBL 3−4−2 or will occur, take action to provide for the operation VASI Intensity Setting−Two Step System of all appropriate airport lighting aids as required. Step Period/Condition REFERENCE− High Day−Sunrise to sunset. FAAO JO 7110.65, Para 10−4−2, Lighting Requirements. Low Night−Sunset to sunrise.

3−4−2. RUNWAY END IDENTIFIER LIGHTS TBL 3−4−3 When separate on−off controls are provided, operate VASI Intensity Setting−Three Step System runway end identifier lights: Step Period/Condition a. When the associated runway lights are lighted. High Day−Sunrise to sunset. Turn the REIL off after: Medium Twilight−From sunset to 30 minutes after sunset and from 30 minutes before sunrise 1. An arriving aircraft has landed. to sunrise,* and during twilight in Alaska. Low Night−Sunset to sunrise. 2. A departing aircraft has left the traffic pattern *During a 1 year period, twilight may vary 26 to 43 minutes between area. 25 and 49N latitude.

3. It is determined that the lights are of no NOTE− further use to the pilot. The basic FAA standard for VASI systems permits independent operation by means of photoelectric device. b. As required by facility directives to meet local This system has no on−off control feature and is intended conditions. for continuous operation. Other VASI systems in use c. As requested by the pilot. include those that are operated remotely from the control tower. These systems may consist of either a photoelectric d. Operate intensity setting in accordance with the intensity control with only an on−off switch, a two step values in TBL 3−4−1 except as prescribed in intensity system, or a three step intensity system. subparas b and c above. REFERENCE− FAAO JO 7210.3, Para 10−6−5, Visual Approach Slope Indicator TBL 3−4−1 (VASI) Systems. FAAO 6850.2, Visual Guidance Lighting Systems. REIL Intensity Setting−Three Step System

Settings Visibility 3−4−4. PRECISION APPROACH PATH Day Night INDICATORS (PAPI) 3 Less than 2 miles Less than 1 mile PAPI systems with remote on−off switching shall be 2 2 to 5 miles inclusive 1 to but not including 3 operated when they serve the runway in use and miles where intensities are controlled in accordance with 1 When requested 3 miles or more TBL 3−4−4 except: a. As required by local facility directives to meet 3−4−3. VISUAL APPROACH SLOPE local conditions. INDICATORS (VASI) b. As requested by the pilot. VASI systems with remote on−off switching must be NOTE− operated when they serve the runway in use and The basic FAA standard for PAPI systems permits where intensities are controlled in accordance with independent operation by means of photoelectric device. TBL 3−4−2 and TBL 3−4−3 except: This system has no on−off control feature and is intended for continuous operation. Other PAPI systems in use a. As required by facility directives to meet local include those that are operated remotely from the control conditions. tower. These systems may consist of either a photoelectric

Airport Lighting 3−4−1 JO 7110.65U 2/9/12 intensity control with only an on−off switch, or a five−step 3−4−6. ALS INTENSITY SETTINGS intensity system. When operating ALS as prescribed in para 3−4−5, REFERENCE− Approach Lights, operate intensity controls in FAAO 6850.2, Visual Guidance Lighting Systems. accordance with the values in TBL 3−4−5 except:

TBL 3−4−4 a. When facility directives specify other settings PAPI Intensity Setting − Five Step System to meet local atmospheric, topographic, and twilight conditions. Step Period/Condition b. As requested by the pilot. 5 On Pilot Request c. As you deem necessary, if not contrary to pilot’s 4 Day − Sunrise to sunset request. 3 Night − Sunset to sunrise TBL 3−4−5 2 On Pilot Request ALS Intensity Setting 1 On Pilot Request *During a 1 year period, twilight may vary 26 to 43 minutes Visibility between 25 and 49N latitude. Step (Applicable to runway served by lights) Day Night 5 Less than 1 mile* When requested 4 1 to but not including 3 miles When requested 3−4−5. APPROACH LIGHTS 3 3 to but not including 5 miles Less than 1 mile* 2 5 to but not including 7 miles 1 to 3 miles inclusive Operate approach lights: 1 When requested Greater than 3 miles a. Between sunset and sunrise when one of the *and/or 6,000 feet or less of the RVR on the runway served by the ALS and RVR. following conditions exists: NOTE− 1. They serve the landing runway. Daylight steps 2 and 3 provide recommended settings applicable to conditions in subparas b and c. At night, use 2. They serve a runway to which an approach is step 4 or 5 only when requested by a pilot. being made but aircraft will land on another runway. 3−4−7. SEQUENCED FLASHING LIGHTS b. Between sunrise and sunset when the ceiling is (SFL) less than 1,000 feet or the prevailing visibility is Operate Sequenced Flashing Lights: 5 miles or less and approaches are being made to: NOTE− SFL are a component of the ALS and cannot be operated 1. A landing runway served by the lights. when the ALS is off. 2. A runway served by the lights but aircraft are a. When the visibility is less than 3 miles and landing on another runway. instrument approaches are being made to the runway served by the associated ALS. 3. The airport, but landing will be made on a b. As requested by the pilot. runway served by the lights. c. As you deem necessary, if not contrary to pilot’s c. As requested by the pilot. request.

d. As you deem necessary, if not contrary to pilot’s 3−4−8. MALSR/ODALS request. Operate MALSR/ODALS that have separate on−off and intensity setting controls in accordance with NOTE− In the interest of energy conservation, the ALS should be TBL 3−4−6 and TBL 3−4−7 except: turned off when not needed for aircraft operations. a. When facility directives specify other settings

REFERENCE− to meet local atmospheric, topographic, and twilight FAAO JO 7110.65, Para 3−4−6, ALS Intensity Settings. conditions.

3−4−2 Airport Lighting 2/9/12 JO 7110.65U

b. As requested by the pilot. 3−4−10. RUNWAY EDGE LIGHTS c. As you deem necessary, if not contrary to pilot’s Operate the runway edge light system/s serving the request. runway/s in use as follows: TBL 3−4−6 a. Between sunset and sunrise, turn the lights on: Two Step MALS/One Step RAIL/Two Step ODALS 1. For departures. Before an aircraft taxies onto Settings Visibility the runway and until it leaves the Class B, Class C, or Day Night Class D surface area. MALS/ODALS Hi Less than Less than RAIL On 3 miles 3 miles 2. For arrivals: MALS/ODALS Low When requested 3 miles or more (a) IFR aircraft−Before the aircraft begins RAIL Off final approach, or *At locations providing part−time control tower service, if duplicate controls are not provided in the associated FSS, the (b) VFR aircraft−Before the aircraft enters MALSR/ODALS must be set to low intensity during the hours the Class B, Class C, or Class D surface area, and of darkness when the tower is not staffed. (c) Until the aircraft has taxied off the landing TBL 3−4−7 runway. Three Step MALS/Three Step RAIL/ Three Step ODALS b. Between sunrise and sunset, turn the lights on as shown in subparas a1 and a2 when the surface Settings Visibility visibility is less than 2 miles. Day Night c. As required by facility directives to meet local 3 Less than 2 miles Less than 1 mile conditions. 2 2 to 5 miles inclusive 1 to but not including 3 miles* d. Different from subparas a, b, or c above, when: 1 When requested 3 miles or more *At locations providing part−time control tower service, if 1. You consider it necessary, or duplicate controls are not provided in the FSS on the airport, the air−to−ground radio link shall be activated during the hours 2. Requested by a pilot and no other known of darkness when the tower is unmanned. If there is no radio aircraft will be adversely affected. air−to−ground control, the MALSR/ODALS shall be set on intensity setting 2 during the hours of darkness when the tower NOTE− is not staffed. Pilots may request lights to be turned on or off contrary to subparas a, b, or c. However, 14 CFR Part 135 operators REFERENCE− are required to land/takeoff on lighted runways/heliport FAAO JO 7210.3, Para 10−6−2, Operation of Lights When Tower is landing areas at night. Closed. e. Do not turn on the runway edge lights when a 3−4−9. ALSF−2/SSALR NOTAM closing the runway is in effect.

3 a. When the prevailing visibility is /4 mile or less NOTE− or the RVR is 4,000 feet or less, operate the ALSF−2 Application concerns use for takeoffs/landings/ system as follows: approaches and does not preclude turning lights on for use of unaffected portions of a runway for taxiing aircraft, 1. As requested by the pilot. surface vehicles, maintenance, repair, etc. 2. As you deem necessary if not contrary to pilot REFERENCE− FAAO JO 7110.65, Para 3−4−15, Simultaneous Approach and Runway request. Edge Light Operation. FAAO JO 7210.3, Para 10−6−3, Incompatible Light System Operation. b. Operate the SSALR system when the condi- FAAO JO 7210.3, Para 10−6−9, Runway Edge Lights Associated With tions in subpara a are not a factor. Medium Approach Light System/Runway Alignment Indicator Lights.

Airport Lighting 3−4−3 JO 7110.65U 2/9/12

3−4−11. HIGH INTENSITY RUNWAY, NOTE− RUNWAY CENTERLINE, AND TOUCHDOWN When going from a given brightness step setting to a lower ZONE LIGHTS setting, rotation of the brightness control to a point below the intended step setting and then back to the appropriate Operate high intensity runway and associated runway step setting will ensure that the MALSR will operate at the centerline and touchdown zone lights in accordance appropriate brightness. with TBL 3−4−8, except: REFERENCE− FAAO JO 7110.65, Para 3−4−14, Medium Intensity Runway Lights. a. Where a facility directive specifies other settings to meet local conditions. 3−4−13. HIRL CHANGES AFFECTING RVR b. As requested by the pilot. c. As you deem necessary, if not contrary to pilot Keep the appropriate approach controller or PAR request. controller informed, in advance if possible, of HIRL changes that affect RVR. TBL 3−4−8 HIRL, RCLS, TDZL Intensity Setting 3−4−14. MEDIUM INTENSITY RUNWAY Step Visibility LIGHTS Day Night 5 Less than 1 mile* When requested Operate MIRL or MIRL which control the associated MALSR in accordance with TBL 3−4−10, except: 4 1 to but not including Less than 1 mile* 2 miles* a. As requested by the pilot. 3 2 to but not including 1 to but not including 3 miles 3 miles* b. As you deem necessary, if not contrary to the 2 When requested 3 to 5 miles inclusive pilot’s request. 1 When requested More than 5 miles *and/or appropriate RVR/RVV equivalent. TBL 3−4−10 MIRL Intensity Setting

3−4−12. HIRL ASSOCIATED WITH MALSR Step Visibility Operate HIRL which control the associated MALSR Day Night in accordance with TBL 3−4−9, except: 3 Less than 2 miles Less than 1 mile 2 2 to 3 miles 1 to 3 miles a. As requested by the pilot. 1 When requested More than 3 miles b. As you deem necessary, if not contrary to the REFERENCE− pilot’s request. FAAO JO 7110.65, Para 3−4−12, HIRL Associated With MALSR.

TBL 3−4−9 HIRL Associated with MALSR 3−4−15. SIMULTANEOUS APPROACH AND Step Visibility RUNWAY EDGE LIGHT OPERATION Day Night Turn on the runway edge lights for the runway in use 5 Less than 1 mile When requested whenever the associated approach lights are on. If 4 1 to but not including Less than 1 mile multiple runway light selection is not possible, you 2 miles may leave the approach lights on and switch the 3 2 to but not including 1 to but not including runway lights to another runway to accommodate 3 miles 3 miles another aircraft. 2 When requested 3 to 5 miles inclusive REFERENCE− 1 When requested More than 5 miles FAAO JO 7110.65, Para 3−4−10, Runway Edge Lights.

3−4−4 Airport Lighting 2/9/12 JO 7110.65U

3−4−16. HIGH SPEED TURNOFF LIGHTS TBL 3−4−12 Five Step Taxiway Lights Operate high speed turnoff lights: Step Visibility a. Whenever the associated runway lights are used Day Night for arriving aircraft. Leave them on until the aircraft 5 Less than 1 mile When requested has either entered a taxiway or passed the last light. 4 When requested Less than 1 mile b. As required by facility directives to meet local 3 When requested 1 mile or more conditions. 1 & 2 When requested When requested c. As requested by the pilot. TBL 3−4−13 One Step Taxiway Lights 3−4−17. TAXIWAY LIGHTS Day Night Operate taxiway lights in accordance with Less than 1 mile On TBL 3−4−11, TBL 3−4−12, or TBL 3−4−13 except: NOTE− a. Where a facility directive specifies other AC 150/5340−24, Runway and Taxiway Edge Lighting settings or times to meet local conditions. System, contains recommended brightness levels for variable setting taxiway lights. b. As requested by the pilot. c. As you deem necessary, if not contrary to pilot 3−4−18. OBSTRUCTION LIGHTS request. If controls are provided, turn the lights on between sunset and sunrise. TBL 3−4−11 Three Step Taxiway Lights 3−4−19. ROTATING BEACON Step Visibility If controls are provided, turn the rotating beacon on: Day Night 3 Less than 1 mile When requested a. Between sunset and sunrise. 2 When requested Less than 1 mile b. Between sunrise and sunset when the reported 1 When requested 1 mile of more ceiling or visibility is below basic VFR minima.

Airport Lighting 3−4−5

2/9/12 JO 7110.65U

Section 5. Runway Selection

3−5−1. SELECTION b. When conducting aircraft operations on other than the advertised active runway, state the runway in a. Except where a “runway use” program is in use. effect, use the runway most nearly aligned with the wind when 5 knots or more or the “calm wind” runway when less than 5 knots (set tetrahedron 3−5−2. STOL RUNWAYS accordingly) unless use of another runway: Use STOL runways as follows: NOTE− a. A designated STOL runway may be assigned 1. If a pilot prefers to use a runway different from that only when requested by the pilot or as specified in a specified, the pilot is expected to advise ATC. letter of agreement with an aircraft operator. 2. At airports where a “runway use” program is b. Issue the measured STOL runway length if the established, ATC will assign runways deemed to have the least noise impact. If in the interest of safety a runway pilot requests it. different from that specified is preferred, the pilot is expected to advise ATC accordingly. ATC will honor such 3−5−3. TAILWIND COMPONENTS requests and advise pilots when the requested runway is noise sensitive. When authorizing use of runways and a tailwind component exists, always state both wind direction REFERENCE− FAAO 8400.9, National Safety and Operational Criteria for Runway and velocity. Use Programs. NOTE− 1. Will be operationally advantageous, or The wind may be described as “calm” when appropriate. REFERENCE− 2. Is requested by the pilot. FAAO JO 7110.65, Para 2−6−5, Calm Wind Conditions.

Runway Selection 3−5−1

2/9/12 JO 7110.65U

Section 6. Airport Surface Detection Procedures

3−6−1. EQUIPMENT USAGE 3−6−3. INFORMATION USAGE a. The operational status of ASDE systems must a. ASDE system derived information may be used be determined during the relief briefing, or as soon as to: possible after assuming responsibility for the 1. Formulate clearances and control instruc- associated position. tions to aircraft and vehicles on the movement area. b. Use ASDE systems to augment visual observa- REFERENCE− tion of aircraft landing or departing, and aircraft or FAAO JO 7210.3, Para 3−7−2, Radar Use. vehicular movements on runways and taxiways, or 2. Position aircraft and vehicles using the other parts of the movement area. movement area. 1. ASDE systems with safety logic must be 3. Determine the exact location of aircraft and operated continuously. vehicles, or spatial relationship to other aircraft/ vehicles on the movement area. 2. ASDE systems without safety logic must be operated: 4. Monitor compliance with control instructions by aircraft and vehicles on taxiways and runways. (a) Continuously between sunset and sunrise. 5. Confirm pilot reported positions. (b) When visibility is less than the most 6. Provide directional taxi information, as distant point in the active movement area, or appropriate. (c) When, in your judgment, its use will assist PHRASEOLOGY− you in the performance of your duties at any time. TURN (left/right) ON THE TAXIWAY/RUNWAY YOU ARE APPROACHING. 3−6−2. IDENTIFICATION b. Do not provide specific navigational guidance (exact headings to be followed) unless an emergency a. To identify an observed target/track on an exists or by mutual agreement with the pilot. ASDE system display, correlate its position with one or more of the following: NOTE− It remains the pilot’s responsibility to navigate visually via 1. Pilot/vehicle operator position report. routes to the clearance limit specified by the controller and to avoid other parked or taxiing aircraft, vehicles, or 2. Controller’s visual observation. persons in the movement area. 3. An identified target observed on the ASR or c. Do not allow an aircraft to begin departure roll CTRD. or cross the landing threshold whenever there is an b. An observed target/track on an ASDE system unidentified target/track displayed on the runway. display may be identified as a false target by visual observation. If the area containing a suspected false 3−6−4. SAFETY LOGIC ALERT target is not visible from the tower, an airport RESPONSES operations vehicle or pilots of aircraft operating in the When the system generates an alert, the controller area may be used to conduct the visual observation. must immediately assess the situation visually and as c. After positive verification that a target is false, presented on the ASDE system display, then take through pilot/vehicle operator position report or appropriate action as follows: controller visual observation, the track may be a. When an arrival aircraft (still airborne, prior to temporarily dropped, which will remove the target the landing threshold) activates a warning alert, the from the display and safety logic processing. A controller must issue go−around instructions. notation must be made to FAA Form 7230−4, Daily (Exception: Alerts involving known formation Record of Facility Operation, when a track is flights, as they cross the landing threshold, may be temporarily dropped. disregarded if all other factors are acceptable.)

Airport Surface Detection Procedures 3−6−1 JO 7110.65U 2/9/12

NOTE− REFERENCE− The intent of this paragraph is that an aircraft does not land FAAO JO 7110.65, Para 3−9−8, Intersecting Runway Separation. FAAO JO 7110.65, Para 3−10−4, Intersecting Runway Separation. on the runway, on that approach, when the safety logic system has generated a warning alert. A side−step c. For other safety logic system alerts, issue maneuver or circle to land on another runway satisfies this instructions/clearances based on good judgment and requirement. evaluation of the situation at hand. REFERENCE− FAAO JO 7110.65, Para 3−8−1, Sequence/Spacing Application. FAAO JO 7110.65, Para 3−9−6, Same Runway Separation. 3−6−5. RADAR−ONLY MODE FAAO JO 7110.65, Para 3−10−3, Same Runway Separation. P/CG Term− Go Around. Radar−only mode is an enhancement of the ASDE−X b. When two arrival aircraft, or an arrival aircraft system which allows the system to stay operational and a departing aircraft activate an alert, the with safety logic processing, despite a critical fault in controller will issue go−around instructions or take the Multilateration (MLAT) subsystem. The system appropriate action to ensure intersecting runway stays in full core alert status under radar−only mode separation is maintained. without data block capability.

3−6−2 Airport Surface Detection Procedures 2/9/12 JO 7110.65U

Section 7. Taxi and Ground Movement Procedures

3−7−1. GROUND TRAFFIC MOVEMENT c. Do not use the word “cleared” in conjunction with authorization for aircraft to taxi or equipment/ Issue by radio or directional light signals specific vehicle/personnel operations. Use the prefix “taxi,” instructions which approve or disapprove the “proceed,” or “hold,” as appropriate, for aircraft movement of aircraft, vehicles, equipment, or instructions and “proceed” or “hold” for equipment/ personnel on the movement area except where vehicles/personnel. permitted in an LOA. d. Intersection departures may be initiated by a REFERENCE− FAAO JO 7210.3, Para 4−3−1, Letters of Agreement controller or a controller may authorize an FAAO JO 7210.3, Para 4−3−2, Appropriate Subjects intersection departure if a pilot requests. Issue the a. Do not issue conditional instructions that are measured distance from the intersection to the dependent upon the movement of an arrival aircraft runway end rounded “down” to the nearest 50 feet to on or approaching the runway or a departure aircraft any pilot who requests and to all military aircraft, established on a takeoff roll. Do not say, “Line up and unless use of the intersection is covered in wait behind landing traffic,” or “Taxi/proceed across appropriate directives. Runway Three−Six behind departing/landing Cita- NOTE− tion.” The above requirements do not preclude 1. Exceptions are authorized where specific military issuing instructions to follow an aircraft observed to aircraft routinely make intersection takeoffs and proced- be operating on the movement area in accordance ures are defined in appropriate directives. The authority exercising operational control of such aircraft ensures that with an ATC clearance/instruction and in such a all pilots are thoroughly familiar with these procedures, manner that the instructions to follow are not including the usable runway length from the applicable ambiguous. intersection. b. Do not issue unconditional instructions when 2. Some airports publish “declared distances” for a authorizing movement on a runway/taxiway for the particular runway. These are published in the Airport purpose of airfield checks or other airport operations. Facility Directory (A/FD) or the Aeronautical Information Instructions must ensure positive control with Publication (AIP) and there is no requirement that facility specific instructions to proceed on a runway or personnel be aware of them. These distances are a means of satisfying airport design criteria and are intended to be movement area, and as necessary, hold short used by pilots and/or operators for preflight performance instructions. planning only. There are no special markings, signing, or REFERENCE− lighting associated with declared distances and they do not FAAO JO 7110.65, Para 3−1−3, USE OF ACTIVE RUNWAYS limit the actual runway available for use by an aircraft. FAAO JO 7110.65, Para 3−7−2, TAXI AND GROUND MOVEMENT OPERATIONS Therefore, they cannot be used for any air traffic control purpose. If pilots inquire about the existence of declared EXAMPLE− distances, refer them to the A/FD or AIP. “Airport 1, proceed on Runway 26R, hold short of Runway 18L.” PHRASEOLOGY− RUNWAY (number) AT (taxiway designator) “(Tower), Airport 1 at taxiway B8, request to inspect INTERSECTION DEPARTURE (remaining length) FEET Runway 26R.” “Airport 1 proceed as requested, hold short AVAILABLE. of Runway 18L.” REFERENCE− FAAO JO 7110.65, Para 3−9−4, Line Up and Wait (LUAW). “Airport 1 proceed on taxi way B, hold short of Runway e. Do not use the term “full length” when the 18L.” runway length available for departures has been NOTE− temporarily shortened. On permanently shortened The following are examples of unconditional instructions runways, do not use the term “full length” until the and are not approved for use: “THE FIELD IS YOURS,” Airport/Facility Directory is updated to include the “CLEARED ON ALL SURFACES,” “THE AIRPORT IS change(s). YOURS,” and “PROCEED ON ALL RUNWAYS AND REFERENCE− TAXIWAYS.” FAAO JO 7210.3, Para 10-3-11, Airport Construction

Taxi and Ground Movement Procedures 3−7−1 JO 7110.65U 2/9/12

FAAO JO 7210.3, Para 10-3-12, Change in Runway Length Due to or Construction (direction), 3−7−2. TAXI AND GROUND MOVEMENT OPERATIONS or Issue the route for the aircraft/vehicle to follow on the ACROSS RUNWAY (number). movement area in concise and easy to understand terms. The taxi clearance must include the specific or route to follow. When a taxi clearance to a runway is issued to an aircraft, confirm the aircraft has the VIA (route), HOLD SHORT OF (location) correct runway assignment. or NOTE− 1. A pilot’s read back of taxi instructions with the runway FOLLOW (traffic) (restrictions as necessary) assignment can be considered confirmation of runway assignment. or 2. Movement of aircraft or vehicles on nonmovement BEHIND (traffic). areas is the responsibility of the pilot, the aircraft operator, or the airport management. EXAMPLE− “Cross Runway Two−Eight Left, hold short of Runway a. When authorizing an aircraft/vehicle to proceed Two−Eight Right.” on the movement area or to any point other than assigned takeoff runway, specify the route/taxi “Taxi/continue taxiing/proceed to the hangar.” instructions. If it is the intent to hold the aircraft/vehicle short of any given point along the taxi “Taxi/continue taxiing/proceed straight ahead then via route, issue the route and then state the holding ramp to the hangar.” instructions. “Taxi/continue taxiing/proceed on Taxiway Charlie, hold NOTE− short of Runway Two−Seven.” 1. The absence of holding instructions authorizes an aircraft/vehicle to cross all taxiways that intersect the taxi or route. 2. Movement of aircraft or vehicles on non−movement “Taxi/continue taxing/proceed on Charlie, hold short of areas is the responsibility of the pilot, the aircraft operator, Runway Two−Seven.” or the airport management. b. When authorizing an aircraft to taxi to an PHRASEOLOGY− assigned takeoff runway, state the departure runway HOLD POSITION. followed by the specific taxi route. Issue hold short restrictions when an aircraft will be required to hold HOLD FOR (reason) short of a runway or other points along the taxi route.

CROSS (runway/taxiway) PHRASEOLOGY− RUNWAY (number), TAXI VIA (route as necessary). or or TAXI/CONTINUE TAXIING/PROCEED/VIA (route), RUNWAY (number), TAXI VIA (route as necessary)(hold or short instructions as necessary).” EXAMPLE− ON (runway number or taxiways, etc.), “Runway Three−Six Left, taxi via taxiway Alpha, hold short of taxiway Charlie.” or or TO (location), “Runway Three−Six Left, taxi via Alpha, hold short of

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Charlie.” f. Request a read back of runway hold short instructions when it is not received from the or pilot/vehicle operator.

“Runway Three−Six Left, taxi via taxiway Alpha, hold PHRASEOLOGY− short of Runway Two−Seven Right.” READ BACK HOLD INSTRUCTIONS. EXAMPLE− or 1. “American Four Ninety Two, Runway Three Six Left, taxi via taxiway Charlie, hold short of Runway Two Seven “Runway Three−Six Left, taxi via Charlie, cross Runway Right.” Two−Seven Left, hold short of Runway Two−Seven Right.” or or “American Four Ninety Two, Runway Three Six Left, taxi “Runway Three−Six Left, taxi via Alpha, Charlie, cross via Charlie, hold short of Runway Two Seven Right.” Runway One−Zero.” “American Four Ninety Two, Roger.” c. Aircraft/vehicles must receive a clearance for each runway their route crosses. An aircraft/vehicle “American Four Ninety Two, read back hold instructions.” must have crossed a previous runway before another runway crossing clearance may be issued. 2. “Cleveland Tower, American Sixty Three is ready for departure.” NOTE− A clearance is required for aircraft/vehicles to operate on “American Sixty Three, hold short of Runway Two Three any active, inactive, or closed runway except for vehicles Left, traffic one mile final.” operating on closed runways in accordance with a Letter of Agreement (LOA). “American Sixty Three, Roger.”

EXAMPLE− “American Sixty Three, read back hold instructions.” “Cross Runway One−Six Left, hold short of Runway One−Six Right.” 3. “OPS Three proceed via taxiway Charlie hold short of Runway Two Seven.” d. When an aircraft/vehicle is instructed to “follow” traffic and requires a runway crossing, issue or a runway crossing clearance in addition to the follow instructions and/or hold short instructions, as “OPS Three proceed via Charlie hold short of Runway Two applicable. Seven.”

EXAMPLE− “OPS Three, Roger.” “Follow (traffic), cross Runway Two−Seven Right.” “OPS Three, read back hold instructions.” or NOTE− Read back hold instructions phraseology may be initiated “Follow (traffic), cross Runway Two Seven−Right, hold for any point on a movement area when the controller short Runway Two−Seven Left.” believes the read back is necessary. e. At those airports where the taxi distance g. Issue progressive taxi/ground movement in- between runway centerlines is less than 1,000 feet, structions when: multiple runway crossings may be issued with a 1. A pilot/operator requests. single clearance. The air traffic manager must submit a request to the appropriate Terminal Services 2. The specialist deems it necessary due to Director of Operations for approval before authoriz- traffic or field conditions, e.g., construction or closed ing multiple runway crossings. taxiways.

REFERENCE− 3. Necessary during reduced visibility, espe- FAAO JO 7210.3, Para 10−3−10 Multiple Runway Crossings. cially when the taxi route is not visible from the tower.

Taxi and Ground Movement Procedures 3−7−3 JO 7110.65U 2/9/12

NOTE− NOTE− Progressive instructions may include step−by−step Establishing hold lines/signs is the responsibility of the directions and/or directional turns. airport manager. The standards for surface measurements, markings, and signs are contained in AC 150/5300−13, REFERENCE− FAAO JO 7110.65, Para 3−7−4, Runway Proximity. Airport Design; AC 150/5340−1, Standards for Airport FAAO JO 7110.65, Para 3−11−1, Taxi and Ground Movement Markings, and AC 150/5340−18, Standards for Airport Operation. Sign Systems. The operator is responsible for properly positioning the aircraft, vehicle, or equipment at the h. Issue instructions to expedite a taxiing aircraft appropriate hold line/sign or designated point. The or a moving vehicle. requirements in para 3−1−12, Visually Scanning Runways, remain valid as appropriate. PHRASEOLOGY− REFERENCE− TAXI WITHOUT DELAY (traffic if necessary). FAAO JO 7110.65, Para 3−7−2, Taxi and Ground Movement Operations. EXIT/PROCEED/CROSS FAAO JO 7110.65, Para 3−10−10, Altitude Restricted Low Approach. (runway/taxiway) WITHOUT DELAY. FAAO JO 7110.65, Para 3−1−5, Vehicles/Equipment/Personnel on Runways. 3−7−5. PRECISION APPROACH CRITICAL 3−7−3. GROUND OPERATIONS AREA a. ILS critical area dimensions are described in FAAO 6750.16, Siting Criteria for Instrument WAKE TURBULENCE APPLICATION Landing Systems. Aircraft and vehicle access to the ILS/MLS critical area must be controlled to ensure Avoid clearances which require: the integrity of ILS/MLS course signals whenever conditions are less than reported ceiling 800 feet or a. Heavy jet aircraft to use greater than normal visibility less than 2 miles. Do not authorize taxiing power. vehicles/aircraft to operate in or over the critical area, except as specified in subpara a1, whenever an b. Small aircraft or helicopters to taxi in close arriving aircraft is inside the ILS outer marker (OM) proximity to taxiing or hover-taxi helicopters. or the fix used in lieu of the OM unless the arriving NOTE− aircraft has reported the runway in sight or is circling Use caution when taxiing smaller aircraft/helicopters in to land on another runway. the vicinity of larger aircraft. PHRASEOLOGY− HOLD SHORT OF (runway) ILS/MLS CRITICAL AREA. REFERENCE− AC 90−23, Aircraft Wake Turbulence, Para 10 and Para 11. 1. LOCALIZER CRITICAL AREA (a) Do not authorize vehicle or aircraft operations in or over the area when an arriving 3−7−4. RUNWAY PROXIMITY aircraft is inside the ILS OM or the fix used in lieu of the OM when conditions are less than reported ceiling Hold a taxiing aircraft or vehicle clear of the runway 800 feet or visibility less than 2 miles, except: as follows: (1) A preceding arriving aircraft on the a. Instruct aircraft or vehicle to hold short of a same or another runway that passes over or through specific runway. the area while landing or exiting the runway. (2) A preceding departing aircraft or b. Instruct aircraft or vehicle to hold at a specified missed approach on the same or another runway that point. passes through or over the area. (b) In addition to subpara a1(a), do not c. Issue traffic information as necessary. authorize vehicles or aircraft operations in or over the PHRASEOLOGY− area when an arriving aircraft is inside the middle HOLD SHORT OF/AT (runway number or specific point), marker when conditions are less than reported ceiling (traffic or other information). 200 feet or RVR 2,000 feet.

3−7−4 Taxi and Ground Movement Procedures 2/9/12 JO 7110.65U

2. GLIDESLOPE CRITICAL AREA. Do not visibility is less than 3/4 SM to protect aircraft authorize vehicles or aircraft operations in or over the executing a missed approach. area when an arriving aircraft is inside the ILS OM or NOTE− the fix used in lieu of the OM unless the arriving Only horizontal surfaces (e.g., the wings) can penetrate the aircraft has reported the runway in sight or is circling POFZ, but not the vertical surfaces (e.g., fuselage or tail). to land on another runway when conditions are less Three hundred feet (300) is used because ATC does not than reported ceiling 800 feet or visibility less than measure ceilings in fifty (50) foot increments. 2 miles. b. Ensure the final approach OCS (e.g., ILS /LPV b. Air carriers commonly conduct “coupled” or W, X, and Y surfaces) are clear of aircraft/vehicles “autoland” operations to satisfy maintenance, when an aircraft on the vertically−guided approach is training, or reliability program requirements. within 2 miles of the runway threshold and the Promptly issue an advisory if the critical area will not reported ceiling is below 800 feet or visibility is less be protected when an arriving aircraft advises that a than 2 SM to protect aircraft executing a missed “coupled,” “CATIII,” “autoland,” or similar type approach. approach will be conducted and the weather is NOTE− reported ceiling of 800 feet or more, and the visibility 1. The POFZ and the close−in portion of the final is 2 miles or more. approach obstacle clearance surfaces protect aircraft executing a missed approach. Their dimensions are PHRASEOLOGY− described in FAAO 8260.3b, Volume III, Chapter 3, ILS/MLS CRITICAL AREA NOT PROTECTED. para 3.4, United States Standards for Terminal Instrument c. The Department of Defense (DOD) is author- Procedures. ized to define criteria for protection of precision 2. Vehicles that are less than 10 feet in height, necessary approach critical areas at military controlled airports. for the maintenance of the airport and/or navigation This protection is provided to all aircraft operating at facilities operating outside the movement area, are exempt. that military controlled airport. Waiver authority for c. If it is not possible to clear the POFZ or OCS DOD precision approach critical area criteria rests prior to an aircraft reaching a point 2 miles from the with the appropriate military authority. runway threshold and the weather is less than NOTE− described in subparas a or b above, issue traffic to the Signs and markings are installed by the airport operator to landing aircraft. define the ILS/MLS critical area. No point along the longitudinal axis of the aircraft is permitted past the hold NOTE− line for holding purposes. The operator is responsible to The POFZ and/or OCS must be cleared as soon as properly position the aircraft, vehicle, or equipment at the practical. appropriate hold line/sign or designated point. The PHRASEOLOGY− requirements in para 3−1−12, Visually Scanning Runways, (ACID), IN THE EVENT OF MISSED APPROACH remain valid as appropriate. (issue traffic). REFERENCE− AC150/5340−1, Standards for Airport Markings. TAXIING AIRCRAFT/VEHICLE LEFT/RIGHT OF RUNWAY. 3−7−6. PRECISION OBSTACLE FREE ZONE EXAMPLE− (POFZ) AND FINAL APPROACH OBSTACLE “United 623, in the event of missed approach, taxiing CLEARANCE SURFACES (OCS) aircraft right of runway.”

a. Ensure the POFZ is clear of traffic (aircraft or “Delta 1058, in the event of missed approach, vehicle left vehicles) when an aircraft on a vertically−guided of runway.” final approach is within 2 miles of the runway REFERENCE− threshold and the reported ceiling is below 300 feet or FAAO JO 7110.65, Para 3−1−6, Traffic Information.

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FIG 3−7−1 Precision Obstacle Free Zone (POFZ)

3−7−6 Taxi and Ground Movement Procedures 2/9/12 JO 7110.65U

Section 8. Spacing and Sequencing

3−8−1. SEQUENCE/SPACING UNABLE OPTION, (alternate instructions). APPLICATION or Establish the sequence of arriving and departing aircraft by requiring them to adjust flight or ground UNABLE (type of option), OTHER OPTIONS APPROVED. operation, as necessary, to achieve proper spacing. NOTE− PHRASEOLOGY− 1. The “Cleared for the Option” procedure will permit an CLEARED FOR TAKEOFF. instructor pilot/flight examiner/pilot the option to make a touch-and-go, low approach, missed approach, stop- CLEARED FOR TAKEOFF OR HOLD SHORT/HOLD IN and-go, or full stop landing. This procedure will only be POSITION/TAXI OFF THE RUNWAY (traffic). used at those locations with an operational control tower and will be subject to ATC approval. EXTEND DOWNWIND. 2. For proper helicopter spacing, speed adjustments may be more practical than course changes. MAKE SHORT APPROACH. 3. Read back of hold short instructions apply when hold NUMBER (landing sequence number), instructions are issued to a pilot in lieu of a takeoff clearance. FOLLOW (description and location of traffic), REFERENCE− FAAO JO 7110.65, Para 3−7−2, Taxi and Ground Movement or if traffic is utilizing another runway, Operations.

TRAFFIC (description and location) LANDING RUNWAY 3−8−2. TOUCH-AND-GO OR STOP-AND-GO (number of runway being used). OR LOW APPROACH

CIRCLE THE AIRPORT. Consider an aircraft cleared for touch-and-go, stop-and-go, or low approach as an arriving aircraft MAKE LEFT/RIGHT THREE−SIXTY/TWO SEVENTY. until it touches down (for touch-and-go), or makes a complete stop (for stop-and-go), or crosses the GO AROUND (additional instructions as necessary). landing threshold (for low approach), and thereafter as a departing aircraft. CLEARED TO LAND. REFERENCE− FAAO JO 7110.65, Para 3−1−5, Vehicles/Equipment/Personnel on CLEARED: Runways. FAAO JO 7110.65, Para 3−9−7, Wake Turbulence Separation for TOUCH−AND−GO, Intersection Departures. or 3−8−3. SIMULTANEOUS SAME DIRECTION STOP−AND−GO, OPERATION or Authorize simultaneous, same direction operations LOW APPROACH. on parallel runways, on parallel landing strips, or on a runway and a parallel landing strip only when the CLEARED FOR THE OPTION, following conditions are met: or a. Operations are conducted in VFR conditions unless visual separation is applied. OPTION APPROVED, b. Two-way radio communication is maintained or with the aircraft involved and pertinent traffic information is issued.

Spacing and Sequencing 3−8−1 JO 7110.65U 2/9/12

c. The distance between the runways or landing a. Operations are conducted in VFR conditions. strips is in accordance with the minima in TBL 3−8−1 (use the greater minimum if two categories are b. Two-way radio communication is maintained involved). with the aircraft involved and pertinent traffic information is issued. TBL 3−8−1 PHRASEOLOGY− Same Direction Distance Minima TRAFFIC (description) ARRIVING/DEPARTING/LOW Minimum distance (feet) APPROACH, OPPOSITE DIRECTION ON PARALLEL Aircraft category between parallel RUNWAY/LANDING STRIP. Edges of Runway c. The distance between the runways or landing adjacent strips or centerlines runway and strip strips is in accordance with the minima in TBL 3−8−2. Lightweight, 300 200 single−engine, propeller driven TBL 3−8−2 Twin−engine, 500 400 Opposite Direction Distance Minima propeller driven Minimum distance (feet) All others 700 600 Type of Operation between parallel Edges of 3−8−4. SIMULTANEOUS OPPOSITE Runway adjacent strips DIRECTION OPERATION centerlines or runway and strip Authorize simultaneous opposite direction opera- Between sunrise and 1,400 1,400 tions on parallel runways, on parallel landing strips, sunset or on a runway and a parallel landing strip only when Between sunset and 2,800 Not authorized the following conditions are met: sunrise

3−8−2 Spacing and Sequencing 2/9/12 JO 7110.65U

Section 9. Departure Procedures and Separation

3−9−1. DEPARTURE INFORMATION g. Issue braking action for the runway in use as received from pilots or the airport management when Provide current departure information, as appropri- Braking Action Advisories are in effect. ate, to departing aircraft. REFERENCE− FAAO JO 7110.65, Para 2−7−2, Altimeter Setting Issuance Below a. Departure information contained in the ATIS Lowest Usable FL. broadcast may be omitted if the pilot states the FAAO JO 7110.65, Para 3−1−8, Low Level Wind Shear/Microburst appropriate ATIS code. Advisories. FAAO JO 7110.65, Para 3−3−5, Braking Action Advisories. b. Issue departure information by including the P/CG Term− Braking Action Advisories. following: h. When the ATIS is unavailable, and when the runway length available for departure has been 1. Runway in use. (May be omitted if pilot states temporarily shortened, controllers must ensure that “have the numbers.”) pilots receive the runway number combined with a 2. Surface wind from direct readout dial, wind shortened announcement for all departing aircraft. shear detection system, or automated weather PHRASEOLOGY− observing system information display. (May be RUNWAY (NUMBER) SHORTENED omitted if pilot states “have the numbers.”) EXAMPLE− “Runway Two-Seven shortened.” 3. Altimeter setting. (May be omitted if pilot states “have the numbers.”) 3−9−2. DEPARTURE DELAY INFORMATION REFERENCE− FAAO JO 7110.65, Para 2−7−1, Current Settings. USA/USAF/USN NOT APPLICABLE c. Time, when requested. When gate-hold procedures are in effect, issue the following departure delay information as appropri- d. Issue the official ceiling and visibility, when ate: available, to a departing aircraft before takeoff as REFERENCE− follows: FAAO JO 7210.3, Para 10−4−3, Gate Hold Procedures. 1. To a VFR aircraft when weather is below a. Advise departing aircraft the time at which the VFR conditions. pilot can expect to receive engine startup advisory. PHRASEOLOGY− 2. To an IFR aircraft when weather is below GATE HOLD PROCEDURES ARE IN EFFECT. ALL VFR conditions or highest takeoff minima, AIRCRAFT CONTACT (position) ON (frequency) FOR whichever is greater. ENGINE START TIME. EXPECT ENGINE START/TAXI NOTE− (time). Standard takeoff minimums are published in 14 CFR b. Advise departing aircraft when to start engines Section 91.175(f). Takeoff minima other than standard are and/or to advise when ready to taxi. prescribed for specific airports/runways and published in a tabular form supplement to the FAA instrument approach PHRASEOLOGY− procedures charts and appropriate FAA Forms 8260. START ENGINES, ADVISE WHEN READY TO TAXI, e. Issue the route for the aircraft/vehicle to follow or on the movement area in concise and easy to understand terms. The taxi clearance must include the ADVISE WHEN READY TO TAXI. specific route to follow. c. If the pilot requests to hold in a delay absorbing f. USAF NOT APPLICABLE. An advisory to area, the request must be approved if space and traffic “check density altitude” when appropriate. conditions permit.

REFERENCE− d. Advise all aircraft on GC/FD frequency upon FAAO JO 7210.3, Para 2−10−6, Broadcast Density Altitude Advisory. termination of gate hold procedures.

Departure Procedures and Separation 3−9−1 JO 7110.65U 2/9/12

PHRASEOLOGY− 3−9−4. LINE UP AND WAIT (LUAW) GATE HOLD PROCEDURES NO LONGER IN EFFECT. a. The intent of LUAW is to position aircraft for an imminent departure. Authorize an aircraft to line up and wait, except as restricted in subpara g, when 3−9−3. DEPARTURE CONTROL takeoff clearances cannot be issued because of traffic. INSTRUCTIONS Issue traffic information to any aircraft so authorized. Traffic information may be omitted when the traffic Inform departing IFR, SVFR, VFR aircraft receiving is another aircraft which has landed on or is taking off radar service, and TRSA VFR aircraft of the the runway and is clearly visible to the holding following: aircraft. Do not use conditional phrases such as a. Before takeoff. “behind landing traffic” or “after the departing aircraft.” 1. Issue the appropriate departure control b. First state the runway number followed by the frequency and beacon code. The departure control line up and wait clearance. frequency may be omitted if a SID has been or will be PHRASEOLOGY− assigned and the departure control frequency is RUNWAY (number), LINE UP AND WAIT. published on the SID. c. Procedures. PHRASEOLOGY− 1. At facilities without a safety logic system or DEPARTURE FREQUENCY (frequency), SQUAWK (code). facilities with the safety logic system in the limited configuration: 2. Inform all departing IFR military turboprop/ (a) Do not issue a landing clearance to an turbojet aircraft (except transport and cargo types) to aircraft requesting a full−stop, touch−and−go, change to departure control frequency. If the local stop−and−go, option, or unrestricted low approach on controller has departure frequency override, transmit the same runway with an aircraft that is holding in urgent instructions on this frequency. If the override position or taxiing to line up and wait until the aircraft capability does not exist, transmit urgent instructions in position starts takeoff roll. on the emergency frequency. (b) Do not authorize an aircraft to LUAW if PHRASEOLOGY− an aircraft has been cleared to land, touch−and−go, CHANGE TO DEPARTURE. stop−and–go, option, or unrestricted low approach on the same runway. 3. USAF. USAF control towers are authorized to inform all departing IFR military transport/cargo PHRASEOLOGY− type aircraft operating in formation flight to change RUNWAY (number), CONTINUE, TRAFFIC HOLDING to departure control frequency before takeoff. IN POSITION. EXAMPLE− b. After takeoff. “American 528, Runway Two−Three continue, traffic holding in position.” 1 1. When the aircraft is about /2 mile beyond the 2. Except when reported weather conditions are runway end, instruct civil aircraft, and military less than ceiling 800 feet or visibility less than 2 transport, and cargo types to contact departure miles, facilities using the safety logic system in the control, provided further communication with you is full core alert mode: not required. (a) May issue a landing clearance for a 2. Do not request departing military turboprop/ full−stop, touch−and−go, stop−and−go, option, or turbojet aircraft (except transport and cargo types) to unrestricted low approach to an arriving aircraft with make radio frequency or radar beacon changes before an aircraft holding in position or taxiing to LUAW on the aircraft reaches 2,500 feet above the surface. the same runway, or

REFERENCE− (b) May authorize an aircraft to LUAW when FAAO JO 7110.65, Para 7−2−1, Visual Separation. an aircraft has been cleared for a full stop,

3−9−2 Departure Procedures and Separation 2/9/12 JO 7110.65U

touch−and−go, stop−and−go, option, or unrestricted sunset, unless the local assist/local monitor position low approach on the same runway. is staffed. REFERENCE− j. USN. Do not authorize aircraft to line up and FAAO JO 7110.65, Para 3−10−5, Landing Clearance. wait simultaneously on intersecting runways. d. When an aircraft is authorized to line up and PHRASEOLOGY− wait, inform it of the closest traffic requesting a CONTINUE HOLDING, full−stop, touch−and−go, stop−and− go, option, or unrestricted low approach to the same runway. or EXAMPLE− “United Five, Runway One Eight, line up and wait. Traffic TAXI OFF THE RUNWAY. a Boeing Seven Thirty Seven, six mile final. REFERENCE− FAAO JO 7110.65, Para 3−10−10, Altitude Restricted Low Approach. e. USAF/USN. When an aircraft is authorized to k. When aircraft are authorized to line up and wait line up and wait, inform it of the closest traffic within on runways that intersect, traffic must be exchanged 6 miles on final approach to the same runway. If the between that aircraft and the aircraft that is authorized approaching aircraft is on a different frequency, to line up and wait, depart, or arrive to the intersecting inform it of the aircraft taxiing into position. runway(s). f. Do not authorize an aircraft to line up and wait EXAMPLE− when the departure point is not visible from the tower, “United Five, Runway Four, line up and wait, traffic unless the aircraft’s position can be verified by ASDE holding Runway Three−One.” or the runway is used for departures only. “Delta One, Runway Three−One, line up and wait, traffic holding Runway Four.” g. An aircraft may be authorized to line up and wait at an intersection between sunset and sunrise Or, when issuing traffic information to an arrival aircraft under the following conditions: and an aircraft that is holding on runway(s) that intersect(s): 1. The procedure must be approved by the appropriate Director, Terminal Operations (service “Delta One, Runway Four, line up and wait, traffic landing area) as well as the Director, Terminal Safety and Runway Three−One.” Operations Support. “United Five, Runway Three−One, cleared to land. Traffic holding in position Runway Four.” 2. The procedure must be contained in a facility directive. Or, when issuing traffic information to a departing aircraft and an aircraft that is holding on runway(s) that 3. The runway must be used as a departure−only intersect(s): runway. 4. Only one aircraft at a time is permitted to line “Delta One, Runway Three−One, line up and wait, traffic up and wait on the same runway. departing Runway Four.” “United Five, Runway Four, cleared for takeoff, traffic 5. Document on FAA Form 7230−4, Daily holding in position Runway Three−One.” Record of Facility Operation, the following: “LUAW REFERENCE− FAAO JO 7110.65, Para 3−9−8, Intersecting Runway Separation. at INT of RWY (number) and TWY (name) IN FAAO JO 7110.65, Para 3−10−4, Intersecting Runway Separation. EFFECT” when using runway as a departure−only runway. “LUAW at INT of RWY (number) and TWY l. When a local controller delivers or amends an (name) SUSPENDED” when runway is not used as ATC clearance to an aircraft awaiting departure and a departure−only runway. that aircraft is holding short of a runway or is holding in position on a runway, an additional clearance must h. Do not authorize an aircraft to line up and wait be issued to prevent the possibility of the aircraft at anytime when the intersection is not visible from inadvertently taxiing onto the runway and/or the tower. beginning takeoff roll. In such cases, append one of the following ATC instructions as appropriate: i. Do not authorize aircraft to simultaneously line up and wait on the same runway, between sunrise and 1. HOLD SHORT OF RUNWAY, or

Departure Procedures and Separation 3−9−3 JO 7110.65U 2/9/12

2. HOLD IN POSITION. 1. The addition of “shortened” must be included in the line up and wait clearance for the duration of the m. USAF/USN. When issuing additional instruc- construction project when the runway is temporarily tions or information to an aircraft holding in takeoff shortened. position, include instructions to continue holding or taxi off the runway, unless it is cleared for takeoff. 2. The addition of “shortened” must be included in the line up and wait clearance until the A/FD is PHRASEOLOGY− updated to include the change(s) when the runway is CONTINUE HOLDING, permanently shortened. or PHRASEOLOGY− RUNWAY (number) SHORTENED, LINE UP AND WAIT. TAXI OFF THE RUNWAY. EXAMPLE− REFERENCE− “Runway Two-Seven shortened, line up and wait.” FAAO JO 7110.65, Para 3−10−10, Altitude Restricted Low Approach. REFERENCE− FAAO JO 7210.3, Para 10-3-11, Airport Construction n. When authorizing an aircraft to line up and wait FAAO JO 7210.3, Para 10-3-12, Change in Runway Length Due to at an intersection, state the runway intersection. Construction PHRASEOLOGY− RUNWAY (number) AT (taxiway designator), LINE UP 3−9−5. ANTICIPATING SEPARATION AND WAIT. Takeoff clearance needs not be withheld until o. When two or more aircraft call the tower ready prescribed separation exists if there is a reasonable for departure, one or more at the full length of a assurance it will exist when the aircraft starts takeoff runway and one or more at an intersection, state the roll. location of the aircraft at the full length of the runway REFERENCE− when authorizing that aircraft to line up and wait. P/CG Term− Clear of the Runway. PHRASEOLOGY− RUNWAY (number), FULL−LENGTH, LINE UP AND 3−9−6. SAME RUNWAY SEPARATION WAIT. Separate a departing aircraft from a preceding EXAMPLE− departing or arriving aircraft using the same runway “American Four Eighty Two, Runway Three−Zero full by ensuring that it does not begin takeoff roll until: length, line up and wait.” a. The other aircraft has departed and crossed the NOTE− runway end or turned to avert any conflict. (See The controller need not state the location of the aircraft departing the full length of the runway if there are no FIG 3−9−1.) If you can determine distances by aircraft holding for departure at an intersection for that reference to suitable landmarks, the other aircraft same runway. needs only be airborne if the following minimum distance exists between aircraft: (See FIG 3−9−2.) p. Do not use the term “full length” when the runway length available for departure has been 1. When only Category I aircraft are involved− temporarily shortened. On permanently shortened 3,000 feet. runways, do not use the term “full length” until the 2. When a Category I aircraft is preceded by a A/FD is updated to include the change(s). Category II aircraft− 3,000 feet. NOTE− 3. When either the succeeding or both are The use of the term “full length” could be interpreted by the Category II aircraft− 4,500 feet. pilot(s) as the available runway length prior to the runway being shortened. 4. When either is a Category III aircraft− 6,000 feet. q. Whenever a runway length has been temporarily or permanently shortened, state the word 5. When the succeeding aircraft is a helicopter, “shortened” immediately following the runway visual separation may be applied in lieu of using number as part of the line up and wait clearance. distance minima.

3−9−4 Departure Procedures and Separation 2/9/12 JO 7110.65U

FIG 3−9−1 FIG 3−9−3 Same Runway Separation Preceding Landing Aircraft Clear of Runway [View 1]

REFERENCE− P/CG Term− Clear of the Runway.

WAKE TURBULENCE APPLICATION FIG 3−9−2 Same Runway Separation c. Do not issue clearances which imply or indicate [View 2] approval of rolling takeoffs by heavy jet aircraft except as provided in para 3−1−14, Ground Operations When Volcanic Ash is Present. d. Do not issue clearances to a small aircraft to line up and wait on the same runway behind a departing heavy jet aircraft to apply the necessary intervals. REFERENCE− AC 90−23, Aircraft Wake Turbulence. e. The minima in para 5−5−4, Minima, may be applied in lieu of the 2 minute requirement in subpara f. When para 5−5−4, Minima, are applied, ensure that the appropriate radar separation exists at or prior to the time an aircraft becomes airborne when NOTE− taking off behind a heavy jet/B757. Aircraft same runway separation (SRS) categories are NOTE− specified in Appendices A, B, and C and based upon the The pilot may request additional separation; i.e., 2 minutes following definitions: vs. 4 miles, but should make this request before taxiing on the runway. CATEGORY I− small aircraft weighing 12,500 lbs. or less, with a single propeller driven engine, and all helicopters. f. Separate IFR/VFR aircraft taking off behind a heavy jet/B757 departure by 2 minutes, when CATEGORY II− small aircraft weighing 12,500 lbs. or departing: less, with propeller driven twin−engines. NOTE− Takeoff clearance to the following aircraft should not be CATEGORY III− all other aircraft. issued until 2 minutes after the heavy jet/B757 begins b. A preceding landing aircraft is clear of the takeoff roll. runway. (See FIG 3−9−3.) 1. The same runway. (See FIG 3−9−4.)

Departure Procedures and Separation 3−9−5 JO 7110.65U 2/9/12

FIG 3−9−4 PHRASEOLOGY− 2 Minute Separation HOLD FOR WAKE TURBULENCE.

REFERENCE− FAAO JO 7110.65, Para 3−9−7, Wake Turbulence Separation for Intersection Departures.

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

a. Apply the following wake turbulence criteria for intersection departures:

1. Separate a small aircraft taking off from an intersection on the same runway (same or opposite 2. A parallel runway separated by less than direction takeoff) behind a preceding departing large 2,500 feet. aircraft by ensuring that the small aircraft does not g. Separate an aircraft from a heavy jet/B757 when start takeoff roll until at least 3 minutes after the large operating on a runway with a displaced landing aircraft has taken off. threshold if projected flight paths will cross− 2. Separate any aircraft taking off from an 2 minutes when: intersection on the same runway (same or opposite 1. A departure follows a heavy jet/B757 arrival. direction takeoff), parallel runways separated by less than 2,500 feet, and parallel runways separated by 2. An arrival follows a heavy jet/B757 depar- less than 2,500 feet with runway thresholds offset by ture. 500 feet or more, by ensuring that the aircraft does not h. Air traffic controllers must not approve pilot start takeoff roll until at least 3 minutes after a heavy requests to deviate from the required wake turbulence aircraft/B757 has taken off. time interval if the preceding aircraft is a heavy NOTE− jet/B757. Parallel runways separated by less than 2,500 feet with runway thresholds offset by less than 500 feet must apply i. Separate a small aircraft behind a large aircraft para 3−9−6, Same Runway Separation, subpara f. that has departed or made a low/missed approach when utilizing opposite direction takeoffs on the 3. Separate a small aircraft weighing 12,500 lbs. same runway by 3 minutes unless a pilot has initiated or less taking off from an intersection on the same a request to deviate from the 3−minute interval. In the runway (same or opposite direction takeoff) behind a latter case, issue a wake turbulence advisory before preceding small aircraft weighing more than clearing the aircraft for takeoff. Controllers must not 12,500 lbs. by ensuring the following small aircraft initiate or suggest a waiver of the 3−minute rule. does not start takeoff roll until at least 3 minutes after the preceding aircraft has taken off. NOTE− A request for takeoff does not initiate a waiver request. 4. Inform an aircraft when it is necessary to hold REFERENCE− in order to provide the required 3−minute interval. FAAO JO 7110.65, Appendix A, Appendix B, and Appendix C, Aircraft Information. PHRASEOLOGY− j. Separate aircraft behind a heavy jet/B757 that HOLD FOR WAKE TURBULENCE. has departed or made a low/missed approach when NOTE− utilizing opposite direction takeoffs or landings on Aircraft conducting touch-and-go and stop-and-go the same or parallel runways separated by less than operations are considered to be departing from an 2,500 feet− 3 minutes. intersection. REFERENCE− k. Inform an aircraft when it is necessary to hold FAAO JO 7110.65, Para 3−8−2, Touch−and−Go or Stop−and−Go or in order to provide the required 3−minute interval. Low Approach.

3−9−6 Departure Procedures and Separation 2/9/12 JO 7110.65U

b. The 3−minute interval is not required when: 2. Do not clear the intersection departure for an immediate takeoff. 1. A pilot has initiated a request to deviate from that interval unless the preceding departing aircraft is 3. Issue a clearance to permit the trailing aircraft a heavy aircraft/B757. to deviate from course enough to avoid the flight path of the preceding large departure when applying NOTE− subpara b1 or b2. A request for takeoff does not initiate a waiver request; the request for takeoff must be accomplished by a request to 4. Separation requirements in accordance with deviate from the 3−minute interval. para 3−9−6, Same Runway Separation, must also 2. USA NOT APPLICABLE. The intersection apply. is 500 feet or less from the departure point of the REFERENCE− preceding aircraft and both aircraft are taking off in FAAO JO 7110.65, Para 3−9−6, Same Runway Separation. the same direction. 3−9−8. INTERSECTING RUNWAY 3. Successive touch−and−go and stop−and−go SEPARATION operations are conducted with a small aircraft following another small aircraft weighing more than a. Issue traffic information to each aircraft 12,500 lbs. or a large aircraft in the pattern, or a small operating on intersecting runways. aircraft weighing more than 12,500 lbs. or a large b. Separate departing aircraft from an aircraft aircraft departing the same runway, provided the pilot using an intersecting runway, or nonintersecting of the small aircraft is maintaining visual separation/ runways when the flight paths intersect, by ensuring spacing behind the preceding large aircraft. Issue a that the departure does not begin takeoff roll until one wake turbulence cautionary advisory and the position of the following exists: of the large aircraft. REFERENCE− FAAO JO 7110.65, Para 2−1−21, Traffic Advisories. EXAMPLE− “Caution wake turbulence, DC−9 on base leg.” 1. The preceding aircraft has departed and passed the intersection, has crossed the departure 4. Successive touch-and-go and stop-and-go runway, or is turning to avert any conflict. operations are conducted with any aircraft following (See FIG 3−9−5 and FIG 3−9−6.) a heavy aircraft/B757 in the pattern, or heavy aircraft/B757 departing the same runway, provided FIG 3−9−5 the pilot of the aircraft is maintaining visual Intersecting Runway Separation separation/spacing behind the preceding heavy aircraft/B757. Issue a wake turbulence cautionary advisory and the position of the heavy aircraft/B757. EXAMPLE− “Caution wake turbulence, heavy Lockheed C5A departing runway two three.” 5. If action is initiated to reduce the separation between successive touch-and-go or stop-and-go operations, apply 3 minutes separation. c. When applying the provision of subpara b: 1. Issue a wake turbulence advisory before clearing the aircraft for takeoff.

Departure Procedures and Separation 3−9−7 JO 7110.65U 2/9/12

FIG 3−9−6 FIG 3−9−8 Intersecting Runway Separation Intersecting Runway Separation

WAKE TURBULENCE APPLICATION

3. Separate IFR/VFR aircraft taking off behind a heavy jet/B757 departure by 2 minutes when 2. A preceding arriving aircraft is clear of the departing: landing runway, completed the landing roll and will NOTE− hold short of the intersection, passed the intersection, Takeoff clearance to the following aircraft should not be or has crossed over the departure runway. issued until 2 minutes after the heavy jet/B757 begins (See FIG 3−9−7 and FIG 3−9−8.) takeoff roll. (a) Crossing runways if projected flight paths REFERENCE− P/CG Term− Clear of the Runway. will cross. (See FIG 3−9−9.)

FIG 3−9−9 FIG 3−9−7 Crossing Runways Intersecting Runway Separation

(b) A parallel runway separated by 2,500 feet or more if projected flight paths will cross. (See FIG 3−9−10.)

3−9−8 Departure Procedures and Separation 2/9/12 JO 7110.65U

FIG 3−9−10 EXAMPLE− Parallel Runway “RUNWAY TWO SEVEN, CLEARED FOR TAKEOFF.” NOTE− Turbine−powered aircraft may be considered ready for takeoff when they reach the runway unless they advise otherwise. REFERENCE− FAAO JO 7110.65, Para 4−3−1, Departure Terminology. b. When clearing an aircraft for takeoff from an intersection, state the runway intersection. PHRASEOLOGY− RUNWAY (number) AT (taxiway designator) CLEARED FOR TAKEOFF. 4. Separate IFR/VFR aircraft departing behind c. When two or more aircraft call the tower ready a landing heavy jet/B757 on a crossing runway if the for departure, one or more at the full length of a departure will fly through the airborne path of the runway and one or more at an intersection, state the arrival− 2 minutes. (See FIG 3−9−11.) location of the aircraft at the full length of the runway when clearing that aircraft for takeoff. FIG 3−9−11 PHRASEOLOGY− Departure on Crossing Runway RUNWAY (number), FULL LENGTH, CLEARED FOR TAKEOFF. EXAMPLE− “American Four Eighty Two, Runway Three Zero full length, cleared for takeoff.” d. The controller must ensure that all runways along the taxi route that lead to the departure runway are crossed before the takeoff clearance is issued, except as stated in para 3−9−9e.

FIG 3−9−12 Runway/Taxiway Proximity

5. Air traffic controllers must not approve pilot requests to deviate from the required wake turbulence time interval if the preceding aircraft is a heavy jet/B757. REFERENCE− FAAO JO 7110.65, Para 5−8−3, Successive or Simultaneous Departures. FAAO JO 7110.65, Para 5−8−5, Departures and Arrivals on Parallel or Nonintersecting Diverging Runways.

3−9−9. TAKEOFF CLEARANCE a. When issuing a clearance for takeoff, first state the runway number followed by the takeoff clearance. PHRASEOLOGY− e. At those airports where the airport configuration RUNWAY (number), CLEARED FOR TAKEOFF. does not allow for an aircraft to completely cross one

Departure Procedures and Separation 3−9−9 JO 7110.65U 2/9/12

runway and hold short of the departure runway and/or 1. The addition of “shortened” must be included where airports do not have runway hold markings in the takeoff clearance for the duration of the between runways, state the runway to be crossed with construction project when the runway is temporarily the takeoff clearance if the aircraft is not able to shortened. complete a runway crossing before reaching its 2. departure runway. The addition of “shortened” must be included in the takeoff clearance until the Airport/Facility PHRASEOLOGY− Directory is updated to include the change(s) when CROSS RUNWAY (number), RUNWAY (number) the runway is permanently shortened. CLEARED FOR TAKEOFF. EXAMPLE− PHRASEOLOGY− “CROSS RUNWAY TWO FOUR LEFT, RUNWAY TWO RUNWAY (number) SHORTENED, CLEARED FOR FOUR RIGHT, CLEARED FOR TAKEOFF.” TAKEOFF. EXAMPLE− FIG 3−9−13 “Runway Two-Seven shortened, cleared for takeoff.” Runway/Taxiway Proximity PHRASEOLOGY− RUNWAY (number) AT (taxiway designator) INTERSECTION DEPARTURE (remaining length) FEET AVAILABLE. EXAMPLE− “Runway Two-Seven at Juliet, intersection departure, 5600 feet available” REFERENCE− FAAO JO 7210.3, Para 10-3-11, Airport Construction FAAO JO 7210.3, Para 10-3-12, Change in Runway Length Due to Construction h. USAF. When an aircraft is cleared for takeoff, inform it of the closest traffic within 6 miles on final approach to the same runway. If the approaching aircraft is on a different frequency, inform it of the departing aircraft. i. USA/USN/USAF. Issue surface wind and takeoff clearance to aircraft. REFERENCE− FAAO JO 7210.3, Para 10−3−9, Takeoff Clearance. PHRASEOLOGY− P/CG Term− Clear of the Runway. RUNWAY (number), WIND (surface wind in direction and f. Do not use the term “full length” when the velocity). CLEARED FOR TAKEOFF. runway length available for departure has been temporarily shortened. On permanently shortened 3−9−10. CANCELLATION OF TAKEOFF runways, do not use the term “full length” until the CLEARANCE Airport/Facility Directory is updated to include the change(s). Cancel a previously issued clearance for takeoff and NOTE− inform the pilot of the reason if circumstances The use of the term “full length” could be interpreted by the require. Once an aircraft has started takeoff roll, pilot(s) as the available runway length prior to the runway cancel the takeoff clearance only for the purpose of being shortened. safety. g. Whenever a runway length has been temporar- NOTE− ily or permanently shortened, state the word In no case should a takeoff clearance be canceled after an “shortened” immediately following the runway aircraft has started its takeoff roll solely for the purpose of number as part of the takeoff clearance. This meeting traffic management requirements/EDCT. information must be issued in conjunction with the PHRASEOLOGY− takeoff clearance. CANCEL TAKEOFF CLEARANCE (reason).

3−9−10 Departure Procedures and Separation 2/9/12 JO 7110.65U

Section 10. Arrival Procedures and Separation

3−10−1. LANDING INFORMATION h. Ceiling and visibility if either is below basic VFR minima. Provide current landing information, as appropriate, to arriving aircraft. Landing information contained in i. Low level wind shear or microburst advisories the ATIS broadcast may be omitted if the pilot states when available. the appropriate ATIS code. Runway, wind, and REFERENCE− altimeter may be omitted if a pilot uses the phrase FAAO JO 7110.65, Para 3−1−8, Low Level Wind Shear/Microburst “have numbers.” Issue landing information by Advisories. including the following: j. Issue braking action for the runway in use as received from pilots or the airport management when NOTE− Braking Action Advisories are in effect. Pilot use of “have numbers” does not indicate receipt of the ATIS broadcast. REFERENCE− FAAO JO 7110.65, Para 3−3−5, Braking Action Advisories. a. Specific traffic pattern information (may be k. If the pilot does not indicate the appropriate omitted if the aircraft is to circle the airport to the left). ATIS code, and when a runway has been shortened, PHRASEOLOGY− controllers must ensure that pilots receive the runway ENTER LEFT/RIGHT BASE. number combined with a shortened announcement for all arriving aircraft. STRAIGHT−IN.

MAKE STRAIGHT−IN. 3−10−2. FORWARDING APPROACH INFORMATION BY NONAPPROACH STRAIGHT−IN APPROVED. CONTROL FACILITIES

RIGHT TRAFFIC. a. Forward the following, as appropriate, to the control facility having IFR jurisdiction in your area. MAKE RIGHT TRAFFIC. You may eliminate those items that, because of local conditions or situations, are fully covered in a letter RIGHT TRAFFIC APPROVED. CONTINUE. of agreement or a facility directive. b. Runway in use. 1. When you clear an arriving aircraft for a visual approach. c. Surface wind. REFERENCE− d. Altimeter setting. FAAO JO 7110.65, Para 7−4−1, Visual Approach. REFERENCE− 2. Aircraft arrival time. FAAO JO 7110.65, Para 2−7−1, Current Settings. 3. Cancellation of IFR flight plan. e. Any supplementary information. 4. Information on a missed approach, f. Clearance to land. unreported, or overdue aircraft. g. Requests for additional position reports. Use 5. Runway in use. prominent geographical fixes which can be easily recognized from the air, preferably those depicted on 6. Weather as required. sectional charts. This does not preclude the use of the REFERENCE− legs of the traffic pattern as reporting points. FAAO JO 7110.65, Para 2−6−6, Reporting Weather Conditions. b. When the weather is below 1,000 feet or 3 miles NOTE− At some locations, VFR checkpoints are depicted on or the highest circling minimums, whichever is sectional aeronautical and terminal area charts. In greater, issue current weather to aircraft executing an selecting geographical fixes, depicted VFR checkpoints instrument approach if it changes from that on the are preferred unless the pilot exhibits a familiarity with the ATIS or that previously forwarded to the center/ local area. approach control.

Arrival Procedures and Separation 3−10−1 JO 7110.65U 2/9/12

3−10−3. SAME RUNWAY SEPARATION (b) When a Category II aircraft is landing behind a Category I or II− 4,500 feet. a. Separate an arriving aircraft from another (See FIG 3−10−3.) aircraft using the same runway by ensuring that the arriving aircraft does not cross the landing threshold FIG 3−10−3 until one of the following conditions exists or unless Same Runway Separation authorized in para 3−10−10, Altitude Restricted Low Approach. 1. The other aircraft has landed and is clear of the runway. (See FIG 3−10−1.) Between sunrise and sunset, if you can determine distances by reference to suitable landmarks and the other aircraft has landed, it need not be clear of the runway if the following minimum distance from the landing threshold exists: REFERENCE− P/CG Term− Clear of the Runway.

FIG 3−10−1 Same Runway Separation 2. The other aircraft has departed and crossed the runway end. (See FIG 3−10−4). If you can determine distances by reference to suitable landmarks and the other aircraft is airborne, it need not have crossed the runway end if the following minimum distance from the landing threshold exists: (a) Category I aircraft landing behind Category I or II− 3,000 feet. (b) Category II aircraft landing behind Category I or II− 4,500 feet. (a) When a Category I aircraft is landing (c) When either is a category III aircraft− behind a Category I or II− 3,000 feet. 6,000 feet. (See FIG 3−10−5.) (See FIG 3−10−2.) FIG 3−10−4 FIG 3−10−2 Same Runway Separation Same Runway Separation

3−10−2 Arrival Procedures and Separation 2/9/12 JO 7110.65U

FIG 3−10−5 intersect by ensuring that the arriving aircraft does Same Runway Separation not cross the landing threshold or flight path of the other aircraft until one of the following conditions exists: REFERENCE− FAAO JO 7110.65, Para 2−1−21, Traffic Advisories. 1. The preceding aircraft has departed and passed the intersection/flight path or is airborne and turning to avert any conflict. (See FIG 3−10−6 and FIG 3−10−7.)

FIG 3−10−6 Intersecting Runway Separation 3. When the succeeding aircraft is a helicopter, visual separation may be applied in lieu of using distance minima.

WAKE TURBULENCE APPLICATION

b. Issue wake turbulence advisories, and the position, altitude if known, and the direction of flight of: 1. The heavy jet/B757 to aircraft landing behind a departing/arriving heavy jet/B757 on the same or parallel runways separated by less than 2,500 feet. 2. The large aircraft to a small aircraft landing behind a departing/arriving large aircraft on the same FIG 3−10−7 or parallel runways separated by less than 2,500 feet. Intersecting Runway Separation REFERENCE− AC 90−23, Aircraft Wake Turbulence, Para 12, Pilot Responsibility. FAAO JO 7110.65, Para 3−10−10, Altitude Restricted Low Approach. EXAMPLE− 1. “Runway two seven left cleared to land, caution wake turbulence, heavy Boeing 747 departing runway two seven right.” 2. “Number two follow Boeing 757 on two-mile final. Caution wake turbulence.”

3−10−4. INTERSECTING RUNWAY SEPARATION Issue traffic information to each aircraft operating on intersecting runways. a. Separate an arriving aircraft using one runway from another aircraft using an intersecting runway or a nonintersecting runway when the flight paths

Arrival Procedures and Separation 3−10−3 JO 7110.65U 2/9/12

2. A preceding arriving aircraft is clear of the runway while another aircraft lands simultaneously landing runway, completed landing roll and will hold on an intersecting runway, or an aircraft lands to hold short of the intersection/flight path, or has passed the short of an intersecting taxiway or some other intersection/flight path. predetermined point such as an approach/departure (See FIG 3−10−8 and FIG 3−10−9.) flight path using procedures specified in the current LAHSO directive. The procedure must be approved FIG 3−10−8 by the air traffic manager and be in accordance with Intersection Runway Separation a facility directive. The following conditions apply: NOTE− Application of these procedures does not relieve controllers from the responsibility of providing other appropriate separation contained in this order. REFERENCE− FAAO JO 7210.3, Para 10−3−7, Land and Hold Short Operations (LAHSO). 1. A simultaneous takeoff and landing operation must only be conducted in VFR conditions. 2. Instruct the landing aircraft to hold short of the intersecting runway being used by the aircraft taking off. In the case of simultaneous landings and no operational benefit is lost, restrict the aircraft of the lesser weight category (if known). LAHSO FIG 3−10−9 clearances must only be issued to aircraft that are Intersection Runway Separation listed in the current LAHSO directive, whose Available Landing Distance (ALD) does not exceed the landing distance requirement for the runway condition. PHRASEOLOGY− HOLD SHORT OF RUNWAY (runway number), (traffic, type aircraft or other information). NOTE− Pilots who prefer to use the full length of the runway or a runway different from that specified are expected to advise ATC prior to landing. 3. Issue traffic information to both aircraft involved and obtain an acknowledgment from each. Request a read back of hold short instructions when they are not received from the pilot of the restricted NOTE− aircraft. When visual separation is being applied by the tower, EXAMPLE− appropriate control instructions and traffic advisories 1. “Runway one eight cleared to land, hold short of must be issued to ensure go around or missed approaches avert any conflict with the flight path of traffic on the other runway one four left, traffic, (type aircraft) landing runway runway. one four left.” REFERENCE− FAAO JO 7110.65, Para 7−2−1, Visual Separation, subpara a2. (When pilot of restricted aircraft responds with only acknowledgment): b. “USA/USAF/USN NOT APPLICABLE.” An aircraft may be authorized to takeoff from one “Runway one four left cleared to land, traffic, (type runway while another aircraft lands simultaneously aircraft) landing runway one eight will hold short of the on an intersecting runway or an aircraft lands on one intersection.”

3−10−4 Arrival Procedures and Separation 2/9/12 JO 7110.65U

REFERENCE− “Read back hold short instructions.” AC 90−23, Aircraft Wake Turbulence, Para 12, Pilot Responsibility. 2. “Runway three six cleared to land, hold short of runway FIG 3−10−10 three three, traffic, (type aircraft) departing runway three Intersecting Runway Separation three.”

“Traffic, (type aircraft) landing runway three six will hold short of the intersection, runway three three cleared for takeoff.” 4. Issue the measured distance from the landing threshold to the hold short point rounded “down” to the nearest 50−foot increment if requested by either aircraft. EXAMPLE− “Five thousand fifty feet available.” 5. The conditions in subparas b2, 3, and 4 must be met in sufficient time for the pilots to take other action, if desired, and no later than the time landing clearance is issued. 1. IFR/VFR aircraft landing on crossing 6. Land and Hold Short runways must be free of runways behind a departing heavy jet/B757; if the any contamination as described in the current arrival flight path will cross the takeoff path behind LAHSO directive, with no reports that braking action the heavy jet/B757 and behind the heavy jet/B757 is less than good. rotation point. (See FIG 3−10−11.)

7. There is no tailwind for the landing aircraft FIG 3−10−11 restricted to hold short of the intersection. The wind Intersecting Runway Separation may be described as “calm” when appropriate. REFERENCE− FAAO JO 7110.65, Para 2−6−5, Calm Wind Conditions. 8. The aircraft required landing distances are listed in the current LAHSO directive. 9. STOL aircraft operations are in accordance with a letter of agreement with the aircraft operator/pilot or the pilot confirms that it is a STOL aircraft.

WAKE TURBULENCE APPLICATION

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

d. Issue wake turbulence cautionary advisories, EXAMPLE− the position, altitude if known, and direction of flight “Runway niner cleared to land. Caution wake turbulence, of the heavy jet/B757 to: heavy C−One Forty One departing runway one five.”

Arrival Procedures and Separation 3−10−5 JO 7110.65U 2/9/12

2. VFR aircraft landing on a crossing runway clearance may be issued once the aircraft in position behind an arriving heavy jet/B757 if the arrival flight has started takeoff roll. path will cross. (See FIG 3−10−12.) 2. Facilities using safety logic in the full core alert runway configuration may issue a landing FIG 3−10−12 Intersecting Runway Separation clearance, full−stop, touch−and−go, stop−and−go, option, or unrestricted low approach to an arriving aircraft with an aircraft holding in position or taxiing to LUAW on the same runway except when reported weather conditions are less than ceiling 800 feet or visibility less than 2 miles. c. Inform the closest aircraft that is requesting a full−stop, touch−and−go, stop−and−go, option, or unrestricted low approaches when there is traffic authorized to line up and wait on the same runway. EXAMPLE− “Delta One, Runway One−Eight, continue, traffic holding in position.”

“Delta One, Runway One−Eight, cleared to land. Traffic holding in position.” d. USA/USN/USAF. Issue runway identifier along with surface wind when clearing an aircraft to land, touch and go, stop and go, low approach, or the option. EXAMPLE− “Runway niner cleared to land. Caution wake turbulence, PHRASEOLOGY− Boeing Seven Fifty Seven landing runway three six.” RUNWAY (number), WIND (surface wind direction and velocity), CLEARED TO LAND. REFERENCE− FAAO JO 7110.65, Para 7−4−4, Approaches to Multiple Runways. NOTE− A clearance to land means that appropriate separation on 3−10−5. LANDING CLEARANCE the landing runway will be ensured. A landing clearance does not relieve the pilot from compliance with any a. When issuing a clearance to land, first state the previously issued restriction. runway number followed by the landing clearance. If e. Whenever a runway length has been temporar- the landing runway is changed, controllers must ily or permanently shortened, state the word preface the landing clearance with “Change to “shortened” immediately following the runway runway.” number as part of the landing clearance. This PHRASEOLOGY− information must be issued in conjunction with the RUNWAY (number) CLEARED TO LAND. landing clearance. 1. The addition of “shortened” must be included Or in the landing clearance for the duration of the construction project when the runway is temporarily CHANGE TO RUNWAY (number) CLEARED TO LAND. shortened. b. Procedures. 2. The addition of “shortened” must be included 1. Facilities without a safety logic system or in the landing clearance until the A/FD is updated to facilities with the safety logic system inoperative or include the change(s) when the runway is perman- in the limited configuration must not clear an aircraft ently shortened. for a full−stop, touch−and−go, stop−and−go, option, PHRASEOLOGY− or unrestricted low approach when a departing RUNWAY (number) SHORTENED, CLEARED TO LAND. aircraft has been instructed to line up and wait or is EXAMPLE− holding in position on the same runway. The landing “Runway Two-Seven shortened, cleared to land.”

3−10−6 Arrival Procedures and Separation 2/9/12 JO 7110.65U

f. If landing clearance is temporarily withheld, clearance that it is not in sight and restate the landing insert the word “shortened” immediately after the runway. runway number to advise the pilot to continue. PHRASEOLOGY− PHRASEOLOGY− NOT IN SIGHT, RUNWAY (number) CLEARED TO RUNWAY (number) SHORTENED, CONTINUE. LAND. EXAMPLE− NOTE− “Runway TwoSeven shortened, continue.” Aircraft observance on the CTRD satisfies the visually observed requirement. REFERENCE− FAAO JO 7210.3, Para 10311, Airport Construction FAAO JO 7210.3, Para 10312, Change in Runway Length Due to 3−10−8. WITHHOLDING LANDING Construction CLEARANCE Do not withhold a landing clearance indefinitely even 3−10−6. ANTICIPATING SEPARATION though it appears a violation of Title 14 of the Code a. Landing clearance to succeeding aircraft in a of Federal Regulations has been committed. The landing sequence need not be withheld if you observe apparent violation might be the result of an the positions of the aircraft and determine that emergency situation. In any event, assist the pilot to prescribed runway separation will exist when the the extent possible. aircraft crosses the landing threshold. Issue traffic information to the succeeding aircraft if a preceding 3−10−9. RUNWAY EXITING arrival has not been previously reported and when traffic will be departing prior to their arrival. a. Instruct aircraft where to turn-off the runway after landing, when appropriate, and advise the EXAMPLE− aircraft to hold short of a runway or taxiway if “American Two Forty−Five, Runway One−Eight, cleared required for traffic. to land, number two following a United Seven−Thirty− Seven two mile final. Traffic will depart prior to your PHRASEOLOGY− arrival.” TURN LEFT/RIGHT (taxiway/runway),

“American Two Forty−Five, Runway One−Eight, cleared or to land. Traffic will depart prior to your arrival.” IF ABLE, TURN LEFT/RIGHT (taxiway/runway) NOTE− Landing sequence number is optional at tower facilities and if required where the arrival sequence to the runway is established by the approach control. HOLD SHORT OF (runway). b. Anticipating separation must not be applied NOTE− when conducting LUAW operations, except as Runway exiting or taxi instructions should not normally be authorized in paragraph 3−10−5b2. Issue applicable issued to an aircraft prior to, or immediately after, traffic information when using this provision. touchdown. EXAMPLE− b. Taxi instructions must be provided to the “American Two Forty−Five, Runway One−Eight, cleared aircraft by the local controller when: to land. Traffic will be a Boeing Seven−Fifty−Seven 1. Compliance with ATC instructions will be holding in position.” required before the aircraft can change to ground REFERENCE− control, or P/CG Term− Clear of the Runway. 2. The aircraft will be required to enter an active 3−10−7. LANDING CLEARANCE WITHOUT runway in order to taxi clear of the landing runway. VISUAL OBSERVATION EXAMPLE− “U.S. Air Ten Forty Two, turn right next taxiway, cross When an arriving aircraft reports at a position where runway two one, contact ground point seven.” he/she should be seen but has not been visually observed, advise the aircraft as a part of the landing “U.S. Air Ten Forty Two, turn right on Alfa/next taxiway,

Arrival Procedures and Separation 3−10−7 JO 7110.65U 2/9/12 cross Bravo, hold short of Charlie, contact ground point altitude low approaches over personnel unless airport seven.” authorities have advised these personnel that the NOTE− approaches will be conducted. Advise the approach- 1. An aircraft is expected to taxi clear of the runway unless ing aircraft of the location of applicable ground otherwise directed by ATC. Pilots must not exit the landing traffic, personnel, or equipment. runway on to an intersecting runway unless authorized by NOTE− ATC. In the absence of ATC instructions, an aircraft should 1. The 500 feet restriction is a minimum. Higher altitudes taxi clear of the landing runway by clearing the hold should be used when warranted. For example, 1,000 feet is position marking associated with the landing runway even more appropriate for heavy aircraft operating over if that requires the aircraft to protrude into or enter another unprotected personnel or small aircraft on or near the taxiway/ramp area. This does not authorize an aircraft to runway. cross a subsequent taxiway or ramp after clearing the landing runway. 2. This authorization includes altitude restricted low approaches over preceding landing or taxiing aircraft. REFERENCE− P/CG Term− Clear of the Runway. Restricted low approaches are not authorized over aircraft in takeoff position or departing aircraft. 2. The pilot is responsible for ascertaining when the aircraft is clear of the runway by clearing the runway PHRASEOLOGY− holding position marking associated with the landing CLEARED LOW APPROACH AT OR ABOVE (altitude). TRAFFIC (description and location). runway. REFERENCE− c. Ground control and local control must protect a FAAO JO 7110.65, Para 3−1−5, Vehicles/Equipment/Personnel on Runways. taxiway/runway/ramp intersection if an aircraft is FAAO JO 7110.65, Para 3−1−6, Traffic Information. required to enter that intersection to clear the landing FAAO JO 7110.65, Para 3−2−1, Light Signals. runway. FAAO JO 7110.65, Para 3−3−3, Timely Information. FAAO JO 7110.65, Para 3−9−4, Line Up and Wait (LUAW). REFERENCE− FAAO JO 7110.65, Para 3−10−3, Same Runway Separation. FAAO JO 7210.3, Para 10−1−7, Use of Active Runways. d. Request a read back of runway hold short 3−10−11. CLOSED TRAFFIC instructions when not received from the pilot. Approve/disapprove pilot requests to remain in EXAMPLE− closed traffic for successive operations subject to “American Four Ninety−two, turn left at Taxiway Charlie, local traffic conditions. hold short of Runway 27 Right.” PHRASEOLOGY− LEFT/RIGHT (if required) CLOSED TRAFFIC or APPROVED. REPORT (position if required),

“American Four Ninety−two, turn left at Charlie, hold or short of Runway 27 Right.” UNABLE CLOSED TRAFFIC, (additional information as “American Four Ninety Two, Roger.” required). NOTE− “American Four Ninety−two, read back hold Segregated traffic patterns for helicopters to runways and instructions.” other areas may be established by letter of agreement or NOTE− other local operating procedures. Read back hold instructions phraseology may be initiated REFERENCE− for any point on a movement area when the controller FAAO JO 7110.65, Para 3−7−4, Runway Proximity. believes the read back is necessary. FAAO JO 7110.65, Para 3−9−4, Line Up and Wait (LUAW). FAAO JO 7110.65, Para 3−10−3, Same Runway Separation.

3−10−10. ALTITUDE RESTRICTED LOW 3−10−12. OVERHEAD MANEUVER APPROACH Issue the following to arriving aircraft that will A low approach with an altitude restriction of not less conduct an overhead maneuver: than 500 feet above the airport may be authorized a. Pattern altitude and direction of traffic. Omit except over an aircraft in takeoff position or a either or both if standard or when you know the pilot departure aircraft. Do not clear aircraft for restricted is familiar with a nonstandard procedure.

3−10−8 Arrival Procedures and Separation 2/9/12 JO 7110.65U

PHRASEOLOGY− FIG 3−10−13 PATTERN ALTITUDE (altitude). RIGHT TURNS. Overhead Maneuver b. Request for report on initial approach. PHRASEOLOGY− REPORT INITIAL. c. “Break” information and request for pilot report. Specify the point of “break” only if nonstandard. Request the pilot to report “break” if required for traffic or other reasons. PHRASEOLOGY− BREAK AT (specified point).

REPORT BREAK. d. Overhead maneuver patterns are developed at airports where aircraft have an operational need to conduct the maneuver. An aircraft conducting an EXAMPLE− “Air Force Three Six Eight, Runway Six, wind zero seven overhead maneuver is on VFR and the IFR flight plan zero at eight, pattern altitude six thousand, report initial.” is cancelled when the aircraft reaches the “initial point” on the initial approach portion of the “Air Force Three Six Eight, break at midfield, report maneuver. The existence of a standard overhead break.” maneuver pattern does not eliminate the possible requirement for an aircraft to conform to convention- “Air Force Three Six Eight, cleared to land.” al rectangular patterns if an overhead maneuver cannot be approved. “Alfa Kilo Two Two, Runway Three One, wind three three zero at one four, right turns, report initial.” NOTE− Aircraft operating to an airport without a functioning “Alfa Kilo Two Two, report break.” control tower must initiate cancellation of the IFR flight plan prior to executing the overhead maneuver or after “Alfa Kilo Two Two, cleared to land.” landing. e. Timely and positive controller action is required to prevent a conflict when an overhead pattern could extend into the path of a departing or a missed approach aircraft. Local procedures and/or coordination requirements should be set forth in an appropriate letter of agreement, facility directive, base flying manual etc., when the frequency of occurrence warrants.

Arrival Procedures and Separation 3−10−9 JO 7110.65U 2/9/12

3−10−13. SIMULATED FLAMEOUT (SFO) 2. SFO/ELP approaches generally require high descent APPROACHES/EMERGENCY LANDING rates. Visibility ahead and beneath the aircraft is greatly PATTERN (ELP) OPERATIONS/PRACTICE restricted. PRECAUTIONARY APPROACHES 3. Pattern adjustments for aircraft conducting SFOs and ELPs may impact the effectiveness of SFO and ELP a. Authorize military aircraft to make SFO/ELP/ training. practice precautionary approaches if the following conditions are met: REFERENCE− FAAO JO 7110.65, Para 4−8−12, Low Approach and Touch-and-Go. 1. A letter of agreement or local operating FAAO JO 7610.4, Para 9−3−7, Simulated Flameout (SFO)/Emergency Landing Pattern (ELP) Operations. procedure is in effect between the military flying organization and affected ATC facility. b. For overhead SFO/ELP approaches: (a) Include specific coordination, execution, 1. Request a report at the entry point. and approval procedures for the operation. PHRASEOLOGY− (b) The exchange or issuance of traffic REPORT (high or low) KEY (as appropriate). information as agreed to in any interfacility letter of 2. Request a report at low key. agreement is accomplished. PHRASEOLOGY− (c) Include a statement in the procedure that REPORT LOW KEY. clarifies at which points SFOs/ELPs may/may not be 3. At low key, issue low approach clearance or terminated. (See FIG 3−10−14 and FIG 3−10−16.) alternate instructions. 2. Traffic information regarding aircraft in radio REFERENCE− communication with or visible to tower controllers FAAO JO 7110.65, Para 3−8−1, Sequence/Spacing Application. FAAO JO 7110.65, Para 10−1−7, Inflight Emergencies Involving which are operating within or adjacent to the Military Fighter-type Aircraft. flameout maneuvering area is provided to the FAAO JO 7610.4, Para 9−3−7, Simulated Flameout (SFO)/Emergency SFO/ELP aircraft and other concerned aircraft. Landing Pattern (ELP) Operations. 3. The high-key altitude or practice precaution- c. For straight−in simulation flameout ary approach maneuvering altitudes of the aircraft approaches: concerned are obtained prior to approving the 1. Request a position report from aircraft approach. (See FIG 3−10−14 and FIG 3−10−16.) conducting straight−in SFO approaches. NOTE− PHRASEOLOGY− 1. Practice precautionary/SFO/ELP approaches are REPORT (distance) MILE SIMULATED FLAMEOUT authorized only for specific aircraft. Any aircraft, however, FINAL. might make precautionary approaches, when engine failure is considered possible. The practice precautionary 2. At the appropriate position on final (normally approach maneuvering area/altitudes may not conform to no closer than 3 miles), issue low approach clearance the standard SFO/ELP maneuvering area/altitudes. or alternate instruction. (See FIG 3−10−15.)

3−10−10 Arrival Procedures and Separation 2/9/12 JO 7110.65U

FIG 3−10−14 Simulated Flameout [1]

Arrival Procedures and Separation 3−10−11 JO 7110.65U 2/9/12

FIG 3−10−15 Simulated Flameout [2]

FIG 3−10−16 Emergency Landing Pattern

3−10−12 Arrival Procedures and Separation 2/9/12 JO 7110.65U

Section 11. Helicopter Operations

3−11−1. TAXI AND GROUND MOVEMENT AVOID (aircraft/vehicles/personnel). OPERATION If required,

a. When necessary for a wheeled helicopter to taxi REMAIN AT OR BELOW (altitude). on the surface, use the phraseology in para 3−7−2, Taxi and Ground Movement Operations. CAUTION (wake turbulence or other reasons above).

NOTE− LAND AND CONTACT TOWER, Ground taxiing uses less fuel than hover-taxiing and minimizes air turbulence. However, under certain or conditions, such as rough, soft, or uneven terrain, it may become necessary to hover/air-taxi for safety considera- HOLD FOR (reason− takeoff clearance, release, tions. Helicopters with articulating rotors (usually designs landing/taxiing aircraft, etc.). with three or more main rotor blades) are subject to “ground resonance” and may, on rare occasions, suddenly NOTE− lift off the ground to avoid severe damage or destruction. Air-taxi is the preferred method for helicopter movements on airports provided ground operations/conditions permit. b. When requested or necessary for a helicopter/ Air-taxi authorizes the pilot to proceed above the surface VTOL aircraft to proceed at a slow speed above the either via hover-taxi or flight at speeds more than 20 knots. surface, normally below 20 knots and in ground Unless otherwise requested or instructed, the pilot is effect, use the following phraseology, supplemented expected to remain below 100 feet AGL. The pilot is solely as appropriate with the phraseology in para 3−7−2, responsible for selecting a safe airspeed for the Taxi and Ground Movement Operations. altitude/operation being conducted. REFERENCE− PHRASEOLOGY− P/CG Term− Air Taxi. HOVER-TAXI (supplemented, as appropriate, from AIM, Para 4−3−17, VFR Helicopter Operations at Controlled Airports. para 3−7−2, Taxi and Ground Movement Operations.) WAKE TURBULENCE APPLICATION CAUTION (dust, blowing snow, loose debris, taxiing light aircraft, personnel, etc.). d. Avoid clearances which require small aircraft or helicopters to taxi in close proximity to taxiing or NOTE− Hover-taxiing consumes fuel at a high burn rate, and hover-taxi helicopters. helicopter downwash turbulence (produced in ground REFERENCE− effect) increases significantly with larger and heavier AC 90−23, Aircraft Wake Turbulence, Para 10 and Para 11. helicopters. 3−11−2. HELICOPTER TAKEOFF REFERENCE− P/CG Term− Hover Taxi. CLEARANCE AIM, Para 4−3−17, VFR Helicopter Operations at Controlled Airports. a. Issue takeoff clearances from movement areas c. When requested or necessary for a helicopter to other than active runways or in diverse directions proceed expeditiously from one point to another, from active runways, with additional instructions as normally below 100 feet AGL and at airspeeds above necessary. Whenever possible, issue takeoff clear- 20 knots, use the following phraseology, supplemen- ance in lieu of extended hover−taxi or air−taxi ted as appropriate with the phraseology in operations. para 3−7−2, Taxi and Ground Movement Operations. PHRASEOLOGY− PHRASEOLOGY− (Present position, taxiway, helipad, numbers) MAKE AIR-TAXI: RIGHT/LEFT TURN FOR (direction, points of compass, heading, NAVAID radial) DEPARTURE/DEPARTURE VIA (direct, as requested, or specified route) ROUTE (number, name, or code), AVOID (aircraft/ vehicles/personnel), TO (location, heliport, helipad, operating/movement area, active/inactive runway). or

Helicopter Operations 3−11−1 JO 7110.65U 2/9/12

REMAIN (direction) OF (active runways, parking areas, FIG 3−11−1 passenger terminals, etc.). Helicopter Departure Separation

CAUTION (power lines, unlighted obstructions, trees, wake turbulence, etc.).

CLEARED FOR TAKEOFF. b. If takeoff is requested from non−movement areas, an area not authorized for helicopter use, or an area off the airport, and, in your judgment, the operation appears to be reasonable, use the following phraseology instead of the takeoff clearance in subpara a. PHRASEOLOGY− DEPARTURE FROM (requested location) WILL BE AT YOUR OWN RISK (additional instructions, as necessary). USE CAUTION (if applicable). b. A preceding, arriving helicopter has taxied off c. Unless agreed to by the pilot, do not issue the landing area. (See FIG 3−11−2.) downwind takeoffs if the tailwind exceeds 5 knots. NOTE− FIG 3−11−2 A pilot request to takeoff from a given point in a given Helicopter Departure Separation direction constitutes agreement.

3−11−3. HELICOPTER DEPARTURE SEPARATION Separate a departing helicopter from other helicopters by ensuring that it does not takeoff until one of the following conditions exists: NOTE− Helicopters performing air-taxiing operations within the boundary of the airport are considered to be taxiing aircraft. a. A preceding, departing helicopter has left the takeoff area. (See FIG 3−11−1.)

3−11−2 Helicopter Operations 2/9/12 JO 7110.65U

3−11−4. HELICOPTER ARRIVAL FIG 3−11−5 SEPARATION Helicopter Arrival Separation Separate an arriving helicopter from other helicopters by ensuring that it does not land until one of the following conditions exists: a. A preceding, arriving helicopter has come to a stop or taxied off the landing area. (See FIG 3−11−3 and FIG 3−11−4.)

FIG 3−11−3 Helicopter Arrival Separation

3−11−5. SIMULTANEOUS LANDINGS OR TAKEOFFS Authorize helicopters to conduct simultaneous landings or takeoffs if the distance between the landing or takeoff points is at least 200 feet and the courses to be flown do not conflict. Refer to surface markings to determine the 200 foot minimum, or instruct a helicopter to remain at least 200 feet from FIG 3−11−4 another helicopter. (See FIG 3−11−6.) Helicopter Arrival Separation FIG 3−11−6 Simultaneous Helicopter Landings or Takeoffs

b. A preceding, departing helicopter has left the landing area. (See FIG 3−11−5.)

Helicopter Operations 3−11−3 JO 7110.65U 2/9/12

3−11−6. HELICOPTER LANDING CLEARANCE CAUTION (power lines, unlighted obstructions, wake turbulence, etc.). a. Issue landing clearances to helicopters going to movement areas other than active runways or from CLEARED TO LAND. diverse directions to points on active runways, with b. If landing is requested to non-movement areas, additional instructions as necessary. Whenever an area not authorized for helicopter use, or an area possible, issue a landing clearance in lieu of extended off the airport, and, in your judgment, the operation hover−taxi or air−taxi operations. appears to be reasonable, use the following phraseology instead of the landing clearance in PHRASEOLOGY− subpara a. MAKE APPROACH STRAIGHT−IN/CIRCLING LEFT/ RIGHT TURN TO (location, runway, taxiway, helipad, PHRASEOLOGY− Maltese cross) ARRIVAL/ARRIVAL ROUTE (number, LANDING AT (requested location) WILL BE AT YOUR name, or code). OWN RISK (additional instructions, as necessary). USE CAUTION (if applicable). HOLD SHORT OF (active runway, extended runway c. Unless agreed to by the pilot, do not issue centerline, other). downwind landings if the tailwind exceeds 5 knots. REMAIN (direction/distance; e.g., 700 feet, 1 1/2 miles) NOTE− OF/FROM (runway, runway centerline, other helicopter/ A pilot request to land at a given point from a given aircraft). direction constitutes agreement.

3−11−4 Helicopter Operations 2/9/12 JO 7110.65U

Section 12. Sea Lane Operations

3−12−1. APPLICATION FIG 3−12−2 Sea Lane Departure Operations Where sea lanes are established and controlled, apply the provisions of this section.

3−12−2. DEPARTURE SEPARATION Separate a departing aircraft from a preceding departing or arriving aircraft using the same sea lane by ensuring that it does not commence takeoff until: a. The other aircraft has departed and crossed the end of the sea lane or turned to avert any conflict. (See FIG 3−12−1). If you can determine distances by reference to suitable landmarks, the other aircraft need only be airborne if the following minimum distance exists between aircraft:

1. When only Category I aircraft are involved− b. A preceding landing aircraft has taxied out of 1,500 feet. the sea lane. 2. When a Category I aircraft is preceded by a NOTE− Category II aircraft− 3,000 feet. Due to the absence of braking capability, caution should be 3. When either the succeeding or both are exercised when instructing a float plane to hold a position Category II aircraft− 3,000 feet. as the aircraft will continue to move because of prop generated thrust. Therefore, clearance to line up and wait 4. When either is a Category III aircraft− should be followed by takeoff or other clearance as soon as 6,000 feet. (See FIG 3−12−2.) is practical.

FIG 3−12−1 3−12−3. ARRIVAL SEPARATION Sea Lane Departure Operations Separate an arriving aircraft from another aircraft using the same sea lane by ensuring that the arriving aircraft does not cross the landing threshold until one of the following conditions exists: a. The other aircraft has landed and taxied out of the sea lane. Between sunrise and sunset, if you can determine distances by reference to suitable landmarks and the other aircraft has landed, it need not be clear of the sea lane if the following minimum distance from the landing threshold exists:

Sea Lane Operations 3−12−1 JO 7110.65U 2/9/12

1. When a Category I aircraft is landing behind lane if the following minimum distance from the a Category I or II− 2,000 feet. (See FIG 3−12−3.) landing threshold exists: 1. When only Category I aircraft are involved− FIG 3−12−3 Sea Lane Arrival Operations 1,500 feet. 2. When either is a Category II aircraft− 3,000 feet. 3. When either is a Category III aircraft− 6,000 feet. (See FIG 3−12−6.)

FIG 3−12−5 Sea Lane Arrival Operations

2. When a Category II aircraft is landing behind a Category I or II− 2,500 feet. (See FIG 3−12−4.)

FIG 3−12−4 Sea Lane Arrival Operations [View 2]

FIG 3−12−6 Sea Lane Arrival Operations

b. The other aircraft has departed and crossed the end of the sea lane or turned to avert any conflict. (See FIG 3−12−5.) If you can determine distances by reference to suitable landmarks and the other aircraft is airborne, it need not have crossed the end of the sea

3−12−2 Sea Lane Operations 2/9/12 JO 7110.65U

Chapter 4. IFR Section 1. NAVAID Use Limitations

4−1−1. ALTITUDE AND DISTANCE TBL 4−1−3 LIMITATIONS ILS Usable Height and Distance* When specifying a route other than an established Height (feet) Distance airway or route, do not exceed the limitations in the above transmitter (miles from transmitter) table on any portion of the route which lies within controlled airspace. (For altitude and distance 4,500 10 (for glideslope) limitations, see TBL 4−1−1, TBL 4−1−2, 4,500 18 (for localizer) TBL 4−1−3, and TBL 4−1−4.) (For correct applica- *Use the current flight check height/altitude limitations if different from the above minima. tion of altitude and distance limitations see FIG 4−1−1 and FIG 4−1−2.) TBL 4−1−4 REFERENCE− MLS FAAO JO 7110.65, Para 4−1−5, Fix Use. Usable Height and Distance* FAAO JO 7110.65, Para 5−6−2, Methods. Height (feet) Distance TBL 4−1−1 above transmitter (miles from transmitter) VOR/VORTAC/TACAN NAVAIDs 20,000 20 (for glideslope) Normal Usable Altitudes and Radius Distances 20,000 20 (for azimuth) Distance *Use the current flight check height/altitude limitations if Class Altitude (miles) different from the above minima. T 12,000 and below 25 FIG 4−1−1 L Below 18,000 40 Application of Altitude and Distance Limitations H Below 14,500 40 [Application 1] H 14,500 − 17,999 100 H 18,000 − FL 450 130 H Above FL 450 100

TBL 4−1−2 L/MF Radio Beacon (RBN) Usable Radius Distances for All Altitudes

Distance Class Power (watts) (miles) CL Under 25 15 MH Under 50 25 H 50 − 1,999 50 HH 2,000 or more 75

NAVAID Use Limitations 4−1−1 JO 7110.65U 2/9/12

FIG 4−1−2 REFERENCE− Application of Altitude and Distance Limitations FAAO JO 7110.65, Para 2−1−3, Procedural Preference. FAAO JO 7110.65, Para 4−4−2, Route Structure Transitions. [Application 2] FAAO JO 7110.65, Para 6−5−4, Minima Along Other Than Established Airways or Routes. P/CG Term− Radar Monitoring. b. Operational necessity requires and approval has been obtained from the Frequency Management and Flight Inspection Offices to exceed them. c. Requested routing is via an MTR. REFERENCE− FAAO JO 7110.65, Para 5−6−2, Methods.

4−1−3. CROSSING ALTITUDE Use an altitude consistent with the limitations of the aid when clearing an aircraft to cross or hold at a fix. REFERENCE− FAAO JO 7110.65, Para 5−6−2, Methods.

4−1−4. VFR-ON-TOP 4−1−2. EXCEPTIONS Use a route not meeting service volume limitations Altitude and distance limitations need not be applied only if an aircraft requests to operate “VFR-on-top” when any of the following conditions are met: on this route. NOTE− a. Routing is initiated by ATC or requested by the Aircraft equipped with TACAN only are expected to: pilot and the following is provided: 1. Define route of flight between TACAN or VORTAC 1. Radar monitoring. NAVAIDs in the same manner as VOR-equipped aircraft.

2. As necessary, course guidance unless the 2. Except in Class A airspace, submit requests for aircraft is /E, /F, /G, or /R equipped. “VFR-on-top” flight where insufficient TACAN or VORTAC NAVAIDs exist to define the route. NOTE− 1. Para 5−5−1, Application, requires radar separation be REFERENCE− FAAO JO 7110.65, Para 5−6−2, Methods. provided to RNAV aircraft on random (impromptu) routes at FL 450 and below. 4−1−5. FIX USE 2. EN ROUTE. Radar monitoring is not required for aircraft equipped with IFR−certified GPS systems Request aircraft position reports only over fixes operating on point−to−point RNAV routes within the shown on charts used for the altitude being flown, Anchorage Air Route Traffic Control Center (ARTCC) except as follows: controlled airspace (excluding oceanic airspace), where NOTE− ATC surveillance coverage is not available. Additionally, Waypoints filed in random RNAV routes automatically in accordance with para 5−5−1, Application; such aircraft become compulsory reporting points for the flight unless described herein may be provided nonradar separation, in otherwise advised by ATC. lieu of radar separation, when an operational advantage will be gained. a. Unless the pilot requests otherwise, use only those fixes shown on high altitude en route charts, 3. When a clearance is issued beyond the altitude and/or high altitude instrument approach procedures charts, distance limitations of a NAVAID, in addition to being and SID charts when clearing military turbojet responsible for maintaining separation from other aircraft single-piloted aircraft. and airspace, the controller is responsible for providing aircraft with information and advice related to significant b. Except for military single-piloted turbojet deviations from the expected flight path. aircraft, unpublished fixes may be used if the name of

4−1−2 NAVAID Use Limitations 2/9/12 JO 7110.65U

the NAVAID and, if appropriate, the radial/course/ (a) When holding operations are involved azimuth and frequency/channel are given to the pilot. with respect to subparas (b) and (c) below, the angle An unpublished fix is defined as one approved and of divergence must be at least 45 degrees. planned for publication which is not yet depicted on (b) the charts or one which is used in accord with the When both NAVAIDs involved are following: located within 30 NM of the unpublished fix, the minimum divergence angle is 30 degrees. REFERENCE− FAAO 7130.3, Holding Pattern Criteria. (c) When the unpublished fix is located over 1. Unpublished fixes are formed by the en route 30 NM from the NAVAID generating the off-course radial and either a DME distance from the same radial, the minimum divergence angle must increase NAVAID or an intersecting radial from an off-route 1 degree per NM up to 45 NM; e.g., 45 NM would VOR/VORTAC/TACAN. DME must be used in lieu require 45 degrees. of off-route radials, whenever possible. (d) When the unpublished fix is located 2. Except where known signal coverage restric- beyond 45 NM from the NAVAID generating the tions exist, an unpublished fix may be used for ATC off-course radial, the minimum divergence angle 1 purposes if its location does not exceed NAVAID must increase /2 degree per NM; e.g., 130 NM would altitude and distance limitation, and when off-route require 88 degrees. radials are used, the angle of divergence meets the criteria prescribed below. c. Fixes contained in the route description of MTRs are considered filed fixes. NOTE− Unpublished fixes should not negate the normal use of d. TACAN-only aircraft (type suffix M, N, or P) published intersections. Frequent routine use of an possess TACAN with DME, but no VOR or LF unpublished fix would justify establishing a fix. navigation system capability. Assign fixes based on REFERENCE− TACAN or VORTAC facilities only. FAAO JO 7110.65, Para 4−1−1, Altitude and Distance Limitations. NOTE− 3. Do not hold aircraft at unpublished fixes TACAN-only aircraft can never be held overhead the below the lowest assignable altitude dictated by NAVAID, be it TACAN or VORTAC. terrain clearance for the appropriate holding pattern airspace area (template) regardless of the MEA for e. DME fixes must not be established within the the route being flown. no-course signal zone of the NAVAID from which inbound holding course information would be 4. When the unpublished fix is located on an derived. off-route radial and the radial providing course REFERENCE− guidance, it must be used consistent with the FAAO JO 7110.65, Para 2−5−3, NAVAID Fixes. following divergence angles: FAAO JO 7110.65, Para 5−6−2, Methods.

NAVAID Use Limitations 4−1−3

2/9/12 JO 7110.65U

Section 2. Clearances

4−2−1. CLEARANCE ITEMS REFERENCE− FAAO JO 7110.65, Para 4−2−8, IFR−VFR and VFR−IFR Flights. Issue the following clearance items, as appropriate, in FAAO JO 7110.65, Para 4−5−7, Altitude Information. the order listed below: 4−2−2. CLEARANCE PREFIX a. Aircraft identification. a. Prefix a clearance, information, or a request for b. Clearance limit. information which will be relayed to an aircraft through a non−ATC facility by stating “A−T−C 1. When the clearance limit is an airport, the clears,” “A−T−C advises,” or “A−T−C requests.” word “airport” must follow the airport name. b. Flight service stations must prefix a clearance PHRASEOLOGY− with the appropriate phrase: “ATC clears,” “ATC CLEARED TO (destination) AIRPORT. advises,” etc. 2. When the clearance limit is a NAVAID, and the NAVAID type is known, the type of NAVAID 4−2−3. DELIVERY INSTRUCTIONS must follow the NAVAID name. Issue specific clearance delivery instructions, if PHRASEOLOGY− appropriate. CLEARED TO (NAVAID name and type). 3. When the clearance limit is an intersection or 4−2−4. CLEARANCE RELAY waypoint, and the type is known, the type must follow the intersection or waypoint name. Relay clearances verbatim. REFERENCE− PHRASEOLOGY− FAAO JO 7110.65, Para 10−4−4, Communications Failure. CLEARED TO (intersection or waypoint name and type). c. Standard Instrument Departure (SID). 4−2−5. ROUTE OR ALTITUDE AMENDMENTS d. Route of flight including PDR/PDAR/PAR when applied. a. Amend route of flight in a previously issued clearance by one of the following: e. Altitude data in the order flown. 1. State which portion of the route is being f. Mach number, if applicable. amended and then state the amendment. g. USAF. When issuing a clearance to an airborne PHRASEOLOGY− aircraft containing an altitude assignment, do not CHANGE (portion of route) TO READ (new portion of include more than one of the following in the same route). transmission: 2. State the amendment to the route and then state that the rest of the route is unchanged. 1. Frequency change. PHRASEOLOGY− 2. Transponder change. (Amendment to route), REST OF ROUTE UNCHANGED. 3. Heading. 3. Issue a clearance “direct” to a point on the previously issued route. 4. Altimeter setting. PHRASEOLOGY− 5. Traffic information containing an altitude. CLEARED DIRECT (fix,waypoint). Or h. Holding instructions. CLEARED DIRECT (destination) AIRPORT. i. Any special information. NOTE− Clearances authorizing “direct” to a point on a previously j. Frequency and beacon code information. issued route do not require the phrase “rest of route

Clearances 4−2−1 JO 7110.65U 2/9/12 unchanged.” However, it must be understood where the restrictions are canceled, including SID/STAR/(ATC) previously cleared route is resumed. When necessary, “rest altitude restrictions if any. of route unchanged” may be used to clarify routing. 2. Crossing altitudes and speed restrictions not annotated 4. Issue the entire route by stating the as (ATC) for SIDs and DPs, including ODPs, are mandatory and cannot be canceled by ATC. ATC altitude amendment. restrictions and/or speed restrictions annotated (ATC) may EXAMPLE− be canceled by ATC. In the event of lost communications, (Cessna 21A has been cleared to the Airville Airport via aircraft are expected to comply with all restrictions unless V41 Delta VOR V174 Alfa VOR, direct Airville Airport, ATC has previously canceled the ATC−annotated restric- maintain 9000. After takeoff, the aircraft is rerouted via tions. V41 Frank intersection, V71 Delta VOR, V174 Alfa VOR. c. Issue an amended clearance if a speed The controller issues one of the following as an amended restriction is declined because it cannot be complied clearance): with concurrently with a previously issued altitude 1. “Cessna Two One Alfa change Victor Forty−One Delta restriction. to read Victor Forty−One Frank, Victor Seventy−One EXAMPLE− Delta.” (An aircraft is cleared to cross Gordonsville VOR at 11,000. Shortly thereafter he/she is cleared to reduce 2. “Cessna Two One Alfa cleared via Victor Forty−One his/her airspeed to 300 knots. The pilot informs the Frank, Victor Seventy−One Delta, rest of route un- controller he/she is unable to comply with both clearances changed.” simultaneously. The controller issues an amended clearance as follows):

3. “Cessna Two One Alfa cleared via Victor Forty−One “Cross Gordonsville VOR at One One Thousand. Then, Frank, Victor Seventy−One Delta, Victor One Seventy− reduce speed to Three Zero Zero.” Four Alfa V−O−R, direct Airville airport, maintain Niner NOTE− Thousand.” The phrase “do the best you can” or comparable phrases b. When route or altitude in a previously issued are not valid substitutes for an amended clearance with clearance is amended, restate all applicable altitude altitude or speed restrictions. restrictions. REFERENCE− FAAO JO 7110.65, Para 2−1−18, Operational Requests. FAAO JO 7110.65, Section 6, Vectoring, Para 5−6−2, Methods. EXAMPLE− FAAO JO 7110.65, Section 7, Speed Adjustment, Para 5−7−2, Methods. (A departing aircraft is cleared to cross Ollis intersection at or above 3,000; Gordonsville VOR at or above 12,000; d. Air traffic control specialists should avoid route maintain FL 200. Shortly after departure the altitude to be and/or altitude changes for aircraft participating in maintained is changed to FL 240. Because altitude the North American Route Program (NRP) and that restrictions remain in effect, the controller issues an are displaying “NRP” in the remarks section of their amended clearance as follows): flight plan. Specialists at facilities actively participating in the High Altitude Redesign (HAR) program “Amend altitude. Cross Ollis intersection at or above should avoid route and/or altitude changes for aircraft Three Thousand; cross Gordonsville V−O−R at or above participating in full HAR and high altitude One Two Thousand; maintain Flight Level Two Four Zero.” Point−to−point (PTP), and that are displaying “HAR,” or “PTP” in the remarks section of their (Shortly after departure, altitude restrictions are no longer flight plan. applicable, the controller issues an amended clearance as NOTE− follows): Air traffic control specialists retain the latitude necessary to tactically resolve conflicts. Every effort should be made “Climb and maintain Flight Level Two Four Zero.” to ensure the aircraft is returned to the original filed flight NOTE− plan/altitude as soon as conditions warrant. 1. Restating previously issued altitude to “maintain” is an REFERENCE− amended clearance. If altitude to “maintain” is changed or FAAO JO 7110.65, Para 2−1−4, Operational Priority. FAAO JO 7110.65, Para 2−2−15, North American Route Program restated, whether prior to departure or while airborne, and (NRP) Information. previously issued altitude restrictions are omitted, altitude FAAO JO 7110.65, Para 2−3−2, En Route Data Entries.

4−2−2 Clearances 2/9/12 JO 7110.65U

FAAO JO 7210.3, Chapter 17, Section 16, North American Route 1. Before issuing a clearance, ask if the pilot is Program. able to maintain terrain and obstruction clearance during a climb to the minimum IFR altitude. 4−2−6. THROUGH CLEARANCES NOTE− Pilots of pop−up aircraft are responsible for terrain and You may clear an aircraft through intermediate stops. obstacle clearance until reaching minimum instrument PHRASEOLOGY− altitude (MIA) or minimum en route altitude (MEA). Pilot CLEARED THROUGH (airport) TO (fix). compliance with an approved FAA procedure or an ATC instruction transfers that responsibility to the FAA; therefore, do not assign (or imply) specific course guidance 4−2−7. ALTRV CLEARANCE that will (or could) be in effect below the MIA or MEA. EXAMPLE− Use the phrase “via approved altitude reservation “November Eight Seven Six, are you able to provide your flight plan,” if the aircraft will operate in an approved own terrain and obstruction clearance between your ALTRV. present altitude and six thousand feet?” PHRASEOLOGY− 2. If the pilot is able to maintain terrain and VIA APPROVED ALTITUDE RESERVATION (mission obstruction separation, issue the appropriate clear- name) FLIGHT PLAN. ance as prescribed in para 4−2−1, Clearance Items, NOTE− and para 4−5−6, Minimum En Route Altitudes. An ALTRV normally includes the departure, climb, cruise, 3. If unable to maintain terrain and obstruction and arrival phases of flight up to and including holding separation, instruct the pilot to maintain VFR and to pattern or point/time at which ATC provides separation state intentions. between aircraft. REFERENCE− 4. If appropriate, apply the provisions of FAAO JO 7110.65, Para 4−3−3, Abbreviated Departure Clearance. para 10−2−7, VFR Aircraft In Weather Difficulty, or para 10−2−9, Radar Assistance Techniques, as necessary. 4−2−8. IFR−VFR AND VFR−IFR FLIGHTS

a. Clear an aircraft planning IFR operations for the 4−2−9. CLEARANCE ITEMS initial part of flight and VFR for the latter part to the The following guidelines must be utilized to facilitate fix at which the IFR part ends. the processing of airfile aircraft: b. Treat an aircraft planning VFR for the initial a. Ensure the aircraft is within your area of part of flight and IFR for the latter part as a VFR jurisdiction unless otherwise coordinated. departure. Issue a clearance to this aircraft when it requests IFR clearance approaching the fix where it b. Obtain necessary information needed to proposes to start IFR operations. The phraseology provide IFR service. CLEARED TO (destination) AIRPORT AS FILED c. Issue clearance to destination, short range may be used with abbreviated departure clearance clearance, or an instruction to the pilot to contact an procedures. FSS if the flight plan cannot be processed. If REFERENCE− clearance is to destination airport, the phraseology FAAO JO 7110.65, Para 4−3−3, Abbreviated Departure Clearance. CLEARED TO (destination) AIRPORT must be c. When an aircraft changes from VFR to IFR, the used. If clearance is to a NAVAID, state the name of controller must assign a beacon code to Mode-C the NAVAID followed by the type of NAVAID, if the equipped aircraft that will allow MSAW alarms. type is known. If clearance is to an intersection or waypoint and the type is known, the type must follow d. When a VFR aircraft, operating below the the intersection or waypoint name. minimum altitude for IFR operations, requests an IFR NOTE− clearance and you are aware that the pilot is unable to These procedures do not imply that the processing of climb in VFR conditions to the minimum IFR airfiles has priority over another ATC duty to be altitude: performed.

Clearances 4−2−3 JO 7110.65U 2/9/12

REFERENCE− 2. Airports without an air/ground communica- FAAO JO 7110.65, Para 2−2−1, Recording Information. tions station: PHRASEOLOGY− 4−2−10. CANCELLATION OF IFR FLIGHT (Call sign) REPORT CANCELLATION OF IFR THIS PLAN FREQUENCY OR WITH FLIGHT SERVICE. a. If necessary, before instructing an IFR aircraft Or arriving at an airport not served by an air traffic (Call sign) REPORT CANCELLATION OF IFR THIS control tower or flight service station to change to the FREQUENCY OR WITH (FSS serving the area or the ATC common traffic advisory frequency, provide the pilot controlling facility). with instructions on how to cancel his/her IFR flight EXAMPLE− plan. “N13WA report cancellation of IFR this frequency or with 1. Airports with an air/ground communications McAlester Radio.” station: b. Respond to a pilot’s cancellation of his/her IFR PHRASEOLOGY− flight plan as follows: (Call sign) REPORT CANCELLATION OF IFR ON PHRASEOLOGY− (frequency). (Call sign) IFR CANCELLATION RECEIVED.

4−2−4 Clearances 2/9/12 JO 7110.65U

Section 3. Departure Procedures

4−3−1. DEPARTURE TERMINOLOGY PHRASEOLOGY− DESTINATION AS FILED. Avoid using the term “takeoff” except to actually c. clear an aircraft for takeoff or to cancel a takeoff Departure Procedures. clearance. Use such terms as “depart,” “departure,” or 1. Specify direction of takeoff/turn or initial “fly” in clearances when necessary. heading/azimuth to be flown after takeoff as follows: REFERENCE− (a) Locations with Airport Traffic Control FAAO JO 7110.65, Para 3−9−9, Takeoff Clearance. FAAO JO 7110.65, Para 3−9−10, Cancellation of Takeoff Clearance. Service− Specify these items as necessary. (b) Locations without Airport Traffic Control 4−3−2. DEPARTURE CLEARANCES Service, but within a Class E surface area− specify these items if necessary. Obtain/solicit the pilot’s Include the following items in IFR departure concurrence concerning these items before issuing clearances: them in a clearance. NOTE− NOTE− When considered necessary, controllers or pilots may Direction of takeoff and turn after takeoff can be initiate read backs of a clearance. Some pilots may be obtained/solicited directly from the pilot, or relayed by an required by company rule to do so. FSS, dispatcher, etc., as obtained/solicited from the pilot. a. Always include the airport of departure when (c) At all other airports− Do not specify issuing a departure clearance for relay to an aircraft direction of takeoff/turn after takeoff. If necessary to by an FSS, dispatcher, etc. specify an initial heading/azimuth to be flown after b. Clearance Limit. takeoff, issue the initial heading/azimuth so as to apply only within controlled airspace. 1. Specify the destination airport when practi- 2. Where only textually described obstacle cable, even though it is outside controlled airspace. departure procedures (ODP) have been published for Issue short range clearances as provided for in any a location and pilot compliance is necessary to ensure procedures established for their use. separation, include the procedure as part of the ATC (a) When the clearance limit is an airport, the clearance. word “airport” must follow the airport name. EXAMPLE− PHRASEOLOGY− “Depart via the (airport name) (runway number) CLEARED TO (destination) AIRPORT departure procedure.” NOTE− (b) When the clearance limit is a NAVAID IFR takeoff minimums and departure procedures are and the NAVAID type is known, the type of NAVAID prescribed for specific airports/runways and published in must follow the NAVAID name. a tabular form supplement to the FAA instrument approach PHRASEOLOGY− procedure chart and appropriate FAA Form 8260. These CLEARED TO (NAVAID name and type) procedures are identified on instrument approach procedure charts with a symbol: (c) When the clearance limit is an intersection or waypoint and the type is known, the type must follow the intersection or waypoint name.

PHRASEOLOGY− 3. Compatibility with a procedure issued may CLEARED TO (intersection or waypoint name and type) be verified by asking the pilot if items obtained/ 2. For Air Force One (AF1) operations, do not solicited will allow him/her to comply with local specify the destination airport. traffic pattern, terrain, or obstruction avoidance. NOTE− PHRASEOLOGY− Presidential detail is responsible for ensuring the accuracy FLY RUNWAY HEADING. of the destination airport.

Departure Procedures 4−3−1 JO 7110.65U 2/9/12

DEPART (direction or runway). PHRASEOLOGY− (SID name) DEPARTURE, EXCEPT (revised altitude TURN LEFT/RIGHT. information). I SAY AGAIN (revised altitude information). EXAMPLE− WHEN ENTERING CONTROLLED AIRSPACE “Stroudsburg One Departure, except cross Quaker at (instruction), FLY HEADING (degrees) UNTIL five thousand. I say again, cross Quaker at five thousand.” REACHING (altitude, point, or fix) BEFORE PROCEEDING ON COURSE. “Astoria Two RNAV Departure, except cross Astor waypoint at six thousand. I say again, cross Astor waypoint FLY A (degree) BEARING/AZIMUTH FROM/TO (fix) at six thousand.” UNTIL (time), (c) Specify altitudes when they are not or included in the SID. PHRASEOLOGY− UNTIL REACHING (fix or altitude), (SID name) DEPARTURE. CROSS (fix) AT (altitude). EXAMPLE− and if required, “Stroudsburg One Departure. Cross Jersey intersection at four thousand. Cross Range intersection at six thousand.” BEFORE PROCEEDING ON COURSE. EXAMPLE− “Engle Two RNAV departure. Cross Pilim waypoint at or “Verify right turn after departure will allow compliance above five thousand. Cross Engle waypoint at or above with local traffic pattern,”or “Verify this clearance will seven thousand. Cross Gorge waypoint at niner thousand.” allow compliance with terrain or obstruction avoidance.” d. Route of flight. Specify one or more of the following: NOTE− If a published IFR departure procedure is not included in 1. Airway, route, course, heading, azimuth, arc, an ATC clearance, compliance with such a procedure is the or vector. pilot’s prerogative. 2. The routing a pilot can expect if any part of 4. SIDs: the route beyond a short range clearance limit differs from that filed. (a) Assign a SID (including transition if PHRASEOLOGY− necessary). Assign a PDR or the route filed by the EXPECT FURTHER CLEARANCE VIA (airways, routes, pilot, only when a SID is not established for the or fixes.) departure route to be flown, or the pilot has indicated e. Altitude. Use one of the following in the order that he/she does not wish to use a SID. of preference listed: PHRASEOLOGY− NOTE− (SID name and number) DEPARTURE. Turbojet aircraft equipped with afterburner engines may occasionally be expected to use afterburning during their (SID name and number) DEPARTURE, climb to the en route altitude. When so advised by the pilot, (transition name) TRANSITION. the controller may be able to plan his/her traffic to accommodate the high performance climb and allow the EXAMPLE− pilot to climb to his/her planned altitude without “Stroudsburg One Departure.” restriction. “Stroudsburg One Departure, Sparta Transition.” 1. To the maximum extent possible, Air Force “Stroudsburg One RNAV Departure.” One will be cleared unrestricted climb to: NOTE− (a) 9,000’ AGL or higher. If a pilot does not wish to use a SID issued in an ATC clearance, or any other SID published for that location, (b) If unable 9,000’ AGL or higher, then the he/she is expected to advise ATC. highest available altitude below 9,000’ AGL. (b) If it is necessary to assign a crossing 2. Assign the altitude requested by the pilot. altitude which differs from the SID altitude, repeat 3. Assign an altitude, as near as possible to the the changed altitude to the pilot for emphasis. altitude requested by the pilot, and

4−3−2 Departure Procedures 2/9/12 JO 7110.65U

(a) Inform the pilot when to expect clearance “Climb and maintain five thousand. Expect niner to the requested altitude unless instructions are thousand one zero minutes after departure.” contained in the specified SID, or 3. A pilot has requested 17,000 feet which is unavailable. You plan 15,000 feet to be the pilot’s highest altitude prior (b) If the requested altitude is not expected to to descent to the pilot’s destination but only 13,000 feet is be available, inform the pilot what altitude can be available until San Jose VOR. Advise the pilot of the expected and when/where to expect it. expected altitude change and at what fix/time to expect clearance to 15,000 feet. The clearance will read: “Climb NOTE− and maintain one three thousand. Expect one five thousand 1. 14 CFR Section 91.185, says that in the event of a at San Jose. One seven thousand is not available.” two-way radio communication failure, in VFR conditions or if VFR conditions are encountered after the failure, the REFERENCE− FAAO JO 7110.65, Para 4−3−3, Abbreviated Departure Clearance. pilot must continue the flight under VFR and land as soon FAAO JO 7110.65, Para 5−8−2, Initial Heading. as practicable. That section also says that when the failure occurs in IFR conditions the pilot must continue flight at 4−3−3. ABBREVIATED DEPARTURE the highest of the following altitudes or flight levels for the CLEARANCE route segment being flown: a. The altitude or flight level assigned in the last ATC a. Issue an abbreviated departure clearance if its clearance received. use reduces verbiage and the following conditions are b. The minimum altitude (converted, if appropriate, to met: minimum flight level as prescribed in 14 CFR Sec- REFERENCE− tion 91.121(c)) for IFR operations. (This altitude should be FAAO JO 7110.65, Para 4−2−8, IFR-VFR and VFR-IFR Flights. consistent with MEAs, MOCAs, etc.) c. The altitude or flight level ATC has advised may be 1. The route of flight filed with ATC has not expected in a further clearance. been changed by the pilot, company, operations officer, input operator, or in the stored flight plan 2. If the expected altitude is the highest of the preceding program prior to departure. choices, the pilot should begin to climb to that expected altitude at the time or fix specified in the clearance. The NOTE− choice to climb to the expected altitude is not applicable if A pilot will not accept an abbreviated clearance if the route the pilot has proceeded beyond the specified fix or if the of flight filed with ATC has been changed by him/her or the time designated in the clearance has expired. company or the operations officer before departure. He/she is expected to inform the control facility on initial PHRASEOLOGY− radio contact if he/she cannot accept the clearance. It is the CLIMB AND MAINTAIN (the altitude as near as possible responsibility of the company or operations officer to to the pilot’s requested altitude). EXPECT (the requested inform the pilot when they make a change. altitude or an altitude different from the requested altitude) 2. All ATC facilities concerned have sufficient AT (time or fix), route of flight information to exercise their control and if applicable, responsibilities. NOTE− (pilot’s requested altitude) IS NOT AVAILABLE. The route of flight information to be provided may be covered in letters of agreement. EXAMPLE− 1. A pilot has requested flight level 350. Flight level 230 3. When the flight will depart IFR, destination is immediately available and flight level 350 will be airport information is relayed between the facilities available at the Appleton zero five zero radial 35 mile fix. concerned prior to departure. The clearance will read: EXAMPLE− “Climb and maintain flight level two three zero. Expect 1. A tower or flight service station relay of destination flight level three five zero at Appleton zero five zero radial airport information to the center when requesting three five mile fix.” clearance: 2. A pilot has requested 9,000 feet. An altitude restriction “Request clearance for United Four Sixty-One to is required because of facility procedures or requirements. O’Hare.” Assign the altitude and advise the pilot at what fix/time the 2. A center relay to the tower or flight service station when pilot may expect the requested altitude. The clearance initiating a clearance: could read: “Clearance for United Four Sixty-One to O’Hare.”

Departure Procedures 4−3−3 JO 7110.65U 2/9/12

NOTE− CLEARED TO (destination) AIRPORT AS FILED. Pilots are expected to furnish the facility concerned with MAINTAIN (altitude); destination airport information on initial radio call-up. This will provide the information necessary for detecting and if required, any destination airport differences on facility relay. (additional instructions or information). 4. The assigned altitude, according to the provisions in para 4−3−2, Departure Clearances, subpara e, is stated in the clearance. EXAMPLE− “Cleared to Reynolds Airport; David Two RNAV b. If it is necessary to modify a filed route of flight Departure, Kingham Transition; then, as filed. Maintain in order to achieve computer acceptance due, for niner thousand. Expect flight level four one zero, one zero example, to incorrect fix or airway identification, the minutes after departure.” contraction “FRC,” meaning “Full Route Clearance Necessary,” or “FRC/(fix),” will be added to the “Cleared to Reynolds Airport as filed. Maintain niner remarks. “FRC” or “FRC/(fix)” must always be the thousand. Expect flight level four one zero, one zero first item of intra-center remarks. When “FRC” or minutes after departure.” “FRC/(fix)” appears on a flight progress strip, the NOTE− controller issuing the ATC clearance to the aircraft 1. SIDs are excluded from “cleared as filed” procedures. must issue a full route clearance to the specified fix, 2. If a pilot does not wish to accept an ATC clearance to or, if no fix is specified, for the entire route. fly a SID, he/she is expected to advise ATC or state EXAMPLE− “NO SID” in his/her flight plan remarks. “Cleared to Missoula International Airport, Chief Two e. When a filed route will require revisions, the Departure to Angley; direct Salina; then as filed; maintain one seven thousand.” controller responsible for initiating the clearance to the aircraft must either: NOTE− Changes, such as those made to conform with traffic flows 1. Issue a FRC/FRC until a fix; or and preferred routings, are only permitted to be made by 2. If it reduces verbiage, state the phrase: the pilot (or his/her operations office) or the controller responsible for initiating the clearance to the aircraft. “Cleared to (destination) airport, or cleared NAVAID, intersection, or waypoint (type if known), (SID and c. Specify the destination airport in the clearance. SID transition, as appropriate), then as filed, except . . ..” Specify the necessary revision, then the assigned d. When no changes are required in the filed route, altitude; and if required, add any additional state the phrase: “Cleared to (destination) airport, instructions or information. If a SID is not assigned, (SID and SID transition, as appropriate); then, as state: “Cleared to (destination) airport or cleared to filed.” If a SID is not assigned, follow with “As filed.” NAVAID, intersection, or waypoint (type if known) Specify the assigned altitude; and, if required, add as filed, except . . ..” Specify the necessary revision, any additional instructions or information, including the assigned altitude; and if required, add any final requested altitude if different than assigned additional instructions or information. except if Pre−Departure Clearance (PDC) is utilized. PHRASEOLOGY− PHRASEOLOGY− CLEARED TO (destination) AIRPORT. CLEARED TO (destination) AIRPORT; Or and as appropriate, CLEARED TO (NAVAID name and type). (SID name and number) DEPARTURE, THEN AS FILED. Or MAINTAIN (altitude); (additional instructions or information). CLEARED TO (intersection or waypoint name and type). If a SID is not assigned, and as appropriate,

4−3−4 Departure Procedures 2/9/12 JO 7110.65U

3. When the clearance limit is an intersection or (SID name and number) DEPARTURE, waypoint and the type is known, the type must follow the intersection or waypoint name. (transition name) TRANSITION; THEN, PHRASEOLOGY− AS FILED, EXCEPT CHANGE ROUTE TO READ CLEARED TO (intersection or waypoint name and type) (amended route portion). EXAMPLE− The filed route of flight is from Hutchins V10 Emporia, MAINTAIN (altitude); thence V10N and V77 to St. Joseph. The clearance will read: and if required, “Cleared to Watson Airport as filed via Emporia, maintain Seven Thousand.” (additional instructions or information). g. Do not apply these procedures when a pilot requests a detailed clearance or to military operations If a SID is not assigned, conducted within ALTRV, stereo routes, operations CLEARED TO (destination) AIRPORT AS FILED, above FL 600, and other military operations requiring special handling. EXCEPT CHANGE ROUTE TO READ (amended route NOTE− portion). Departure clearance procedures and phraseology for military operations within approved altitude reservations, MAINTAIN (altitude); military operations above FL 600, and other military operations requiring special handling are contained in and if required, separate procedures in this order or in a LOA, as appropriate. (additional instructions or information). REFERENCE− FAAO JO 7110.65, Para 4−2−7, ALTRV Clearance. EXAMPLE− FAAO JO 7110.65, Para 9−2−14, Military Operations Above FL 600. “Cleared to Reynolds Airport; South Boston One Departure; then, as filed, except change route to read 4−3−4. DEPARTURE RESTRICTIONS, South Boston Victor Twenty Greensboro. Maintain CLEARANCE VOID TIMES, HOLD FOR eight thousand, report leaving four thousand.” RELEASE, AND RELEASE TIMES “Cleared to Reynolds Airport as filed, except change route Assign departure restrictions, clearance void times, to read South Boston Victor Twenty Greensboro. Maintain hold for release, or release times when necessary to eight thousand, report leaving four thousand.” separate departures from other traffic or to restrict or regulate the departure flow. “Cleared to Reynolds Airport via Victor Ninety-one Albany, then as filed. Maintain six thousand.” REFERENCE− FAAO JO 7110.65, Para 10−3−1, Overdue Aircraft. FAAO JO 7110.65, Para 10−4−1, Traffic Restrictions. f. In a nonradar environment specify one, two, or FAAO JO 7110.65, Para 10−4−3, Traffic Resumption. more fixes, as necessary, to identify the initial route a. Clearance Void Times. of flight. 1. When issuing clearance void times at airports 1. Specify the destination airport, when practic- not served by control towers, provide alternative able, followed by the word “airport” even though it is instructions requiring the pilots to advise ATC of their outside controlled airspace. intentions no later than 30 minutes after the clearance void time if not airborne. PHRASEOLOGY− 2. The facility delivering a clearance void time CLEARED TO (destination) AIRPORT to a pilot must issue a time check. 2. When the clearance limit is a NAVAID, the PHRASEOLOGY− type of NAVAID must follow the NAVAID name. CLEARANCE VOID IF NOT OFF BY (clearance void time), PHRASEOLOGY− CLEARED TO (NAVAID name and type) and if required,

Departure Procedures 4−3−5 JO 7110.65U 2/9/12

and if required, IF NOT OFF BY (clearance void time), ADVISE (facility) NOT LATER THAN (time) OF INTENTIONS. (additional instructions or information).

TIME (time in hours, minutes, and the nearest quarter HOLD FOR RELEASE, EXPECT (time in hours and/or minute). minutes) DEPARTURE DELAY. b. Hold For Release (HFR). 3. When conditions allow, release the aircraft as soon as possible. 1. “Hold for release” instructions must be used when necessary to inform a pilot or a controller that PHRASEOLOGY− To another controller, a departure clearance is not valid until additional instructions are received. (aircraft identification) RELEASED. REFERENCE− P/CG Term− Hold for Release. To a flight service specialist, 2. When issuing hold for release instructions, include departure delay information. ADVISE (aircraft identification) RELEASED FOR DEPARTURE. PHRASEOLOGY− (Aircraft identification) CLEARED TO (destination) To a pilot at an airport not served by a control tower, AIRPORT AS FILED, MAINTAIN (altitude), (aircraft identification) RELEASED FOR DEPARTURE.

4−3−6 Departure Procedures 2/9/12 JO 7110.65U

c. Release Times. NOTE− (Trust & Verify) EDCTs are revised by Air Carriers and 1. Release times must be issued to pilots when Traffic Management for changing conditions en route or at necessary to specify the earliest time an aircraft may affected airport(s). Terminal controllers’ use of aircraft depart. reported EDCT for departure sequencing should be verified with the appropriate TMU prior to departure if this NOTE− can be accomplished without the aircraft incurring delay A release time is a departure restriction issued to a pilot beyond the EDCT reported by the aircraft. The preferred (either directly or through authorized relay) to separate a method for verification is the Flight Schedule Monitor departing aircraft from other traffic. (FSM). If the EDCT cannot be verified without incurring additional delay, the aircraft should be released based on 2. The facility issuing a release time to a pilot the pilot reported EDCT. The aircraft operator is must include a time check. responsible for operating in a manner consistent to meet the EDCT. PHRASEOLOGY− (Aircraft identification) RELEASED FOR DEPARTURE AT (time in hours and/or minutes), 4−3−5. GROUND STOP Do not release an aircraft if a ground stop (GS) and if required, applicable to that aircraft is in effect, without the approval of the originator of the GS. IF NOT OFF BY (time), ADVISE (facility) NOT LATER THAN (time) OF INTENTIONS. 4−3−6. DELAY SEQUENCING TIME (time in hours, minutes, and nearest quarter minute). When aircraft elect to take delay on the ground before d. When expect departure clearance times departure, issue departure clearances to them in the (EDCT) are assigned through traffic management order in which the requests for clearance were programs, the departure terminal must, to the extent originally made if practicable. possible, plan ground movement of aircraft destined to the affected airport(s) so that flights are sequenced 4−3−7. FORWARD DEPARTURE DELAY to depart no earlier than 5 minutes before, and no later INFORMATION than 5 minutes after the EDCT. Do not release aircraft Inform approach control facilities and/or towers of on their assigned EDCT if a ground stop (GS) anticipated departure delays. applicable to that aircraft is in effect, unless approval has been received from the originator of the GS. 4−3−8. COORDINATION WITH RECEIVING FACILITY 1. If an aircraft has begun to taxi or requests taxi in a manner consistent with meeting the EDCT, the a. Coordinate with the receiving facility before the aircraft must be released. Additional coordination is departure of an aircraft if the departure point is less not required. than 15 minutes flying time from the transferring facility’s boundary unless an automatic transfer of 2. If an aircraft requests taxi or clearance for data between automated systems will occur, in which departure inconsistent with meeting the EDCT case, the flying time requirement may be reduced to window, ask the pilot to verify the EDCT. 5 minutes or replaced with a mileage from the boundary parameter when mutually agreeable to both (a) If the pilot’s EDCT is the same as the FAA facilities. EDCT, the aircraft is released consistent with the EDCT. NOTE− Agreements requiring additional time are encouraged (b) If the pilot’s EDCT is not the same as the between facilities that need earlier coordination. However, when agreements establish mandatory radar handoff FAA EDCT, refer to Trust and Verify Note below. procedures, coordination needs only be effected in a timely manner prior to transfer of control. 3. If an aircraft requests taxi too late to meet the REFERENCE− EDCT, contact the ATCSCC through the appropriate FAAO JO 7110.65, Chapter 5, Section 4, Transfer of Radar TMU. Identification, Para 5−4−1, Application.

Departure Procedures 4−3−7 JO 7110.65U 2/9/12

b. The actual departure time or a subsequent strip pilot, and suggest that the delay be taken on the posting time must be forwarded to the receiving ground. If the pilot insists upon taking off VFR and facility unless assumed departure times are agreed obtaining an IFR clearance in the air, inform the upon and that time is within 3 minutes of the actual facility/sector holding the flight plan of the pilot’s departure time. intentions and, if possible, the VFR departure time.

4−3−9. VFR RELEASE OF IFR DEPARTURE 4−3−10. FORWARDING DEPARTURE TIMES When an aircraft which has filed an IFR flight plan TERMINAL requests a VFR departure through a terminal facility, Unless alternate procedures are prescribed in a letter FSS, or air/ground communications station: of agreement or automatic departure messages are a. After obtaining, if necessary, approval from the being transmitted between automated facilities, facility/sector responsible for issuing the IFR forward departure times to the facility from which clearance, you may authorize an IFR flight planned you received the clearance and also to the terminal aircraft to depart VFR. Inform the pilot of the proper departure controller when that position is involved in frequency and, if appropriate, where or when to the departure sequence. contact the facility responsible for issuing the NOTE− clearance. 1. Letters of agreement prescribing assumed departure times or mandatory radar handoff procedures are PHRASEOLOGY− alternatives for providing equivalent procedures. VFR DEPARTURE AUTHORIZED. CONTACT (facility) ON (frequency) AT (location or time if required) FOR 2. The letters “DM” flashing in the data block signify CLEARANCE. unsuccessful transmission of a departure message. REFERENCE− b. If the facility/sector responsible for issuing the FAAO JO 7210.3, Para 11−2−6, Automatic Acquisition/Termination clearance is unable to issue a clearance, inform the Areas.

4−3−8 Departure Procedures 2/9/12 JO 7110.65U

Section 4. Route Assignment

4−4−1. ROUTE USE (fix) AND (fix),

Clear aircraft via routes consistent with the altitude or stratum in which the operation is to be conducted by one or more of the following: RADIALS OF (ATS route) AND (ATS route). NOTE− c. DME arcs of VORTAC, MLS, or TACAN aids. Except for certain NAVAIDs/routes used by scheduled air carriers or authorized for specific uses in the control of IFR d. Radials, courses, azimuths, and headings of aircraft, Air Traffic Service (ATS) routes, and NAVAIDs departure or arrival routes. established for use at specified altitudes are shown on e. SIDs/STARs/FMSPs. U.S. government charts or DOD FLIP charts. f. Vectors. REFERENCE− FAAO JO 7110.65, Para 2−5−2, NAVAID Terms. g. Fixes defined in terms of degree-distance from FAAO JO 7110.65, Para 4−1−2, Exceptions. FAAO JO 7110.65, Para 4−5−6, Minimum En Route Altitudes. NAVAIDs for special military operations. FAAO JO 7110.65, Para 5−6−1, Application. h. Courses, azimuths, bearings, quadrants, or a. Designated ATS routes. radials within a radius of a NAVAID. PHRASEOLOGY− PHRASEOLOGY− VIA: CLEARED TO FLY (general direction from NAVAID) OF (NAVAID name and type) BETWEEN (specified) VICTOR (color) (airway number)(the word Romeo when COURSES TO/BEARINGS FROM/RADIALS (NAVAID RNAV for existing Alaska routes), name when a NDB) WITHIN (number of miles) MILE RADIUS, or or J (route number) (the word Romeo when RNAV for existing Alaska routes), CLEARED TO FLY (specified) QUADRANT OF (NAVAID name and type) WITHIN (number of miles) MILE RADIUS. or or SUBSTITUTE (ATS route) FROM (fix) to (fix), CLEARED TO FLY (general direction from MLS) OF (name or MLS) BETWEEN (specified) AZIMUTHS or WITHIN/BETWEEN (number of miles) MILE RADIUS. EXAMPLE− IR (route number). 1. “Cleared to fly east of Allentown VORTAC between the zero four five and the one three five radials within four zero CROSS/JOIN VICTOR/(color) (airway number), (number of miles) MILES (direction) OF (fix). mile radius.” 2. “Cleared to fly east of Crystal Lake radio beacon b. Radials, courses, azimuths, or direct to or from between the two two five and the three one five courses to NAVAIDs. Crystal Lake within three zero mile radius.” PHRASEOLOGY− 3. “Cleared to fly northeast quadrant of Philipsburg DIRECT. VORTAC within four zero mile radius.” “Cleared to fly east of the Montgomery M−L−S runway two VIA; eight left between the two seven zero and the two four zero azimuth within a 5 mile radius.” (name of NAVAID) (specified) RADIAL/COURSE/ AZIMUTH, i. Fixes/waypoints defined in terms of: 1. Published name; or or 2. Degree-distance from NAVAIDs; or

Route Assignment 4−4−1 JO 7110.65U 2/9/12

3. Latitude/longitude coordinates, state the f. Clear aircraft to climb or descend on specified latitude and longitude in degrees and minutes radials, courses, or azimuths of NAVAIDs. including the direction from the axis such as North or g. Provide radar monitor when transition to or West; or from a designated or established RNAV route is made PHRASEOLOGY− along random RNAV routes. “32 DEGREES, 45 MINUTES NORTH, 105 DEGREES, 37 MINUTES WEST.” EN ROUTE 4. Offset from published or established ATS EXCEPTION. Radar monitoring is not required for route at a specified distance and direction for random aircraft equipped with IFR−certified GPS systems (impromptu) RNAV Routes. operating on point−to−point RNAV routes within Anchorage Air Route Traffic Control Center PHRASEOLOGY− controlled airspace (excluding oceanic airspace) DIRECT (fix/waypoint) where ATC surveillance coverage is not available. DIRECT TO THE (facility) (radial) (distance) FIX. REFERENCE− FAAO JO 7110.65, Para 6−5−4, Minima Along Other Than Established Airways or Routes OFFSET(distance) RIGHT/LEFT OF (route). FAAO JO 7110.65, Para 4−1−2, Exceptions EXAMPLE− h. Clear RNAV aircraft transitioning to or between “Direct SUNOL.” designated or established RNAV routes direct to a “Direct to the Appleton three one zero radial two five mile named waypoint on the new route. fix.” “Offset eight miles right of Victor six.” 4−4−3. DEGREE-DISTANCE ROUTE j. RNAV aircraft transitioning to/from High DEFINITION FOR MILITARY OPERATIONS Altitude Redesign (HAR) or Point−to−point (PTP) operations via pitch/catch points. EN ROUTE REFERENCE− a. Do not accept a military flight plan whose route FAAO JO 7110.65, Para 2−3−8, Aircraft Equipment Suffix. or route segments do not coincide with designated FAAO JO 7110.65, Para 2−5−3, NAVAID Fixes. FAAO JO 7110.65, Chapter 5, Section 5, Radar Separation, airways or jet routes or with a direct course between Para 5−5−1, Application. NAVAIDs unless it is authorized in subpara b and meets the following degree-distance route definition 4−4−2. ROUTE STRUCTURE TRANSITIONS and procedural requirements: 1. The route or route segments must be defined To effect transition within or between route structure, in the flight plan by degree-distance fixes composed clear an aircraft by one or more of the following of: methods, based on VOR, VORTAC, TACAN, or MLS NAVAIDs (unless use of other NAVAIDs are (a) A location identifier; essential to aircraft operation or ATC efficiency): (b) Azimuth in degrees magnetic; and a. Vector aircraft to or from radials, courses, or (c) Distance in miles from the NAVAID used. azimuths of the ATS route assigned. EXAMPLE− b. Assign a SID/STAR/FMSP. “MKE 030025.” c. Clear departing or arriving aircraft to climb or 2. The NAVAIDs selected to define the descend via radials, courses, or azimuths of the ATS degree-distance fixes must be those authorized for route assigned. use at the altitude being flown and at a distance within the published service volume area. d. Clear departing or arriving aircraft directly to or between the NAVAIDs forming the ATS route 3. The distance between the fixes used to define assigned. the route must not exceed: (a) Below FL 180− 80 miles; e. Clear aircraft to climb or descend via the ATS route on which flight will be conducted. (b) FL 180 and above− 260 miles; and

4−4−2 Route Assignment 2/9/12 JO 7110.65U

(c) For celestial navigation routes, all 4−4−4. ALTERNATIVE ROUTES altitudes− 260 miles. When any part of an airway or route is unusable 4. Degree-distance fixes used to define a route because of NAVAID status, clear aircraft other than must be considered compulsory reporting points /E, /F, /G, or /R, via one of the following alternative except that an aircraft may be authorized by ATC to routes: omit reports when traffic conditions permit. a. A route depicted on current U.S. Government 5. Military aircraft using degree-distance route charts/publications. Use the word “substitute” definition procedures must conduct operations in immediately preceding the alternative route in accordance with the following: issuing the clearance. (a) Unless prior coordination has been b. A route defined by specifying NAVAID radials, effected with the appropriate air traffic control courses, or azimuths. facility, flight plan the departure and the arrival phases to conform with the routine flow of traffic c. A route defined as direct to or between when operating within 75 miles of the departure and NAVAIDs. the arrival airport. Use defined routes or airways or d. Vectors. direct courses between NAVAIDs or as otherwise required to conform to the normal flow of traffic. NOTE− Inform area navigation aircraft that will proceed to the (b) Flight plans must be filed at least 2 hours NAVAID location of the NAVAID outage. before the estimated time of departure. b. The following special military operations are 4−4−5. CLASS G AIRSPACE authorized to define routes, or portions of routes, by Include routes through Class G airspace only when degree-distance fixes: requested by the pilot. 1. Airborne radar navigation, radar bomb NOTE− scoring (RBS), and airborne missile programming 1. Flight plans filed for random RNAV routes through conducted by the USAF, USN, and RAF. Class G airspace are considered a request by the pilot. 2. Celestial navigation conducted by the USAF, 2. Flight plans containing MTR segments in/through USN, and RAF. Class G airspace are considered a request by the pilot. 3. Target aircraft operating in conjunction with air defense interceptors, and air defense interceptors 4−4−6. DIRECT CLEARANCES while en route to and from assigned airspace. a. Do not issue a routing clearance that will take an 4. Missions conducted above FL 450. aircraft off of its flight plan route if the destination airport is included in a ground delay program (GDP), 5. USN fighter and attack aircraft operating in ground stop (GS), or Playbook route, when known, positive control airspace. unless operational necessity dictates. 6. USN/USMC aircraft, TACAN equipped, b. EN ROUTE. Do not issue revised routing operating within the Honolulu FIR/Hawaiian airways clearances that will take an aircraft off its flight plan area. route past the last fix in your facility’s airspace, unless 7. USAF/USN/USMC aircraft flight planned to requested by the pilot or operational necessity operate on MTRs. dictates. 8. USAF Air Mobility Command (AMC) NOTE− Nothing in this paragraph must preclude a controller from aircraft operating on approved station-keeping issuing a routing clearance that conforms to a letter of equipment (SKE) routes in accordance with the agreement or standard operating procedure within their conditions and limitations listed in FAA Exemption own facility or between facilities, is required to maintain No. 4371 to 14 CFR Section 91.177(a)(2) and separation or comply with traffic flow management 14 CFR Section 91.179(b)(1). initiatives.

Route Assignment 4−4−3

2/9/12 JO 7110.65U

Section 5. Altitude Assignment and Verification

4−5−1. VERTICAL SEPARATION MINIMA On course Aircraft degrees Assign Examples Operating magnetic Separate instrument flight rules (IFR) aircraft using Above FL 410 0 through 179 Odd cardinal FL 450, the following minima between altitudes: flight levels at FL 490, intervals of FL 530 a. 4,000 feet Up to and including FL 410− 1,000 feet. beginning with FL 450 b. Apply 2,000 feet at or above FL 290 between 180 through 359 Odd cardinal FL 430, non−RVSM aircraft and all other aircraft at or above flight levels at FL 470, intervals of FL 510 FL 290. 4,000 feet beginning with c. Above FL 410− 2,000 feet, except: FL 430 One way Any course Any cardinal FL 270, 1. In oceanic airspace, above FL 450 between a routes (except altitude or FL 280, in composite flight level FL 290, supersonic and any other aircraft− 4,000 feet. systems) below FL 410 FL 300, or any odd FL 310, cardinal flight FL 410, 2. Above FL 600 between military aircraft− level above FL 430, 5,000 feet. FL 410 FL 450 Within an Any course Any altitude or NOTE− ALTRV flight level Oceanic separation procedures are supplemented in In transition Any course Any odd or FL 280, Chapter 8; Section 7, Section 8, Section 9 , and Section 10. to/from or even cardinal FL 290, within Oceanic flight level FL 300, REFERENCE− airspace where including those FL 310, FAAO JO 7110.65, Para 5−5−5, Vertical Application. composite above FL 290 FL 320, FAAO JO 7110.65, Para 6−6−1, Application. separation is FL 330, FAAO JO 7110.65, Para 9−2−14, Military Operations Above FL 600. authorized FL 340 In aerial Any course Altitude blocks 050B080, refueling as requested. FL 180B220, tracks and Any altitude or FL 280B310 4−5−2. FLIGHT DIRECTION anchors flight level REFERENCE− Clear aircraft at altitudes according to the FAAO JO 7110.65, Para 4−5−3, Exceptions. FAAO JO 7110.65, Para 7−7−5, Altitude Assignments. TBL 4−5−1. FAAO JO 7110.65, Para 9−3−2, Separation Minima.

TBL 4−5−1 4−5−3. EXCEPTIONS Altitude Assignment When traffic, meteorological conditions, or aircraft On course Aircraft operational limitations prevent assignment of degrees Assign Examples Operating magnetic altitudes prescribed in para 4−5−2, Flight Direction, Below 3,000 Any course Any altitude assign any cardinal altitude or flight level below feet above FL 410 or any odd cardinal flight level at or above surface FL 410 without regard to direction of flight as At and below 0 through 179 Odd cardinal 3,000, 5,000, follows: FL 410 altitude or FL 310, flight levels at FL 330 NOTE− intervals of 2,000 feet See para 2−3−10, Control Symbology, for control abbreviations and symbols to be used in conjunction with 180 through 359 Even cardinal 4,000, 6,000, altitude or FL 320, this paragraph. flight levels at FL 340 intervals of a. For traffic conditions, take this action only if 2,000 feet one of the following conditions exists:

Altitude Assignment and Verification 4−5−1 JO 7110.65U 2/9/12

1. Aircraft remain within a facility’s area and REFERENCE− prior approval is obtained from other affected FAAO JO 7110.65, Para 9−3−2, Separation Minima. positions or sectors or the operations are covered in 4−5−5. ADJUSTED MINIMUM FLIGHT a Facility Directive. LEVEL 2. Aircraft will proceed beyond the facility’s When the prescribed minimum altitude for IFR area and specific operations and procedures operations is at or above 18,000 feet MSL and the permitting random altitude assignment are covered in atmospheric pressure is less than 29.92”, add the a letter of agreement between the appropriate appropriate adjustment factor from TBL 4−5−3 to the facilities. flight level equivalent of the minimum altitude in feet NOTE− to determine the adjusted minimum flight level. Those en route facilities using host software that provides TBL 4−5−3 capability for passing interim altitude must include the Minimum FL Adjustment specific operations and procedures for use of this procedure in a letter of agreement between the appropriate Altimeter Setting Adjustment Factor facilities. 29.92” or higher None b. Military aircraft are operating on random routes 29.91” to 29.42” 500 feet and prior approval is obtained from the facility 29.41” to 28.92” 1,000 feet concerned. 28.91” to 28.42” 1,500 feet c. For meteorological conditions, take this action 28.41” to 27.92” 2,000 feet only if you obtain prior approval from other affected positions or sectors within your facility and, if 4−5−6. MINIMUM EN ROUTE ALTITUDES necessary, from the adjacent facility concerned. Except as provided in subparas a and b below, assign altitudes at or above the MEA for the route segment d. For aircraft operational limitations, take this being flown. When a lower MEA for subsequent action only if the pilot informs you the available segments of the route is applicable, issue the lower appropriate altitude exceeds the operational limita- MEA only after the aircraft is over or past the tions of his/her aircraft and only after you obtain prior Fix/NAVAID beyond which the lower MEA applies approval from other affected positions or sectors unless a crossing restriction at or above the higher within your facility and, if necessary, from the MEA is issued. adjacent facility concerned. a. An aircraft may be cleared below the MEA but e. For mission requirements, take this action only not below the MOCA for the route segment being when the aircraft is operating on an MTR. flown if the altitude assigned is at least 300 feet above REFERENCE− the floor of controlled airspace and one of the FAAO JO 7110.65, Para 7−7−5, Altitude Assignments. following conditions are met: FAAO JO 7110.65, Para 9−3−2, Separation Minima. NOTE− Controllers must be aware that in the event of radio 4−5−4. LOWEST USABLE FLIGHT LEVEL communications failure, a pilot will climb to the MEA for the route segment being flown. If a change in atmospheric pressure affects a usable flight level in your area of jurisdiction, use 1. Nonradar procedures are used only within TBL 4−5−2 to determine the lowest usable flight 22 miles of a VOR, VORTAC, or TACAN. level to clear aircraft at or above 18,000 feet MSL. 2. Radar procedures are used only when an operational advantage is realized and the following TBL 4−5−2 actions are taken: Lowest Usable FL (a) Radar navigational guidance is provided Altimeter Setting Lowest Usable FL until the aircraft is within 22 miles of the NAVAID, 29.92” or higher 180 and 29.91” to 28.92” 190 (b) Lost communications instructions are 28.91” to 27.92” 200 issued.

4−5−2 Altitude Assignment and Verification 2/9/12 JO 7110.65U

b. An aircraft may be cleared to operate on jet FAAO JO 7110.65, Para 4−4−1, Route Use. FAAO JO 7110.65, Chapter 5, Section 6, Para 5−6−1, Application. routes below the MEA (but not below the prescribed FAAO JO 7110.65, Para 7−7−5, Altitude Assignments. minimum altitude for IFR operations) or above the maximum authorized altitude if, in either case, radar 4−5−7. ALTITUDE INFORMATION service is provided. Issue altitude instructions as follows: NOTE− Minimum en route and maximum authorized altitudes for REFERENCE− certain jet route segments have been established above the FAAO JO 7110.65, Para 4−2−1, Clearance Items. floor of the jet route structure due to limitations on a. Altitude to maintain or cruise. When issuing navigational signal coverage. cruise in conjunction with an airport clearance limit c. Where a higher altitude is required because of an and an unpublished route will be used, issue an MEA, the aircraft must be cleared to begin climb to appropriate crossing altitude to ensure terrain the higher MEA as follows: clearance until the aircraft reaches a fix, point, or route where the altitude information is available to 1. If no MCA is specified, prior to or the pilot. When issuing a cruise clearance to an airport immediately after passing the fix where the higher which does not have a published instrument MEA is designated. (See FIG 4−5−1.) approach, a cruise clearance without a crossing restriction may be issued. FIG 4−5−1 No MCA Specified PHRASEOLOGY− MAINTAIN/CRUISE (altitude). MAINTAIN (altitude) UNTIL (time, fix, waypoint),

(number of miles or minutes) MILES/MINUTES PAST (fix, waypoint).

CROSS (fix, point, waypoint),

2. If a MCA is specified, prior to the fix so as to INTERCEPT (route) AT OR ABOVE (altitude), CRUISE cross the fix at or above the MCA. (See FIG 4−5−2.) (altitude). NOTE− FIG 4−5−2 1. The crossing altitude must assure IFR obstruction MCA Specified clearance to the point where the aircraft is established on a segment of a published route or instrument approach procedure. 2. When an aircraft is issued a cruise clearance to an airport which does not have a published instrument approach procedure, it is not possible to satisfy the requirement for a crossing altitude that will ensure terrain clearance until the aircraft reaches a fix, point, or route where altitude information is available to the pilot. Under those conditions, a cruise clearance without a crossing restriction authorizes a pilot to determine the minimum IFR altitude as prescribed in 14 CFR Section 91.177 and d. Where MEAs have not been established, clear descend to it at pilot discretion if it is lower than the altitude specified in the cruise clearance. an aircraft at or above the minimum altitude for IFR operations prescribed by 14 CFR Section 91.177. b. Instructions to climb or descend including REFERENCE− restrictions, as required. Specify a time restriction FAAO JO 7110.65, Para 4−2−8, IFR-VFR and VFR-IFR Flights. reference the UTC clock reading with a time check.

Altitude Assignment and Verification 4−5−3 JO 7110.65U 2/9/12

If you are relaying through an authorized communications provider, such as ARINC, FSS, etc., advise the CLIMB TO REACH (altitude) AT (time) (issue a time radio operator to issue the current time to the aircraft check). when the clearance is relayed. The requirement to c. Specified altitude for crossing a specified fix or issue a time check must be disregarded if the waypoint; or, specified altitude for crossing a clearance is issued via Controller Pilot Data Link distance (in miles) and direction from a specified fix Communications (CPDLC). or waypoint. EXAMPLE− PHRASEOLOGY− 1. “United Four Seventeen, climb to reach one three CROSS (fix, waypoint) AT (altitude). thousand at two two one five.” CROSS (fix, waypoint) AT OR ABOVE/BELOW (altitude). “Time two two one one and one−quarter.” CROSS (number of miles) MILES (direction) OF (name of The pilot is expected to be level at 13,000 feet at 2215 UTC. fix, waypoint) AT (altitude). CROSS (number of miles) MILES (direction) OF (name of 2. Through Relay−“Speedbird Five, climb to reach flight fix, waypoint) AT OR ABOVE/BELOW (altitude). level three−five zero at one−two−one−five, time” (Issue a time check). d. A specified altitude over a specified fix for that REFERENCE− portion of a descent clearance where descent at pilot’s FAAO JO 7110.65, Para 1−2−1, Word Meanings. discretion is permissible. At any other time it is FAAO JO 7110.65, Para 2−4−17, Numbers Usage. practicable, authorize climb/descent at pilot’s PHRASEOLOGY− discretion. CLIMB/DESCEND AND MAINTAIN (altitude). PHRASEOLOGY− CLIMB/DESCEND AT PILOT’S DISCRETION. If required, EXAMPLE− AFTER PASSING (fix, waypoint), “United Four Seventeen, descend and maintain six thousand.” or NOTE− The pilot is expected to commence descent upon receipt of AT (time) (time in hours, minutes, and nearest quarter the clearance and to descend at the suggested rates minute). specified in the AIM, para 4−4−10, Adherence to Clearance, until reaching the assigned altitude of CLIMB/DESCEND TO REACH (altitude) 6,000 feet. AT (time (issue time check) or fix, waypoint), EXAMPLE− or “United Four Seventeen, descend at pilot’s discretion, maintain six thousand.” AT (time). CLIMB/DESCEND AND MAINTAIN (altitude) NOTE− WHEN ESTABLISHED AT LEAST (number of miles or The pilot is authorized to conduct descent within the minutes) MILES/MINUTES PAST (fix, waypoint) ON THE context of the term “at pilot’s discretion” as described in (NAVAID) (specified) RADIAL. the AIM. CLIMB/DESCEND TO REACH (altitude) AT (time or fix, EXAMPLE− waypoint), “United Four Seventeen cross Lakeview V−O−R at or above flight level two zero zero, descend and maintain or six thousand.” A POINT (number of miles) MILES (direction) OF (name NOTE− of DME NAVAID), The pilot is authorized to conduct descent “at pilot’s discretion” until reaching Lakeview VOR. The pilot must or comply with the clearance provision to cross the Lakeview VOR at or above FL 200, and after passing Lakeview VOR, MAINTAIN (altitude) UNTIL (time (issue time check), fix, the pilot is expected to descend at the rates specified in the waypoint), THEN CLIMB/DESCEND AND MAINTAIN AIM until reaching the assigned altitude of 6,000 feet. (altitude). EXAMPLE− “United Four Seventeen, cross Lakeview V−O−R at and Through relay: maintain six thousand.”

4−5−4 Altitude Assignment and Verification 2/9/12 JO 7110.65U

NOTE− FL 240 within context of the term “at pilot’s discretion” as The pilot is authorized to conduct descent “at pilot’s described in the AIM. discretion,” but must comply with the clearance provision 2. Controllers need to be aware that the descent rates are to cross Lakeview VOR at 6,000 feet. only suggested and aircraft will not always descend at EXAMPLE− those rates. “United Four Seventeen, descend now to flight level two f. When the “pilot’s discretion” portion of a seven zero, cross Lakeview V−O−R at or below one zero climb/descent clearance is being canceled by thousand, descend and maintain six thousand.” assigning a new altitude, inform the pilot that the new NOTE− altitude is an “amended altitude.” The pilot is expected to promptly execute and complete EXAMPLE− descent to FL 270 upon receipt of the clearance. After “American Eighty Three, amend altitude, descend and reaching FL 270, the pilot is authorized to descend “at maintain Flight Level two six zero.” pilot’s discretion” until reaching Lakeview VOR. The pilot must comply with the clearance provision to cross NOTE− Lakeview VOR at or below 10,000 feet. After Lakeview American Eighty Three, at FL 280, has been cleared to VOR, the pilot is expected to descend at the rates specified descend at pilot’s discretion to FL 240. Subsequently, the in the AIM until reaching 6,000 feet. altitude assignment is changed to FL 260. Therefore, pilot’s discretion is no longer authorized. NOTE− 1. A descent clearance which specifies a crossing altitude g. Altitude assignments involving more than one authorizes descent at pilot’s discretion for that portion of altitude. the flight to which the crossing altitude restriction applies. PHRASEOLOGY− 2. Any other time that authorization to descend at pilot’s MAINTAIN BLOCK (altitude) THROUGH (altitude). discretion is intended, it must be specifically stated by the h. Instructions to vertically navigate on a controller. STAR/RNAV STAR/FMSP with published 3. The pilot may need to know of any future restrictions restrictions. that might affect the descent, including those that may be PHRASEOLOGY− issued in another sector, in order to properly plan a descent DESCEND VIA (STAR/RNAV STAR/FMSP name and at pilot’s discretion. number) TERMINAL: DESCEND VIA (STAR/RNAV STAR/FMSP 4. Controllers need to be aware that the descent rates in name and number and runway number). the AIM are only suggested and aircraft will not always EXAMPLE− descend at those rates. “Descend via the Mudde One Arrival.” REFERENCE− “Cross JCT at flight level two four zero, then descend via P/CG Term− Pilot’s Discretion. the Coast Two Arrival.” e. When a portion of a climb/descent may be TERMINAL: “Descend via the Lendy One Arrival, authorized at the pilot’s discretion, specify the Runway 22 left.” altitude the aircraft must climb/descend to followed NOTE− by the altitude to maintain at the pilot’s discretion. Clearance to “descend via” authorizes pilots: 1. To vertically and laterally navigate on a STAR/RNAV PHRASEOLOGY− STAR/FMSP. CLIMB/DESCEND NOW TO (altitude), THEN 2. When cleared to a waypoint depicted on a STAR/RNAV CLIMB/DESCEND AT PILOT’S DISCRETION STAR/FMSP, to descend from a previously assigned MAINTAIN (altitude). altitude at pilot’s discretion to the altitude depicted for that waypoint, and once established on the depicted arrival, to EXAMPLE− navigate laterally and vertically to meet all published “United Three Ten, descend now to flight level two eight restrictions. ATC is responsible for obstacle clearance zero, then descend at pilot’s discretion maintain flight level when issuing a “descend via” clearance from a previously two four zero.” assigned altitude. NOTE− REFERENCE− 1. The pilot is expected to commence descent upon receipt FAAO JO 7110.65, Para 4−5−6, Minimum En Route Altitudes. of the clearance and to descend as prescribed in the AIM, FAAO JO 7110.65, Para 5−5−9, Separation From Obstructions. para 4−4−10, Adherence to Clearance, until FL 280. At NOTE− that point, the pilot is authorized to continue descent to 3. Pilots navigating on a STAR/RNAV STAR/FMSP must

Altitude Assignment and Verification 4−5−5 JO 7110.65U 2/9/12 maintain last assigned altitude until receiving clearance to ARRIVAL EXCEPT AFTER (fix) MAINTAIN (revised “descend via.” altitude information). 4. Pilots cleared for vertical navigation using the EXAMPLE− phraseology “descend via” must inform ATC upon initial “United 454 descend via the Haris One Arrival, except contact. after Bruno, maintain one zero thousand.” EXAMPLE− NOTE− “Delta One Twenty One leaving FL 240, descending via The aircraft should track laterally and vertically on the the Civit One arrival.” Haris One Arrival and should descend so as to comply with REFERENCE− all speed and altitude restrictions until reaching Bruno and AIM, Para 5−4−1, Standard Terminal Arrival (STAR), Area Navigation then maintain 10,000. Upon reaching 10,000, aircraft (RNAV) STAR, and Flight Management System Procedures (FMSP) for should maintain 10,000 until cleared by ATC to continue to Arrivals. descend. 1. Assign an altitude to cross the waypoint/fix, REFERENCE− if no altitude is depicted at the waypoint/fix, for FAAO JO 7110.65, Para 4−7−1, Clearance Information. AIM, Para 5−4−1, Standard Terminal Arrival (STAR), Area Navigation aircraft on a direct routing to a STAR/RNAV (RNAV) STAR, and Flight Management System Procedures (FMSP) for STAR/FMSP. Arrivals. EXAMPLE− i. When a pilot is unable to accept a clearance, “Proceed direct Luxor, cross Luxor at or above flight level issue revised instructions to ensure positive control two zero zero, then descend via the Ksino One Arrival.” and standard separation. 2. A descend via clearance must not be used NOTE− where procedures contain published “expect” 1. 14 CFR Section 91.123 states that a pilot is not allowed altitude restrictions. to deviate from an ATC clearance “that has been obtained...unless an amended clearance is obtained” NOTE− (except when an emergency exists). Pilots are not expected to comply with published “expect” 2. A pilot is therefore expected to advise the controller if restrictions in the event of lost communications, unless a clearance cannot be accepted when the clearance is ATC has specifically advised the pilot to expect these issued. “We will try” and other such acknowledgements do restrictions as part of a further clearance. not constitute pilot acceptance of an ATC clearance. 3. If it is necessary to assign a crossing altitude 3. Controllers are expected to issue ATC clearances which which differs from the STAR/RNAV STAR/FMSP conform with normal aircraft operational capabilities and altitude, emphasize the change to the pilot. do not require “last minute” amendments to ensure standard separation. PHRASEOLOGY− DESCEND VIA THE (STAR/FMSP) ARRIVAL EXCEPT 4. “Expedite” is not to be used in lieu of appropriate CROSS (fix, point, waypoint) (revised altitude restrictions to ensure separation. information). REFERENCE− FAAO JO 7110.65, Para 10−1−3, Providing Assistance. EXAMPLE− “United 454 descend via the Haris One Arrival, except cross Haris at or above one six thousand.” 4−5−8. ANTICIPATED ALTITUDE CHANGES NOTE− If practicable, inform an aircraft when to expect climb The aircraft should track laterally and vertically on the or descent clearance or to request altitude change Haris One Arrival and should descend so as to cross Haris from another facility. at or above 16,000; remainder of the arrival must be flown as published. PHRASEOLOGY− EXPECT HIGHER/LOWER IN (number of miles or 4. If it is necessary to assign an interim altitude, minutes) MILES/MINUTES, or assign a final altitude not contained on a STAR/RNAV STAR/FMSP, the provisions of sub- or para 4−5−7h may be used in conjunction with subpara 4−5−7a. AT (fix). REQUEST ALTITUDE/FLIGHT LEVEL CHANGE FROM (name of facility). PHRASEOLOGY− DESCEND VIA THE (STAR/RNAV STAR/FMSP) If required,

4−5−6 Altitude Assignment and Verification 2/9/12 JO 7110.65U

VERIFY AT (altitude/flight level). AT (time, fix, or altitude). REFERENCE− (In climbing/descending situations), FAAO JO 7110.65, Para 2−2−6, IFR Flight Progress Data. (if aircraft has been assigned an altitude below the lowest 4−5−9. ALTITUDE CONFIRMATION− useable flight level), NONRADAR VERIFY ASSIGNED ALTITUDE (altitude). a. Request a pilot to confirm assigned altitude on initial contact and when position reports are received (If aircraft has been assigned a flight level at or above the unless: lowest useable flight level), NOTE− VERIFY ASSIGNED FLIGHT LEVEL (flight level). For the purpose of this paragraph, “initial contact” means a pilot’s first radio contact with each sector/position. b. USA. Reconfirm all pilot altitude read backs. 1. The pilot states the assigned altitude, or PHRASEOLOGY− (If altitude read back is correct), 2. You assign a new altitude to a climbing or AFFIRMATIVE (altitude). descending aircraft, or 3. TERMINAL. The aircraft was transferred to (If altitude read back is not correct), you from another sector/position within your facility NEGATIVE. CLIMB/DESCEND AND MAINTAIN (altitude), (intrafacility). PHRASEOLOGY− or (In level flight situations), NEGATIVE. MAINTAIN (altitude).

Altitude Assignment and Verification 4−5−7

2/9/12 JO 7110.65U

Section 6. Holding Aircraft

4−6−1. CLEARANCE TO HOLDING FIX PHRASEOLOGY− EXPECT FURTHER CLEARANCE (time), Consider operational factors such as length of delay, holding airspace limitations, navigational aids, and if required, altitude, meteorological conditions when necessary to clear an aircraft to a fix other than the destination ANTICIPATE ADDITIONAL (time in minutes/hours) airport. Issue the following: MINUTE/HOUR DELAY AT (fix),

a. Clearance limit (if any part of the route beyond or a clearance limit differs from the last routing cleared, issue the route the pilot can expect beyond the ANTICIPATE ADDITIONAL (time in minutes/hours) clearance limit). MINUTE/HOUR EN ROUTE DELAY. PHRASEOLOGY− EXAMPLE− EXPECT FURTHER CLEARANCE VIA (routing). 1. “Expect further clearance one niner two zero, EXAMPLE− anticipate additional three zero minute delay at Sweet.” “Expect further clearance via direct Stillwater V−O−R, 2. “Expect further clearance one five one zero, anticipate Victor Two Twenty-Six Snapy intersection, direct Newark.” additional three zero minute en route delay.” b. Holding instructions. 2. When additional holding is expected in an 1. Holding instructions may be eliminated when approach control area, state the total additional you inform the pilot that no delay is expected. terminal delay. PHRASEOLOGY− 2. When the pattern is charted, you may omit all EXPECT FURTHER CLEARANCE (time), holding instructions except the charted holding direction and the statement “as published.” Always and if required, issue complete holding instructions when the pilot requests them. ANTICIPATE ADDITIONAL (time in minutes/hours) NOTE− MINUTE/HOUR TERMINAL DELAY. The most generally used holding patterns are depicted on 3. TERMINAL. When terminal delays exist or U.S. Government or commercially produced low/high are expected, inform the appropriate center or altitude en route, area, and STAR Charts. approach control facility so that the information can PHRASEOLOGY− be forwarded to arrival aircraft. CLEARED TO (fix), HOLD (direction), AS PUBLISHED, 4. When delay is expected, issue items in or subparas a and b at least 5 minutes before the aircraft is estimated to reach the clearance limit. If the traffic CLEARED TO (fix), NO DELAY EXPECTED. situation requires holding an aircraft that is less than c. EFC. Do not specify this item if no delay is 5 minutes from the holding fix, issue these items expected. immediately. NOTE− 1. When additional holding is expected at any 1. The AIM indicates that pilots should start speed other fix in your facility’s area, state the fix and your reduction when 3 minutes or less from the holding fix. The best estimate of the additional delay. When more than additional 2 minutes contained in the 5−minute require- one fix is involved, state the total additional en route ment are necessary to compensate for different delay (omit specific fixes). pilot/controller ETAS at the holding fix, minor differences NOTE− in clock times, and provision for sufficient planning and Additional delay information is not used to determine pilot reaction times. action in the event of two-way communications failure. 2. When holding is necessary, the phrase “delay Pilots are expected to predicate their actions solely on the indefinite” should be used when an accurate estimate of the provisions of 14 CFR Section 91.185. delay time and the reason for the delay cannot immediately

Holding Aircraft 4−6−1 JO 7110.65U 2/9/12 be determined; i.e., disabled aircraft on the runway, PHRASEOLOGY− terminal or center sector saturation, weather below VIA LAST ROUTING CLEARED. landing minimums, etc. In any event, every attempt should 3. Assigned altitude if different from present be made to provide the pilot with the best possible estimate altitude. of his/her delay time and the reason for the delay. Controllers/supervisors should consult, as appropriate, NOTE− with personnel (other sectors, weather forecasters, the Except in the event of a two-way communications failure, airport management, other facilities, etc.) who can best when a clearance beyond a fix has not been received, pilots provide this information. are expected to hold as depicted on U.S. Government or commercially produced (meeting FAA requirements) PHRASEOLOGY− low/high altitude en route and area or STAR charts. If no DELAY INDEFINITE, (reason if known), EXPECT holding pattern is charted and holding instructions have FURTHER CLEARANCE (time). (After determining the not been issued, pilots should ask ATC for holding reason for the delay, advise the pilot as soon as possible.) instructions prior to reaching the fix. If a pilot is unable to EXAMPLE− obtain holding instructions prior to reaching the fix, the “Cleared to Drewe, hold west, as published, expect further pilot is expected to hold in a standard pattern on the course clearance via direct Sidney V−O−R one three one five, on which the aircraft approached the fix and request anticipate additional two zero minute delay at Woody.” further clearance as soon as possible.

“Cleared to Aston, hold west on Victor two twenty-five, 4−6−3. DELAYS seven mile leg, left turns, expect further clearance one niner two zero, anticipate additional one five minute a. Advise your supervisor or flow controller as terminal delay.” soon as possible when you delay or expect to delay aircraft. “Cleared to Wayne, no delay expected.” b. When arrival delays reach or are anticipated to “Cleared to Wally, hold north, as published, delay reach 30 minutes, take the following action: indefinite, snow removal in progress, expect further 1. EN ROUTE. The center responsible for clearance one one three zero.” transferring control to an approach control facility or, for a nonapproach control destination, the center in 4−6−2. CLEARANCE BEYOND FIX whose area the aircraft will land must issue total delay information as soon as possible after the aircraft a. If no delay is expected, issue a clearance beyond enters the center’s area. Whenever possible, the delay the clearance limit as soon as possible and, whenever information must be issued by the first center possible, at least 5 minutes before the aircraft reaches controller to communicate with the aircraft. the fix. 2. TERMINAL. When tower en route control b. Include the following items when issuing service is being provided, the approach control clearance beyond a clearance limit: facility whose area contains the destination airport must issue total delay information as soon as possible 1. Clearance limit or approach clearance. after the aircraft enters its approach control area. 2. Route of flight. Specify one of the following: Whenever possible, the delay information must be issued by the first terminal controller to communicate (a) Complete details of the route (airway, with the aircraft. route, course, fix(es), azimuth course, heading, arc, or 3. Unless a pilot requests delay information, the vector.) actions specified in subparas 1 and 2 above may be (b) The phrase “via last routing cleared.” Use omitted when total delay information is available to this phrase only when the most recently issued pilots via ATIS. routing to the new clearance limit is valid and PHRASEOLOGY− verbiage will be reduced. (Airport) ARRIVAL DELAYS (time in minutes/hours).

4−6−2 Holding Aircraft 2/9/12 JO 7110.65U

4−6−4. HOLDING INSTRUCTIONS EXAMPLE− Due to turbulence, a turboprop requests to exceed the When issuing holding instructions, specify: recommended maximum holding airspeed. ATCS may clear the aircraft into a pattern that protects for the a. Direction of holding from the fix/waypoint. airspeed request, and must advise the pilot of the maximum holding airspeed for the holding pattern airspace area. b. Holding fix or waypoint. PHRASEOLOGY− NOTE− “MAXIMUM HOLDING AIRSPEED IS TWO ONE ZERO The holding fix may be omitted if included at the beginning KNOTS.” of the transmission as the clearance limit. c. Radial, course, bearing, track, azimuth, airway, 4−6−5. VISUAL HOLDING POINTS or route on which the aircraft is to hold. You may use as a holding fix a location which the pilot d. Leg length in miles if DME or RNAV is to be can determine by visual reference to the surface if used. Specify leg length in minutes if the pilot he/she is familiar with it. requests it or you consider it necessary. PHRASEOLOGY− HOLD AT (location) UNTIL (time or other condition.) e. Direction of holding pattern turns only if left REFERENCE− turns are to be made, the pilot requests it, or you FAAO JO 7110.65, Para 7−1−4, Visual Holding of VFR Aircraft. consider it necessary. PHRASEOLOGY− 4−6−6. HOLDING FLIGHT PATH DEVIATION HOLD (direction) OF (fix/waypoint) ON (specified radial, Approve a pilot’s request to deviate from the course, bearing, track, airway, azimuth(s), or route.) prescribed holding flight path if obstacles and traffic If leg length is specified, conditions permit.

(number of minutes/miles) MINUTE/MILE LEG. 4−6−7. UNMONITORED NAVAIDs

If direction of turn is specified, Separate an aircraft holding at an unmonitored NAVAID from any other aircraft occupying the LEFT/RIGHT TURNS. course which the holding aircraft will follow if it does NOTE− not receive signals from the NAVAID. It is mandatory for the controller to issue left or right turns every time a holding pattern is issued for MLS. 4−6−8. ILS PROTECTION/CRITICAL AREAS f. Issue maximum holding airspeed advisories When conditions are less than reported ceiling when an aircraft is: 800 feet or visibility of 2 miles, do not authorize aircraft to hold below 5,000 feet AGL inbound 1. Approved to exceed the maximum airspeed toward the airport on or within 1 statute mile of the of a pattern, and is cleared into a holding pattern that localizer between the ILS OM or the fix used in lieu will protect for the greater speed; or of the OM and the airport. USAF. The holding 2. Observed deviating from the holding pattern restriction applies only when an arriving aircraft is airspace area; or between the ILS OM or the fix used in lieu of the OM and the runway. 3. Cleared into an airspeed restricted holding REFERENCE− pattern in which the icon has not been published. FAAO 7130.3, Holding Pattern Criteria.

Holding Aircraft 4−6−3

2/9/12 JO 7110.65U

Section 7. Arrival Procedures

4−7−1. CLEARANCE INFORMATION c. Altitude instructions, as follows: Clear an arriving aircraft to a clearance limit by 1. Assigned altitude; or specifying the following: 2. Instructions to vertically navigate on the a. Name of fix or airport. STAR/FMSP or STAR/FMSP transition. EXAMPLE− PHRASEOLOGY− “Bayview Three R−NAV Arrival, Helen Transition, CLEARED TO (destination) AIRPORT. maintain Flight Level Three Three Zero.” Or “Descend via the Civit One Arrival.” CLEARED TO (NAVAID name and type if known). “Descend via the Lendy One R−NAV Arrival, Runway 22 Or left.” CLEARED TO (intersection or waypoint name and type if “Cross JCT at Flight Level Two Four Zero.” known). “Descend via the Coast Two Arrival.” b. Route of flight including a STAR/RNAV “Civit One Arrival, Descend and Maintain Flight STAR/FMSP and STAR/RNAV STAR/FMSP trans- Level Two Four Zero.” ition, if appropriate. Assign a STAR/RNAV REFERENCE− FAAO JO 7110.65, Para 4−5−7, Altitude Information. STAR/FMSP and STAR/RNAV STAR/FMSP trans- AIM, Para 5−4−1, Standard Terminal Arrival (STAR), Area Navigation ition to any aircraft in lieu of other routes; e.g., (RNAV) STAR, and Flight Management System Procedures (FMSP) for airways or preferential arrival routes when the Arrivals. routings are the same. The clearance must include the d. Issue holding instructions, EFC, and additional name and transition, if necessary, of the STAR/RNAV delay information as required. STAR/FMSP to be flown. e. Instructions regarding further communications TERMINAL: When the STAR/RNAV STAR/FMSP as appropriate. transition is designed to provide course guidance to REFERENCE− multiple runways, the facility must state intended FAAO JO 7110.65, Para 2−1−17, Radio Communications Transfer. runway number on initial contact, or as soon as practical. If the runway assignment, or any 4−7−2. ADVANCE DESCENT CLEARANCE subsequent runway change, is not issued prior to EN ROUTE 10 NM from the runway transition waypoint, radar vectors to final must be provided. Take the following action when exercising control of aircraft landing at an airport located in an adjacent PHRASEOLOGY− center’s control area near the common boundary: (STAR/RNAV STAR/FMSP name and number) ARRIVAL. (STAR/RNAV STAR/FMSP name and number) ARRIVAL, a. Coordinate with the receiving facility for a (transition name) TRANSITION. lower altitude and issue a clearance to the aircraft as CHANGE/AMEND TRANSITION TO (runway number). appropriate. CHANGE/AMEND TRANSITION TO (runway number) TURN LEFT/RIGHT or HEADING (heading) FOR b. Initiate this action at a distance sufficient from VECTOR TO FINAL APPROACH COURSE. destination to allow for normal descent and speed reduction. EXAMPLE− “Rosewood One arrival.” “Rosewood One arrival, Delta transition.” 4−7−3. SINGLE FREQUENCY “Change transition to Runway 09 right.” APPROACHES (SFA) “Amend transition to Runway 22 left, turn right heading 180 for vector to final approach course.” TERMINAL NOTE− Where SFA procedures for military single-piloted If a civil pilot does not wish to use a STAR or FMSP issued turbojet aircraft on an IFR flight plan are contained in in an ATC clearance or any other STAR or FMSP published a letter of agreement, do not require a radio frequency for that location, the pilot is expected to advise ATC. change after the aircraft begins approach or after

Arrival Procedures 4−7−1 JO 7110.65U 2/9/12

initial contact during an en route descent until a d. When a GCA unit is not able to communicate on landing or low approach has been completed except a common frequency, a change to a GCA frequency under the following conditions: may be authorized. REFERENCE− e. When a nonradar approach will be made, FAAO JO 7610.4, Special Operations, Para 9−3−6, Single Frequency Approach (SFA). aircraft may be instructed to change to tower P/CG Term− Single-Piloted Aircraft. frequency when: a. During daylight hours while the aircraft is in 1. The reported ceiling is at or above 1,500 feet VFR conditions. and visibility is 5 statute miles or more. b. On pilot request. 2. The aircraft reports able to proceed by visual reference to the surface. c. When pilot cancels IFR flight plan. 3. The aircraft requests and is cleared for a d. In an emergency situation. contact approach. e. When aircraft is cleared for visual approach. 4. The aircraft is cleared for a visual approach. f. Avoid making frequency/radar beacon changes 4−7−4. RADIO FREQUENCY AND RADAR after an aircraft begins a high altitude approach. BEACON CHANGES FOR MILITARY g. In the event of a missed approach, do not require AIRCRAFT a frequency/radar beacon change before the aircraft When military single-piloted turbojet aircraft will reaches the missed approach altitude, the MEA, or the conduct an approach wholly or partly in IFR MVA. conditions or at night, take the following action: REFERENCE− FAAO JO 7110.65, Para 5−2−6, Function Code Assignments. NOTE− It is known that the mental distraction and the inadvertent 4−7−5. MILITARY TURBOJET EN ROUTE movement of aircraft controls resulting from the pilot’s DESCENT turning, reaching, or leaning to change frequencies can induce spatial disorientation (vertigo). Provide military turbojet aircraft the same arrival a. Avoid radio frequency and radar beacon procedures that are provided for nonmilitary turbojet changes to the maximum extent that communications aircraft except: capabilities and traffic will permit. However, when NOTE− changes are required: It is the responsibility of the pilot to request a high altitude approach if he/she does not want normal arrival handling. 1. Give instructions early enough to allow the a. An en route descent may be used in a nonradar change before the aircraft reaches the approach fix or environment; however, radar capability should exist handoff point. which will permit the aircraft to be vectored to the 2. Keep frequency/radar beacon changes to a final approach course of a published high altitude minimum below 2,500 feet above the surface. instrument approach procedure or PAR/ASR approach. Do not use this procedure if other than 3. Avoid requiring frequency/radar beacon normal vectoring delays are anticipated. changes during the time the aircraft is making a turn. b. Prior to issuance of a descent clearance below b. When traffic volume requires, a frequency the highest initial approach fix altitude established for other than the one used by aircraft making approaches any high altitude instrument approach procedure for may be assigned for use in transferring control to the the destination airport inform the aircraft: approach control facility. 1. Type of approach to expect. TERMINAL EXAMPLE− c. If practicable, use a frequency common to both “Expect V−O−R approach to runway three two.” the GCA unit and approach control to minimize 2. Radar vectors will be provided to the final frequency changes. approach course.

4−7−2 Arrival Procedures 2/9/12 JO 7110.65U

EXAMPLE− 6. For aircraft executing a contact approach the “Expect surveillance/precision approach to runway one position of the aircraft. seven; radar vectors to final approach course.” NOTE− 3. Current weather whenever the ceiling is Specific time requirements are usually stated in a letter of below 1,000 feet (USAF: 1,500 feet) or the highest agreement. circling minimum whichever is greater, or when the b. Forward the following information to approach visibility is less than 3 miles. control facilities before transfer of control EXAMPLE− jurisdiction: “Expect ILS/MLS approach to runway eight; radar vectors NOTE− to localizer/azimuth course. Weather (reported weather).” Transfer points are usually specified in a letter of c. If ATIS is provided and the pilot advises he/she agreement. has received the current ATIS broadcast before the 1. Aircraft identification. descent clearance in subpara b is issued, omit those 2. Type of aircraft and appropriate aircraft items in subpara b that are contained in the broadcast. equipment suffix. d. To avoid requiring an aircraft to fly at low 3. ETA or actual time, and proposed or actual altitudes for an excessive distance, descent clearance altitude over clearance limit. The ETA need not be should be issued at a point determined by adding 10 given if the arrival information is being forwarded to the first two digits of the flight level. during a radar handoff. EXAMPLE− 4. Clearance limit (when other than the For FL 370, 37 ) 10 = 47 miles. destination airport) and EFC issued to the aircraft. NOTE− Clearance limit may be omitted when provided for in Turbojet en route descents are based on a rate of descent a letter of agreement. of 4,000 to 6,000 feet per minute. 5. Time, fix, or altitude when control responsi- e. Do not terminate the en route descent of an bility is transferred to the approach control facility. aircraft without the consent of the pilot except as This information may be omitted when provided for required by radar outage or an emergency situation. in a letter of agreement. REFERENCE− FAAO JO 7110.65, Para 4−8−4, Altitude Assignment for Military High PHRASEOLOGY− Altitude Instrument Approaches. (Identification), (type of aircraft), ESTIMATED/OVER (clearance limit), (time), (altitude), EFC (time).

4−7−6. ARRIVAL INFORMATION If required, EN ROUTE YOUR CONTROL, a. Forward the following information to nonapproach control towers soon enough to permit or adjustment of the traffic flow or to FSSs soon enough to provide local airport advisory where applicable: YOUR CONTROL AT (time, fix or altitude).

1. Aircraft identification. 4−7−7. WEATHER INFORMATION 2. Type of aircraft. EN ROUTE 3. ETA. When an available official weather report indicates weather conditions are below a 1,000−foot 4. Type of instrument approach procedure the (USAF: 1,500−foot) ceiling or below the highest aircraft will execute; or circling minimum, whichever is higher, or less than 5. For SVFR, the direction from which the three-miles visibility for the airport concerned, aircraft will enter Class B, Class C, Class D, or transmit the weather report and changes classified as Class E surface area and any altitude restrictions that special weather observations to an arriving aircraft were issued; or prior to or as part of the approach clearance when:

Arrival Procedures 4−7−3 JO 7110.65U 2/9/12

a. It is transmitted directly to the pilot via center 2. Runway if different from that to which the controller-to-pilot communications. instrument approach is made. b. It is relayed through a communications station 3. Surface wind. other than an air carrier company radio or through a nonapproach control facility. You may do this by 4. Ceiling and visibility if the reported ceiling at telling the station or nonapproach control facility to the airport of intended landing is below 1,000 feet or issue current weather. below the highest circling minimum, whichever is greater, or the visibility is less than 3 miles.

4−7−8. BELOW MINIMA REPORT BY PILOT 5. Altimeter setting for the airport of intended landing. If an arriving aircraft reports weather conditions are REFERENCE− below his/her landing minima: FAAO JO 7110.65, Chapter 2, Section 7, Altimeter Settings. NOTE− b. Upon pilot request, controllers must inform Determination that existing weather/visibility is adequate pilots of the frequency where automated weather data for approach/landing is the responsibility of the may be obtained and, if appropriate, that airport pilot/aircraft operator. weather is not available. a. Issue appropriate instructions to the aircraft to PHRASEOLOGY− hold or proceed to another airport. (Airport) AWOS/ASOS WEATHER AVAILABLE ON (frequency). b. Adjust, as necessary, the position in the landing sequence of any other aircraft desiring to make 1. ASOS/AWOS must be set to provide one approaches and issue approach clearances accord- minute weather at uncontrolled airports that are ingly. without ground−to−air weather broadcast capability by a CWO, NWS or FSS observer. 4−7−9. TRANSFER OF JURISDICTION 2. Controllers will consider the long−line disseminated weather from an automated weather Transfer radio communications and control respons- system at an uncontrolled airport as trend information ibility early enough to allow the receiving facility to only and must rely on the pilot for the current weather clear an aircraft beyond the clearance limit before the information for that airport. aircraft reaches it. 3. Controllers must issue the last long−line disseminated weather to the pilot if the pilot is unable 4−7−10. APPROACH INFORMATION to receive the ASOS/AWOS broadcast. a. Both en route and terminal approach control NOTE− sectors must provide current approach information to Aircraft destined to uncontrolled airports, which have aircraft destined to airports for which they provide automated weather data with broadcast capability, should approach control services. This information must be monitor the ASOS/AWOS frequency to ascertain the provided on initial contact or as soon as possible current weather at the airport. The pilot should advise the thereafter. Approach information contained in the controller when he/she has received the broadcast weather and state his/her intentions. ATIS broadcast may be omitted if the pilot states the appropriate ATIS code. For pilots destined to an c. Issue any known changes classified as special airport without ATIS, items 3−5 below may be weather observations as soon as possible. Special omitted after the pilot advises receipt of the weather observations need not be issued after they are automated weather; otherwise, issue approach included in the ATIS broadcast and the pilot states the information by including the following: appropriate ATIS code. 1. Approach clearance or type approach to be d. Advise pilots when the ILS/MLS on the runway expected if two or more approaches are published and in use is not operational if that ILS/MLS is on the the clearance limit does not indicate which will be same frequency as an operational ILS/MLS serving used. another runway.

4−7−4 Arrival Procedures 2/9/12 JO 7110.65U

EXAMPLE− data on the CTRD where a facility directive authorizes its “Expect visual approach runway two five right, use for the transfer of arrival data. runway two five right I−L−S not operational.” REFERENCE− REFERENCE− FAAO JO 7210.3, Para 11−2−4, Use of Modify and Quick Look FAAO JO 7110.65, Para 2−7−2, Altimeter Setting Issuance Below Functions. Lowest Usable FL. FAAO JO 7210.3, Para 11−8−4, Use of STARS Quick Look Functions. FAAO JO 7110.65, Para 5−10−2, Approach Information. c. Where the collocated or satellite tower has 14 CFR Section 91.129 Operations in Class D Airspace, Subpara (d)(2). ATTS data displayed on its CTRD, the ATTS modify or quick look functions may be used to forward e. TERMINAL: If multiple runway transitions are arrival data provided that a facility directive at the depicted on a STAR procedure, advise pilots of the collocated tower or a letter of agreement with the runway assignment on initial contact or as soon as satellite tower exists which outlines procedures for possible thereafter. using ATTS for transferring this data.

4−7−11. ARRIVAL INFORMATION BY d. Forward the following information to centers: APPROACH CONTROL FACILITIES 1. Where two or more instrument approach procedures are published for the airport, the TERMINAL particular procedure which an aircraft can expect or a. Forward the following information to nonap- that it will be vectored toward the airport for a visual proach control towers soon enough to permit approach. adjustment of the traffic flow or to FSSs soon enough 2. Highest altitude being used by the approach to provide local airport advisory where applicable: control facility at the holding fix. 1. Aircraft identification. 3. Average time interval between successive 2. Type of aircraft. approaches. 3. ETA. 4. Arrival time of aircraft over the holding fix or, if control has been transferred to you before an 4. Type of instrument approach procedure the aircraft has reached the fix, a statement or other aircraft will execute; or indication acknowledging receipt of control 5. For SVFR, the direction from which the responsibility. aircraft will enter Class B, Class C, Class D, or 5. Revised EFC if different by 10 minutes or Class E surface area and any altitude restrictions that more from that issued by the center. were issued; or 6. Missed approaches if they affect center 6. For aircraft executing a contact approach, the operations. position of the aircraft. 7. Information relating to an unreported or NOTE− overdue aircraft. Specific time requirements are usually stated in a letter of agreement. 4−7−12. AIRPORT CONDITIONS b. Forward the following information to the tower when the tower and TRACON are part of the same a. EN ROUTE. Before issuing an approach facility: clearance or en route descent, and subsequently as changes occur, inform an aircraft of any abnormal 1. Aircraft identification. operation of approach and landing aids and of 2. Type aircraft if required for separation destination airport conditions that you know of which purposes. might restrict an approach or landing. 3. Type of instrument approach procedure NOTE− 1. Airport conditions information, in the provision of en and/or runway if differing from that in use. route approach control service, does not include NOTE− information pertaining to the airport surface environment The local controller has the responsibility to determine other than the landing area(s) or obstruction information whether or not conditions are adequate for the use of ATTS for aircraft that will be cleared for an instrument approach.

Arrival Procedures 4−7−5 JO 7110.65U 2/9/12

Accordingly, D NOTAMs that contain the keywords 1. Before or when an approach clearance is TAXIWAY (TXY), RAMP, APRON, or SERVICE (SVC) are issued. not required to be issued. Additionally, Obstruction NOTAMs (OBST) are not required to be issued if an aircraft 2. Before an en route descent clearance is will be cleared for an instrument approach. issued. 2. When advised of special use airspace (SUA) or military 3. Prior to departure. training route (MTR) activation, appropriate action is taken to separate nonparticipating IFR aircraft from those 4. As soon as possible after receipt of any activities when required, and/or to issue applicable subsequent changes in previously issued RCR advisories as warranted. When meeting this requirement, information. there is no requirement for controllers to additionally issue NOTE− the associated D NOTAM activating that SUA or MTR to 1. USAF has established RCR procedures for determining the pilot. Accordingly, D NOTAMs for SUA that contain the the average deceleration readings of runways under accountability codes SUAE, SUAC, and SUAW are not conditions of water, slush, ice, or snow. The use of RCR required to be issued. code is dependent upon the pilot having a “stopping capability chart” specifically applicable to his/her b. TERMINAL. On first contact or as soon as aircraft. possible thereafter, and subsequently as changes 2. USAF offices furnish RCR information at airports occur, inform an aircraft of any abnormal operation serving USAF and ANG aircraft. of approach and landing aids and of destination REFERENCE− airport conditions that you know of which might FAAO JO 7110.65, Para 3−3−1, Landing Area Condition. restrict an approach or landing. This information may be omitted if it is contained in the ATIS broadcast and 4−7−13. SWITCHING ILS/MLS RUNWAYS the pilot states the appropriate ATIS code. REFERENCE− TERMINAL FAAO JO 7110.65, Chapter 3, Section 3, Airport Conditions. When a change is made from one ILS to another or c. TERMINAL. Where RCRs are provided, trans- from one MLS to another at airports equipped with mit this information to USAF and ANG aircraft in multiple systems which are not used simultaneously, accordance with one of the following. Issue the RCR coordinate with the facilities which use the fixes to other aircraft upon pilot request. formed by reference to these NAVAIDs.

4−7−6 Arrival Procedures 2/9/12 JO 7110.65U

Section 8. Approach Clearance Procedures

4−8−1. APPROACH CLEARANCE EXAMPLE− “Cleared Approach.” a. Clear aircraft for “standard” or “special” “Cleared V−O−R Approach.” instrument approach procedures only. To require an “Cleared V−O−R Runway Three Six Approach.” aircraft to execute a particular instrument approach “Cleared F−M−S Approach.” procedure, specify in the approach clearance the “Cleared F−M−S Runway Three Six Approach.” name of the approach as published on the approach “Cleared I−L−S Approach.” chart. Where more than one procedure is published on “Cleared Localizer Back Course Runway One Three a single chart and a specific procedure is to be flown, Approach.” “Cleared R−NAV Runway Two Two Approach.” amend the approach clearance to specify execution of “Cleared GPS Runway Two Approach.” the specific approach to be flown. If only one “Cleared BRANCH ONE R−NAV Arrival and R−NAV instrument approach of a particular type is published, Runway One Three Approach.” the approach needs not be identified by the runway “Cleared I−L−S Runway Three Six Approach, glideslope reference. An aircraft conducting an ILS/MLS unusable.” approach when the glideslope/glidepath is reported “Cleared M−L−S Approach.” out of service must be advised at the time an approach “Cleared M−L−S Runway Three Six Approach.” clearance is issued. Standard Instrument Approach “Cleared M−L−S Runway Three Six Approach, glidepath Procedures must commence at an Initial Approach unusable.” Fix or an Intermediate Approach Fix if there is not an NOTE− Initial Approach Fix. Area Navigation (RNAV) 1. Clearances authorizing instrument approaches are Standard Instrument Approach Procedures may issued on the basis that, if visual contact with the ground begin at an Intermediate Approach Fix for aircraft is made before the approach is completed, the entire that have filed an Advanced RNAV equipment suffix approach procedure will be followed unless the pilot receives approval for a contact approach, is cleared for a when the conditions of subpara b4 are met. Where visual approach, or cancels their IFR flight plan. adequate radar coverage exists, radar facilities may vector aircraft to the final approach course in 2. Approach clearances are issued based on known traffic. The receipt of an approach clearance does not relieve the accordance with para 5−9−1, Vectors to Final pilot of his/her responsibility to comply with applicable Approach Course. Parts of Title 14 of the Code of Federal Regulations and the PHRASEOLOGY− notations on instrument approach charts which levy on the CLEARED (type) APPROACH. pilot the responsibility to comply with or act on an instruction; e.g., “Straight-in minima not authorized at (For a straight-in-approach− IFR), night,” “Procedure not authorized when glideslope/ glidepath not used,” “Use of procedure limited to aircraft CLEARED STRAIGHT-IN (type) APPROACH. authorized to use airport,” or “Procedure not authorized at night.” (To authorize a pilot to execute his/her choice of instrument 3. The name of the approach, as published, is used to approach), identify the approach, even though a component of the CLEARED APPROACH. approach aid, other than the localizer on an ILS or the azimuth on an MLS is inoperative. Where more than one (Where more than one procedure is published on a single procedure to the same runway is published on a single chart and a specific procedure is to be flown), chart, each must adhere to all final approach guidance contained on that chart, even though each procedure will CLEARED (specific procedure to be flown) APPROACH. be treated as a separate entity when authorized by ATC. For example, Instrument Approach Procedures published (To authorize a pilot to execute an ILS/MLS approach when on a chart as either HI−VOR/DME or TACAN 1 would be the glideslope/glidepath is out of service), stated as either “HI V−O−R/D−M−E 1 Runway Six Left Approach” or “HI TACAN 1 Runway Six Left Approach.” CLEARED (type) APPROACH, GLIDESLOPE/ The use of numerical identifiers in the approach name, or GLIDEPATH UNUSABLE. alphabetical identifiers with a letter from the end of the

Approach Clearance Procedures 4−8−1 JO 7110.65U 2/9/12

alphabet; e.g., X, Y, Z, such as “HI TACAN 1 Rwy 6L or FIG 4−8−1 HI TACAN 2 Rwy 6L,” or “RNAV (GPS) Z Rwy 04 or Approach Clearance Example RNAV (GPS) Y Rwy 04,” denotes multiple straight−in approaches to the same runway that use the same approach aid. Alphabetical suffixes with a letter from the beginning of the alphabet; e.g., A, B, C, denote a procedure that does not meet the criteria for straight−in landing minimums authorization.

4. 14 CFR Section 91.175(j) requires a pilot to receive a clearance for a procedure turn when vectored to a final approach fix or position, conducting a timed approach, or when the procedure specifies “NO PT.”

5. An aircraft which has been cleared to a holding fix and prior to reaching that fix is issued a clearance for an approach, but not issued a revised routing; i.e., “proceed direct to . . ..” may be expected to proceed via the last assigned route, a feeder route (if one is published on the approach chart), and then to commence the approach as published. If, by following the route of flight to the holding fix, the aircraft would overfly an IAF or the fix associated with the beginning of a feeder route to be used, the aircraft EXAMPLE− is expected to commence the approach using the published Aircraft 2: The aircraft is inbound to the VOR on an feeder route to the IAF or from the IAF as appropriate; unpublished direct route at 7,000 feet. The minimum IFR i.e., the aircraft would not be expected to overfly and return altitude for IFR operations (14 CFR Section 91.177) along to the IAF or feeder route. this flight path to the VOR is 5,000 feet. “Cross the Redding V−O−R at or above five thousand, cleared V−O−R Runway 6. Approach name items contained within parenthesis; Three Four Approach.” e.g., RNAV (GPS) Rwy 04, are not included in approach clearance phraseology. NOTE− 1. The altitude assigned must assure IFR obstruction REFERENCE− clearance from the point at which the approach clearance FAAO 8260.3, United States Standard for Terminal Instrument is issued until established on a segment of a published route Procedures (TERPS). or instrument approach procedure. b. For aircraft operating on unpublished routes, 2. If the altitude assignment is VFR-on-top, it is issue the approach clearance only after the aircraft is: conceivable that the pilot may elect to remain high until (See FIG 4−8−1.) arrival over the final approach fix which may require the pilot to circle to descend so as to cross the final approach 1. Established on a segment of a published route fix at an altitude that would permit landing. or instrument approach procedure. 3. Established on a heading or course that will intercept the initial segment at the initial approach fix, EXAMPLE− Aircraft 1: The aircraft is established on a segment of a or intermediate segment at the intermediate fix when published route at 5,000 feet. “Cleared V−O−R Runway no initial approach fix is published, for a GPS or Three Four Approach.” RNAV instrument approach procedure at an angle not greater than 90 degrees. Angles greater than 2. Assigned an altitude to maintain until the 90 degrees may be used when a hold in lieu of aircraft is established on a segment of a published procedure turn pattern is depicted at the fix for the route or instrument approach procedure. instrument approach procedure. (See FIG 4−8−2.)

4−8−2 Approach Clearance Procedures 2/9/12 JO 7110.65U

FIG 4−8−2 (a) The instrument approach procedure is a Approach Clearance Example GPS or RNAV approach. For RNAV Aircraft (b) Radar monitoring is provided to the Intermediate Fix.

(d) The pilot is advised to expect clearance direct to the Intermediate Fix at least 5 miles from the fix.

(e) The aircraft is assigned an altitude to maintain until the Intermediate Fix.

(f) The aircraft is on a course that will intercept the intermediate segment at an angle not greater than 90 degrees and is at an altitude that will permit normal descent from the Intermediate Fix to the Final Approach Fix. NOTE− Controllers should expect aircraft to descend at approximately 300 feet per NM when applying guidance in subpara 4(f) above. c. Except when applying radar procedures, timed EXAMPLE− or visual approaches, clear an aircraft for an approach Aircraft 1 can be cleared direct to CENTR. The intercept to an airport when the preceding aircraft has landed angle at that IAF is 90 degrees or less. The minimum or canceled IFR flight plan. altitude for IFR operations (14 CFR Section 91.177) along the flight path to the IAF is 3,000 feet. If a hold in lieu of d. Where instrument approaches require radar pattern is depicted and a straight−in area is not defined monitoring and radar services are not available, do (e.g.,“ No PT” indicated at the fix), the aircraft must be not use the phraseology “cleared approach,” which instructed to conduct a straight−in approach if ATC does allows the pilot his/her choice of instrument not want the pilot to execute a procedure turn.“Cleared approaches. direct CENTR, maintain at or above three thousand until CENTR, cleared straight−in R−NAV Runway One Eight e. Where a Terminal Arrival Area (TAA) has been approach.” established to support RNAV approaches use the Aircraft 2 cannot be cleared direct to CENTR unless the procedures under subpara b1 and b2 above. aircraft is allowed to execute a procedure turn. Aircraft 2 (See FIG 4−8−3.) can be cleared direct to LEFTT. The intercept angle at that IAF is 90 degrees or less. The minimum altitude for IFR EXAMPLE− operations (14 CFR Section 91.177) along the flight path Aircraft 1: The aircraft has crossed the TAA boundary and to the IAF is 3,000 feet.“Cleared direct LEFTT, maintain is established on a segment of the approach. “Cleared at or above three thousand until LEFTT, cleared R−NAV R−NAV Runway One Eight Approach.” Runway One Eight approach.” The pilot does not have to be cleared for a straight−in approach since no hold in lieu Aircraft 2: The aircraft is inbound to the CHARR (right of pattern is depicted at LEFTT. corner) IAF on an unpublished direct route at 7,000 feet. The minimum IFR altitude for IFR operations (14 CFR 4. Established on a heading or course that will Section 91.177) along this flight path to the IAF is intercept the intermediate segment at the intermediate 5,000 feet. “Cleared direct CHARR, Maintain at or above fix, when an initial approach fix is published, five thousand until entering the TAA, Cleared R−NAV provided the following conditions are met: Runway One Eight Approach.”

Approach Clearance Procedures 4−8−3 JO 7110.65U 2/9/12

FIG 4−8−3 Basic “T” and TAA Design

4−8−4 Approach Clearance Procedures 2/9/12 JO 7110.65U

f. For GPS UNRELIABLE NOTAMs, inform 4−8−4. ALTITUDE ASSIGNMENT FOR pilots requesting a GPS or RNAV approach that GPS MILITARY HIGH ALTITUDE INSTRUMENT is unreliable and clear the aircraft for the approach. APPROACHES This advisory may be omitted if contained in the Altitudes above those shown on the high altitude Automated Terminal Information System (ATIS) instrument approach procedures chart may be broadcast. specified when required for separation. g. For pilot reported GPS anomalies, advise NOTE− subsequent aircraft requesting a GPS or RNAV To preclude the possibility of aircraft exceeding approach that GPS is unreliable and clear the aircraft rate-of-descent or airspeed limitations, the maximum for the approach. This advisory may be discontinued altitudes which may be assigned for any portion of the high after 15 minutes if no subsequent reports are received. altitude instrument approach procedure will be determined through coordination between the ATC facility concerned REFERENCE− FAAO JO 7110.65, Para 2−1−10, NAVAID Malfunctions. and the military authority which originated the high FAAO JO 7110.65, Para 4−7−12, Airport Conditions. altitude instrument approach procedure. PHRASEOLOGY− REFERENCE− CLEARED (approach), GPS UNRELIABLE. FAAO JO 7110.65, Para 4−7−5, Military Turbojet En Route Descent. h. For Wide Area Augmentation System (WAAS) 4−8−5. SPECIFYING ALTITUDE UNAVAILABLE NOTAMs, advise aircraft requesting a GPS or RNAV approach that WAAS is Specify in the approach clearance the altitude shown unavailable and clear the aircraft for the approach. in the approach procedures when adherence to that This advisory may be omitted if contained in the ATIS altitude is required for separation. When vertical broadcast. separation will be provided from other aircraft by pilot adherence to the prescribed maximum, PHRASEOLOGY− minimum, or mandatory altitudes, the controller may CLEARED (approach), WAAS UNAVAILABLE. omit specifying the altitude in the approach NOTE− clearance. 1. WAAS UNAVAILABLE NOTAMs indicate a failure of a WAAS system component. GPS/WAAS equipment reverts to NOTE− GPS−only operation and satisfies the requirements for Use FAA or NGA instrument approach procedures charts basic GPS equipment. appropriate for the aircraft executing the approach. 2. WAAS UNRELIABLE NOTAMs indicate predictive coverage, are published for pilot preflight planning, and do 4−8−6. CIRCLING APPROACH not require any controller action. a. Circling approach instructions may only be given for aircraft landing at airports with operational 4−8−2. CLEARANCE LIMIT control towers. Issue approach or other clearances, as required, b. Include in the approach clearance instructions specifying the destination airport as the clearance to circle to the runway in use if landing will be made limit if airport traffic control service is not provided on a runway other than that aligned with the direction even though this is a repetition of the initial clearance. of instrument approach. When the direction of the circling maneuver in relation to the airport/runway is PHRASEOLOGY− required, state the direction (eight cardinal compass CLEARED TO (destination) AIRPORT points) and specify a left or right base/downwind leg as appropriate. 4−8−3. RELAYED APPROACH CLEARANCE PHRASEOLOGY− TERMINAL CIRCLE TO RUNWAY (number),

Include the weather report, when it is required and or available, when an approach clearance is relayed through a communication station other than an air CIRCLE (direction using eight cardinal compass points) carrier company radio. You may do this by telling the OF THE AIRPORT/RUNWAY FOR A LEFT/RIGHT station to issue current weather. BASE/DOWNWIND TO RUNWAY (number).

Approach Clearance Procedures 4−8−5 JO 7110.65U 2/9/12

NOTE− 4−8−9. MISSED APPROACH Where standard instrument approach procedures (SIAPs) authorize circling approaches, they provide a basic Except in the case of a VFR aircraft practicing an minimum of 300 feet of obstacle clearance at the MDA instrument approach, an approach clearance automat- within the circling area considered. The dimensions of ically authorizes the aircraft to execute the missed these areas, expressed in distances from the runways, vary approach procedure depicted for the instrument for the different approach categories of aircraft. In some approach being flown. An alternate missed approach cases a SIAP may otherwise restrict circling approach procedure as published on the appropriate FAA maneuvers. Form 8260 or appropriate military form may be assigned when necessary. Once an aircraft com- c. Do not issue clearances, such as “extend mences a missed approach, it may be radar vectored. downwind leg,” which might cause an aircraft to exceed the circling approach area distance from the NOTE− runways within which required circling approach 1. Alternate missed approach procedures are published on obstacle clearance is assured. the appropriate FAA Form 8260 or appropriate military form and require a detailed clearance when they are issued to the pilot. 2. In the event of a missed approach involving a turn, 4−8−7. SIDE−STEP MANEUVER unless otherwise cleared, the pilot will proceed to the missed approach point before starting that turn. TERMINAL REFERENCE− FAAO JO 7110.65, Para 4−8−11, Practice Approaches. Side-step Maneuver. When authorized by an instru- FAAO JO 7110.65, Para 5−6−3, Vectors Below Minimum Altitude. FAAO JO 7110.65, Para 5−8−3, Successive or Simultaneous ment approach procedure, you may clear an aircraft Departures. for an approach to one runway and inform the aircraft FAAO 8260.19, Flight Procedures and Airspace, Paras 404 and 815. FAAO 8260.3, United States Standard for Terminal Instrument that landing will be made on a parallel runway. Procedures (TERPS), Paras 275, 278, 943, 957, and 997. EXAMPLE− “Cleared I−L−S Runway seven left approach. Side-step to 4−8−10. APPROACH INFORMATION runway seven right.” Specify the following in the approach clearance when NOTE− the pilot says he/she is unfamiliar with the procedure: Side-step maneuvers require higher weather minima/ a. Initial approach altitude. MDA. These higher minima/MDA are published on the instrument approach charts. b. Direction and distance from the holding fix within which procedure turn is to be completed. REFERENCE− FAAO JO 7110.65, Para 3−3−2, Closed/Unsafe Runway Information. c. Altitude at which the procedure turn is to be P/CG Term− Side−step Maneuver. made. d. Final approach course and altitude. 4−8−8. COMMUNICATIONS RELEASE e. Missed approach procedures if considered necessary. If an IFR aircraft intends to land at an airport not PHRASEOLOGY− served by a tower or FSS, approve a change to the INITIAL APPROACH AT (altitude), PROCEDURE TURN advisory service frequency when you no longer AT (altitude), (number) MINUTES/MILES (direction), require direct communications. FINAL APPROACH ON (name of NAVAID) (specified) COURSE/RADIAL/AZIMUTH AT (altitude). PHRASEOLOGY− CHANGE TO ADVISORY FREQUENCY APPROVED. 4−8−11. PRACTICE APPROACHES NOTE− An expeditious frequency change permits the aircraft to Except for military aircraft operating at military receive timely local airport traffic information in airfields, ensure that neither VFR nor IFR practice accordance with AC 90−42, Traffic Advisory Practices at approaches disrupt the flow of other arriving and Airports Without Operating Control Towers. departing IFR or VFR aircraft. Authorize, withdraw

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authorization, or refuse to authorize practice 5. All VFR aircraft must be instructed to approaches as traffic conditions require. Normally, maintain VFR on initial contact or as soon as possible approaches in progress should not be terminated. thereafter. NOTE− NOTE− The priority afforded other aircraft over practice This advisory is intended to remind the pilot that even instrument approaches is not intended to be so rigidly though ATC is providing IFR-type instructions, the pilot is applied that it causes grossly inefficient application of responsible for compliance with the applicable parts of the services. CFR governing VFR flight. a. Separation. b. Missed Approaches. 1. IFR aircraft practicing instrument ap- 1. Unless alternate instructions have been proaches must be afforded standard separation in issued, IFR aircraft are automatically authorized to accordance with Chapter 3, Chapter 4, Chapter 5, execute the missed approach depicted for the Chapter 6, and Chapter 7 minima until: instrument approach being flown.

(a) The aircraft lands, and the flight is REFERENCE− terminated, or FAAO JO 7110.65, Para 4−8−9, Missed Approach. (b) The pilot cancels the flight plan. 2. VFR aircraft are not automatically authorized to execute the missed approach procedure. This 2. Where procedures require application of IFR authorization must be specifically requested by the separation to VFR aircraft practicing instrument pilot and approved by the controller. When a missed approaches, standard IFR separation in accordance approach has been approved, separation must be with Chapter 3, Chapter 4, Chapter 5, Chapter 6, and provided throughout the missed approach. Chapter 7 must be provided. Controller responsibility for separation begins at the point where the REFERENCE− approach clearance becomes effective. Except for FAAO JO 7110.65, Para 7−2−1, Visual Separation. heavy aircraft/B757, 500 feet vertical separation may be applied between VFR aircraft and between a VFR 4−8−12. LOW APPROACH AND TOUCH- and an IFR aircraft. AND-GO REFERENCE− FAAO JO 7210.3, Para 6−4−4, Practice Instrument Approaches. Consider an aircraft cleared for a touch-and-go, low FAAO JO 7210.3, Para 10−4−5, Practice Instrument Approaches. approach, or practice approach as an arriving aircraft 3. Where separation services are not provided to until that aircraft touches down or crosses the landing VFR aircraft practicing instrument approaches, the threshold; thereafter, consider the aircraft as a controller must; departing aircraft. Before the aircraft begins its final descent, issue the appropriate departure instructions (a) Instruct the pilot to maintain VFR. the pilot is to follow upon completion of the approach (b) Advise the pilot that separation services (in accordance with para 4−3−2, Departure Clear- are not provided. ances). Climb-out instructions must include a specific heading or a route of flight and altitude, PHRASEOLOGY− except when the aircraft will maintain VFR and “(Aircraft identification) MAINTAIN VFR, PRACTICE APPROACH APPROVED, NO SEPARATION SERVICES contact the tower. PROVIDED.” EXAMPLE− (c) Provide traffic information or advise the “After completing low approach, climb and maintain six pilot to contact the appropriate facility. thousand. Turn right, heading three six zero.” 4. If an altitude is assigned, including at or “Maintain VFR, contact tower.” above/below altitudes, the altitude specified must meet MVA, minimum safe altitude, or minimum IFR (Issue other instructions as appropriate.) altitude criteria. NOTE− REFERENCE− Climb-out instructions may be omitted after the first FAAO JO 7110.65, Para 7−7−5, Altitude Assignments. approach if instructions remain the same.

Approach Clearance Procedures 4−8−7

2/9/12 JO 7110.65U

Chapter 5. Radar Section 1. General

5−1−1. PRESENTATION AND EQUIPMENT EN ROUTE PERFORMANCE d. Radar Data Processing (RDP) alignment checking is accomplished by the operational program Provide radar service only if you are personally as part of the certification procedures for system satisfied that the radar presentation and equipment startup and then on a real−time basis during performance is adequate for the service being operational hours. provided. e. Ensure the situation display center and altitude NOTE− limits for the system are appropriate for the operating The provision of radar service is not limited to the distance position. and altitude parameters obtained during the commissioning flight check. REFERENCE− FAAO JO 7110.65, Para 5−14−5, Selected Altitude Limits.

5−1−3. RADAR USE 5−1−2. ALIGNMENT ACCURACY CHECK Use radar information derived from primary and During relief briefing, or as soon as possible after secondary radar systems. assuming responsibility for a control position, check REFERENCE− the operating equipment for alignment accuracy and FAAO JO 7110.65, Para 5−1−4, Beacon Range Accuracy. display acceptability. Recheck periodically through- FAAO JO 7110.65, Para 5−2−15, Inoperative or Malfunctioning Interrogator. out the watch. a. Secondary radar may be used as the sole display REFERENCE− source as follows: FAAO JO 7210.3, Chapter 3, Chapter 8, Chapter 9, Chapter 10, and Chapter 11. 1. In Class A airspace. Comparable Military Directives. REFERENCE− TERMINAL FAAO JO 7110.65, Para 5−2−16, Failed Transponder in Class A Airspace. 14 CFR Section 91.135, Operations in Class A Airspace. a. Check the alignment of the radar video display by assuring that the video/digital map or overlay is 2. Outside Class A airspace, or where mix of properly aligned with a permanent target of known Class A airspace/non−Class A airspace exists, only range and azimuth on the radar display. Where when: possible, check one permanent target per quadrant. (a) Additional coverage is provided by secondary radar beyond that of the primary radar, or b. Accuracy of the radar video display must be verified for digitized radar systems by using the (b) The primary radar is temporarily unusable moving target indicator (MTI) reflectors, fixed or out of service. Advise pilots when these conditions location beacon transponders (Parrots), beacon exist, or real−time quality control (RTQC) symbols or PHRASEOLOGY− calibration performance monitor equipment (CPME) PRIMARY RADAR UNAVAILABLE (describe location). beacon targets. RADAR SERVICES AVAILABLE ON TRANSPONDER EQUIPPED AIRCRAFT ONLY. REFERENCE− FAAO JO 7210.3, Para 3−8−1, Tolerance for Radar Fix Accuracy. NOTE− 1. Advisory may be omitted when provided on ATIS and c. In Digital Terminal Automation Systems pilot indicates having ATIS information. (DTAS) conducts continuous self−monitoring of 2. This provision is to authorize secondary radar only alignment accuracy; therefore, controller alignment operations where there is no primary radar available and checks are not required. the condition is temporary.

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(c) A secondary radar system is the only 5−1−5. ELECTRONIC ATTACK (EA) source of radar data for the area of service. When the ACTIVITY system is used for separation, beacon range accuracy a. Refer all EA activity requests to the appropriate is assured, as provided in para 5−1−4, Beacon Range center supervisor. Accuracy. TERMINAL. Advise pilots when these conditions exist. REFERENCE− FAAO JO 7610.4, Chapter 2, Section 7, Electronic Attack (EA) and NOTE− Testing Coordination. Advisory may be omitted when provided on ATIS or by NOTE− other appropriate notice to pilots. EA activity can subsequently result in a request to apply EA videos to the radar system which may necessitate the b. TERMINAL. Do not use secondary radar only decertification of the narrowband search radar. The to conduct surveillance (ASR) final approaches Systems Engineer should be consulted concerning the unless an emergency exists and the pilot concurs. effect of EA on the operational use of the narrowband radar prior to approving/disapproving requests to conduct EA activity. 5−1−4. BEACON RANGE ACCURACY b. When EA activity interferes with the operational use of radar: a. You may use beacon targets for separation 1. EN ROUTE. Request the responsible mili- purposes if beacon range accuracy is verified by one tary unit or aircraft, if initial request was received of the following methods: directly from pilot, to suspend the activity. NOTE− 2. TERMINAL. Request suspension of the 1. The check for verification of beacon range accuracy activity through the ARTCC. If immediate cessation accomplished by correlation of beacon and primary radar targets of the same aircraft is not a check of display of the activity is required, broadcast the request accuracy. Therefore, it is not necessary that it be done using directly to the EA aircraft on the emergency the same display with which separation is being provided, frequency. Notify the ARTCC of direct broadcast as nor the same targets being separated. soon as possible. 2. Narrowband and Full Digital Automation Systems: c. When previously suspended activity will no Technical operations personnel verify beacon range longer interfere: accuracy for automated narrowband display equipment 1. EN ROUTE. Inform the NORAD unit or and Full Digital Terminal Automation Systems. Con- sequently, further verification by the controller is aircraft that it may be resumed. unnecessary. 2. TERMINAL. Inform the ARTCC or aircraft that it may be resumed. Obtain approval from the 1. Correlate beacon and primary targets of the ARTCC prior to broadcasting a resume clearance same aircraft (not necessarily the one being provided directly to the aircraft. separation) to assure that they coincide. d. In each stop request, include your facility name, 2. When beacon and primary targets of the same type of EA activity (chaff dispensing− aircraft do not coincide, correlate them to assure that “stream”/“burst” or electronic jamming− “buzzer”), any beacon displacement agrees with the specified radar band affected and, when feasible, expected distance and direction for that particular radar duration of suspension. system. PHRASEOLOGY− 3. Refer to beacon range monitoring equipment BIG PHOTO (identification, if known) (name) CENTER/TOWER/APPROACH CONTROL. where so installed.

b. If beacon range accuracy cannot be verified, To stop EA activity: you may use beacon targets only for traffic STOP STREAM/BURST IN AREA (area name) (degree and information. distance from facility), REFERENCE− FAAO JO 7110.65, Para 5−1−3, Radar Use. or

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b. Fixed electronic cursors may be used to form STOP BUZZER ON (frequency band or channel). the final approach course for surveillance approaches conducted by military operated mobile radar To resume EA activity: facilities. RESUME STREAM/BURST, 5−1−8. MERGING TARGET PROCEDURES or a. Except while they are established in a holding RESUME BUZZER ON (frequency band or channel). pattern, apply merging target procedures to all radar identified: 5−1−6. SERVICE LIMITATIONS 1. Aircraft at 10,000 feet and above. a. When radar mapping is not available, limit 2. Turbojet aircraft regardless of altitude. radar services to: REFERENCE− P/CG Term− Turbojet Aircraft. 1. Separating identified aircraft targets. 3. Presidential aircraft regardless of altitude. 2. Vectoring aircraft to intercept a PAR final b. Issue traffic information to those aircraft listed approach course. in subpara a whose targets appear likely to merge 3. Providing radar service in areas that ensure no unless the aircraft are separated by more than the confliction with traffic on airways, other ATC areas appropriate vertical separation minima. of jurisdiction, restricted or prohibited areas, terrain, EXAMPLE− etc. “Traffic twelve o’clock, seven miles, eastbound, MD−80, at b. EN ROUTE. When the position symbol one seven thousand.” associated with the full data block falls more than one “United Sixteen and American Twenty-five, traffic history behind the actual aircraft target or there is no twelve o’clock, one zero miles, opposite direction, target symbol displayed, the Mode C information in eastbound seven twenty seven at flight level three three the full data block must not be used for the purpose of zero, westbound MD−Eighty at flight level three one zero.” determining separation. c. When both aircraft in subpara b are in RVSM c. Report radar malfunctions immediately for airspace, and vertically separated by 1,000 feet, if corrective action and for dispatch of a Notice to either pilot reports they are unable to maintain RVSM Airmen. Advise adjacent ATC facilities when due to turbulence or mountain wave, vector either appropriate. aircraft to avoid merging with the target of the other REFERENCE− aircraft. FAAO JO 7110.65, Para 2−1−9, Reporting Essential Flight Information. EXAMPLE− FAAO JO 7210.3, Chapter 3, Chapter 7, Chapter 10 Section 5, and “Delta One Twenty Three, fly heading two niner zero, Chapter 11 Section 2. vector for traffic. Traffic twelve o’clock, one zero miles, opposite direction, MD−80 eastbound at flight level three 5−1−7. ELECTRONIC CURSOR two zero.” d. If the pilot requests, vector his/her aircraft to TERMINAL avoid merging with the target of previously issued a. An electronic cursor may be used to aid in traffic. identifying and vectoring an aircraft and to give finer NOTE− delineation to a video map. Do not use it as a Aircraft closure rates are so rapid that when applying substitute for a video map or map overlay; e.g., to merging target procedures, controller issuance of traffic form intersections, airway boundaries, final approach must be commenced in ample time for the pilot to decide if courses, etc. a vector is necessary.

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e. If unable to provide vector service, inform the ATC informs it “radar contact lost” or “radar service pilot. terminated.” NOTE− REFERENCE− The phraseology “Unable RVSM due turbulence (or P/CG Term− Radar Contact. mountain wave)” is only intended for severe turbulence or a. When required, inform an aircraft of its position other weather encounters with altitude deviations of with respect to a fix or airway. approximately 200 feet or more. PHRASEOLOGY− OVER/PASSING (fix). 5−1−9. HOLDING PATTERN SURVEILLANCE (Number of miles) MILES FROM (fix).

Provide radar surveillance of outer fix holding pattern (Number of miles) MILES (direction) OF (fix, airway, or airspace areas, or any portions thereof, shown on your location). radar scope (displayed on the video map or scribed on the map overlay) whenever aircraft are holding there. CROSSING/JOINING/DEPARTING (airway or route). Attempt to detect any aircraft that stray outside the INTERCEPTING/CROSSING (name of NAVAID) area. If you detect an aircraft straying outside the area, (specified) RADIAL. assist it to return to the assigned airspace.

5−1−13. RADAR SERVICE TERMINATION 5−1−10. DEVIATION ADVISORIES a. Inform aircraft when radar service is Inform an aircraft when it is observed in a position terminated. and on a track which will obviously cause the aircraft to deviate from its protected airspace area. If PHRASEOLOGY− RADAR SERVICE TERMINATED (nonradar routing if necessary, assist the aircraft to return to the assigned required). protected airspace. b. Radar service is automatically terminated and REFERENCE− FAAO JO 7110.65, Para 4−2−5, Route or Altitude Amendments. the aircraft needs not be advised of termination when: FAAO JO 7110.65, Para 7−9−3, Methods. NOTE− 1. Termination of radar monitoring when conducting 5−1−11. RADAR FIX POSTING simultaneous ILS/MLS approaches is prescribed in para 5−9−7, Simultaneous Independent ILS/MLS EN ROUTE Approaches− Dual & Triple. 2. Termination of radar monitoring where PAR equipment A controller is required to manually record at least is used to monitor approaches is prescribed in once the observed or reported time over a fix for each para 5−13−3, Monitor Information. controlled aircraft in their sector of responsibility only when the flight progress recording components 1. An aircraft cancels its IFR flight plan, except of the EAS FDP are not operational. within Class B airspace, Class C airspace, TRSA, or where basic radar service is provided. REFERENCE− FAAO JO 7210.3, Para 6−1−6, Flight Progress Strip Usage. FAAO JO 7210.3, Para 10−1−8, Flight Progress Strip Usage. 2. An aircraft conducting an instrument, visual, or contact approach has landed or has been instructed to change to advisory frequency. 5−1−12. POSITION REPORTING 3. At tower-controlled airports where radar 1 If necessary, you may request an aircraft to provide an coverage does not exist to within /2 mile of the end estimate or report over a specific fix. After an aircraft of the runway, arriving aircraft must be informed receives the statement “radar contact” from ATC, it when radar service is terminated. discontinues reporting over compulsory reporting REFERENCE− points. It resumes normal position reporting when FAAO JO 7210.3, Para 10−5−6, Radar Tolerances.

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4. TERMINAL. An arriving VFR aircraft re- 5. TERMINAL. An aircraft completes a radar ceiving radar service to a tower-controlled airport approach. within Class B airspace, Class C airspace, TRSA, or REFERENCE− where basic radar service is provided has landed, or FAAO JO 7110.65, Para 7−6−12, Service Provided When Tower is to all other airports, is instructed to change to tower Inoperative. or advisory frequency.

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2/9/12 JO 7110.65U

Section 2. Beacon Systems

5−2−1. ASSIGNMENT CRITERIA 2. When an IFR aircraft, or a VFR aircraft that has been assigned a beacon code by the host computer and whose a. General. flight plan will terminate in another facility’s area, cancels 1. Mode 3/A is designated as the common ATC service or does not activate the flight plan, send a remove strips (RS) message on that aircraft via host military/civil mode for air traffic control use. keyboard, the FDIO keyboard, or call via service F. 2. Make radar beacon code assignments to only b. Make handoffs to other positions/sectors on the Mode 3/A transponder-equipped aircraft. computer-assigned code. b. Unless otherwise specified in a directive or a c. Coastal facilities accepting “over” traffic that letter of agreement, make code assignments to will subsequently be handed-off to an oceanic departing, en route, and arrival aircraft in accordance ARTCC must reassign a new discrete beacon code to with the procedures specified in this section for the an aircraft when it first enters the receiving facility’s radar beacon code environment in which you are airspace. The code reassignment must be accom- providing ATC service. Give first preference to the plished by inputting an appropriate message into the use of discrete beacon codes. computer and issued to the pilot while operating in the PHRASEOLOGY− first sector/position in the receiving facility’s SQUAWK THREE/ALFA (code), airspace. NOTE− or Per an agreement between FAA and the Department of Defense, 17 Code subsets in the NBCAP have been SQUAWK (code). reserved for exclusive military use outside NBCAP NOTE− airspace. To maximize the use of these subsets, they have A code environment is determined by an operating been allocated to ARTCC’s underlying NBCAP airspace position’s/sector’s equipment capability to decode radar that do not abut an oceanic ARTCC’s area. To preclude a beacon targets using either the first and second or all potential situation where two aircraft might be in the same four digits of a beacon code. airspace at the same time on the same discrete code, it is REFERENCE− necessary to reassign an aircraft another code as specified FAAO JO 7110.65, Para 5−3−3, Beacon Identification Methods. in subpara c. REFERENCE− FAAO JO 7110.65, Para 5−2−4, Mixed Environment. 5−2−2. DISCRETE ENVIRONMENT FAAO JO 7110.65, Para 5−2−9, VFR Code Assignments. FAAO JO 7110.65, Para 5−3−3, Beacon Identification Methods. a. Issue discrete beacon codes assigned by the computer. Computer-assigned codes may be modi- 5−2−3. NONDISCRETE ENVIRONMENT fied as required. a. Assign appropriate nondiscrete beacon codes 1. TERMINAL. Aircraft that will remain within from the function codes specified in para 5−2−6, the terminal facility’s delegated airspace must be Function Code Assignments. assigned a code from the code subset allocated to the terminal facility. b. Unless otherwise coordinated at the time of handoff, make handoffs to other positions/sectors on 2. TERMINAL. Unless otherwise specified in a an appropriate nondiscrete function code. facility directive or a letter of agreement, aircraft that REFERENCE− will enter an adjacent ATTS facility’s delegated FAAO JO 7110.65, Para 5−2−4, Mixed Environment. airspace must be assigned a beacon code assigned by FAAO JO 7110.65, Para 5−2−9, VFR Code Assignments. the ARTCC computer. FAAO JO 7110.65, Para 5−3−3, Beacon Identification Methods. NOTE− 5−2−4. MIXED ENVIRONMENT 1. This will provide the adjacent facility advance information on the aircraft and will cause auto-acquisition a. When discrete beacon code capability does not of the aircraft prior to handoff. exist in your area of responsibility, comply with the

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procedures specified in para 5−2−3, Nondiscrete 3. For handoffs from terminal facilities when so Environment. specified in a letter of agreement as follows: NOTE− (a) Within NBCAP airspace− Code 0100 to In a mixed code environment, a situation may exist where Code 0400 inclusive or any other code authorized by a discrete-equipped position/sector exchanges control of the appropriate service area office. aircraft with nondiscrete-equipped facilities or vice versa. (b) Outside NBCAP airspace− Code 1000 or b. When discrete beacon code capability exists in one of the codes from 0100 to 0700 inclusive or any your area of responsibility: other code authorized by the appropriate service area 1. Comply with the procedures specified in office. para 5−2−2, Discrete Environment, and b. Assign codes to en route IFR aircraft as follows: 2. Unless otherwise coordinated at the time of NOTE− handoff, assign aircraft that will enter the area of 1. FL 180 may be used in lieu of FL 240 where the base of responsibility of a nondiscrete-equipped position/ Class A airspace and the base of the operating sector are sector an appropriate nondiscrete function code from at FL 180, and for inter-facility handoff the receiving sector is also stratified at FL 180. the codes specified in para 5−2−6, Function Code Assignments, prior to initiating a handoff. 2. The provisions of subparas b2(b) and (c) may be modified by facility directive or letter of agreement when REFERENCE− operational complexities or simplified sectorization FAAO JO 7110.65, Para 4−2−8, IFR-VFR and VFR-IFR Flights. FAAO JO 7110.65, Para 5−2−9, VFR Code Assignments. indicate. Letters of agreement are mandatory when the FAAO JO 7110.65, Para 5−3−3, Beacon Identification Methods. operating sectors of two facilities are not stratified at identical levels. The general concept of utilizing 5−2−5. RADAR BEACON CODE CHANGES Codes 2100 through 2500 within Class A airspace should be adhered to. Unless otherwise specified in a directive or a letter of 1. Aircraft operating below FL 240 or when agreement or coordinated at the time of handoff, do control is transferred to a controller whose area not request an aircraft to change from the code it was includes the stratum involved. squawking in the transferring facility’s area until the aircraft is within your area of responsibility. (a) Code 1000 may be assigned to aircraft changing altitudes. REFERENCE− FAAO JO 7110.65, Para 4−2−8, IFR-VFR and VFR-IFR Flights. (b) Code 1100 to an aircraft operating at an FAAO JO 7110.65, Para 5−3−3, Beacon Identification Methods. assigned altitude below FL 240. Should an additional code be operationally desirable, Code 1300 must be 5−2−6. FUNCTION CODE ASSIGNMENTS assigned. Unless otherwise specified by a directive or a letter of 2. Aircraft operating at or above FL 240 or when agreement, make nondiscrete code assignments from control is transferred to a controller whose area the following categories: includes the stratum involved. a. Assign codes to departing IFR aircraft as (a) Code 2300 may be assigned to aircraft follows: changing altitudes. 1. Code 2000 to an aircraft which will climb to (b) Code 2100 to an aircraft operating at an FL 240 or above or to an aircraft which will climb to assigned altitude from FL 240 to FL 330 inclusive. FL 180 or above where the base of Class A airspace Should an additional code be operationally desirable, and the base of the operating sector are at FL 180, and Code 2200 must be assigned. for inter-facility handoff the receiving sector is also (c) Code 2400 to an aircraft operating at an stratified at FL 180. The en route code must not be assigned altitude from FL 350 to FL 600 inclusive. assigned until the aircraft is established in the high Should an additional code be operationally desirable, altitude sector. Code 2500 must be assigned. 2. Code 1100 to an aircraft which will remain 3. Code 4000 when aircraft are operating on a below FL 240 or below FL 180 as above. flight plan specifying frequent or rapid changes in

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assigned altitude in more than one stratum or other PHRASEOLOGY− conditions of flight not compatible with a stratified SQUAWK MAYDAY ON 7700. code assignment. b. After radio and radar contact have been NOTE− established, you may request other than single- 1. Categories of flight that can be assigned Code 4000 piloted helicopters and single-piloted turbojet aircraft include certain flight test aircraft, MTR missions, aerial to change from Code 7700 to another code refueling operation requiring descent involving more than appropriate for your radar beacon code environment. one stratum, ALTRVs where continuous monitoring of ATC communications facilities is not required and frequent NOTE− altitude changes are approved, and other aircraft 1. The code change, based on pilot concurrence, the operating on flight plans requiring special handling by nature of the emergency, and current flight conditions will ATC. signify to other radar facilities that the aircraft in distress is identified and under ATC control. 2. Military aircraft operating VFR or IFR in restricted/ warning areas or VFR on VR routes will adjust their 2. Pilots of single-piloted helicopters and single-piloted transponders to reply on Code 4000 unless another code turbojet aircraft may be unable to reposition transponder has been assigned by ATC or coordinated, if possible, with controls during the emergency. ATC. PHRASEOLOGY− RADAR CONTACT (position). IF FEASIBLE, SQUAWK c. Assign the following codes to arriving IFR (code). aircraft, except military turbojet aircraft as specified REFERENCE− in para 4−7−4, Radio Frequency and Radar Beacon FAAO JO 7110.65, Para 5−3−3, Beacon Identification Methods. Changes for Military Aircraft: c. The following must be accomplished on a NOTE− Mode C equipped VFR aircraft which is in FL 180 may be used in lieu of FL 240 where the base of emergency but no longer requires the assignment of Class A airspace and the base of the operating sector are at FL 180, and for inter-facility handoff the receiving Code 7700: sector is also stratified at FL 180. 1. TERMINAL. Assign a beacon code that will 1. Code 2300 may be assigned for descents permit terminal minimum safe altitude warning while above FL 240. (MSAW) alarm processing. 2. Code 1500 may be assigned for descents into 2. EN ROUTE. An appropriate keyboard entry and while within the strata below FL 240, or with must be made to ensure en route MSAW (EMSAW) prior coordination the specific code utilized by the alarm processing. destination controller, or the code currently assigned when descent clearance is issued. 5−2−8. RADIO FAILURE 3. The applicable en route code for the holding When you observe a Code 7600 display, apply the altitude if holding is necessary before entering the procedures in para 10−4−4, Communications Failure. terminal area and the appropriate code in subparas 1 or 2. NOTE− Should a transponder-equipped aircraft experience a loss REFERENCE− FAAO JO 7110.65, Para 4−2−8, IFR-VFR and VFR-IFR Flights. of two-way radio communications capability, the pilot can FAAO JO 7110.65, Para 5−2−3, Nondiscrete Environment. be expected to adjust his/her transponder to Code 7600. FAAO JO 7110.65, Para 5−2−4, Mixed Environment. REFERENCE− FAAO JO 7110.65, Para 5−2−9, VFR Code Assignments. FAAO JO 7110.65, Para 5−3−3, Beacon Identification Methods. FAAO JO 7110.65, Para 5−3−3, Beacon Identification Methods.

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

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NOTE− 5−2−10. BEACON CODE FOR PRESSURE 1. Para 5−2−2, Discrete Environment; para 5−2−3, SUIT FLIGHTS AND FLIGHTS ABOVE Nondiscrete Environment, and para 5−2−4, Mixed FL 600 Environment, specify code assignment procedures to follow for the three code environments. a. Mode 3/A, Code 4400, and discrete Codes 2. Para 5−2−6, Function Code Assignments, specifies the 4440 through 4465 are reserved for use by R−71, function code allocation from which an appropriate code F−12, U−2, B−57, pressure suit flights, and aircraft for the aircraft indicated in subpara a should be selected. operations above FL 600. In the terminal environment, additional function codes may NOTE− be authorized by the appropriate service area office. The specific allocation of the special use codes in 1. If the aircraft is outside of your area of subset 4400 is in FAAO 7110.66, National Beacon Code responsibility and an operational benefit will be Allocation Plan. gained by retaining the aircraft on your frequency for b. Ensure that aircraft remain on Code 4400 or one the purpose of providing services, ensure that of the special use discrete codes in the 4400 subset if coordination has been effected: filed as part of the flight plan. Except when unforeseen events, such as weather deviations, (a) As soon as possible after positive equipment failure, etc., cause more than one aircraft identification, and with same Mode 3/A discrete beacon codes to be in (b) Prior to issuing a control instruction or the same or adjacent ARTCC’s airspace at the same providing a service other than a safety alert/traffic time, a controller may request the pilot to make a code advisory. change, squawk standby, or to stop squawk as NOTE− appropriate. Safety alerts/traffic advisories may be issued to an aircraft NOTE− prior to coordination if an imminent situation may be Due to the inaccessibility of certain equipment to the flight averted by such action. Coordination should be effected as crews, Code 4400 or a discrete code from the 4400 subset soon as possible thereafter. is preset on the ground and will be used throughout the b. Instruct IFR aircraft which cancel an IFR flight flight profile including operations below FL 600. plan and are not requesting radar advisory service and Controllers should be cognizant that not all aircraft may be able to accept the transponder changes identified in the VFR aircraft for which radar advisory service is being exception. Emergency Code 7700, however, can be terminated to squawk the VFR code. activated. PHRASEOLOGY− REFERENCE− SQUAWK VFR. FAAO JO 7110.65, Para 5−3−3, Beacon Identification Methods.

or 5−2−11. AIR DEFENSE EXERCISE BEACON CODE ASSIGNMENT SQUAWK 1200. NOTE− EN ROUTE 1. Aircraft not in contact with an ATC facility may squawk Ensure exercise FAKER aircraft remain on the 1255 in lieu of 1200 while en route to/from or within the exercise flight plan filed discrete beacon code. designated fire fighting area(s). NOTE− 2. VFR aircraft which fly authorized SAR missions for the 1. NORAD will ensure exercise FAKER aircraft flight USAF or USCG may be advised to squawk 1277 in lieu of plans are filed containing discrete beacon codes from the 1200 while en route to/from or within the designated search Department of Defense code allocation specified in FAA area. Order JO 7610.4, Special Operations, Appendix 6. REFERENCE− 2. NORAD will ensure that those FAKER aircraft assigned FAAO 7110.66, National Beacon Code Allocation Plan. the same discrete beacon code are not flight planned in the c. When an aircraft changes from VFR to IFR, the same or any adjacent ARTCC’s airspace at the same time. controller must assign a beacon code to Mode C (Simultaneous assignment of codes will only occur when equipped aircraft that will allow MSAW alarms. operational requirements necessitate.) REFERENCE− REFERENCE− FAAO JO 7110.65, Para 5−3−3, Beacon Identification Methods. FAAO JO 7110.65, Para 5−3−3, Beacon Identification Methods.

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5−2−12. STANDBY OR LOW SENSITIVITY ring-around or excessive VFR target presentations OPERATION derogate the separation of IFR traffic, the monitoring of VFR Code 1200, Code 1255, and Code 1277 may You may instruct an aircraft operating on an assigned be temporarily discontinued. code to change transponder to “standby” or “low sensitivity” position: b. Positions of operation which contain a NOTE− restricted or warning area or VR route within or National standards no longer require improved transpon- immediately adjacent to their area of jurisdiction der to be equipped with the low sensitivity feature. must monitor Code 4000 and any other code used in Therefore, aircraft with late model transponders will be lieu of 4000 within the warning/restricted area or unable to respond to a request to “squawk low.” VR route. If by local coordination with the a. When approximately 15 miles from its restricted/warning area or VR route user a code other destination and you no longer desire operation of the than 4000 is to be exclusively used, then this code transponder. must be monitored. b. When necessary to reduce clutter in a c. If a normally assigned beacon code disappears, multi-target area, or to reduce “ring-around” or other check for a response on the following codes in the phenomena, provided you instruct the aircraft to order listed and take appropriate action: return to “normal sensitivity” position as soon as NOTE− possible thereafter. When Codes 7500 and/or 7600 have been preselected, it will be necessary for the ID−SEL−OFF switches for these PHRASEOLOGY− codes to be left in the off position so that beacon target for SQUAWK STANDBY, an aircraft changing to one of these codes will disappear, thereby alerting the controller to make the check. This or check will not be required if automatic alerting capability exists. SQUAWK LOW/NORMAL. REFERENCE− 1. Code 7500 (hijack code). FAAO JO 7110.65, Para 5−3−3, Beacon Identification Methods. REFERENCE− FAAO JO 7110.65, Para 10−2−6, Hijacked Aircraft. 5−2−13. CODE MONITOR 2. Code 7600 (loss of radio communications code). Continuously monitor the Mode 3/A radar beacon codes assigned for use by aircraft operating within your area of responsibility when nonautomated 5−2−14. FAILURE TO DISPLAY ASSIGNED beacon decoding equipment (e.g., 10−channel BEACON CODE OR INOPERATIVE/ decoder) is used to display the target symbol. MALFUNCTIONING TRANSPONDER REFERENCE− a. Inform an aircraft with an operable transponder FAAO JO 7110.65, Para 5−2−6, Function Code Assignments. that the assigned beacon code is not being displayed. NOTE− In addition to alphanumeric and control symbology PHRASEOLOGY− processing enhancements, the MEARTS, STARS, and the (Identification) RESET TRANSPONDER, SQUAWK TPX−42 systems are equipped with automatic beacon (appropriate code). decoders. Therefore, in facilities where the automatic b. Inform an aircraft when its transponder appears beacon decoders are providing the control slash video, to be inoperative or malfunctioning. there is no requirement to have the nonautomated decoding equipment operating simultaneously. PHRASEOLOGY− (Identification) YOUR TRANSPONDER APPEARS REFERENCE− FAAO JO 7210.3, Para 3−7−4, Monitoring of Mode 3/A Radar Beacon INOPERATIVE/MALFUNCTIONING, RESET, SQUAWK Codes. (appropriate code). a. This includes the appropriate IFR code actually c. Ensure that the subsequent control position in assigned and, additionally, Code 1200, Code 1255, the facility or the next facility, as applicable, is and Code 1277 unless your area of responsibility notified when an aircraft transponder is malfunction- includes only Class A airspace. During periods when ing/inoperative.

Beacon Systems 5−2−5 JO 7110.65U 2/9/12

REFERENCE− (If aircraft is known to be operating at or above the lowest FAAO JO 7110.65, Para 5−3−3, Beacon Identification Methods. useable flight level),

5−2−15. INOPERATIVE OR SAY FLIGHT LEVEL. MALFUNCTIONING INTERROGATOR 2. You receive a continuous readout from an aircraft on the airport and the readout varies by less Inform aircraft concerned when the ground interro- than 300 feet from the field elevation, or gator appears to be inoperative or malfunctioning. NOTE− PHRASEOLOGY− A continuous readout exists only when the altitude filter (Name of facility or control function) BEACON limits are set to include the field elevation. INTERROGATOR INOPERATIVE/MALFUNCTIONING. REFERENCE− REFERENCE− FAAO JO 7110.65, Para 5−2−23, Altitude Filters. FAAO JO 7110.65, Para 5−1−3, Radar Use. FAAO JO 7110.65, Para 5−14−5, Selected Altitude Limits. FAAO JO 7110.65, Para 5−3−3, Beacon Identification Methods. FAAO JO 7210.3, Para 11−2−3, Display Data. 3. You have correlated the altitude information 5−2−16. FAILED TRANSPONDER IN CLASS in your data block with the validated information in A AIRSPACE a data block generated in another facility (by verbally Disapprove a request or withdraw previously issued coordinating with the other controller) and your approval to operate in Class A airspace with a failed readout is exactly the same as the readout in the other transponder solely on the basis of traffic conditions or data block. other operational factors. b. When unable to validate the readout, do not use REFERENCE− the Mode C altitude information for separation. FAAO JO 7110.65, Para 5−1−3, Radar Use. FAAO JO 7110.65, Para 5−3−3, Beacon Identification Methods. c. Whenever you observe an invalid Mode C readout below FL 180: 5−2−17. VALIDATION OF MODE C READOUT 1. Issue the correct altimeter setting and confirm the pilot has accurately reported the altitude. Ensure that Mode C altitude readouts are valid after PHRASEOLOGY− accepting an interfacility handoff, initial track start, (Location) ALTIMETER (appropriate altimeter), VERIFY track start from coast/suspend tabular list, missing, or ALTITUDE. unreasonable Mode C readouts. For TPX−42 and equivalent systems ensure that altitude readout is 2. If the altitude readout continues to be invalid: valid immediately after identification. (TCDD−/BANS−equipped tower cabs are not (a) Instruct the pilot to turn off the altitude- required to validate Mode C readouts after receiving reporting part of his/her transponder and include the interfacility handoffs from TRACONs according to reason; and the procedures in para 5−4−3, Methods, subpara a4.) (b) Notify the operations supervisor-in- a. Consider an altitude readout valid when: charge of the aircraft call sign. 1. It varies less than 300 feet from the pilot PHRASEOLOGY− reported altitude, or STOP ALTITUDE SQUAWK. ALTITUDE DIFFERS BY (number of feet) FEET. PHRASEOLOGY− (If aircraft is known to be operating below the lowest d. Whenever you observe an invalid Mode C useable flight level), readout at or above FL 180, unless the aircraft is descending below Class A airspace: SAY ALTITUDE. 1. Confirm that the pilot is using 29.92 inches of or mercury as the altimeter setting and has accurately reported the altitude.

5−2−6 Beacon Systems 2/9/12 JO 7110.65U

PHRASEOLOGY− CONFIRM USING TWO NINER NINER TWO AS YOUR (If aircraft has been assigned a flight level at or above the ALTIMETER SETTING. lowest useable flight level),

(If aircraft is known to be operating at or above the lowest VERIFY ASSIGNED FLIGHT LEVEL (flight level). useable flight level), REFERENCE− FAAO JO 7110.65, Para 5−3−3, Beacon Identification Methods. VERIFY FLIGHT LEVEL. 2. If the Mode C readout continues to be invalid: 5−2−19. ALTITUDE CONFIRMATION− NON−MODE C (a) Instruct the pilot to turn off the altitude- reporting part of his/her transponder and include the a. Request a pilot to confirm assigned altitude on reason; and initial contact unless: (b) Notify the operational supervisor-in- NOTE− charge of the aircraft call sign. For the purpose of this paragraph, “initial contact” means a pilot’s first radio contact with each sector/position. PHRASEOLOGY− STOP ALTITUDE SQUAWK. ALTITUDE DIFFERS BY 1. The pilot states the assigned altitude, or (number of feet) FEET. 2. You assign a new altitude to a climbing or a e. Whenever possible, inhibit altitude readouts on descending aircraft, or all consoles when a malfunction of the ground equipment causes repeated invalid readouts. 3. TERMINAL. The aircraft was transferred to you from another sector/position within your facility (intrafacility). 5−2−18. ALTITUDE CONFIRMATION− MODE C PHRASEOLOGY− (In level flight situations),VERIFY AT (altitude/flight Request a pilot to confirm assigned altitude on initial level). contact unless: NOTE− (In climbing/descending situations),VERIFY ASSIGNED For the purpose of this paragraph, “initial contact” means ALTITUDE/FLIGHT LEVEL (altitude/flight level). a pilot’s first radio contact with each sector/position. b. USA. Reconfirm all pilot altitude read backs. a. The pilot states the assigned altitude, or PHRASEOLOGY− b. You assign a new altitude to a climbing or a (If the altitude read back is correct), descending aircraft, or AFFIRMATIVE (altitude). c. The Mode C readout is valid and indicates that the aircraft is established at the assigned altitude, or (If the altitude read back is not correct), d. TERMINAL. The aircraft was transferred to NEGATIVE. CLIMB/DESCEND AND MAINTAIN you from another sector/position within your facility (altitude), (intrafacility). or PHRASEOLOGY− (In level flight situations),VERIFY AT (altitude/flight NEGATIVE. MAINTAIN (altitude). level). REFERENCE− (In climbing/descending situations), FAAO JO 7110.65, Para 5−3−3, Beacon Identification Methods.

(if aircraft has been assigned an altitude below the lowest 5−2−20. AUTOMATIC ALTITUDE useable flight level), REPORTING

VERIFY ASSIGNED ALTITUDE (altitude). Inform an aircraft when you want it to turn on/off the automatic altitude reporting feature of its or transponder.

Beacon Systems 5−2−7 JO 7110.65U 2/9/12

PHRASEOLOGY− c. Adhere to the following sequence of action SQUAWK ALTITUDE, when an inflight VFR deviation request is received from an aircraft with an inoperative transponder or or Mode C, or is not Mode C equipped: STOP ALTITUDE SQUAWK. 1. Suggest that the aircraft conduct its flight in NOTE− airspace unaffected by the CFRs. Controllers should be aware that not all aircraft have a 2. Suggest that the aircraft file an IFR flight capability to disengage the altitude squawk independently plan. from the beacon code squawk. On some aircraft both functions are controlled by the same switch. 3. Suggest that the aircraft provide a VFR route REFERENCE− of flight and maintain radio contact with ATC. FAAO JO 7110.65, Para 5−2−17, Validation of Mode C Readout. FAAO JO 7110.65, Para 5−3−3, Beacon Identification Methods. d. Do not approve an inflight deviation unless the P/CG Term− Automatic Altitude Report. aircraft has filed an IFR flight plan or a VFR route of flight is provided and radio contact with ATC is 5−2−21. INFLIGHT DEVIATIONS FROM maintained. TRANSPONDER/MODE C REQUIREMENTS e. You may approve an inflight deviation request BETWEEN 10,000 FEET AND 18,000 FEET which includes airspace outside your jurisdiction Apply the following procedures to requests to deviate without the prior approval of the adjacent ATC from the Mode C transponder requirement by aircraft sector/facility providing a transponder/Mode C status operating in the airspace of the 48 contiguous states report is forwarded prior to control transfer. and the District of Columbia at and above 10,000 feet f. Approve or disapprove inflight deviation MSL and below 18,000 feet MSL, excluding the requests within a reasonable period of time or advise airspace at and below 2,500 feet AGL. when approval/disapproval can be expected. NOTE− REFERENCE− 1. 14 CFR Section 91.215(b) provides, in part, that all U.S. FAAO JO 7110.65, Para 5−3−3, Beacon Identification Methods. registered civil aircraft must be equipped with an operable, coded radar beacon transponder when operating in the 5−2−22. BEACON TERMINATION altitude stratum listed above. Such transponders must have a Mode 3/A 4096 code capability, replying to Mode 3/A Inform an aircraft when you want it to turn off its interrogation with the code specified by ATC, or a Mode S transponder. capability, replying to Mode 3/A interrogations with the PHRASEOLOGY− code specified by ATC. The aircraft must also be equipped with automatic pressure altitude reporting equipment STOP SQUAWK. having a Mode C capability that automatically replies to Mode C interrogations by transmitting pressure altitude (For a military aircraft when you do not know if the military information in 100−foot increments. service requires that it continue operating on another 2. The exception to 14 CFR Section 91.215 (b) is 14 CFR mode), Section 91.215(b)(5) which states: except balloons, gliders, and aircraft without engine−driven electrical STOP SQUAWK (mode in use). systems. REFERENCE− FAAO JO 7110.65, Para 5−3−3, Beacon Identification Methods. REFERENCE− FAAO JO 7210.3, Chapter 19, Temporary Flight Restrictions. 5−2−23. ALTITUDE FILTERS a. Except in an emergency, do not approve inflight requests for authorization to deviate from 14 CFR TERMINAL Section 91.215(b)(5)(i) requirements originated by Set altitude filters to display Mode C altitude readouts aircraft without transponder equipment installed. to encompass all altitudes within the controller’s b. Approve or disapprove other inflight deviation jurisdiction. Set the upper limits no lower than requests, or withdraw approval previously issued to 1,000 feet above the highest altitude for which the such flights, solely on the basis of traffic conditions controller is responsible. In those stratified positions, and other operational factors. set the lower limit to 1,000 feet or more below the

5−2−8 Beacon Systems 2/9/12 JO 7110.65U

lowest altitude for which the controller is responsible. When the position’s area of responsibility includes down to an airport field elevation, the facility will normally set the lower altitude filter limit to encompass the field elevation so that provisions of para 2−1−6, Safety Alert, and para 5−2−17, Valida- tion of Mode C Readout, subpara a2 may be applied. Air traffic managers may authorize temporary suspension of this requirement when target clutter is excessive.

Beacon Systems 5−2−9

2/9/12 JO 7110.65U

Section 3. Radar Identification

5−3−1. APPLICATION 2. Visual reporting points used for RADAR identification are limited to those most used by pilots and whose range Before you provide radar service, establish and and azimuth have been determined by supervisory maintain radar identification of the aircraft involved, personnel. except as provided in para 5−5−1, Application, c. Observing a target make an identifying turn or subparas b2 and 3. turns of 30 degrees or more, provided the following REFERENCE− conditions are met: FAAO JO 7110.65, Para 3−1−9, Use of Tower Radar Displays. NOTE− Use of identifying turns or headings which would cause the aircraft to follow normal IFR routes or known VFR flight 5−3−2. PRIMARY RADAR IDENTIFICATION paths might result in misidentification. When these METHODS circumstances cannot be avoided, additional methods of identification may be necessary. Identify a primary or radar beacon target by using one of the following methods: 1. Except in the case of a lost aircraft, a pilot position report is received which assures you that the a. Observing a departing aircraft target within aircraft is within radar coverage and within the area 1 mile of the takeoff runway end at airports with an being displayed. operating control tower, provided one of the 2. Only one aircraft is observed making these following methods of coordination is accomplished. turns. 1. A verbal rolling/boundary notification is 3. For aircraft operating in accordance with an issued for each departure, or IFR clearance, you either issue a heading away from an area which will require an increased minimum IFR 2. A nonverbal rolling/boundary notification is altitude or have the aircraft climb to the highest used for each departure aircraft. minimum altitude in your area of jurisdiction before NOTE− you issue a heading. Nonverbal notification can be accomplished via the use of REFERENCE− a manual or electronic “drop tube” or automation. FAAO JO 7110.65, Para 3−1−9, Use of Tower Radar Displays. FAAO JO 7110.65, Para 5−12−11, Surveillance Unusable. b. Observing a target whose position with respect to a fix (displayed on the video map, scribed on the 5−3−3. BEACON IDENTIFICATION map overlay, or displayed as a permanent echo) or a METHODS visual reporting point (whose range and azimuth from the radar antenna has been accurately determined and When using only Mode 3/A radar beacon to identify made available to the controller) corresponds with a a target, use one of the following methods: direct position report received from an aircraft, and a. Request the aircraft to activate the “IDENT” the observed track is consistent with the reported feature of the transponder and then observe the heading or route of flight. If a TACAN/VORTAC is identification display. located within 6,000 feet of the radar antenna, the NOTE− TACAN/VORTAC may be used as a reference fix for 1. At facilities where the single-slash “IDENT” modifica- radar identification without being displayed on the tion is installed or other decoder modifications have been video map or map overlay. made which increase the number of “blooming” target displays, it will be necessary to exercise additional care to NOTE− preclude the possibility of misidentification. 1. Establishment of radar identification through use of DME position information can be complicated by the fact 2. TERMINAL. When automated displays are operated in that some military TACANs are not collocated with the analog mode, the “IDENT” return is displayed as a frequency−paired VORs and might be separated from them double slash and the emergency return as a single bloomer by as much as 31 miles. whenever the beacon control head is in the “fail” position.

Radar Identification 5−3−1 JO 7110.65U 2/9/12

PHRASEOLOGY− 1. The radar or beacon identification procedures IDENT. have been used to confirm the identity of the tagged SQUAWK (code) AND IDENT. target. b. Request the aircraft to change to a specific 2. The aircraft is being handed off using a NAS discrete or nondiscrete code, as appropriate, and then automated system and one of the following does not observe the target or code display change. If a code appear in the data block: “CST”, “NAT”, “NT”, change is required in accordance with Section 2, “AMB”, “OLD”, “NB”, “TU”, “AM”, “OL”, or Beacon Systems, of this chapter, use the codes “TRK”. specified therein. b. Use the data block to maintain target identity c. Request the aircraft to change transponder to unless it is in a coast status or displaced from the “standby.” After you observe the target disappear for appropriate target. sufficient scans to assure that loss of target resulted c. A displaced data block must be updated at all from placing the transponder in “standby” position, times. request the aircraft to return transponder to normal REFERENCE− operation and then observe the reappearance of the FAAO JO 7110.65, Para 3−1−9, Use of Tower Radar Displays. target.

PHRASEOLOGY− 5−3−5. QUESTIONABLE IDENTIFICATION SQUAWK STANDBY, a. Use more than one method of identification when proximity of targets, duplication of observed then action, or any other circumstances cause doubt as to SQUAWK NORMAL. target identification. b. If identification is questionable for any reason, d. EN ROUTE. During narrowband operations, take immediate action to reidentify the aircraft or an aircraft may be considered identified when the full terminate radar service. Identify the aircraft as data block is automatically associated with the follows: beacon target symbol of an aircraft that is squawking a discrete code assigned by the computer. 1. As described in para 5−3−2, Primary Radar Identification Methods, or para 5−3−3, Beacon PHRASEOLOGY− Identification Methods. SQUAWK (4 digit discrete code), AND IF YOUR ALTITUDE REPORTING EQUIPMENT IS TURNED 2. En route. Ensure that all primary targets are OFF, SQUAWK ALTITUDE. displayed when radar identification is lost or is NOTE− questionable. The AIM informs pilots to adjust Mode C transponders with REFERENCE− altitude reporting capability activated unless deactivation FAAO JO 7110.65, Para 5−4−3, Methods. is requested by ATC. Squawk altitude is included to provide applicable phraseology. 5−3−6. POSITION INFORMATION REFERENCE− Inform an aircraft of its position whenever radar FAAO JO 7110.65, Para 3−1−9, Use of Tower Radar Displays. FAAO JO 7110.65, Para 5−3−6, Position Information. identification is established by means of identifying turns or by any of the beacon identification methods outlined in para 5−3−3, Beacon Identification 5−3−4. TERMINAL AUTOMATION SYSTEMS Methods. Position information need not be given IDENTIFICATION METHODS when identification is established by position correlation or when a departing aircraft is identified TERMINAL within 1 mile of the takeoff runway end.

a. Consider an auto-acquired aircraft as identified 5−3−7. IDENTIFICATION STATUS when the data block is displayed and is visible to you, and one of the following conditions exist: a. Inform an aircraft of radar contact when:

5−3−2 Radar Identification 2/9/12 JO 7110.65U

1. Initial radar identification in the ATC system 5−3−9. TARGET MARKERS is established. TERMINAL 2. Subsequent to loss of radar contact or a. Retain data blocks that are associated with the terminating radar service, radar identification is appropriate target symbol in order to maintain reestablished. continuous identity of aircraft. Retain the data block until the aircraft has exited the sector or delegated PHRASEOLOGY− airspace, and all potential conflicts have been RADAR CONTACT (position if required). resolved; including an aircraft that is a point out. The b. Inform an aircraft when radar contact is lost. data block must display flight identification and altitude information, as a minimum. PHRASEOLOGY− NOTE− RADAR CONTACT LOST (alternative instructions when Where delegated airspace extends beyond Class B and/or required). Class C airspace, the following will apply: If a VFR aircraft is clear of Class B and Class C airspace and radar services have been terminated then retention of the data 5−3−8. TARGET MARKERS block is no longer required. b. During prearranged coordination procedures, EN ROUTE the controllers who penetrate another controller’s airspace must display data block information of that Retain data blocks that are associated with the controller’s aircraft which must contain, at a appropriate target symbol in order to maintain minimum, the position symbol and altitude continuous identity of aircraft. Retain the data block information. until the aircraft has exited the sector or delegated airspace, and all potential conflicts have been REFERENCE− FAAO JO 7110.65, Para 2−1−14, Coordinate Use of Airspace. resolved; including an aircraft that is a point out. The FAAO JO 7110.65, Para 5−4−3, Methods. data block must display flight identification and FAAO JO 7110.65, Para 5−4−8, Automated Information Transfer (AIT). altitude information, as a minimum. The displayed FAAO JO 7110.65, Para 5−4−10, Prearranged Coordination. altitude may be assigned, interim, or reported. FAAO JO 7210.3, Para 3−7−7, Prearranged Coordination.

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Section 4. Transfer of Radar Identification

5−4−1. APPLICATION e. Traffic. A term used to transfer radar identification of an aircraft to another controller for the purpose To provide continuous radar service to an aircraft and of coordinating separation action. Traffic is normally facilitate a safe, orderly, and expeditious flow of issued: traffic, it is often necessary to transfer radar 1. In response to a handoff or point out; identification of an aircraft from one controller to another. This section describes the terms, methods, 2. In anticipation of a handoff or point out; or and responsibilities associated with this task. 3. In conjunction with a request for control of an Interfacility and intrafacility transfers of radar aircraft. identification must be accomplished in all areas of radar surveillance except where it is not operationally f. Traffic Observed. The term used to inform the feasible. Where such constraints exist, they must be: controller issuing the traffic restrictions that the traffic is identified and that the restrictions issued are a. Covered in letters of agreement which clearly understood and will be complied with. state that control will not be based upon a radar handoff, or 5−4−3. METHODS a. b. Coordinated by the transferring and receiving Transfer the radar identification of an aircraft by at least one of the following methods: controllers for a specified period of time. 1. Physically point to the target on the receiving REFERENCE− FAAO JO 7110.65, Para 4−3−8, Coordination with Receiving Facility. controller’s display. 2. Use landline voice communications. 3. Use automation capabilities. 5−4−2. TERMS NOTE− a. Handoff. An action taken to transfer the radar EN ROUTE. Interfacility handoff capabilities are identification of an aircraft from one controller to available that can be manually initiated and accepted another controller if the aircraft will enter the when operating on the backup RDP while FDP is available. The backup RDP by itself does not have the receiving controller’s airspace and radio communica- capabilities for interfacility handoffs. Therefore, handoffs tions with the aircraft will be transferred. between facilities must be made via landline voice communications when operating with the backup RDP b. Radar Contact. The term used to inform the only. controller initiating a handoff that the aircraft is identified and approval is granted for the aircraft to 4. TERMINAL. Use the “Modify” or “Quick enter the receiving controller’s airspace. Look” functions for data transfer between the TRACON and tower cab only if specific procedures c. Point Out. A physical or automated action are established in a facility directive. The local taken by a controller to transfer the radar controller has the responsibility to determine whether identification of an aircraft to another controller if the or not conditions are adequate for the use of aircraft will or may enter the airspace or protected ARTS/STARS data on the BRITE/DBRITE/TDW. airspace of another controller and radio communica- REFERENCE− tions will not be transferred. FAAO JO 7210.3, Para 11−2−4, Use of Modify and Quick Look Functions. FAAO JO 7210.3, Para 11−8−4, Use of Stars Quick Look Functions. d. Point Out Approved. The term used to inform the controller initiating a point out that the aircraft is b. When making a handoff, point-out, or issuing identified and that approval is granted for the aircraft traffic restrictions, relay information to the receiving to enter the receiving controller’s airspace, as controller in the following order: coordinated, without a communications transfer or 1. The position of the target relative to a fix, map the appropriate automated system response. symbol, or radar target known and displayed by both

Transfer of Radar Identification 5−4−1 JO 7110.65U 2/9/12

the receiving and transferring controller. Mileage or from the reference point may be omitted when relaying the position of a target if a full data block TRAFFIC OBSERVED, associated with the target has been forced on the receiving controller’s radar display. or EXAMPLE− UNABLE (appropriate information, as required). “Point out, Southwest of Richmond VOR . . ..” d. If any doubt as to target identification exists 2. The aircraft identification, as follows: after attempting confirmation in accordance with this section, apply the provisions of para 5−3−5, (a) The aircraft call sign, or Questionable Identification. (b) The discrete beacon code of the aircraft REFERENCE− during interfacility point-outs only, if both the FAAO JO 7110.65, Para 5−2−17, Validation of Mode C Readout. receiving and the transferring controllers agree. 5−4−4. TRAFFIC NOTE− Acceptance of a point-out using the discrete beacon code a. When using the term “traffic” for coordinating as the aircraft’s identification constitutes agreement. separation, the controller issuing traffic must issue 3. The assigned altitude, appropriate restric- appropriate restrictions. tions, and information that the aircraft is climbing or b. The controller accepting the restrictions must descending, if applicable, except when inter/intra- be responsible to ensure that approved separation is facility directives ensure that the altitude information maintained between the involved aircraft. will be known by the receiving controller. NOTE− 5−4−5. TRANSFERRING CONTROLLER 1. When physically pointing to the target, you do not have HANDOFF to state the aircraft position. The transferring controller must: 2. Those en route facilities using host software that provides capability for passing interim altitude must a. Complete a radar handoff prior to an aircraft’s include the specific operations and procedures for use of entering the airspace delegated to the receiving this procedure in a LOA between the appropriate facilities. controller. PHRASEOLOGY− REFERENCE− HANDOFF/POINT-OUT/TRAFFIC (aircraft position) FAAO JO 7110.65, Para 2−1−14, Coordinate Use of Airspace. (aircraft ID), FAAO JO 7110.65, Para 2−1−15, Control Transfer. FAAO JO 7110.65, Para 5−4−6, Receiving Controller Handoff. or b. Verbally obtain the receiving controller’s approval prior to making any changes to an aircraft’s (discrete beacon code point-out only) (altitude, flight path, altitude, or data block information while restrictions, and other appropriate information, if the handoff is being initiated or after acceptance, applicable). unless otherwise specified by a LOA or a facility c. When receiving a handoff, point-out, or traffic directive. restrictions, respond to the transferring controller as NOTE− follows: Those en route facilities using host software that provides capability for passing interim altitude must include the PHRASEOLOGY− specific operations and procedures for use of this (Aircraft ID) (restrictions, if applicable) RADAR procedure in a LOA between the appropriate facilities. CONTACT, c. Ensure that, prior to transferring communica- or tions:

(aircraft ID or discrete beacon code) (restrictions, if 1. Potential violations of adjacent airspace and applicable) POINT-OUT APPROVED, potential conflicts between aircraft in their own area of jurisdiction are resolved.

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2. Necessary coordination has been accom- “NB,” “NX,” “IF,” “NT”, or “TRK” is displayed in plished with all controllers through whose area of the data block. jurisdiction the aircraft will pass prior to entering the k. Advise the receiving controller that radar receiving controller’s area of jurisdiction, except monitoring is required when the aircraft is on a direct when such coordination is the receiving controller’s route initiated by ATC that exceeds usable NAVAID responsibility as stated in para 5−4−6, Receiving distances. Controller Handoff, and unless otherwise specified by a LOA or a facility directive. l. Issue restrictions to the receiving controller which are necessary to maintain separation from 3. Restrictions issued to ensure separation are other aircraft within your area of jurisdiction before passed to the receiving controller. releasing control of the aircraft. d. After transferring communications, continue to m. Consider the target being transferred as comply with the requirements of subparas c1 and 2. identified on the receiving controller’s display when e. Comply with restrictions issued by the receiving the receiving controller acknowledges receipt controller unless otherwise coordinated. verbally or has accepted an automated handoff. f. Comply with the provisions of para 2−1−17, n. Accomplish the necessary coordination with Radio Communications Transfer, subparas a and b. any intervening controllers whose area of jurisdiction To the extent possible, transfer communications is affected by the receiving controller’s delay in the when the transfer of radar identification has been climb or the descent of an aircraft through the vertical accepted. limits of your area of jurisdiction when the receiving controller advises you of that delay before accepting NOTE− the transfer of radar identification unless otherwise Before the ARTS/STARS “modify/quick look” function is specified by a LOA or a facility directive. used to transfer radar identification, a facility directive which specifies communication transfer points is required. 5−4−6. RECEIVING CONTROLLER g. Advise the receiving controller of pertinent HANDOFF information not contained in the data block or flight progress strip unless covered in a LOA or facility The receiving controller must: directive. Pertinent information includes: a. Ensure that the target position corresponds with 1. Assigned heading. the position given by the transferring controller or that there is an appropriate association between an 2. Air speed restrictions. automated data block and the target being transferred 3. Altitude information issued. before accepting a handoff. REFERENCE− 4. Observed track or deviation from the last FAAO JO 7110.65, Para 2−1−14, Coordinate Use of Airspace. route clearance. FAAO JO 7110.65, Para 2−1−15, Control Transfer. FAAO JO 7110.65, Para 5−4−5, Transferring Controller Handoff. 5. The beacon code if different from that b. Issue restrictions that are needed for the aircraft normally used or previously coordinated. to enter your sector safely before accepting the 6. Any other pertinent information. handoff. h. Ensure that the data block is associated with the c. Comply with restrictions issued by the initiating appropriate target. controller unless otherwise coordinated. d. Before you issue control instructions directly to i. Initiate verbal coordination to verify the position an aircraft that is within another controller’s area of of primary or nondiscrete targets when using the jurisdiction that will change that aircraft’s heading, automated handoff functions except for intrafacility route, speed, altitude, or beacon code, ensure that handoffs using single-sensor systems or multisensor coordination has been accomplished with each of the systems operating in a mosaic RDP mode. controllers listed below whose area of jurisdiction is j. Initiate verbal coordination before transferring affected by those instructions unless otherwise control of a track when “CST,” “FAIL,” “NONE,” specified by a LOA or a facility directive:

Transfer of Radar Identification 5−4−3 JO 7110.65U 2/9/12

NOTE− 1. When an automated interfacility handoff Those en route facilities using host software that provides action is initiated and “AMB” or “AM” is displayed capability for passing interim altitude must include the in the full data block, advise the other facility that a specific operations and procedures for use of this disparity exists between the position declared by their procedure in a LOA between the appropriate facilities. computer and that declared by your ARTS/PIDP/ 1. The controller within whose area of jurisdic- STARS system. tion the control instructions will be issued. 2. When an automated inter−facility handoff 2. Any intervening controller(s) through whose action is initiated and “NAT,” “NT,” “TU”, or “TRK” area of jurisdiction the aircraft will pass. is displayed in the full data block, advise the other facility if a disparity exists between the position e. After accepting a handoff from another declared by their computer and the actual target controller, confirm the identity of primary target by position. advising the aircraft of its position, and of a beacon target by observing a code change, an “ident” reply, h. Advise the transferring controller, prior to or a “standby” squawk unless one of these was used accepting the transfer of radar identification, that you during handoff. These provisions do not apply at will delay the climb or the descent of an aircraft those towers and GCAs which have been delegated through the vertical limits of the transferring the responsibility for providing radar separation controller’s area of jurisdiction, unless otherwise within designated areas by the parent approach specified in a LOA or a facility directive. control facility and the aircraft identification is NOTE− assured by sequencing or positioning prior to the Those en route facilities using HOST software that handoff. provides capability for passing interim altitude must include the specific operations and procedures for use of REFERENCE− FAAO JO 7110.65, Para 5−9−5, Approach Separation Responsibility. this procedure in a LOA between the appropriate facilities. f. When using appropriate equipment, consider a i. If you decide, after accepting the transfer of discrete beacon target’s identity to be confirmed radar identification, to delay the aircraft’s climb or when: descent through the vertical limits of the transferring controller’s area of jurisdiction, advise the transfer- 1. The data block associated with the target ring controller of that decision as soon as possible. being handed off indicates the computer assigned You now have the responsibility to ensure that the discrete beacon code is being received, or necessary coordination is accomplished with any intervening controller(s) whose area of jurisdiction is 2. You observe the deletion of a discrete code affected by that delay, unless otherwise specified in a that was displayed in the data block, or LOA or a facility directive. NOTE− NOTE− When the aircraft generated discrete beacon code does not Those en route facilities using HOST software that match the computer assigned beacon code, the code provides capability for passing interim altitude must generated will be displayed in the data block. When the include the specific operations and procedures for use of aircraft changes to the assigned discrete code, the code this procedure in a LOA between the appropriate facilities. disappears from the data block. In this instance, the observance of code removal from the data block satisfies confirmation requirements. 5−4−7. POINT OUT 3. You observe the numeric display of a discrete a. The transferring controller must: code that an aircraft has been instructed to squawk or reports squawking. 1. Obtain verbal approval before permitting an aircraft to enter the receiving controller’s delegated g. Initiate verbal coordination prior to accepting airspace. TERMINAL. Automated approval may be control of a track when “CST,” “NAT,” “NT,” utilized in lieu of verbal, provided the appropriate “NONE,” “NB,” “NX,” “OLD,” “OL,” “AMB,” automation software is operational (automated point “AM,” “TU”, or “TRK” is displayed in the data out function), and the procedures are specified in a block. facility directive/LOA.

5−4−4 Transfer of Radar Identification 2/9/12 JO 7110.65U

2. Obtain the receiving controller’s approval 5−4−9. INTERFACILITY AUTOMATED before making any changes to an aircraft’s flight path, INFORMATION TRANSFER altitude, or data block information after the point out EN ROUTE has been approved. Transfer radar identification without verbal coordin- NOTE− ation under the following conditions: Those en route facilities using HOST software that provides capability for passing interim altitude must a. During radar handoff; and include the specific operations and procedures for use of this procedure in a LOA between the appropriate facilities. b. Via information displayed in full data blocks; and 3. Comply with restrictions issued by the receiving controller unless otherwise coordinated. c. On aircraft at assigned altitude in level flight; and 4. Be responsible for subsequent radar handoffs d. Only the first sector within the receiving facility and communications transfer, including flight data must utilize the procedure; and revisions and coordination, unless otherwise agreed to by the receiving controller or as specified in a LOA. e. When following procedures specified in your facility AIT directive and LOA. b. The receiving controller must: 1. Ensure that the target position corresponds 5−4−10. PREARRANGED COORDINATION with the position given by the transferring controller Prearranged coordination allowing aircraft under or that there is an association between a computer your control to enter another controller’s area of data block and the target being transferred prior to jurisdiction may only be approved provided approving a point out. procedures are established and published in a facility 2. Be responsible for separation between point directive/LOA in accordance with FAAO JO 7210.3, out aircraft and other aircraft for which he/she has para 3−7−7, Prearranged Coordination. separation responsibility. NOTE− Under no circumstances may one controller permit an 3. Issue restrictions necessary to provide aircraft to enter another’s airspace without proper separation from other aircraft within his/her area of coordination. Coordination can be accomplished by jurisdiction. several means; i.e., radar handoff, automated information transfer, verbal, point−out, and by prearranged coordination procedures identified in a facility directive that clearly 5−4−8. AUTOMATED INFORMATION describe the correct application. Airspace boundaries TRANSFER (AIT) should not be permitted to become barriers to the efficient movement of traffic. In addition, complete coordination, Transfer radar identification, altitude control, and/or awareness of traffic flow, and understanding of each en route fourth line control information, without position’s responsibility concerning penetration of an- verbal coordination under the following conditions: other’s airspace cannot be overemphasized. REFERENCE− a. During radar handoff; and FAAO JO 7110.65, Para 2−1−14, Coordinate Use of Airspace. FAAO JO 7110.65, Para 5−4−3, Methods. b. Via information displayed in full data blocks; FAAO JO 7110.65, Para 5−4−8, Automated Information Transfer and (AIT). FAAO JO 7210.3, Para 3−7−7, Prearranged Coordination. c. Within the same facility, except as provided in para 5−4−9, Interfacility Automated Information 5−4−11. EN ROUTE FOURTH LINE DATA Transfer; and BLOCK USAGE d. When following procedures specified in your a. The en route fourth line data block must be used facility AIT directive. to forward only the specified control information listed below. Any additional control information REFERENCE− FAAO JO 7110.65, Para 5−4−11, En Route Fourth Line Data Block must be forwarded via other communication Usage. methods. En route fourth line data block free text area

Transfer of Radar Identification 5−4−5 JO 7110.65U 2/9/12

may be used by individual sector teams for recording NOTE− any additional information the team deems appropri- A “+” notation may be added to denote an assigned speed ate for managing the sector, but must be removed at or greater than the displayed value. A “−” notation may prior to initiation of identification transfer. be added to denote an assigned speed at or less than the displayed value. REFERENCE− FAAO JO 7110.65, Para 5−4−5, Transferring Controller Handoff, EXAMPLE− subpara b. S210, S250, S250+, S280− b. The en route fourth line data block area must be h. Aircraft assigned a Mach number must use the used for coordination purposes only in association designation “M” preceding the two−digit assigned with radar identified aircraft. value. c. When automated information transfer (AIT) EXAMPLE− procedures are applied, en route fourth line usage for M80, M80+, M80− transfer of control information must be specifically REFERENCE− defined within facility AIT directive. FAAO JO 7110.65, Para 5−4−11, En Route Fourth Line Data Block REFERENCE− Usage, subpara gNOTE. FAAO JO 7110.65, Para 5−4−8, Automated Information Transfer (AIT). i. Aircraft authorized to conduct celestial naviga- FAAO JO 7210.3, Para 4−3−8, Automated Information Transfer (AIT). tion training within 30 NM of the route centerline d. Coordination format for assigned headings specified within the en route clearance. must use the designation character “H” preceding a EXAMPLE− three−digit number. CELNAV EXAMPLE− j. Coordination format for aircraft requesting an H080, H270 altitude change must use the designation characters e. Aircraft assigned a heading until receiving a fix “RQ” preceding a three−digit number. or joining a published route must be designated with EXAMPLE− assigned heading format followed by the fix or route. RQ170, RQ410 EXAMPLE− k. Coordination format for aircraft requesting a H080/ALB, 080/J121, PH/ALB route change must use the designation “RQ/” NOTE− preceding a specific fix identifier. 1. The notation “PH” may be used to denote present heading. EXAMPLE− 2. The character “H” may be omitted as a prefix to the RQ/LAX, RQ/NEUTO heading assignment only if necessary due to character field l. The acceptance of a handoff by the receiving limitations, and it does not impede understanding. controller must constitute receipt of the information f. Aircraft authorized specific weather deviation contained within the en route fourth line data block. or lateral weather deviation until able to proceed It is the responsibility of the receiving controller to direct to a fix must be designated with the identified advise the transferring controller if any information characters: D−deviation, L−left, R−right, N−north, is not understood, or needs to be revised. E−east, S−south, W−west. NOTE− EXAMPLE− Due to system and character limitations the usage of these DN, D20L, DR/ATL, D30R/ATL standardized entries may require additional support via facility directive in order to provide complete coordination. g. Coordination format for assigned airspeeds must use the designation character “S” preceding a m. All other control information must be three−digit number. coordinated via other methods.

5−4−6 Transfer of Radar Identification 2/9/12 JO 7110.65U

Section 5. Radar Separation

5−5−1. APPLICATION (2) When 40 miles or more from the antenna− 10 miles; a. Radar separation must be applied to all RNAV aircraft operating on a random (impromptu) route at (3) Narrowband radar operations− or below FL 450 and to all published Q routes in the 10 miles; and conterminous United States. (d) Radar separation is maintained between EN ROUTE the radar-identified aircraft and all observed primary, ASR−9/Full Digital Radar Primary Symbol, and EXCEPTION. Aircraft equipped with IFR−certified secondary radar targets until nonradar separation is GPS systems operating on point−to−point RNAV established from the aircraft not radar identified; and routes within the Anchorage Air Route Traffic (e) When the aircraft involved are on the same Control Center (ARTCC) controlled airspace (ex- relative heading, the radar-identified aircraft is cluding oceanic airspace) where ATC surveillance vectored a sufficient distance from the route of the coverage is not available, may be provided nonradar aircraft not radar identified to assure the targets are separation, in lieu of radar separation, when an not superimposed prior to issuing the clearance to operational advantage will be gained. climb/descend. REFERENCE− REFERENCE− FAAO JO 7110.65, Para 2−1−3, Procedural Preference FAAO JO 7110.65, Para 4−1−2, Exceptions. FAAO JO 7110.65, Para 4−1−2, Exceptions FAAO JO 7110.65, Para 4−4−1, Route Use. FAAO JO 7110.65, Para 6−5−4, Minima Along Other Than Established FAAO JO 7110.65, Para 5−3−1, Application. Airways or Routes FAAO JO 7110.65, Para 5−5−8, Additional Separation for Formation b. Radar separation may be applied between: Flights. FAAO JO 7110.65, Para 5−9−5, Approach Separation Responsibility. 1. Radar identified aircraft. 5−5−2. TARGET SEPARATION 2. An aircraft taking off and another radar identified aircraft when the aircraft taking off will be a. Apply radar separation: radar-identified within 1 mile of the runway end. 1. Between the centers of primary radar targets; 3. A radar-identified aircraft and one not however, do not allow a primary target to touch radar-identified when either is cleared to climb/ another primary target or a beacon control slash. descend through the altitude of the other provided: 2. Between the ends of beacon control slashes. (a) The performance of the radar system is NOTE− adequate and, as a minimum, primary radar targets or At TPX−42 sites, the bracket video feature must be ASR−9/Full Digital Radar Primary Symbol targets activated to display the beacon control slash. are being displayed on the display being used within 3. Between the end of a beacon control slash and the airspace within which radar separation is being the center of a primary target. applied; and 4. All−digital displays. Between the centers of (b) Flight data on the aircraft not radar- digitized targets. Do not allow digitized targets to identified indicate it is a type which can be expected touch. to give adequate primary/ASR−9/Full Digital Radar REFERENCE− FAAO JO 7110.65, Para 5−9−7, Simultaneous Independent ILS/MLS Primary Symbol return in the area where separation Approaches− Dual & Triple. is applied; and (c) The airspace within which radar separa- 5−5−3. TARGET RESOLUTION tion is applied is not less than the following number a. A process to ensure that correlated radar targets of miles from the edge of the radar display: or digitized targets do not touch. (1) When less than 40 miles from the b. Mandatory traffic advisories and safety alerts antenna− 6 miles; must be issued when this procedure is used.

Radar Separation 5−5−1 JO 7110.65U 2/9/12

NOTE− (d) Below FL 180. This procedure must not be provided utilizing mosaic radar systems. (e) Facility directives specifically define the area where the separation can be applied. Facility c. Target resolution must be applied as follows: directives may specify 3 miles. 1. Between the edges of two primary targets or REFERENCE− the edges of primary digitized targets. FAAO JO 7210.3, Para 8−2−1, Single Site Coverage Stage A Operations. FAAO JO 7210.3, Para 11−8−15, Single Site Coverage ATTS 2. Between the end of the beacon control slash Operations. and the edge of a primary target or primary digitized target. 4. When transitioning from terminal to en route control, 3 miles increasing to 5 miles or greater, 3. Between the ends of two beacon control provided: slashes. (a) The aircraft are on diverging routes/ courses, and/or 5−5−4. MINIMA (b) The leading aircraft is and will remain Separate aircraft by the following minima: faster than the following aircraft; and a. TERMINAL. Single Sensor ASR or Digital (c) Separation constantly increasing and the Terminal Automation System (DTAS): first center controller will establish 5 NM or other NOTE− appropriate form of separation prior to the aircraft Includes single sensor long range radar mode. departing the first center sector; and 1. When less than 40 miles from the antenna− (d) The procedure is covered by a letter of 3 miles. agreement between the facilities involved and limited to specified routes and/or sectors/positions. 2. When 40 miles or more from the antenna− 5 miles. c. MEARTS Mosaic Mode: NOTE− 3. For single sensor ASR−9 with Mode S, when 1. Sensor Mode displays information from the radar input less than 60 miles from the antenna− 3 miles. of a single site. NOTE− 2. Procedures to convert MEARTS Mosaic Mode to Wake turbulence procedures specify increased separation MEARTS Sensor Mode at each PVD/MDM will be minima required for certain classes of aircraft because of established by facility directive. the possible effects of wake turbulence. 1. When less than 40 miles from the antenna− b. Stage A/DARC, MEARTS Mosaic Mode, 3 miles. Terminal Mosaic/Multi−Sensor Mode: 2. When 40 miles or more from the antenna− NOTE− 5 miles. Mosaic/Multi−Sensor Mode combines radar input from 2 to 16 sites into a single picture utilizing a mosaic grid d. STARS Multi−Sensor Mode: composed of radar sort boxes. NOTE− 1. Below FL 600− 5 miles. 1. In Multi−Sensor Mode, STARS displays targets as filled and unfilled boxes, depending upon the target’s distance 2. At or above FL 600− 10 miles. from the radar site providing the data. Since there is presently no way to identify which specific site is providing 3. For areas meeting all of the following data for any given target, utilize separation standards for conditions: targets 40 or more miles from the antenna. (a) Radar site adaptation is set to single 2. When operating in STARS Single Sensor Mode, if TRK sensor. appears in the data block, handle in accordance with para 5−3−7, Identification Status, subpara b, and take (b) Significant operational advantages can be appropriate steps to establish nonradar separation. obtained. 3. TRK appears in the data block whenever the aircraft is (c) Within 40 miles of the antenna. being tracked by a radar site other than the radar currently

5−5−2 Radar Separation 2/9/12 JO 7110.65U selected. Current equipment limitations preclude a target 1. The leading aircraft’s weight class is the same from being displayed in the single sensor mode; however, or less than the trailing aircraft; a position symbol and data block, including altitude information, will still be displayed. Therefore, low altitude 2. Heavy aircraft and the Boeing 757 are alerts must be provided in accordance with para 2−1−6, permitted to participate in the separation reduction as Safety Alert. the trailing aircraft only; 3. An average runway occupancy time of WAKE TURBULENCE APPLICATION 50 seconds or less is documented; 4. CTRDs are operational and used for quick e. Separate aircraft operating directly behind, or glance references; directly behind and less than 1,000 feet below, or following an aircraft conducting an instrument REFERENCE− FAAO JO 7110.65, Para 3−1−9, Use of Tower Radar Displays. approach by: 5. Turnoff points are visible from the control NOTE− tower. 1. When applying wake turbulence separation criteria, REFERENCE− directly behind means an aircraft is operating within FAAO JO 7110.65, Para 2−1−19, Wake Turbulence. 2500 feet of the flight path of the leading aircraft over the FAAO JO 7110.65, Para 3−9−6, Same Runway Separation. surface of the earth. FAAO JO 7110.65, Para 5−5−7, Passing or Diverging. FAAO JO 7110.65, Para 5−5−9, Separation from Obstructions. 2. Consider parallel runways less than 2,500 feet apart as FAAO JO 7110.65, Para 5−8−3, Successive or Simultaneous a single runway because of the possible effects of wake Departures. turbulence. FAAO JO 7110.65, Para 5−9−5, Approach Separation Responsibility. FAAO JO 7110.65, Para 7−6−7, Sequencing. 1. Heavy behind heavy− 4 miles. FAAO JO 7110.65, Para 7−7−3, Separation. FAAO JO 7110.65 Para 7−8−3, Separation. 2. Large/heavy behind B757− 4 miles. FAAO JO 7210.3, Para 10−4−8, Reduced Separation on Final. 3. Small behind B757− 5 miles. 5−5−5. VERTICAL APPLICATION 4. Small/large behind heavy − 5 miles. Aircraft not laterally separated, may be vertically separated by one of the following methods: WAKE TURBULENCE APPLICATION a. Assign altitudes to aircraft, provided valid Mode C altitude information is monitored and the f. TERMINAL. In addition to subpara e, separate applicable separation minima is maintained at all an aircraft landing behind another aircraft on the times. same runway, or one making a touch-and-go, REFERENCE− stop-and-go, or low approach by ensuring the FAAO JO 7110.65, Para 4−5−1, Vertical Separation Minima. following minima will exist at the time the preceding FAAO JO 7110.65, Para 5−2−17, Validation of Mode C Readout. FAAO JO 7110.65, Para 7−7−3, Separation. aircraft is over the landing threshold: FAAO JO 7110.65, Para 7−8−3, Separation. NOTE− FAAO JO 7110.65, Para 7−9−4, Separation. Consider parallel runways less than 2,500 feet apart as a b. Assign an altitude to an aircraft after the aircraft single runway because of the possible effects of wake previously at that altitude has been issued a turbulence. climb/descent clearance and is observed (valid 1. Small behind large− 4 miles. Mode C), or reports leaving the altitude. NOTE− 2. Small behind B757− 5 miles. 1. Consider known aircraft performance characteristics, 3. Small behind heavy− 6 miles. pilot furnished and/or Mode C detected information which indicate that climb/descent will not be consistent with the g. TERMINAL. 2.5 nautical miles (NM) separa- rates recommended in the AIM. tion is authorized between aircraft established on the 2. It is possible that the separation minima described in final approach course within 10 NM of the landing para 4−5−1, Vertical Separation Minima, para 7−7−3, runway when operating in single sensor slant range Separation, para 7−8−3, Separation, or para 7−9−4, mode and aircraft remains within 40 miles of the Separation, might not always be maintained using antenna and: subpara b. However, correct application of this procedure

Radar Separation 5−5−3 JO 7110.65U 2/9/12 will ensure that aircraft are safely separated because the terminal system primary and/or beacon target first aircraft must have already vacated the altitude prior symbols will not touch. to the assignment of that altitude to the second aircraft. REFERENCE− REFERENCE− FAAO JO 7110.65, Para 1−2−2, Course Definitions. FAAO JO 7110.65, Para 2−1−3, Procedural Preference. NOTE− FAAO JO 7110.65, Para 4−5−1, Vertical Separation Minima. FAAO JO 7110.65, Para 5−2−17, Validation of Mode C Readout. Although all other approved separation may be discontin- FAAO JO 7110.65, Para 6−6−1, Application. ued, the requirements of para 5−5−4, Minima, subparas e and f must apply when operating behind a heavy jet/B757. 5−5−6. EXCEPTIONS b. EN ROUTE. Vertical separation between aircraft may be discontinued when they are on a. Do not use Mode C to effect vertical separation opposite courses as defined in para 1−2−2, Course with an aircraft on a cruise clearance, contact Definitions; and approach, or as specified in para 5−15−4, System 1. You are in communications with both aircraft Requirements, subpara e3. involved; and REFERENCE− FAAO JO 7110.65, Para 6−6−2, Exceptions. 2. You tell the pilot of one aircraft about the FAAO JO 7110.65, Para 7−4−6, Contact Approach. other aircraft, including position, direction, type; and P/CG Term− Cruise. 3. One pilot reports having seen the other b. Assign an altitude to an aircraft only after the aircraft and that the aircraft have passed each other; aircraft previously at that altitude is observed at or and passing through another altitude separated from the first by the appropriate minima when: 4. You have observed that the radar targets have passed each other; and 1. Severe turbulence is reported. 5. You have advised the pilots if either aircraft 2. Aircraft are conducting military aerial is classified as a heavy jet/B757 aircraft. refueling. 6. Although vertical separation may be discon- REFERENCE− tinued, the requirements of para 5−5−4, Minima, FAAO JO 7110.65, Para 9−2−13, Military Aerial Refueling. subparas e and f must be applied when operating 3. The aircraft previously at that altitude has behind a heavy jet/B757. been issued a climb/descent at pilot’s discretion. EXAMPLE− “Traffic, twelve o’clock, Boeing Seven Twenty Seven, 5−5−7. PASSING OR DIVERGING opposite direction. Do you have it in sight?” a. TERMINAL. In accordance with the following (If the answer is in the affirmative): criteria, all other approved separation may be discontinued, and passing or diverging separation “Report passing the traffic.” applied when: (When pilot reports passing the traffic and the radar 1. Aircraft are on opposite/reciprocal courses targets confirm that the traffic has passed, issue and you have observed that they have passed each appropriate control instructions.) other; or aircraft are on same or crossing courses/assigned radar vectors and one aircraft has 5−5−8. ADDITIONAL SEPARATION FOR crossed the projected course of the other, and the FORMATION FLIGHTS angular difference between their courses/assigned Because of the distance allowed between formation radar vectors is at least 15 degrees. aircraft and lead aircraft, additional separation is NOTE− necessary to ensure the periphery of the formation is Two aircraft, both assigned radar vectors with an angular adequately separated from other aircraft, adjacent difference of at least 15 degrees, is considered a correct airspace, or obstructions. Provide supplemental application of this paragraph. separation for formation flights as follows: 2. The tracks are monitored to ensure that the a. Separate a standard formation flight by adding primary targets, beacon control slashes, or full digital 1 mile to the appropriate radar separation minima.

5−5−4 Radar Separation 2/9/12 JO 7110.65U

REFERENCE− 5−5−10. ADJACENT AIRSPACE FAAO JO 7110.65, Para 2−1−13, Formation Flights. FAAO JO 7110.65, Para 5−5−1, Application. a. If coordination between the controllers con- FAAO JO 7110.65, Para 7−7−3, Separation. P/CG Term− Formation Flight. cerned has not been effected, separate radar-controlled aircraft from the boundary of b. Separate two standard formation flights from adjacent airspace in which radar separation is also each other by adding 2 miles to the appropriate being used by the following minima: separation minima. REFERENCE− FAAO JO 7110.65, Para 2−1−14, Coordinate Use of Airspace. c. Separate a nonstandard formation flight by 1. When less than 40 miles from the antenna− applying the appropriate separation minima to the 1 1/ miles. perimeter of the airspace encompassing the nonstand- 2 ard formation or from the outermost aircraft of the 2. When 40 miles or more from the antenna− 1 nonstandard formation whichever applies. 2 /2 miles. 3. En route Stage A/DARC or Stage A/EDARC: d. If necessary for separation between a nonstand- 1 ard formation and other aircraft, assign an (a) Below Flight Level 600− 2 /2 miles. appropriate beacon code to each aircraft in the (b) Flight Level 600 and above− 5 miles. formation or to the first and last aircraft in-trail. b. Separate radar-controlled aircraft from the NOTE− boundary of airspace in which nonradar separation is The additional separation provided in para 5−5−8, being used by the following minima: Additional Separation for Formation Flights, is not normally added to wake turbulence separation when a 1. When less than 40 miles from the antenna− formation is following a heavier aircraft since none of the 3 miles. formation aircraft are likely to be closer to the heavier 2. When 40 miles or more from the antenna− aircraft than the lead aircraft (to which the prescribed 5 miles. wake turbulence separation has been applied). 3. REFERENCE− En route Stage A/DARC or Stage A/EDARC: FAAO JO 7110.65, Para 9−2−13, Military Aerial Refueling. (a) Below Flight Level 600− 5 miles. (b) Flight Level 600 and above− 10 miles. 5−5−9. SEPARATION FROM c. The provisions of subparas a and b do not apply OBSTRUCTIONS to VFR aircraft being provided Class B, Class C, or TRSA services. Ensure that the targets of these a. Except in En Route Stage A/DARC or aircraft do not touch the boundary of adjacent Stage A/EDARC, separate aircraft from obstructions airspace. depicted on the radar display by the following minima: d. VFR aircraft approaching Class B, Class C, Class D, or TRSA airspace which is under the 1. When less than 40 miles from the antenna− control jurisdiction of another air traffic control 3 miles. facility should either be provided with a radar handoff or be advised that radar service is terminated, given 2. When 40 miles or more from the antenna− their position in relation to the Class B, Class C, 5 miles. Class D, or TRSA airspace, and the ATC frequency, if known, for the airspace to be entered. These actions b. Except in En Route Stage A/DARC or should be accomplished in sufficient time for the pilot Stage A/EDARC, vertical separation of aircraft to obtain the required ATC approval prior to entering above an obstruction depicted on the radar display the airspace involved, or to avoid the airspace. may be discontinued after the aircraft has passed it. 5−5−11. EDGE OF SCOPE c. En Route Stage A/DARC or Stage A/EDARC, apply the radar separation minima specified in Separate a radar-controlled aircraft climbing or para 5−5−4, Minima, subpara b1. descending through the altitude of an aircraft that has

Radar Separation 5−5−5 JO 7110.65U 2/9/12

been tracked to the edge of the scope/display by the correction factor to the applicable minima. The following minima until nonradar separation has been maximum allowable beacon target displacement established: which may be specified by the facility air traffic manager is 1/ mile. a. When less than 40 miles from the antenna− 2 3 miles from edge of scope. REFERENCE− FAAO JO 7210.3, Para 3−7−4, Monitoring of Mode 3/A Radar Beacon b. When 40 miles or more from the antenna− Codes. 5 miles from edge of scope. c. En route Stage A/DARC or Stage A/EDARC: 5−5−13. GPA 102/103 CORRECTION FACTOR 1. Below Flight Level 600− 5 miles. When using a radar display whose primary radar 2. Flight Level 600 and above− 10 miles. video is processed by the GPA 102/103 modification to a joint-use radar system, apply the following 5−5−12. BEACON TARGET correction factors to the applicable minima: DISPLACEMENT a. If less than 40 miles from the antenna− add When using a radar target display with a previously 1 mile. specified beacon target displacement to separate a beacon target from a primary target, adjacent b. If 40 miles or more but not over 200 miles from airspace, obstructions, or terrain, add a 1 mile the antenna− add 3 miles.

5−5−6 Radar Separation 2/9/12 JO 7110.65U

Section 6. Vectoring

5−6−1. APPLICATION PHRASEOLOGY− TURN LEFT/RIGHT HEADING (degrees). Vector aircraft: FLY HEADING (degrees). a. In controlled airspace for separation, safety, noise abatement, operational advantage, confidence FLY PRESENT HEADING. maneuver, or when a pilot requests. Allow aircraft operating on an RNAV route to remain on their own DEPART (fix) HEADING (degrees). navigation to the extent possible. 2. The number of degrees, in group form, to turn b. In Class G airspace only upon pilot request and and the direction of turn, or as an additional service. PHRASEOLOGY− c. At or above the MVA or the minimum IFR TURN (number of degrees) DEGREES LEFT/RIGHT. altitude except as authorized for radar approaches, 3. For NO-GYRO procedures, the type of special VFR, VFR operations, or by para 5−6−3, vector, direction of turn, and when to stop turn. Vectors Below Minimum Altitude. PHRASEOLOGY− NOTE− THIS WILL BE A NO-GYRO VECTOR, VFR aircraft not at an altitude assigned by ATC may be vectored at any altitude. It is the responsibility of the pilot TURN LEFT/RIGHT. to comply with the applicable parts of CFR Title 14. REFERENCE− STOP TURN. FAAO JO 7110.65, Para 4−5−6, Minimum En Route Altitudes. FAAO JO 7110.65, Para 7−5−2, Priority. b. When initiating a vector, advise the pilot of the FAAO JO 7110.65, Para 7−5−4, Altitude Assignment. purpose. FAAO JO 7110.65, Para 7−7−5, Altitude Assignments. 14 CFR Section 91.119, Minimum Safe Altitudes: General. PHRASEOLOGY− d. In airspace for which you have control VECTOR TO (fix or airway). jurisdiction, unless otherwise coordinated. VECTOR TO INTERCEPT (name of NAVAID) (specified) e. So as to permit it to resume its own navigation RADIAL. within radar coverage. VECTOR FOR SPACING. f. Operating special VFR only within Class B, Class C, Class D, or Class E surface areas. VECTOR TO FINAL APPROACH COURSE,

g. Operating VFR at those locations where a or if the pilot does not have knowledge of the type of special program is established, or when a pilot approach, requests, or you suggest and the pilot concurs. REFERENCE− VECTOR TO (approach name) FINAL APPROACH FAAO JO 7110.65, Para 4−4−1, Route Use. COURSE. FAAO JO 7110.65, Para 7−2−1, Visual Separation. NOTE− FAAO JO 7110.65, Para 7−5−3, Separation. FAAO JO 7110.65, Para 7−6−1, Application. Determine optimum routing based on factors such as wind, FAAO JO 7110.65, Para 9−4−4, Separation Minima. weather, traffic, pilot requests, noise abatement, adjacent FAAO JO 7210.3, Chapter 11, Section 1, Terminal VFR Radar sector requirement, and letters of agreement. Services. c. Issue with the vector an altitude to maintain and 5−6−2. METHODS all appropriate altitude restrictions when: 1. The vector will take the aircraft off an a. Vector aircraft by specifying: assigned procedure which contains altitude instruc- 1. Direction of turn, if appropriate, and tions, i.e., instrument approach, nonradar SID, FMSP, magnetic heading to be flown, or etc.

Vectoring 5−6−1 JO 7110.65U 2/9/12

2. The previously issued clearance included g. Aircraft vectored off an RNAV route must be crossing restrictions. recleared to the next waypoint or as requested by the

REFERENCE− pilot. FAAO JO 7110.65, Para 4−2−5, Route or Altitude Amendments. h. During stage A operation, update the route of d. If appropriate, advise the pilot what to expect flight in the computer unless an operational when the vector is completed. advantage is gained and coordination is PHRASEOLOGY− accomplished. EXPECT TO RESUME (Route, SID, STAR, FMSP, etc.). i. Inform the pilot when a vector will take the NOTE− aircraft across a previously assigned nonradar route. You must ensure that the pilot is made aware if he/she is PHRASEOLOGY− expected to resume a previously issued route procedure. EXPECT VECTOR ACROSS (NAVAID radial) e. Provide radar navigational guidance until the (airway/route/course) FOR (purpose). aircraft is: REFERENCE− FAAO JO 7110.65, Para 7−6−1, Application. 1. Established within the airspace to be protected for the nonradar route to be flown, or 5−6−3. VECTORS BELOW MINIMUM ALTITUDE 2. On a heading that will, within a reasonable distance, intercept the nonradar route to be flown, and Except in en route automated environments in areas where more than 3 miles separation minima is 3. Informed of its position unless the aircraft is required, you may vector a departing IFR aircraft, or RNAV, FMS, or DME equipped and being vectored one executing a missed approach, within 40 miles of toward a VORTAC/TACAN or waypoint and within the radar antenna and before it reaches the minimum the service volume of the NAVAID. altitude for IFR operations if separation from PHRASEOLOGY− prominent obstacles shown on the radar scope is (Position with respect to course/fix along route), applied in accordance with the following: RESUME OWN NAVIGATION, a. If the flight path is 3 miles or more from the or obstacle and the aircraft is climbing to an altitude at least 1,000 feet above the obstacle, vector the aircraft FLY HEADING (degrees). WHEN ABLE, PROCEED to maintain at least 3 miles separation from the DIRECT (name of fix), obstacle until the aircraft reports leaving an altitude above the obstacle. or b. If the flight path is less than 3 miles from the name RESUME ( /numberFMSP/SID/transition/STAR/ obstacle and the aircraft is climbing to an altitude at procedure). least 1,000 feet above the obstacle, vector the aircraft REFERENCE− to increase lateral separation from the obstacle until FAAO JO 7110.65, Chapter 4, Section 1, NAVAID Use Limitations. the 3 mile minimum is achieved or until the aircraft f. Aircraft instructed to resume a procedure which reports leaving an altitude above the obstacle. contains restrictions (SID/STAR/FMSP, etc.) must be REFERENCE− issued/reissued all applicable restrictions or must be P/CG Term − Obstacle. P/CG Term − Obstruction. advised to comply with those restrictions. P/CG Term − Prominent Obstacle. PHRASEOLOGY− c. At those locations where diverse vector areas name RESUME ( /numberFMSP/SID/transition/STAR), (DVA) have been established, terminal radar COMPLY WITH RESTRICTIONS. facilities may vector aircraft below the MVA/MIA EXAMPLE− within those areas and along those routes described in “Resume the Mudde One Arrival, comply with facility directives. restrictions.” REFERENCE− “Cleared direct Luxor, resume the Ksino One arrival, FAAO JO 7210.3, Para 3−9−5, Establishing Diverse Vector Area/s comply with restrictions.” (DVA).

5−6−2 Vectoring 2/9/12 JO 7110.65U

Section 7. Speed Adjustment

5−7−1. APPLICATION (3) Clean configurations. Keep speed adjustments to the minimum necessary to (d) Ensure that aircraft are allowed to operate achieve or maintain required or desired spacing. in a clean configuration as long as circumstances Avoid adjustments requiring alternate decreases and permit. increases. Permit pilots to resume normal speed when (e) Keep the number of speed adjustments per previously specified adjustments are no longer aircraft to the minimum required to achieve and needed. maintain spacing. NOTE− It is the pilot’s responsibility and prerogative to refuse b. Do not assign speed adjustment to aircraft: speed adjustment that he/she considers excessive or 1. At or above FL 390 without pilot consent. contrary to the aircraft’s operating specifications. 2. Executing a published high altitude instru- a. Consider the following when applying speed ment approach procedure. control: 3. In a holding pattern. 1. Determine the interval required and the point at which the interval is to be accomplished. REFERENCE− FAAO JO 7110.65, Para 4−6−4, Holding Instructions. 2. Implement speed adjustment based on the 4. Inside the final approach fix on final or a point following principles. 5 miles from the runway, whichever is closer to the (a) Priority of speed adjustment instructions runway. is determined by the relative speed and position of the c. At the time approach clearance is issued, aircraft involved and the spacing requirement. previously issued speed adjustments must be restated (b) Speed adjustments are not achieved if required. instantaneously. Aircraft configuration, altitudes, d. Approach clearances cancel any previously and speed determine the time and distance required to assigned speed adjustment. Pilots are expected to accomplish the adjustment. make their own speed adjustments to complete the 3. Use the following techniques in speed control approach unless the adjustments are restated. situations: e. Express speed adjustments in terms of knots (a) Compensate for compression when based on indicated airspeed (IAS) in 10−knot assigning air speed adjustment in an in-trail situation increments. At or above FL 240, speeds may be by using one of the following techniques: expressed in terms of Mach numbers in 0.01 increments for turbojet aircraft with Mach meters (1) Reduce the trailing aircraft first. (i.e., Mach 0.69, 0.70, 0.71, etc.). (2) Increase the leading aircraft first. NOTE− (b) Assign a specific airspeed if required to 1. Pilots complying with speed adjustment instructions maintain spacing. should maintain a speed within plus or minus 10 knots or 0.02 Mach number of the specified speed. (c) Allow increased time and distance to 2. When assigning speeds to achieve spacing between achieve speed adjustments in the following aircraft at different altitudes, consider that ground speed situations: may vary with altitude. Further speed adjustment may be (1) Higher altitudes. necessary to attain the desired spacing. REFERENCE− (2) Greater speed. FAAO JO 7110.65, Para 5−7−2, Methods.

Speed Adjustment 5−7−1 JO 7110.65U 2/9/12

5−7−2. METHODS U.S. Flight Information Region, in offshore Class E airspace below 10,000 feet MSL. However, in airspace a. Instruct aircraft to: underlying a Class B airspace area designated for an 1. Maintain present/specific speed. airport, or in a VFR corridor designated through such as a Class B airspace area, pilots are expected to comply with 2. Maintain specified speed or greater/less. the 200 knot speed limit specified in 14 CFR Section 91.117(c). (See 14 CFR Sections 91.117(c) and 3. Maintain the highest/lowest practical speed. 91.703.) 4. Increase or reduce to a specified speed or by 3. The phrases “maintain maximum forward speed” and a specified number of knots. “maintain slowest practical speed” are primarily intended PHRASEOLOGY− for use when sequencing a group of aircraft. As the SAY AIRSPEED. sequencing plan develops, it may be necessary to determine the specific speed and/or make specific speed SAY MACH NUMBER. assignments. b. To obtain pilot concurrence for a speed MAINTAIN PRESENT SPEED. adjustment at or above FL 390, as required by para 5−7−1, Application, use the following MAINTAIN (specific speed) KNOTS. phraseology. MAINTAIN (specific speed) KNOTS OR GREATER. PHRASEOLOGY− (Speed adjustment), IF UNABLE ADVISE. DO NOT EXCEED (speed) KNOTS. EXAMPLE− “Reduce speed to one niner zero, if unable advise.” MAINTAIN MAXIMUM FORWARD SPEED. c. Simultaneous speed reduction and descent can MAINTAIN SLOWEST PRACTICAL SPEED. be extremely difficult, particularly for turbojet aircraft. Specifying which action is to be accom- INCREASE/REDUCE SPEED: plished first removes any doubt the pilot may have as to controller intent or priority. Specify which action is TO (specified speed in knots), expected first when combining speed reduction with a descent clearance. or 1. Speed reductions prior to descent. TO MACH (Mach number), PHRASEOLOGY− REDUCE SPEED: or TO (specified speed), (number of knots) KNOTS. EXAMPLE− or “Increase speed to Mach point seven two.” “Reduce speed to two five zero.” (number of knots) KNOTS. “Reduce speed twenty knots.” “Maintain two eight zero knots.” THEN, DESCEND AND MAINTAIN (altitude). “Maintain maximum forward speed.” 2. Speed reduction following descent. NOTE− PHRASEOLOGY− 1. A pilot operating at or above 10,000 feet MSL on an DESCEND AND MAINTAIN (altitude). assigned speed adjustment greater than 250 knots is expected to comply with 14 CFR Section 91.117(a) when THEN, REDUCE SPEED: cleared below 10,000 feet MSL, within domestic airspace, without notifying ATC. Pilots are expected to comply with TO (specified speed in knots), the other provisions of 14 CFR Section 91.117 without notification. or 2. Speed restrictions of 250 knots do not apply to aircraft operating beyond 12 NM from the coastline within the

5−7−2 Speed Adjustment 2/9/12 JO 7110.65U

TO MACH (Mach number), 2. If a pilot is unable to comply with the speed assignment, the pilot will advise. or b. When an operational advantage will be (number of knots) KNOTS. realized, speeds lower than the recommended minima may be applied. NOTE− When specifying descent prior to speed reduction, consider c. To arrival aircraft operating below 10,000 feet: the maximum speed requirements specified in 14 CFR 1. Turbojet aircraft. A speed not less than Section 91.117. It may be necessary for the pilot to level off temporarily and reduce speed prior to descending below 210 knots; except when the aircraft is within 20 flying 10,000 feet MSL. miles of the runway threshold of the airport of intended landing, a speed not less than 170 knots. d. Specify combined speed/altitude fix crossing restrictions. 2. Reciprocating engine and turboprop aircraft. A speed not less than 200 knots; except when the PHRASEOLOGY− aircraft is within 20 flying miles of the runway CROSS (fix) AT AND MAINTAIN (altitude) AT (specified threshold of the airport of intended landing, a speed speed) KNOTS. not less than 150 knots. EXAMPLE− d. Departures: “Cross Robinsville at and maintain six thousand at two three zero knots.” 1. Turbojet aircraft. A speed not less than REFERENCE− 230 knots. FAAO JO 7110.65, Para 2−4−17, Numbers Usage. FAAO JO 7110.65, Para 4−5−7, Altitude Information. 2. Reciprocating engine and turboprop aircraft. A speed not less than 150 knots. 5−7−3. MINIMA e. Helicopters. A speed not less than 60 knots. REFERENCE− When assigning airspeeds, use the following FAAO JO 7110.65, Para 5−7−2, Methods. recommended minima: 5−7−4. TERMINATION a. To aircraft operating between FL 280 and 10,000 feet, a speed not less than 250 knots or the Advise aircraft when speed adjustment is no longer equivalent Mach number. needed. NOTE− PHRASEOLOGY− 1. On a standard day the Mach numbers equivalent to RESUME NORMAL SPEED. 250 knots CAS (subject to minor variations) are: NOTE− FL 240−0.6 An instruction to “resume normal speed” does not delete FL 250−0.61 speed restrictions that are applicable to published FL 260−0.62 procedures of upcoming segments of flight, unless FL 270−0.64 specifically stated by ATC. This does not relieve the pilot FL 280−0.65 of those speed restrictions which are applicable to 14 CFR FL 290−0.66. Section 91.117.

Speed Adjustment 5−7−3

2/9/12 JO 7110.65U

Section 8. Radar Departures

5−8−1. PROCEDURES a straight climb of 400 feet be specified where turns greater than 15 degrees are required. Use standard departure routes and channelized 2. Consider known aircraft performance characteristics altitudes whenever practical to reduce coordination. when applying initial separation to successive departing Do not, however, assign these routes solely to provide aircraft. for possible radar or communication failure. 3. When one or both of the departure surfaces is a helipad, use the takeoff course of the helicopter as a reference, 5−8−2. INITIAL HEADING comparable to the centerline of a runway and the helipad center as the threshold. Before departure, assign the initial heading to be a. Between aircraft departing the same runway/ flown if a departing aircraft is to be vectored helipad or parallel runways/helicopter takeoff immediately after takeoff. courses separated by less than 2,500 feet− 1 mile if PHRASEOLOGY− courses diverge immediately after departure. FLY RUNWAY HEADING. (See FIG 5−8−1, FIG 5−8−2, and FIG 5−8−3.) TURN LEFT/RIGHT, HEADING (degrees). NOTE− FIG 5−8−1 TERMINAL. A purpose for the heading is not necessary, Successive Departures since pilots operating in a radar environment associate assigned headings with vectors to their planned route of flight. REFERENCE− FAAO JO 7110.65, Para 4−3−2, Departure Clearances. FAAO JO 7110.65, Para 5−6−3, Vectors Below Minimum Altitude.

5−8−3. SUCCESSIVE OR SIMULTANEOUS DEPARTURES TERMINAL

Separate aircraft departing from the same airport/ FIG 5−8−2 heliport or adjacent airports/heliports in accordance Simultaneous Departures with the following minima provided radar identification with the aircraft will be established within 1 mile of the takeoff runway end/helipad and courses will diverge by 15 degrees or more. NOTE− 1. FAAO 8260.19, Flight Procedures and Airspace, establishes guidelines for IFR departure turning procedures which assumes a climb to 400 feet above the airport elevation before a turn is commenced. FAAO 8260.3, United States Standard for Terminal Instrument Proced- ures (TERPS), the ILS missed approach criteria, requires

Radar Departures 5−8−1 JO 7110.65U 2/9/12

FIG 5−8−3 runway and/or takeoff course intersection. When Simultaneous Departures applicable, apply the procedure in para 3−9−5, Anticipating Separation. (See FIG 5−8−5 and FIG 5−8−6.)

FIG 5−8−5 Intersecting Runway Departures

NOTE− This procedure does not apply when a small aircraft is taking off from an intersection on the same runway behind a large aircraft or when an aircraft is departing behind a heavy jet/B757. REFERENCE− FAAO JO 7110.65, Para 3−9−7, Wake Turbulence Separation for Intersection Departures. FAAO JO 7110.65, Para 3−9−8, Intersecting Runway Separation. FAAO JO 7110.65, Para 5−5−4, Minima. NOTE− b. Between aircraft departing from diverging This procedure does not apply when aircraft are departing runways: behind a heavy jet/B757.

1. Nonintersecting runways. Authorize simul- FIG 5−8−6 taneous takeoffs if runways diverge by 15 degrees or Intersecting Helicopter Course Departures more. (See FIG 5−8−4.)

FIG 5−8−4 Nonintersecting Runway Departures

c. Between aircraft departing in the same direction from parallel runways/helicopter takeoff courses. Authorize simultaneous takeoffs if the centerlines/ 2. Intersecting runways and/or helicopter takeoff courses are separated by at least 2,500 feet takeoff courses which diverge by 15 degrees or and courses diverge by 15 degrees or more more. Authorize takeoff of a succeeding aircraft immediately after departure. (See FIG 5−8−7 and when the preceding aircraft has passed the point of FIG 5−8−8.)

5−8−2 Radar Departures 2/9/12 JO 7110.65U

FIG 5−8−7 2. Consider the effect surface conditions, such as ice, Parallel Runway Departures snow, and other precipitation, may have on known aircraft performance characteristics, and the influence these conditions may have on the pilot’s ability to commence takeoff roll in a timely manner.

5−8−5. DEPARTURES AND ARRIVALS ON PARALLEL OR NONINTERSECTING DIVERGING RUNWAYS TERMINAL. Authorize simultaneous operations between an aircraft departing on a runway and an aircraft on final approach to another parallel or nonintersecting diverging runway if the departure FIG 5−8−8 course diverges immediately by at least 30 degrees Parallel Helicopter Course Departures from the missed approach course until separation is applied and provided one of the following conditions are met: NOTE− When one or both of the takeoff/landing surfaces is a helipad, consider the helicopter takeoff course as the runway centerline and the helipad center as the threshold. a. When parallel runway thresholds are even, the runway centerlines are at least 2,500 feet apart. (See FIG 5−8−9 and FIG 5−8−10.)

FIG 5−8−9 Parallel Thresholds are Even 5−8−4. DEPARTURE AND ARRIVAL TERMINAL. Except as provided in para 5−8−5, Departures and Arrivals on Parallel or Nonintersect- ing Diverging Runways, separate a departing aircraft from an arriving aircraft on final approach by a minimum of 2 miles if separation will increase to a minimum of 3 miles (5 miles when 40 miles or more from the antenna) within 1 minute after takeoff. NOTE− 1. This procedure permits a departing aircraft to be released so long as an arriving aircraft is no closer than 2 miles from the runway at the time. This separation is determined at the time the departing aircraft commences takeoff roll.

Radar Departures 5−8−3 JO 7110.65U 2/9/12

FIG 5−8−10 FIG 5−8−12 Parallel Thresholds are Even Parallel Thresholds are Staggered

b. When parallel runway thresholds are staggered NOTE− and: In the event of a missed approach by a heavy jet/B757, apply the procedures in para 3−9−6, Same Runway 1. The arriving aircraft is approaching the Separation, or para 3−9−8, Intersecting Runway Separa- nearer runway: the centerlines are at least 1,000 feet tion, ensure that the heavy jet does not overtake or cross in front of an aircraft departing from the adjacent parallel apart and the landing thresholds are staggered at least runway. 500 feet for each 100 feet less than 2,500 the centerlines are separated. (See FIG 5−8−11 and 2. The arriving aircraft is approaching the FIG 5−8−12.) farther runway: the runway centerlines separation exceeds 2,500 feet by at least 100 feet for each 500 feet the landing thresholds are staggered. FIG 5−8−11 (See FIG 5−8−13.) Parallel Thresholds are Staggered FIG 5−8−13 Parallel Thresholds are Staggered

5−8−4 Radar Departures 2/9/12 JO 7110.65U

c. When nonintersecting runways diverge by d. When the aircraft on takeoff is a helicopter, hold 15 degrees or more and runway edges do not touch. the helicopter until visual separation is possible or (See FIG 5−8−14.) apply the separation criteria in subparas a, b, or c. FIG 5−8−14 REFERENCE− Diverging Nonintersecting Runways FAAO JO 7110.65, Para 5−8−4, Departure and Arrival.

Radar Departures 5−8−5

2/9/12 JO 7110.65U

Section 9. Radar Arrivals

5−9−1. VECTORS TO FINAL APPROACH 2. The maximum range selected on the radar COURSE display is 150 NM; or Except as provided in para 7−4−2, Vectors for Visual 3. An adjacent radar display is set at 125 NM or Approach, vector arriving aircraft to intercept the less, configured for the approach in use, and is final approach course: utilized for the vector to the final approach course. a. At least 2 miles outside the approach gate unless 4. If unable to comply with subparas 1, 2, or 3 one of the following exists: above, issue the clearance in accordance with para 4−8−1, Approach Clearance. 1. When the reported ceiling is at least 500 feet REFERENCE− above the MVA/MIA and the visibility is at least FAAO JO 7110.65, Para 4−8−1, Approach Clearance. 3 miles (report may be a PIREP if no weather is FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception. reported for the airport), aircraft may be vectored to intercept the final approach course closer than 2 miles 5−9−2. FINAL APPROACH COURSE outside the approach gate but no closer than the INTERCEPTION approach gate. a. Assign headings that will permit final approach 2. If specifically requested by the pilot, aircraft course interception on a track that does not exceed the may be vectored to intercept the final approach interception angles specified in TBL 5−9−1. course inside the approach gate but no closer than the final approach fix. TBL 5−9−1 Approach Course Interception Angle EXCEPTION. Conditions 1 and 2 above do not Distance from interception Maximum interception apply to RNAV aircraft being vectored for a GPS or point to approach gate angle RNAV approach. Less than 2 miles or triple 20 degrees b. For a precision approach, at an altitude not simultaneous ILS/MLS above the glideslope/glidepath or below the approaches in use minimum glideslope intercept altitude specified on 2 miles or more 30 degrees (45 degrees for helicopters) the approach procedure chart. c. For a nonprecision approach, at an altitude b. If deviations from the final approach course are which will allow descent in accordance with the observed after initial course interception, apply the published procedure. following: NOTE− 1. Outside the approach gate: apply procedures A pilot request for an “evaluation approach,” or a in accordance with subpara a, if necessary, vector the “coupled approach,” or use of a similar term, indicates the aircraft for another approach. pilot desires the application of subparas a and b. 2. Inside the approach gate: inform the pilot of d. EN ROUTE. The following provisions are the aircraft’s position and ask intentions. required before an aircraft may be vectored to the PHRASEOLOGY− final approach course: (Ident) (distance) MILE(S) FROM THE AIRPORT, 1. The approach gate and a line (solid or (distance) MILE(S) RIGHT/LEFT OF COURSE, SAY INTENTIONS. broken), depicting the final approach course starting at or passing through the approach gate and extending NOTE− away from the airport, be displayed on the radar The intent is to provide for a track course intercept angle scope; for a precision approach, the line length must judged by the controller to be no greater than specified by this procedure. extend at least the maximum range of the localizer; REFERENCE− for a nonprecision approach, the line length must FAAO JO 7110.65, Chapter 5, Section 9, Radar Arrivals, and extend at least 10NM outside the approach gate; and Section 10, Radar Approaches− Terminal.

Radar Arrivals 5−9−1 JO 7110.65U 2/9/12

c. EN ROUTE. When using a radar scope range 1. Established on a segment of a published route above 125 NM, the controller must solicit and receive or instrument approach procedure, or see FIG 5−9−1 a pilot report that the aircraft is established on the Example 1. final approach course. If the pilot has not reported established by the final approach gate, inform the FIG 5−9−1 Arrival Instructions pilot of his/her observed position and ask intentions. NOTE− It may be difficult to accurately determine small distances when using very large range settings.

5−9−3. VECTORS ACROSS FINAL APPROACH COURSE Inform the aircraft whenever a vector will take it across the final approach course and state the reason for such action. NOTE− In the event you are unable to so inform the aircraft, the pilot is not expected to turn inbound on the final approach course unless approach clearance has been issued. PHRASEOLOGY− EXPECT VECTORS ACROSS FINAL FOR (purpose). EXAMPLE− “EXPECT VECTORS ACROSS FINAL FOR SPACING.” REFERENCE− FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception.

5−9−4. ARRIVAL INSTRUCTIONS Issue all of the following to an aircraft before it reaches the approach gate: a. Position relative to a fix on the final approach course. If none is portrayed on the radar display or if none is prescribed in the procedure, issue position information relative to the navigation aid which provides final approach guidance or relative to the airport. b. Vector to intercept the final approach course if required. c. Approach clearance except when conducting a radar approach. Issue approach clearance only after the aircraft is:

5−9−2 Radar Arrivals 2/9/12 JO 7110.65U

EXAMPLE− FIG 5−9−2 1. Aircraft 1 was vectored to the final approach course but Arrival Instructions clearance was withheld. It is now at 4,000 feet and established on a segment of the instrument approach procedure. “Seven miles from X-RAY. Cleared I−L−S runway three six approach.” (See FIG 5−9−1.) 2. Aircraft 2 is being vectored to a published segment of the final approach course, 4 miles from LIMA at 2,000 feet. The MVA for this area is 2,000 feet. “Four miles from LIMA. Turn right heading three four zero. Maintain two thousand until established on the localizer. Cleared I−L−S runway three six approach.” (See FIG 5−9−1.) 3. Aircraft 3 is being vectored to intercept the final approach course beyond the approach segments, 5 miles from Alpha at 5,000 feet. the MVA for this area is 4,000 feet. “Five miles from Alpha. Turn right heading three three zero. Cross Alpha at or above four thousand. Cleared I−L−S runway three six approach.” (See FIG 5−9−1.) 4. Aircraft 4 is established on the final approach course beyond the approach segments, 8 miles from Alpha at 6,000 feet. The MVA for this area is 4,000 feet. “Eight miles from Alpha. Cross Alpha at or above four thousand. Cleared I−L−S runway three six approach.” (See FIG 5−9−1.) 2. Assigned an altitude to maintain until the aircraft is established on a segment of a published route or instrument approach procedure. (See FIG 5−9−2 thru FIG 5−9−4.)

EXAMPLE− The aircraft is being vectored to a published segment of the MLS final approach course, 3 miles from Alpha at 4,000 feet. The MVA for this area is 4,000 feet. “Three miles from Alpha. Turn left heading two one zero. Maintain four thousand until established on the azimuth course. Cleared M−L−S runway one eight approach.” (See FIG 5−9−2.)

Radar Arrivals 5−9−3 JO 7110.65U 2/9/12

FIG 5−9−3 FIG 5−9−5 Arrival Instructions Arrival Instructions

EXAMPLE− The aircraft is en route to Delta waypoint at 6,000 feet. The MVA for this area is 4,000 feet. “Cross Delta at or above four thousand. Cleared M−L−S runway one eight approach.” (See FIG 5−9−3.)

FIG 5−9−4 Arrival Instructions

EXAMPLE− The aircraft is being vectored to the intermediate fix FORRE for an RNAV approach. “Seven miles from FOORE, cleared direct FORRE, cross FORRE at or above four thousand, cleared RNAV runway one eight approach.” NOTE− 1. The altitude assigned must assure IFR obstruction clearance from the point at which the approach clearance is issued until established on a segment of a published route or instrument approach procedure. 2. If the altitude assignment is VFR-on-top, it is conceivable that the pilot may elect to remain high until EXAMPLE− arrival over the final approach fix which may require the The aircraft is being vectored to an MLS curved approach, pilot to circle to descend so as to cross the final approach 3 miles from X-ray at 3,000 feet. “Three miles from X-ray. fix at an altitude that would permit landing. Turn right heading three three zero. Maintain three thousand until established on the azimuth course. Cleared 3. Aircraft being vectored to the intermediate fix in M−L−S runway one eight approach.” FIG 5−9−5 must meet all the provisions described in (See FIG 5−9−4.) subpara 4−8−1b4.

5−9−4 Radar Arrivals 2/9/12 JO 7110.65U

d. Instructions to do one of the following: EXAMPLE− 1. Aircraft 1: The aircraft is in the straight in area of the NOTE− TAA. “Seven miles from CENTR, Cleared R−NAV Runway The principal purpose of this paragraph is to ensure that One Eight Approach.” frequency changes are made prior to passing the final approach fix. However, at times it will be desirable to retain 2. Aircraft 2: The aircraft is in the left base area of the TAA. an aircraft on the approach control frequency to provide a “One five miles from LEFTT, Cleared GPS Runway One single-frequency approach or other radar services. When Eight Approach.” this occurs, it will be necessary to relay tower clearances 3. Aircraft 3: The aircraft is in the right base area of the or instructions to preclude changing frequencies prior to TAA. “Four miles from WRITE, Cleared FMS Runway One landing or approach termination. Eight Approach.” 1. Monitor local control frequency, reporting to the tower when over the approach fix. 5−9−5. APPROACH SEPARATION RESPONSIBILITY 2. Contact the tower on local control frequency. a. The radar controller performing the approach REFERENCE− FAAO JO 7110.65, Para 4−8−8, Communications Release. control function is responsible for separation of radar arrivals unless visual separation is provided by the 3. Contact the final controller on the appropriate tower, or a letter of agreement/facility directive frequency if radar service will be provided on final on authorizes otherwise. Radar final controllers ensure a different frequency. that established separation is maintained between REFERENCE− aircraft under their control and other aircraft FAAO JO 7110.65, Para 5−10−8, Final Controller Changeover. established on the same final approach course. 4. When radar is used to establish the final NOTE− approach fix, inform the pilot that after being advised The radar controller may be a controller in an ARTCC, a that he/she is over the fix he/she is to contact the tower terminal facility, or a tower controller when authorized to on local control frequency. perform the approach control function in a terminal area. REFERENCE− EXAMPLE− FAAO JO 7110.65, Para 2−1−19, Wake Turbulence. “Three miles from final approach fix. Turn left heading FAAO JO 7110.65, Section 5, Radar Separation, Para 5−5−1, Application. zero one zero. Maintain two thousand until established on FAAO JO 7110.65, Para 7−2−1, Visual Separation. the localizer. Cleared I−L−S runway three six approach. I FAAO JO 7110.65, Para 5−5−4, Minima. will advise when over the fix.” FAAO JO 7210.3, Para 2−1−15, Authorization for Separation Services by Towers. “Over final approach fix. Contact tower one one eight b. When timed approaches are being conducted, point one.” the radar controller must maintain the radar NOTE− separation specified in para 6−7−5, Interval Minima, ARSR may be used for establishment of initial approach until the aircraft is observed to have passed the final and intermediate approach fixes only. ASR must be used to approach fix inbound (nonprecision approaches) or establish the final approach fix. the OM or the fix used in lieu of the outer marker REFERENCE− (precision approaches) and is within 5 miles of the FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception. runway on the final approach course or until visual FAAO JO 7110.65, Para 5−9−7, Simultaneous Independent ILS/MLS Approaches− Dual & Triple. separation can be provided by the tower. REFERENCE− e. Where a Terminal Arrival Area (TAA) has been FAAO JO 7110.65, Para 5−4−6, Receiving Controller Handoff. established to support RNAV approaches, inform the FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception. FAAO JO 7110.65, Para 5−9−6, Parallel Dependent ILS/MLS aircraft of its position relative to the appropriate IAF Approaches. and issue the approach clearance. (See FIG 5−9−6.) FAAO JO 7110.65, Para 6−7−2, Approach Sequence.

Radar Arrivals 5−9−5 JO 7110.65U 2/9/12

FIG 5−9−6 Basic “T” Design

Plan view

#1 CENTR

WRITE IF(IAF) LEFTT

IAF IAF

FAF

MAP Runway 18 #2

Missed Approach Holding Fix

5−9−6 Radar Arrivals 2/9/12 JO 7110.65U

5−9−6. PARALLEL DEPENDENT ILS/MLS FIG 5−9−8 APPROACHES Parallel Dependent ILS/MLS Approaches

TERMINAL

a. Apply the following minimum separation when conducting parallel dependent ILS, MLS, or ILS and MLS approaches:

1. Provide a minimum of 1,000 feet vertical or a minimum of 3 miles radar separation between aircraft during turn on.

2. Provide a minimum of 1.5 miles radar separation diagonally between successive aircraft on adjacent localizer/azimuth courses when runway centerlines are at least 2,500 feet but no more than 4,300 feet apart.

FIG 5−9−7 Parallel Dependent ILS/MLS Approaches EXAMPLE− In FIG 5−9−8, Aircraft 2 is 2 miles from heavy Aircraft 1. Aircraft 3 is a small aircraft and is 6 miles from Aircraft 1. *The resultant separation between Aircrafts 2 and 3 is 4.2 miles. 4. Provide the minimum applicable radar separation between aircraft on the same final approach course. REFERENCE− FAAO JO 7110.65, Section 5, Radar Separation, Para 5−5−4, Minima. b. The following conditions are required when applying the minimum radar separation on adjacent localizer/azimuth courses allowed in subpara a: 1. Apply this separation standard only after aircraft are established on the parallel final approach course. 2. Straight-in landings will be made. 3. Missed approach procedures do not conflict. 4. Aircraft are informed that approaches to both runways are in use. This information may be provided EXAMPLE− through the ATIS. In FIG 5−9−7, Aircraft 2 is 1.5 miles from Aircraft 1, and Aircraft 3 is 1.5 miles or more from Aircraft 2. The resultant 5. Approach control must have the interphone separation between Aircrafts 1 and 3 is at least 2.5 miles. capability of communicating directly with the local controller at locations where separation responsibil- 3. Provide a minimum of 2 miles radar ity has not been delegated to the tower. separation diagonally between successive aircraft on NOTE− adjacent localizer/azimuth courses where runway The interphone capability is an integral part of this centerlines are more than 4,300 feet but no more than procedure when approach control has the sole separation 9,000 feet apart. responsibility.

Radar Arrivals 5−9−7 JO 7110.65U 2/9/12

REFERENCE− (b) Triple parallel approaches to airports FAAO JO 7110.65, Para 5−9−5, Approach Separation Responsibility. FAAO JO 7210.3, Para 2−1−15, Authorization for Separation Services where the airport field elevation is 1,000 feet MSL or by Towers. more require the high resolution color monitor with alert algorithms and an approved FAA aeronautical c. Consideration should be given to known factors study. that may in any way affect the safety of the instrument approach phase of flight, such as surface wind 5. Provide the minimum applicable radar direction and velocity, wind shear alerts/reports, separation between aircraft on the same final severe weather activity, etc. Closely monitor weather approach course. activity that could impact the final approach course. REFERENCE− Weather conditions in the vicinity of the final FAAO JO 7110.65, Para 5−5−4, Minima. approach course may dictate a change of approach in b. The following conditions are required when use. applying the minimum separation on adjacent dual or REFERENCE− triple ILS/MLS courses allowed in subpara a: FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception. 1. Straight-in landings will be made. 2. ILS, MLS, radar, and appropriate frequencies 5−9−7. SIMULTANEOUS INDEPENDENT are operating normally. ILS/MLS APPROACHES− DUAL & TRIPLE 3. Inform aircraft that simultaneous ILS/MLS TERMINAL approaches are in use prior to aircraft departing an outer fix. This information may be provided through a. Apply the following minimum separation when the ATIS. conducting simultaneous independent ILS, MLS, or ILS and MLS approaches: 4. Clear the aircraft to descend to the appropriate glideslope/glidepath intercept altitude 1. Provide a minimum of 1,000 feet vertical or soon enough to provide a period of level flight to a minimum of 3 miles radar separation between dissipate excess speed. Provide at least 1 mile of aircraft during turn-on to parallel final approach. straight flight prior to the final approach course NOTE− intercept. 1. During triple parallel approaches, no two aircraft will NOTE− be assigned the same altitude during turn-on. All Not applicable to curved and segmented MLS approaches. three aircraft will be assigned altitudes which differ by a minimum of 1,000 feet. Example: 3,000, 4,000, 5,000; 5. An NTZ at least 2,000 feet wide is established 7,000, 8,000, 9,000. an equal distance between extended runway final approach courses and must be depicted on the 2. Communications transfer to the tower controller’s monitor display. The primary responsibility for frequency must be completed prior to losing vertical navigation on the final approach course rests with the separation between aircraft. pilot. Control instructions and information are issued 2. Dual parallel runway centerlines are at least only to ensure separation between aircraft and to 4,300 feet apart. prevent aircraft from penetrating the NTZ. 3. Triple parallel runway centerlines are at least 6. Monitor all approaches regardless of weather. 5,000 feet apart and the airport field elevation is less Monitor local control frequency to receive any than 1,000 feet MSL. aircraft transmission. Issue control instructions as necessary to ensure aircraft do not enter the NTZ. 4. A high-resolution color monitor with alert NOTE− algorithms, such as the final monitor aid or that 1. Separate monitor controllers, each with transmit/ required in the precision runway monitor program receive and override capability on the local control must be used to monitor approaches where: frequency, must ensure aircraft do not penetrate the depicted NTZ. Facility directives must define responsibility (a) Triple parallel runway centerlines are at for providing the minimum applicable longitudinal least 4,300 but less than 5,000 feet apart and the separation between aircraft on the same final approach airport field elevation is less than 1,000 feet MSL. course.

5−9−8 Radar Arrivals 2/9/12 JO 7110.65U

2. The aircraft is considered the center of the primary are not limited to wind direction/velocity, wind-shear radar return for that aircraft, or, if an FMA or other color alerts/reports, severe weather activity, etc. Closely final monitor aid is used, the center of the digitized target monitor weather activity that could impact the final of that aircraft, for the purposes of ensuring an aircraft approach course. Weather conditions in the vicinity does not penetrate the NTZ. The provisions of para 5−5−2, of the final approach course may dictate a change of Target Separation, apply also. approach in use. c. The following procedures must be used by the REFERENCE− final monitor controllers: FAAO JO 7110.65, Para 5−1−13, Radar Service Termination. FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception. 1. Instruct the aircraft to return to the correct final approach course when aircraft are observed to 5−9−8. SIMULTANEOUS INDEPENDENT overshoot the turn-on or to continue on a track which DUAL ILS/MLS APPROACHES− HIGH will penetrate the NTZ. UPDATE RADAR PHRASEOLOGY− TERMINAL YOU HAVE CROSSED THE FINAL APPROACH COURSE. TURN (left/right) IMMEDIATELY AND a. Authorize simultaneous independent ILS, RETURN TO LOCALIZER/AZIMUTH COURSE, MLS, or ILS and MLS approaches to parallel dual runways with centerlines separated by at least or 3,000 feet with one localizer offset by 2.5 degrees using a precision runway monitor system with a TURN (left/right) AND RETURN TO THE 1.0 second radar update system and when centerlines LOCALIZER/AZIMUTH COURSE. are separated by 3,400 to 4,300 feet when precision 2. Instruct aircraft on the adjacent final runway monitors are utilized with a radar update rate approach course to alter course to avoid the deviating of 2.4 seconds or less; and aircraft when an aircraft is observed penetrating or in 1. Provide a minimum of 1,000 feet vertical or the controller’s judgment will penetrate the NTZ. a minimum of 3 miles radar separation between PHRASEOLOGY− aircraft during turn-on to parallel final approach. TRAFFIC ALERT, (call sign), TURN (right/left) NOTE− IMMEDIATELY HEADING (degrees), CLIMB AND Communications transfer to the tower controller’s MAINTAIN (altitude). frequency must be completed prior to losing vertical 3. Terminate radar monitoring when one of the separation between aircraft. following occurs: 2. Provide the minimum applicable radar (a) Visual separation is applied. separation between aircraft on the same final approach course. (b) The aircraft reports the approach lights or REFERENCE− runway in sight. FAAO JO 7110.65, Para 5−5−4, Minima. (c) The aircraft is 1 mile or less from the b. The following conditions are required when runway threshold, if procedurally required and applying the minimum separation on dual ILS/MLS contained in facility directives. courses allowed in subpara a: 4. Do not inform the aircraft when radar 1. Straight-in landings will be made. monitoring is terminated. 2. ILS, MLS, radar, and appropriate frequencies 5. Do not apply the provisions of para 5−13−1, are operating normally. Monitor on PAR Equipment, for simultaneous ILS, 3. Inform aircraft that closely spaced simulta- MLS, or ILS and MLS approaches. neous ILS/MLS approaches are in use prior to aircraft d. Consideration should be given to known factors departing an outer fix. This information may be that may in any way affect the safety of the instrument provided through the ATIS. approach phase of flight when simultaneous ILS, 4. Clear the aircraft to descend to the MLS, or ILS and MLS approaches are being appropriate glideslope/glidepath intercept altitude conducted to parallel runways. Factors include but soon enough to provide a period of level flight to

Radar Arrivals 5−9−9 JO 7110.65U 2/9/12

dissipate excess speed. Provide at least 1 mile of straight flight prior to the final approach course or intercept. TURN (left/right) AND RETURN TO THE NOTE− LOCALIZER/AZIMUTH COURSE. Not applicable to curved and segmented MLS approaches. 3. Instruct aircraft on the adjacent final 5. An NTZ at least 2,000 feet wide is established approach course to alter course to avoid the deviating an equal distance between extended runway final aircraft when an aircraft is observed penetrating or in approach courses and must be depicted on the the controller’s judgment will penetrate the NTZ. monitor display. The primary responsibility for navigation on the final approach course rests with the NOTE− pilot. Control instructions and information are issued An instruction that may include a descent to avoid the deviating aircraft should only be used when there is no only to ensure separation between aircraft and to other reasonable option available to the controller. In such prevent aircraft from penetrating the NTZ. a case, the descent must not put the aircraft below the MVA. 6. Monitor all approaches regardless of weather. PHRASEOLOGY− Monitor local control frequency to receive any TRAFFIC ALERT, (call sign), TURN (left/right) aircraft transmission. Issue control instructions as IMMEDIATELY HEADING (DEGREES), CLIMB AND necessary to ensure aircraft do not enter the NTZ. MAINTAIN (altitude). 7. Separate monitor controllers, each with 4. Terminate radar monitoring when one of the transmit/receive and override capability on the local following occurs: control frequency, must ensure aircraft do not (a) Visual separation is applied. penetrate the depicted NTZ. Facility directives must define the responsibility for providing the minimum (b) The aircraft reports the approach lights or applicable longitudinal separation between aircraft runway in sight. on the same final approach course. (c) The aircraft has landed or, in the event of NOTE− a missed approach, is one-half mile beyond the The aircraft is considered the center of the digitized target departure end of the runway. for that aircraft for the purposes of ensuring an aircraft does not penetrate the NTZ. 5. Do not inform the aircraft when radar monitoring is terminated. c. The following procedures must be used by the final monitor controllers: 6. Do not apply the provisions of para 5−13−1, Monitor on PAR Equipment, for simultaneous ILS, 1. A controller must provide position informa- MLS, or ILS and MLS approaches. tion to an aircraft that is (left/right) of the depicted localizer centerline, and in their opinion is continuing d. Consideration should be given to known factors on a track that may penetrate the NTZ. that may in any way affect the safety of the instrument approach phase of flight when simultaneous ILS, PHRASEOLOGY− (Aircraft call sign) I SHOW YOU (left/right) OF THE MLS, or ILS and MLS approaches are being FINAL APPROACH COURSE. conducted to parallel runways. Factors include but are not limited to wind direction/velocity, wind-shear 2. Instruct the aircraft to return immediately to alerts/reports, severe weather activity, etc. Closely the correct final approach course when aircraft are monitor weather activity that could impact the final observed to overshoot the turn-on or continue on a approach course. Weather conditions in the vicinity track which will penetrate the NTZ. of the final approach course may dictate a change of PHRASEOLOGY− the approach in use. YOU HAVE CROSSED THE FINAL APPROACH REFERENCE− COURSE. TURN (left/right) IMMEDIATELY AND FAAO JO 7110.65, Para 5−1−13, Radar Service Termination. RETURN TO LOCALIZER/AZIMUTH COURSE. FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception.

5−9−10 Radar Arrivals 2/9/12 JO 7110.65U

5−9−9. SIMULTANEOUS OFFSET straight flight prior to the final approach course INSTRUMENT APPROACHES (SOIA)− HIGH intercept. UPDATE RADAR NOTE− TERMINAL Not applicable to curved and segmented MLS approaches. 5. A No Transgression Zone (NTZ) at least a. Simultaneous offset independent approaches 2,000 feet wide is established an equal distance (SOIA) may be conducted at FAA designated airports between extended runway final approach courses and that have an authorization issued by the Director, must be depicted on the monitor display. The NTZ Terminal Safety and Operations Support in coordina- begins prior to the point where adjacent inbound tion with AFS with parallel runways that have aircraft first lose vertical separation and extends to a centerlines separated by less than 3,000 feet with point coincident with the location of the LDA MAP. one localizer offset by 2.5 to 3.0 degrees using a high The primary responsibility for navigation on the final update rate surveillance system with a 1.0−second approach course rests with the pilot. Control radar update; and instructions and information are issued only to ensure 1. Provide a minimum of 1,000 feet vertical or separation between aircraft and to prevent aircraft a minimum of 3 miles radar separation between from penetrating the NTZ. aircraft during turn−on to final approaches. 6. Monitor all approaches regardless of weather. NOTE− Monitor local control frequency to receive any Communications transfer to the tower controller’s aircraft transmission. Issue control instructions as frequency must be completed prior to losing vertical necessary to ensure aircraft do not enter the NTZ. separation between aircraft. 7. Separate monitor controllers, each with 2. Provide the minimum applicable radar transmit/receive and override capability on the local separation between aircraft on the same final control frequency, must ensure aircraft do not approach course. penetrate the depicted NTZ. Facility directives must define the responsibility for providing the minimum 3. Provide the minimum applicable radar applicable longitudinal separation between aircraft separation between the LDA aircraft of a leading on the same final approach course and the minimum SOIA pair and the ILS aircraft in the subsequent applicable longitudinal separation between the LDA SOIA pair when the parallel runways have aircraft of a leading SOIA pair and the ILS aircraft in centerlines separated by less than 2500 feet. the subsequent SOIA pair when the parallel runways REFERENCE− have centerlines separated by less than 2500 feet. FAAO JO 7110.65, Para 5−5−4, Minima. NOTE− b. The following conditions are required when The aircraft is considered the center of the digitized target applying the minimum separation on ILS/MLS and for that aircraft for the purposes of ensuring an aircraft offset LDA with glideslope courses authorized in does not penetrate the NTZ. subpara a above: c. The following procedures must be used by the 1. Straight−in landings will be made. final monitor controllers: 2. ILS, MLS, LDA, glideslope, DME, radar, and 1. A controller must provide position informa- appropriate frequencies are operating normally. tion to an aircraft that is (left/right) of the depicted localizer centerline, and in their opinion is continuing 3. Inform aircraft that closely spaced simulta- on a track that may penetrate the NTZ. neous ILS/MLS approaches are in use prior to aircraft PHRASEOLOGY− departing an outer fix. This information may be (Aircraft call sign) I SHOW YOU (left/right) OF THE provided through the ATIS. FINAL APPROACH COURSE. 4. Clear the aircraft to descend to the 2. Instruct the aircraft to return immediately to appropriate glideslope/glidepath intercept altitude the correct final approach course when aircraft are soon enough to provide a period of level flight to observed to overshoot the turn−on or continue on a dissipate excess speed. Provide at least 1 mile of track which will penetrate the NTZ.

Radar Arrivals 5−9−11 JO 7110.65U 2/9/12

PHRASEOLOGY− in sight; and the pilot has the runway environment in sight. YOU HAVE CROSSED THE FINAL APPROACH Otherwise, it is the pilot’s responsibility to execute a missed COURSE. TURN (left/right) IMMEDIATELY AND approach at the LDA MAP. RETURN TO LOCALIZER/AZIMUTH COURSE. e. Ensure that the LDA aircraft is positioned to

or facilitate the flight crew’s ability to see the ILS traffic from the nominal clear−of−clouds point to the LDA TURN (left/right) AND RETURN TO THE MAP so that the flight crew can remain separated LOCALIZER/AZIMUTH COURSE. from that traffic visually from the LDA MAP to the runway threshold. 3. Instruct aircraft on the adjacent final approach course to alter course to avoid the deviating NOTE− aircraft when an aircraft is observed penetrating or in After accepting a clearance for and LDA PRM approach, the controller’s judgment will penetrate the NTZ. pilots must remain on the LDA course until passing the LDA MAP prior to alignment with the runway centerline. NOTE− Between the LDA MAP and the runway threshold, the pilot An instruction that may include a descent to avoid the of the LDA aircraft assumes visual separation responsibil- deviating aircraft should only be used when there is no ity from the aircraft on the ILS approach, which means other reasonable option available to the controller. In such maneuvering the aircraft as necessary to avoid the ILS a case, the descent must not put the aircraft below the MVA. traffic until landing, and providing wake turbulence PHRASEOLOGY− avoidance, if necessary. TRAFFIC ALERT, (call sign), TURN (left/right) f. In the visual segment between the LDA MAP IMMEDIATELY HEADING (DEGREES), CLIMB AND and the runway threshold, if the pilot of the LDA MAINTAIN (altitude). aircraft loses visual contact with the ILS traffic, the 4. Terminate radar monitoring when one of the pilot must advise ATC as soon as practical and follow following occurs: the published missed approach procedure. If necessary, issue alternate missed approach instructions. (a) The ILS aircraft passes the end of the NTZ nearest the runway threshold. g. Wake turbulence requirements between aircraft on adjacent final approach courses inside the LDA (b) The LDA aircraft passes the end of the MAP are as follows (standard in−trail wake NTZ nearest the runway threshold and has reported separation must be applied between aircraft on the the ILS aircraft in sight. same approach course): (c) The aircraft begins the visual segment of 1. When runways are at least 2,500 feet apart, the approach. there are no wake turbulence requirements between 5. Do not inform the aircraft when radar aircraft on adjacent final approach courses. monitoring is terminated. 2. For runways less than 2,500 feet apart, 6. Do not apply the provisions of para 5−13−1, whenever the ceiling is greater than or equal to Monitor on PAR Equipment, for simultaneous ILS, 500 feet above the MVA, wake vortex spacing MLS, ILS and MLS, or SOIA approaches. between aircraft on adjacent final approach courses need not be applied. d. Advise the pilot of the LDA aircraft of traffic on the adjacent ILS approach course, if that traffic will 3. For runways less than 2,500 feet apart, be a factor in the visual segment of the approach. The whenever the ceiling is less than 500 feet above the provisions of para 7−2−1, Visual Separation, MVA, wake vortex spacing between aircraft on subpara a2 concerning visual separation between adjacent final approach courses, as described in aircraft being provided by the tower must not be para 5−5−4, Minima, must be applied unless applied to aircraft conducting SOIAs. acceptable mitigating techniques and operational NOTE− procedures have been documented and verified by an Once advised, the pilot is authorized to continue past the AFS safety assessment and authorized by Director, LDA MAP if all of the following conditions are met: Terminal Safety and Operations Support. The wake The pilot has the ILS traffic in sight and expects the traffic turbulence mitigation techniques employed will be to remain in sight; the pilot advises ATC that the traffic is based on each airport’s specific runway geometry and

5−9−12 Radar Arrivals 2/9/12 JO 7110.65U

meteorological conditions and implemented through b. The following conditions are required when local facility directives. applying the minimum separation on widely−spaced parallel courses allowed in subpara a: 4. Issue all applicable wake turbulence advisories. 1. Straight-in landings will be made. REFERENCE− 2. The approach system, radar, and appropriate FAAO JO 8260.49, Para 13.0, Wake Turbulence Requirements. frequencies are operating normally. FAAO JO 7210.3, Para 10−4−6, Simultaneous ILS/MLS Approaches. FAAO JO 7110.65, Para 2−1−20, Wake Turbulence Cautionary 3. Inform aircraft that simultaneous approaches Advisories. are in use prior to aircraft departing an outer fix. This FAAO JO 7110.65, Para 5−5−4, Minima. information may be provided through the ATIS. h. Consideration should be given to known factors that may in any way affect the safety of the instrument 4. Clear an aircraft to descend to the appropriate approach phase of flight when conducting SOIA to glideslope/glidepath intercept altitude soon enough parallel runways. Factors include but are not limited to provide a period of level flight to dissipate excess to wind direction/velocity, wind−shear alerts/reports, speed. Provide at least 1 mile of straight flight prior severe weather activity, etc. Closely monitor weather to the final approach course intercept. activity that could impact the final approach course. 5. Separate final and local controllers are Weather conditions in the vicinity of the final required for each final. Aircraft on the final must be approach course may dictate a change of the approach on the appropriate final controller frequency for that in use. runway. REFERENCE− 6. Transfer of communication and monitor FAAO JO 7110.65, Para 5−1−13, Radar Service Termination. responsibility to the tower controller’s frequency FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception. must be specified in a facility directive and/or Letter of Agreement. 5−9−10. SIMULTANEOUS INDEPENDENT c. The following procedures must be used by the APPROACHES TO WIDELY-SPACED final approach controllers: PARALLEL RUNWAYS WITHOUT FINAL MONITORS NOTE− There is no requirement for the establishment of a NTZ. Simultaneous independent approaches to 1. Instruct the aircraft to return to the correct widely-spaced parallel runways may only be final approach course when that aircraft is observed conducted where instrument approach charts spe- to overshoot the turn-on or continue on a track which cifically authorize simultaneous approaches to deviates from the final approach course in the adjacent runways. direction of the adjacent approach course. TERMINAL PHRASEOLOGY− YOU HAVE CROSSED THE FINAL APPROACH a. Apply the following minimum separation when COURSE. TURN (left/right) IMMEDIATELY AND conducting simultaneous independent approaches to RETURN TO LOCALIZER/AZIMUTH COURSE, runway centerlines that are separated by more than or 9,000 feet with a field elevation at or below 5,000 feet TURN (left/right) AND RETURN TO THE MSL, or 9,200 feet between runway centerlines with LOCALIZER/AZIMUTH COURSE. a field elevation above 5,000 feet MSL: 2. Instruct aircraft on adjacent final approach 1. Provide a minimum of 1,000 feet vertical or course to alter course to avoid the deviating aircraft a minimum of 3 miles radar separation between when an aircraft is observed, or in the controller’s aircraft during turn-on to parallel final approach. judgment, has deviated from the final approach course in the direction of the adjacent approach 2. Provide the minimum applicable radar course. separation between aircraft on the same final PHRASEOLOGY− approach course. TRAFFIC ALERT, (call sign), TURN (left/right) REFERENCE− IMMEDIATELY HEADING (degrees), CLIMB AND FAAO JO 7110.65, para 5-5-4, Minima. MAINTAIN (altitude)

Radar Arrivals 5−9−13 JO 7110.65U 2/9/12

3. Terminate radar monitoring when one of the d. Consideration should be given to known factors following occurs: that may in any way affect the safety of the instrument approach phase of flight when simultaneous (a) Visual separation is applied. approaches are being conducted to parallel runways. Factors include, but are not limited to, wind (b) The aircraft reports the approach lights or direction/velocity, wind-shear alerts/reports, severe runway in sight. weather activity, etc. Closely monitor weather activity that could impact the final approach course. (c) The aircraft is 1 mile or less from the Weather conditions in the vicinity of the final runway threshold, if procedurally required, and approach course may dictate a change of approach in contained in facility directives. use. REFERENCE− 4. Do not inform the aircraft when radar FAAO JO 7110.65, Para 5113, Radar Service Termination. monitoring is terminated. FAAO JO 7110.65, Para 592, Final Approach Course Interception.

5−9−14 Radar Arrivals 2/9/12 JO 7110.65U

Section 10. Radar Approaches− Terminal

5−10−1. APPLICATION 3. Issue any known changes classified as special weather observations as soon as possible. Special a. Provide radar approaches in accordance with weather observations need not be issued after they are standard or special instrument approach procedures. included in the ATIS broadcast and the pilot states the b. A radar approach may be given to any aircraft appropriate ATIS broadcast code. upon request and may be offered to aircraft in distress 4. Pertinent information on known airport regardless of weather conditions or to expedite conditions if they are considered necessary to the safe traffic. operation of the aircraft concerned. NOTE− 5. Lost communication procedures as specified Acceptance of a radar approach by a pilot does not waive the prescribed weather minima for the airport or for the in para 5−10−4, Lost Communications. particular aircraft operator concerned. The pilot is b. Before starting final approach: responsible for determining if the approach and landing NOTE− are authorized under the existing weather minima. 1. ASR approach procedures may be prescribed for REFERENCE− specific runways, for an airport/heliport, and for FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception. FAAO JO 7110.65, Para 5−12−10, Elevation Failure. helicopters only to a “point-in-space,“ i.e., a MAP from which a helicopter must be able to proceed to the landing area by visual reference to a prescribed surface route. 5−10−2. APPROACH INFORMATION 2. Occasionally, helicopter PAR approaches are available a. Issue the following information to an aircraft to runways where conventional PAR approaches have been that will conduct a radar approach. Current approach established. In those instances where the two PAR information contained in the ATIS broadcast may be approaches serve the same runway, the helicopter omitted if the pilot states the appropriate ATIS approach will have a steeper glide slope and a lower broadcast code. All items listed below, except for decision height. By the controllers designating the subpara 3 may be omitted after the first approach if approach to be flown, the helicopter pilot understands repeated approaches are made and no change has which of the two approaches he/she has been vectored for and which set of minima apply. occurred. Transmissions with aircraft in this phase of the approach should occur approximately every 1. Inform the aircraft of the type of approach, minute. runway, airport, heliport, or other point, as appropriate, to which the approach will be made. REFERENCE− FAAO JO 7110.65, Para 4−7−10, Approach Information. Specify the airport name when the approach is to a secondary airport. 1. Altimeter setting. PHRASEOLOGY− 2. If available, ceiling and visibility if the THIS WILL BE A P−A−R/SURVEILLANCE APPROACH ceiling at the airport of intended landing is reported TO: below 1,000 feet or below the highest circling minimum, whichever is greater, or if the visibility is RUNWAY (runway number), less than 3 miles. Advise pilots when weather information is available via the Automated Weather or Observing System (AWOS)/Automated Surface Observing System (ASOS) and, if requested, issue (airport name) AIRPORT, RUNWAY (runway number), the appropriate frequency. or NOTE− Automated weather observing systems may be set to (airport name) AIRPORT/HELIPORT. provide one minute updates. This one minute data may be useful to the pilot for possible weather trends. Controllers THIS WILL BE A COPTER P−A−R APPROACH TO: provide service based solely on official weather, i.e., hourly and special observations. RUNWAY (runway number),

Radar Approaches− Terminal 5−10−1 JO 7110.65U 2/9/12

PHRASEOLOGY− or TURN LEFT/RIGHT. STOP TURN.

(airport name) AIRPORT, RUNWAY (runway number), c. After turn on to final approach has been made and prior to the aircraft reaching the approach gate, or instruct the aircraft to make half-standard rate turns.

(airport name) AIRPORT/HELIPORT. PHRASEOLOGY− MAKE HALF-STANDARD RATE TURNS. 2. For surveillance approaches, specify the REFERENCE− location of the MAP in relation to the runway/airport/ FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception. heliport. FAAO JO 7110.65, Para 5−12−10, Elevation Failure. PHRASEOLOGY− MISSED APPROACH POINT IS (distance) MILE(S) 5−10−4. LOST COMMUNICATIONS FROM RUNWAY/AIRPORT/HELIPORT, When weather reports indicate that an aircraft will or for a point-in-space approach, likely encounter IFR weather conditions during the A MISSED APPROACH POINT (distance) MILE(S) approach, take the following action as soon as (direction from landing area) OF (airport name) possible after establishing radar identification and AIRPORT/HELIPORT. radio communications (may be omitted after the first approach when successive approaches are made and EXAMPLE− the instructions remain the same): Helicopter point-in-space approach: NOTE− “Army copter Zulu Two, this will be a surveillance Air traffic control facilities at U.S. Army and U.S. Air Force approach to a missed approach point, three point five miles installations are not required to transmit lost communica- south of Creedon Heliport.” tions instructions to military aircraft. All military facilities REFERENCE− will issue specific lost communications instructions to civil FAAO JO 7110.65, Para 5−12−10, Elevation Failure. aircraft when required. c. Inform an aircraft making an approach to an a. If lost communications instructions will require airport not served by a tower that no traffic or landing the aircraft to fly on an unpublished route, issue an runway information is available for that airport. appropriate altitude to the pilot. If the lost PHRASEOLOGY− communications instructions are the same for both NO TRAFFIC OR LANDING RUNWAY INFORMATION pattern and final, the pattern/vector controller must AVAILABLE FOR THE AIRPORT. issue both. Advise the pilot that if radio communications are lost for a specified time interval (not more REFERENCE− FAAO JO 7110.65, Para 2−7−2, Altimeter Setting Issuance Below than 1 minute) on vector to final approach, 15 seconds Lowest Usable FL. on a surveillance final approach, or 5 seconds on a FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception. PAR final approach to:

1. Attempt contact on a secondary or a tower 5−10−3. NO-GYRO APPROACH frequency. When an aircraft will make a no-gyro surveillance or 2. Proceed in accordance with visual flight rules a PAR approach: if possible. a. Before issuing a vector, inform the aircraft of 3. Proceed with an approved nonradar the type of approach. approach, or execute the specific lost communica- PHRASEOLOGY− tions procedure for the radar approach being used. THIS WILL BE A NO-GYRO SURVEILLANCE/P−A−R APPROACH. NOTE− The approved procedures are those published on the FAA b. Instruct the aircraft when to start and stop turn. Forms 8260 or applicable military document.

5−10−2 Radar Approaches− Terminal 2/9/12 JO 7110.65U

PHRASEOLOGY− REFERENCE− IF NO TRANSMISSIONS ARE RECEIVED FOR (time FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception. FAAO JO 7110.65, Para 5−10−2, Approach Information. interval) IN THE PATTERN OR FIVE/FIFTEEN FAAO JO 7110.65, Para 5−12−10, Elevation Failure. SECONDS ON FINAL APPROACH, ATTEMPT CONTACT ON (frequency), AND 5−10−5. RADAR CONTACT LOST if the possibility exists, If radar contact is lost during an approach and the aircraft has not started final approach, clear the PROCEED VFR. IF UNABLE: aircraft to an appropriate NAVAID/fix for an instrument approach. if approved, REFERENCE− FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception. PROCEED WITH (nonradar approach), MAINTAIN FAAO JO 7110.65, Para 5−10−14, Final Approach Abnormalities. (altitude) UNTIL ESTABLISHED ON/OVER FIX/ FAAO JO 7110.65, Para 5−12−10, Elevation Failure. NAVAID/APPROACH PROCEDURE, 5−10−6. LANDING CHECK or USA/USN. Advise the pilot to perform landing (alternative instructions). check while the aircraft is on downwind leg and in time to complete it before turning base leg. If an PHRASEOLOGY− incomplete pattern is used, issue this before handoff USN. For ACLS operations using Mode I, IA, and II, to the final controller for a PAR approach, or before starting descent on final approach for surveillance IF NO TRANSMISSIONS ARE RECEIVED FOR approach. FIVE SECONDS AFTER LOSS OF DATA LINK, PHRASEOLOGY− ATTEMPT CONTACT ON (frequency), AND PERFORM LANDING CHECK. if the possibility exists, REFERENCE− FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception. FAAO JO 7110.65, Para 5−12−10, Elevation Failure. PROCEED VFR. IF UNABLE: 5−10−7. POSITION INFORMATION if approved, Inform the aircraft of its position at least once before PROCEED WITH (nonradar approach), MAINTAIN starting final approach. (altitude) UNTIL ESTABLISHED ON/OVER FIX/ PHRASEOLOGY− NAVAID/APPROACH PROCEDURE, (Number) MILES (direction) OF (airport name) AIRPORT, or or (alternative instructions). (number) MILES (direction) OF (airport name) AIRPORT b. If the final approach lost communications ON DOWNWIND/BASE LEG. instructions are changed, differ from those for the REFERENCE− pattern, or are not issued by the pattern controller, FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception. they must be issued by the final controller. FAAO JO 7110.65, Para 5−12−10, Elevation Failure. 5−10−8. FINAL CONTROLLER c. If the pilot states that he/she cannot accept a lost CHANGEOVER communications procedure due to weather conditions or other reasons, request the pilot’s intention. When instructing the aircraft to change frequency for final approach guidance, include the name of the NOTE− facility. The pilot is responsible for determining the adequacy of PHRASEOLOGY− lost communications procedures with respect to aircraft CONTACT (name of facility) FINAL CONTROLLER ON performance, equipment capability, or reported weather. (frequency).

Radar Approaches− Terminal 5−10−3 JO 7110.65U 2/9/12

REFERENCE− REFERENCE− FAAO JO 7110.65, Para 2−1−17, Radio Communications Transfer. FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception. FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception. FAAO JO 7110.65, Para 5−12−10, Elevation Failure. FAAO JO 7110.65, Para 5−9−4, Arrival Instructions. FAAO JO 7110.65, Para 5−12−10, Elevation Failure. 5−10−12. LOW APPROACH AND TOUCH- AND-GO 5−10−9. COMMUNICATIONS CHECK Before an aircraft which plans to execute a low On initial contact with the final controller, ask the approach or touch-and-go begins final descent, issue aircraft for a communication check. appropriate departure instructions to be followed PHRASEOLOGY− upon completion of the approach. Climb-out (Aircraft call sign), (name of facility) FINAL instructions must include a specific heading and CONTROLLER. HOW DO YOU HEAR ME? altitude except when the aircraft will maintain VFR REFERENCE− and contact the tower. FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception. PHRASEOLOGY− FAAO JO 7110.65, Para 5−12−10, Elevation Failure. AFTER COMPLETING LOW APPROACH/TOUCH AND GO: 5−10−10. TRANSMISSION ACKNOWLEDGMENT CLIMB AND MAINTAIN (altitude). After contact has been established with the final TURN (right or left) HEADING (degrees)/FLY RUNWAY controller and while on the final approach course, HEADING, instruct the aircraft not to acknowledge further transmissions. or PHRASEOLOGY− MAINTAIN VFR, CONTACT TOWER, DO NOT ACKNOWLEDGE FURTHER TRANS- MISSIONS. or REFERENCE− FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception. (other instructions as appropriate). FAAO JO 7110.65, Para 5−12−10, Elevation Failure. NOTE− This may be omitted after the first approach if instructions 5−10−11. MISSED APPROACH remain the same. REFERENCE− Before an aircraft starts final descent for a full stop FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception. landing and weather reports indicate that any portion FAAO JO 7110.65, Para 5−12−10, Elevation Failure. of the final approach will be conducted in IFR conditions, issue a specific missed approach 5−10−13. TOWER CLEARANCE procedure approved for the radar approach being a. When an aircraft is on final approach to an conducted. airport served by a tower, obtain a clearance to land, PHRASEOLOGY− touch-and-go, or make low approach. Issue the YOUR MISSED APPROACH PROCEDURE IS (missed clearance and the surface wind to the aircraft. approach procedure). b. If the clearance is not obtained or is canceled, NOTE− inform the aircraft and issue alternative instructions. 1. The specific missed approach procedure is published on FAA Form 8260−4 or applicable military document. PHRASEOLOGY− TOWER CLEARANCE CANCELED/NOT RECEIVED 2. USAF. At locations where missed approach instruc- (alternative instructions). tions are published in base flying regulations, controllers REFERENCE− need not issue missed approach instructions to locally FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception. assigned/attached aircraft. FAAO JO 7110.65, Para 5−12−10, Elevation Failure.

5−10−4 Radar Approaches− Terminal 2/9/12 JO 7110.65U

5−10−14. FINAL APPROACH REFERENCE− FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception. ABNORMALITIES FAAO JO 7110.65, Para 5−12−10, Elevation Failure. Instruct the aircraft if runway environment not in sight, execute a missed approach if previously given; 5−10−15. MILITARY SINGLE FREQUENCY or climb to or maintain a specified altitude and fly a APPROACHES specified course whenever the completion of a safe approach is questionable because one or more of the a. Utilize single frequency approach procedures following conditions exists. The conditions in as contained in a letter of agreement. subparas a, b, and c do not apply after the aircraft passes decision height on a PAR approach. b. Do not require a frequency change from aircraft on a single frequency approach after the approach has EXAMPLE− begun unless: Typical reasons for issuing missed approach instructions: “Radar contact lost.” 1. Landing or low approach has been “Too high/low for safe approach.” completed. “Too far right/left for safe approach.” REFERENCE− 2. The aircraft is in visual flight rules (VFR) FAAO JO 7110.65, Para 5−12−7, Position Advisories. conditions during daylight hours. a. Safety limits are exceeded or radical target deviations are observed. 3. The pilot requests the frequency change. b. Position or identification of the aircraft is in 4. An emergency situation exists. doubt. 5. The aircraft is cleared for a visual approach. c. Radar contact is lost or a malfunctioning radar is suspected. 6. The pilot cancels instrument flight rules (IFR). PHRASEOLOGY− (Reason) IF RUNWAY/APPROACH LIGHTS/RUNWAY c. Accomplish the following steps to complete LIGHTS NOT IN SIGHT, EXECUTE MISSED communications transfer on single frequency APPROACH/(alternative instructions). approaches after completion of a handoff: NOTE− If the pilot requests, approval may be granted to proceed 1. Transferring controller: Position transmitter with the approach via ILS or another navigational selectors to preclude further transmissions on the aid/approach aid. special use frequencies. REFERENCE− FAAO JO 7110.65, Para 5−10−5, Radar Contact Lost. 2. Receiving controller: Position transmitter and receiver selectors to enable communications on d. Airport conditions or traffic preclude approach the special use frequencies. completion. PHRASEOLOGY− 3. Do not require or expect the flight to check on EXECUTE MISSED APPROACH/(alternative instruc- frequency unless an actual frequency change is tions), (reason). transmitted to the pilot.

Radar Approaches− Terminal 5−10−5

2/9/12 JO 7110.65U

Section 11. Surveillance Approaches− Terminal

5−11−1. ALTITUDE INFORMATION NOTE− Pilots are normally expected to furnish the aircraft Provide recommended altitudes on final approach if approach category to the controller when it is determined the pilot requests. If recommended altitudes are that the surveillance approach will terminate in a circle to requested, inform the pilot that recommended land maneuver. If this information is not voluntarily given, altitudes which are at or above the published MDA solicit the aircraft approach category from the pilot, and will be given for each mile on final. then issue him/her the applicable circling MDA. PHRASEOLOGY− REFERENCE− PREPARE TO DESCEND IN (number) MILE(S). FAAO JO 7210.3, Para 10−5−7, Recommended Altitudes for Surveillance Approaches. FAAO JO 7110.65, Para 5−11−5, Final Approach Guidance. for straight-in approaches, PHRASEOLOGY− MINIMUM DESCENT ALTITUDE (altitude). RECOMMENDED ALTITUDES WILL BE PROVIDED FOR EACH MILE ON FINAL TO MINIMUM DESCENT for circling approaches, ALTITUDE/CIRCLING MINIMUM DESCENT ALTITUDE. REQUEST YOUR AIRCRAFT APPROACH CATEGORY. (Upon receipt of aircraft approach category), 5−11−2. VISUAL REFERENCE REPORT PUBLISHED CIRCLING MINIMUM DESCENT ALTITUDE (altitude). Aircraft may be requested to report the runway, approach/runway lights, or airport in sight. Heli- 5−11−4. DESCENT INSTRUCTIONS copters making a “point-in-space” approach may be When an aircraft reaches the descent point, issue one requested to report when able to proceed to the of the following as appropriate: landing area by visual reference to a prescribed REFERENCE− surface route. FAAO JO 7110.65, Para 5−12−10, Elevation Failure. a. Unless a descent restriction exists, advise the PHRASEOLOGY− REPORT (runway, approach/runway lights or airport) IN aircraft to descend to the MDA. SIGHT. PHRASEOLOGY− (Number) MILES FROM RUNWAY/AIRPORT/ REPORT WHEN ABLE TO PROCEED VISUALLY TO HELIPORT. DESCEND TO YOUR MINIMUM DESCENT AIRPORT/HELIPORT. ALTITUDE. b. When a descent restriction exists, specify the prescribed restriction altitude. When the aircraft has 5−11−3. DESCENT NOTIFICATION passed the altitude limiting point, advise to continue a. Issue advance notice of where descent will descent to MDA. begin and issue the straight-in MDA prior to issuing PHRASEOLOGY− final descent for the approaches. (Number) MILES FROM RUNWAY/AIRPORT/ HELIPORT. DESCEND AND MAINTAIN (restriction NOTE− altitude). The point at which descent to the minimum descent altitude is authorized is the final approach fix unless an altitude DESCEND TO YOUR MINIMUM DESCENT ALTITUDE. limiting stepdown-fix is prescribed. b. When it is determined that the surveillance 5−11−5. FINAL APPROACH GUIDANCE approach will terminate in a circle to land maneuver, a. Issue course guidance, inform the aircraft when request the aircraft approach category from the pilot. it is on course, and frequently inform the aircraft of After receiving the aircraft approach category, any deviation from course. Transmissions with provide him/her with the applicable circling MDA aircraft on surveillance final approach should occur prior to issuing final descent for the approach. approximately every 15 seconds.

Surveillance Approaches− Terminal 5−11−1 JO 7110.65U 2/9/12

PHRASEOLOGY− in-space” approach, he/she reports able to proceed to HEADING (heading), the landing area by visual reference to a prescribed surface route. ON COURSE, c. When approach guidance is discontinued in or accordance with subpara a and the aircraft has reported the runway or approach/runway lights in SLIGHTLY/WELL LEFT/RIGHT OF COURSE. sight, advise the aircraft of its position and to proceed NOTE− visually. Controllers should not key the radio transmitter continuously during radar approaches to preclude a PHRASEOLOGY− lengthy communications block. The decision on how often (Distance) MILE(S) FROM RUNWAY/AIRPORT/ transmitters are unkeyed is the controller’s prerogative. HELIPORT,

b. Issue trend information, as required, to indicate or target position with respect to the extended runway centerline and to describe the target movement as OVER MISSED APPROACH POINT. appropriate corrections are issued. Trend information may be modified by the terms “RAPIDLY” and PROCEED VISUALLY (additional instructions/clearance “SLOWLY” as appropriate. as required.) EXAMPLE− d. When approach guidance is discontinued in “Going left/right of course.” accordance with subpara a above and the aircraft has “Left/right of course and holding/correcting.” not reported the runway or approach/runway lights in c. Inform the aircraft of its distance from the sight, advise the aircraft of its position and to execute runway, airport/heliport, or MAP, as appropriate, a missed approach unless the runway or approach/ each mile on final. runway lights are in sight or, if a “point-in-space” approach, unless able to proceed visually. PHRASEOLOGY− (Number) MILE(S) FROM RUNWAY/AIRPORT/ PHRASEOLOGY− HELIPORT OR MISSED APPROACH POINT. (Distance) MILE(S) FROM RUNWAY, d. Recommended altitudes must be furnished, if requested, in accordance with para 5−11−1, Altitude or Information. OVER MISSED APPROACH POINT. PHRASEOLOGY− IF RUNWAY, If requested, or ALTITUDE SHOULD BE (altitude). APPROACH/RUNWAY LIGHTS NOT IN SIGHT, EXECUTE MISSED APPROACH/(missed approach 5−11−6. APPROACH GUIDANCE instructions). (Additional instructions/clearance, as TERMINATION required.) a. Discontinue surveillance approach guidance (Distance and direction) FROM AIRPORT/HELIPORT/ when: MISSED APPROACH POINT. 1. Requested by the pilot. IF UNABLE TO PROCEED VISUALLY, EXECUTE 2. In your opinion, continuation of a safe MISSED APPROACH. (Additional instructions/clear- approach to the MAP is questionable. ance, if required.) 3. The aircraft is over the MAP. NOTE− Terminal instrument approach procedures and flight b. Surveillance approach guidance may be inspection criteria require establishment of a MAP for each discontinued when the pilot reports the runway or procedure including the point to which satisfactory radar approach/runway lights in sight or if a “point- guidance can be provided.

5−11−2 Surveillance Approaches− Terminal 2/9/12 JO 7110.65U

Section 12. PAR Approaches− Terminal

5−12−1. GLIDEPATH NOTIFICATION b. Issue trend information as required, to indicate target position with respect to the azimuth and Inform the aircraft when it is approaching glidepath elevation cursors and to describe target movement as (approximately 10 to 30 seconds before final appropriate corrections are issued. Trend information descent). may be modified by the terms “RAPIDLY” or PHRASEOLOGY− “SLOWLY,” as appropriate. APPROACHING GLIDEPATH. EXAMPLE− “Going above/below glidepath.” 5−12−2. DECISION HEIGHT (DH) “Going right/left of course.” NOTIFICATION “Above/below glidepath and coming down/up.” “Above/below glidepath and holding.” Provide the DH to any pilot who requests it. “Left/right of course and holding/correcting.” PHRASEOLOGY− REFERENCE− FAAO JO 7110.65, Para 5−12−7, Position Advisories. DECISION HEIGHT (number of feet). FAAO JO 7110.65, Para 5−13−3, Monitor Information.

5−12−3. DESCENT INSTRUCTION 5−12−5. DISTANCE FROM TOUCHDOWN When an aircraft reaches the point where final Inform the aircraft of its distance from touchdown at descent is to start, instruct it to begin descent. least once each mile on final approach. PHRASEOLOGY− PHRASEOLOGY− BEGIN DESCENT. (Number of miles) MILES FROM TOUCHDOWN.

5−12−4. GLIDEPATH AND COURSE 5−12−6. DECISION HEIGHT INFORMATION Inform the aircraft when it reaches the published a. Issue course guidance and inform the aircraft decision height. when it is on glidepath and on course, and frequently PHRASEOLOGY− inform the aircraft of any deviation from glidepath or AT DECISION HEIGHT. course. Transmissions with aircraft on precision final approach should occur approximately every 5−12−7. POSITION ADVISORIES 5 seconds. PHRASEOLOGY− a. Continue to provide glidepath and course HEADING (heading). information prescribed in para 5−12−4, Glidepath and Course Information, subparas a and b, until the ON GLIDEPATH. aircraft passes over threshold. NOTE− ON COURSE, Glidepath and course information provided below decision height is advisory only. 14 CFR Section 91.175 outlines or pilot responsibilities for descent below decision height. SLIGHTLY/WELL ABOVE/BELOW GLIDEPATH. b. Inform the aircraft when it is passing over the approach lights. SLIGHTLY/WELL LEFT/RIGHT OF COURSE. PHRASEOLOGY− NOTE− OVER APPROACH LIGHTS. Controllers should not key the radio transmitter continuously during radar approaches to preclude a c. Inform the aircraft when it is passing over the lengthy communications block. The decision on how often landing threshold and inform it of its position with transmitters are unkeyed is the controller’s prerogative. respect to the final approach course.

PAR Approaches− Terminal 5−12−1 JO 7110.65U 2/9/12

PHRASEOLOGY− NOTE− OVER LANDING THRESHOLD, (position with respect to Communications transfer instructions should be delayed course). slightly until the aircraft is on the landing roll-out to REFERENCE− preclude diversion of the pilot’s attention during transition FAAO JO 7110.65, Para 5−10−14, Final Approach Abnormalities. and touchdown. REFERENCE− FAAO JO 7110.65, Para 2−1−17, Radio Communications Transfer. 5−12−8. APPROACH GUIDANCE TERMINATION 5−12−10. ELEVATION FAILURE a. Discontinue precision approach guidance when: a. If the elevation portion of PAR equipment fails during a precision approach: 1. Requested by the pilot. 1. Discontinue PAR instructions and tell the 2. In your opinion, continuation of a safe aircraft to take over visually or if unable, to execute approach to the landing threshold is questionable. a missed approach. If the aircraft executes a missed approach, apply subpara 2 below. 3. The aircraft passes over landing threshold. PHRASEOLOGY− 4. The pilot reports the runway/approach lights NO GLIDEPATH INFORMATION AVAILABLE. IF in sight and requests to or advises that he/she will RUNWAY, APPROACH/RUNWAY LIGHTS, NOT IN proceed visually. SIGHT, EXECUTE MISSED APPROACH/(alternative instructions). NOTE− A pilot’s report of “runway in sight” or “visual” is not a 2. If a surveillance approach, ASR or PAR request to proceed visually. without glide slope, is established for the same b. When precision approach guidance is discon- runway, inform the aircraft that a surveillance tinued in accordance with subpara a, advise the approach can be given. Use ASR or the azimuth aircraft of its position and to proceed visually. portion of the PAR to conduct the approach and apply Chapter 5, Radar, Section 11, Surveillance PHRASEOLOGY− Approaches− Terminal. When the PAR azimuth is (Distance) MILE(S) FROM TOUCHDOWN, PROCEED used, inform the pilot that mileage information will VISUALLY (additional instructions/clearance as be from touchdown, and at those runways where required). specific minima have been established for PAR c. After a pilot has reported the runway/approach without glideslope, inform the pilot that the PAR lights in sight and requested to or advised that he/she azimuth will be used for the approach. will proceed visually, and has been instructed to EXAMPLE− proceed visually, all PAR approach procedures must 1. Approach information when PAR azimuth used: be discontinued. “This will be a surveillance approach to runway three six. Mileages will be from touchdown.” d. Continue to monitor final approach and or frequency. Pilots must remain on final controller’s “This will be a surveillance approach to runway three six frequency until touchdown or otherwise instructed. using P−A−R azimuth. Mileages will be from touchdown.” REFERENCE− 2. Descent Instructions: FAAO JO 7110.65, Para 5−10−14, Final Approach Abnormalities. “Five miles from touchdown, descend to your minimum descent altitude/minimum altitude.” 5−12−9. COMMUNICATION TRANSFER REFERENCE− FAAO JO 7110.65, Para 5−10−2, Approach Information. Issue communications transfer instructions. FAAO JO 7110.65, Para 5−11−4, Descent Instructions. PHRASEOLOGY− b. If the elevation portion of the PAR equipment is CONTACT (terminal control function) (frequency, if inoperative before starting a precision approach, required) AFTER LANDING. apply subpara a2.

5−12−2 PAR Approaches− Terminal 2/9/12 JO 7110.65U

5−12−11. SURVEILLANCE UNUSABLE NOTE− PAR approaches may be conducted when the ASR is The display of the NAVAID or DME fix in accordance with para 5−3−2, Primary Radar Identification Methods, is not unusable provided a nonradar instrument approach required provided the NAVAID or DME fix can be will position the aircraft over a navigational aid or correlated on a PAR scope. DME fix within the precision radar coverage, or an adjacent radar facility can provide a direct radar handoff to the PAR controller.

PAR Approaches− Terminal 5−12−3

2/9/12 JO 7110.65U

Section 13. Use of PAR for Approach Monitoring− Terminal

5−13−1. MONITOR ON PAR EQUIPMENT PHRASEOLOGY− (Reason), RADAR MONITORING NOT AVAILABLE, USAF not applicable. Aircraft conducting precision (alternative instructions). or nonprecision approaches must be monitored by NOTE− PAR equipment if the PAR final approach course Approach monitoring is a vital service, but during the coincides with the NAVAID final approach course approach, the controller acts primarily as a safety observer from the final approach fix to the runway and one of and does not actually guide the aircraft. Loss of the radar the following conditions exists: monitoring capability (and thus availability) is no reason to terminate an otherwise good instrument approach. NOTE− Advise the pilot that radar contact has been lost (or other 1. The provisions of this section do not apply to monitoring reason as appropriate), that radar monitoring is not simultaneous ILS, MLS, or ILS and MLS approaches. available, and of actions for the pilot to take in either 2. This procedure is used in PAR facilities operated by the proceeding with or breaking off the approach; i.e., contact FAA and other military services at joint-use civil/military tower, remain on PAR frequency, etc. locations and military installations during the operational hours of the PAR. 5−13−3. MONITOR INFORMATION a. The reported weather is below basic VFR When approaches are monitored, take the following minima. action: b. USA Not applicable. At night. a. Advise the pilot executing a nonprecision c. Upon request of the pilot. approach that glidepath advisories are not provided. Do this prior to the pilot beginning the final descent. REFERENCE− FAAO JO 7110.65, Para 5−9−7, Simultaneous Independent ILS/MLS PHRASEOLOGY− Approaches− Dual & Triple. GLIDEPATH ADVISORIES WILL NOT BE PROVIDED. b. Inform the aircraft when passing the final 5−13−2. MONITOR AVAILABILITY approach fix (nonprecision approaches) or when a. Inform the aircraft of the frequency on which passing the outer marker or the fix used in lieu of the monitoring information will be transmitted if it will outer marker (precision approaches). not be the same as the communication frequency used PHRASEOLOGY− for the approach. PASSING (FIX). PHRASEOLOGY− c. Advise the pilot of glidepath trend information RADAR MONITORING ON LOCALIZER VOICE (precision approaches) and course trend information (frequency), to indicate target position and movement with respect to the elevation or azimuth cursor when the aircraft and if applicable, target corresponds to a position of well above/below the glidepath or well left/right of course and CONTACT (terminal control function) (frequency, if whenever the aircraft exceeds the radar safety limits. required) AFTER LANDING. Repeat if no correction is observed. b. If the approach is not monitored, inform the EXAMPLE− aircraft that radar monitoring is not available. Course trend information: PHRASEOLOGY− “(Ident), well right/left of P−A−R course, drifting further RADAR MONITORING NOT AVAILABLE. right/left.”

c. If conditions prevent continued monitor after Glidepath trend information: the aircraft is on final approach, advise the pilot. State “(Ident), well above/below P−A−R glidepath.” the reason and issue alternate procedures as REFERENCE− appropriate. FAAO JO 7110.65, Para 5−12−4, Glidepath and Course Information.

Use of PAR for Approach Monitoring− Terminal 5−13−1 JO 7110.65U 2/9/12

d. If, after repeated advisories, the aircraft is e. Provide monitor information until the aircraft is observed proceeding outside the safety limits or a over the landing threshold or commences a circling radical target deviation is observed, advise the approach. aircraft if unable to proceed visually, to execute a f. Provide azimuth monitoring only at locations missed approach. Issue a specific altitude and where the MLS glidepath and the PAR glidepath are heading if a procedure other than the published not coincidental. missed approach is to be executed. REFERENCE− PHRASEOLOGY− FAAO JO 7110.65, Para 5−1−13, Radar Service Termination. (Position with respect to course or glidepath). IF NOT VISUAL, ADVISE YOU EXECUTE MISSED APPROACH (alternative instructions).

5−13−2 Use of PAR for Approach Monitoring− Terminal 2/9/12 JO 7110.65U

Section 14. Automation− En Route

5−14−1. CONFLICT ALERT (CA) AND 3. The CA/MCI alert may not be suppressed or MODE C INTRUDER (MCI) ALERT inhibited at or for another control position without being coordinated. a. When a CA or MCI alert is displayed, evaluate the reason for the alert without delay and take appropriate action. 5−14−2. EN ROUTE MINIMUM SAFE NOTE− ALTITUDE WARNING (E-MSAW) DARC does not have CA/MCI alert capability. a. When an E-MSAW alert is displayed, immedi- REFERENCE− FAAO JO 7110.65, Para 2−1−6, Safety Alert. ately analyze the situation and take the appropriate action to resolve the alert. b. If another controller is involved in the alert, initiate coordination to ensure an effective course of NOTE− action. Coordination is not required when immediate Caution should be exercised when issuing a clearance to an action is dictated. aircraft in reaction to an E-MSAW alert to ensure that adjacent MIA areas are not a factor. c. Suppressing/Inhibiting CA/MCI alert. REFERENCE− 1. The controller may suppress the display of a FAAO JO 7110.65, Para 2−1−6, Safety Alert. CA/MCI alert from a control position with the b. The controller may suppress the display of an application of one of the following suppress/inhibit E-MSAW alert from his/her control position with the computer functions: application of one of the following suppress/inhibit (a) The Conflict Suppress (CO) function may computer functions: be used to suppress the CA/MCI display between 1. The specific alert suppression message may specific aircraft for a specific alert. be used to inhibit the E-MSAW alerting display on a NOTE− single flight for a specific alert. See NAS−MD−678 for the EARTS conflict suppress message. 2. The indefinite alert suppression message must be used exclusively to inhibit the display of (b) The Group Suppression (SG) function E-MSAW alerts on aircraft known to be flying at an must be applied exclusively to inhibit the displaying altitude that will activate the alert feature of one or of alerts among military aircraft engaged in special more MIA areas within an ARTCC. military operations where standard en route separation criteria does not apply. NOTE− 1. The indefinite alert suppression message will remain in NOTE− effect for the duration of the referenced flight’s active status Special military operations where the SG function would within the ARTCC unless modified by controller action. typically apply involve those activities where military aircraft routinely operate in proximities to each other that 2. The indefinite alert suppression message would are less than standard en route separation criteria; i.e., air typically apply to military flights with clearance to fly refueling operations, ADC practice intercept operations, low-level type routes that routinely require altitudes below etc. established minimum IFR altitudes. 2. The computer entry of a message suppressing c. The computer entry of a message suppressing or a CA/MCI alert constitutes acknowledgment for the inhibiting E-MSAW alerts constitutes acknowledg- alert and signifies that appropriate action has or will ment for the alert and indicates that appropriate action be taken. has or will be taken to resolve the situation.

Automation− En Route 5−14−1 JO 7110.65U 2/9/12

5−14−3. COMPUTER ENTRY OF ASSIGNED Mode C targets and data blocks by entering ALTITUDE appropriate altitude limits and display filters to include, as a minimum, the altitude stratum of the The data block must always reflect the current status sector plus: of the aircraft unless otherwise specified in a facility directive. Whenever an aircraft is cleared to maintain a. 1,200 feet above the highest and below the an altitude different from that in the flight plan lowest altitude or flight level of the sector where database, enter into the computer one of the 1,000 feet vertical separation is applicable; and following: b. 2,200 feet above the highest and below the NOTE− lowest flight level of the sector where 2,000 feet A facility directive may be published deleting the interim vertical separation is applicable. altitude computer entry requirements of subpara b. The NOTE− directive would apply to those conditions where heavy 1. The data block, for purposes of this paragraph, must traffic or sector complexity preclude meeting these entry contain the beacon code and Mode C altitude at a requirements. minimum. REFERENCE− FAAO JO 7210.3, Para 8−2−7, Waiver to Interim Altitude 2. Exception to these requirements may be authorized for Requirements. specific altitudes in certain ARTCC sectors if defined in a. The new assigned altitude if the aircraft will appropriate facility directives and approved by the (climb or descend to and) maintain the new altitude, En Route and Oceanic Operations Area Director. or REFERENCE− FAAO JO 7110.65, Para 5−1−2, Alignment Accuracy Check. b. An interim altitude if the aircraft will (climb or descend to and) maintain the new altitude for a short 5−14−6. SECTOR ELIGIBILITY period of time and subsequently be recleared to the The use of the OK function is allowed to override altitude in the flight plan database or a new altitude or sector eligibility only when one of the following a new interim altitude. conditions is met: NOTE− Use of the interim altitude function will ensure that the data a. Prior coordination is effected. block reflects the actual status of the aircraft and eliminate b. The flight is within the control jurisdiction of superfluous altitude updates. the sector.

5−14−4. ENTRY OF REPORTED ALTITUDE 5−14−7. COAST TRACKS Whenever Mode C altitude information is either not Do not use coast tracks in the application of either available or is unreliable, enter reported altitudes into radar or nonradar separation criteria. the computer as follows: NOTE− 5−14−8. CONTROLLER INITIATED COAST Altitude updates are required to assure maximum accuracy TRACKS in applying slant range correction formulas. a. Initiate coast tracks only in Flight Plan Aided a. When an aircraft reaches the assigned altitude. Tracking (FLAT) mode, except “free” coast tracking b. When an aircraft at an assigned altitude is issued may be used as a reminder that aircraft without a clearance to climb or descend. corresponding computer-stored flight plan information are under your control. c. A minimum of each 10,000 feet during climb to NOTE− or descent from FL 180 and above. 1. To ensure tracks are started in FLAT mode, perform a start track function at the aircraft’s most current reported 5−14−5. SELECTED ALTITUDE LIMITS position, then immediately “force” the track into coast tracking by performing another start function with “CT” The display of Mode C targets and limited data blocks option in field 64. Making amendments to the stored route is necessary for application of Merging Target with trackball entry when the aircraft is rerouted, and Procedures. Sectors must ensure the display of repositioning the data block to coincide with the aircraft’s

5−14−2 Automation− En Route 2/9/12 JO 7110.65U position reports are methods of maintaining a coast track NOTE− in FLAT mode. FTPD is an automation parameter, normally set to 2. DARC does not have the capability to initiate coast 15 miles, that is compared with the tracked target’s tracks. perpendicular distance from the stored flight plan route. If the track is within the parameter miles, it is eligible for b. Prior to initiating a coast track, ensure the “FLAT tracking.” PTUI is an automation parameter, following: normally set to 3 minutes, that is compared against the 1. A departure message or progress report difference between the calculated time of arrival and the corresponding with the aircraft’s current position is actual time of arrival over a fix. If the difference is greater entered into the computer. than PTUI, the flight plan’s stored data will be revised and fix-time update messages will be generated. 2. The track being started is within the Posted Time Update Interval (PTUI) of the aircraft’s c. As soon as practicable after the aircraft is in computer-estimated position and the Flight Plan radar surveillance, initiate action to cause radar Track Position Difference (FTPD) distance of the tracking to begin on the aircraft. aircraft’s flight plan route.

Automation− En Route 5−14−3

2/9/12 JO 7110.65U

Section 15. Automated Radar Terminal Systems (ARTS)− Terminal

5−15−1. APPLICATION a. Inform all appropriate positions before terminating or reinstating use of the terminal automation ARTS/STARS may be used for identifying aircraft system at a control position. When terminating the assigned a discrete beacon code, maintaining identity use of terminal automation systems, all pertinent of targets, and performing handoffs of these targets flight data of that position must be transferred or between controllers. terminated. NOTE− b. USAF/USN. Where PIDP/DAIR equipment is capable of Inform other interfaced facilities of scheduled performing the functions described in this section, it may and unscheduled shutdowns. be used accordingly. c. Initiate a track/tag on all aircraft to the maximum extent possible. As a minimum, aircraft 5−15−2. RESPONSIBILITY identification should be entered, and automated handoff functions should be used. This equipment does not relieve the controller of the responsibility to ensure proper identification, main- d. Assigned altitude, if displayed, must be kept tenance of identity, handoff of the correct target current at all times. Climb and descent arrows, where associated with the alphanumeric data, and separa- available, must be used to indicate other than level tion of aircraft. flight. e. The automatic altitude readout of an aircraft 5−15−3. FUNCTIONAL USE under another controller’s jurisdiction may be used for vertical separation purposes without verbal In addition to other uses specified herein, terminal coordination provided: automation may be used for the following functions: 1. Operation is conducted using single site radar a. Tracking. coverage. b. Tagging. 2. Prearranged coordination procedures are contained in a facility directive in accordance with c. Handoff. para 5−4−10, Prearranged Coordination, and d. Altitude information. FAAO 7210.3, para 3−7−7, Prearranged Coordi- REFERENCE− nation. FAAO JO 7110.65, Para 5−2−23, Altitude Filters. 3. Do not use Mode C to effect vertical e. Coordination. separation within a Mosaic radar configuration. f. Ground speed. 5−15−5. INFORMATION DISPLAYED g. Identification. a. Two-letter ICAO designators or three-letter designators, as appropriate, must be used unless 5−15−4. SYSTEM REQUIREMENTS program limitations dictate the use of a single letter Use terminal automation systems as follows: alpha prefix. NOTE− b. Use of the inhibit/select functions to remove Locally developed procedures, operating instructions, and displayed information no longer required must be in training material are required because of differences in accordance with local directives, which should equipment capability. Such locally developed procedures ensure maximum required use of the equipment. must be supplemental to those contained in this section and must be designed to make maximum use of the ARTS c. Information displayed must be in accordance equipment. with national orders and specified in local directives.

Automated Radar Terminal Systems (ARTS)− Terminal 5−15−1 JO 7110.65U 2/9/12

5−15−6. CA/MCI 4. CA/MCI alert may not be suppressed or inhibited at or for another control position without a. When a CA or MCI alert is displayed, evaluate being coordinated. the reason for the alert without delay and take appropriate action. 5−15−7. INHIBITING MINIMUM SAFE REFERENCE− ALTITUDE WARNING (MSAW) FAAO JO 7110.65, Para 2−1−6, Safety Alert. b. If another controller is involved in the alert, a. Inhibit MSAW processing of VFR aircraft and initiate coordination to ensure an effective course of aircraft that cancel instrument flight rules (IFR) flight action. Coordination is not required when immediate plans unless the pilot specifically requests otherwise. action is dictated. REFERENCE− FAAO JO 7110.65, Para 10−2−7, VFR Aircraft in Weather Difficulty. c. Suppressing/Inhibiting CA/MCI alert. FAAO JO 7110.65, Para 10−2−8, Radar Assistance to VFR Aircraft in Weather Difficulty. 1. The suppress function may be used to b. A low altitude alert may be suppressed from the suppress the display of a specific CA/MCI alert. control position. Computer entry of the suppress 2. The inhibit function must only be used to message constitutes an acknowledgment for the alert inhibit the display of CA for aircraft routinely and indicates that appropriate action has or will be engaged in operations where standard separation taken. criteria do not apply. NOTE− 5−15−8. TRACK SUSPEND FUNCTION Examples of operations where standard separation criteria Use the track suspend function only when data block do not apply are ADC practice intercept operations and air overlap in holding patterns or in proximity of the final shows. approach create an unworkable situation. If necessary 3. Computer entry of a message suppressing a to suspend tracks, those which are not displaying CA/MCI alert constitutes acknowledgment for the automatic altitude readouts must be suspended. If the alert and signifies that appropriate action has or will condition still exists, those displaying automatic be taken. altitude readouts may then be suspended.

5−15−2 Automated Radar Terminal Systems (ARTS)− Terminal 2/9/12 JO 7110.65U

Section 16. TPX−42− Terminal

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

Each TPX−42 facility shall utilize the equipment to Use the TPX−42 system as follows: the maximum extent possible consistent with local a. TPX−42 facilities must inform adjacent facili- operating conditions. ties of scheduled and unscheduled shutdowns. b. To the maximum extent practicable, tags should 5−16−2. RESPONSIBILITY be utilized for all controlled aircraft.

This equipment does not relieve the controller of the 5−16−5. INFORMATION DISPLAYED responsibility to ensure proper identification, maintenance of identity, handoff of the correct radar a. Inhibiting portions of the tag must be in beacon target associated with numeric data, and the accordance with facility directives, which must separation of aircraft. ensure maximum required use of the equipment. b. Mode C altitude information must not be inhibited unless a ground malfunction causes 5−16−3. FUNCTIONAL USE repeated discrepancies of 300 feet or more between TPX−42 may be used for the following functions: the automatic altitude readouts and pilot reported altitudes. a. Tagging. b. Altitude information. 5−16−6. INHIBITING LOW ALTITUDE ALERT SYSTEM (LAAS) REFERENCE− FAAO JO 7110.65, Para 5−2−23, Altitude Filters. Assign a beacon code to a VFR aircraft or to an c. Coordination. aircraft that has canceled its IFR flight plan to inhibit LAAS processing unless the aircraft has specifically d. Target identity confirmation. requested LAAS.

TPX−42− Terminal 5−16−1

2/9/12 JO 7110.65U

Chapter 6. Nonradar Section 1. General

6−1−1. DISTANCE FIG 6−1−1 Adjacent Airport Operation −− Arrival Use mileage−based (DME and/or ATD) procedures and minima only when direct pilot/controller communications are maintained.

6−1−2. NONRECEIPT OF POSITION REPORT

When a position report affecting separation is not received, take action to obtain the report no later than 5 minutes after the aircraft was estimated over the fix. FIG 6−1−2 Adjacent Airport Operation −− Departure REFERENCE− FAAO JO 7110.65, Para 9−2−7, IFR Military Training Routes.

6−1−3. DUPLICATE POSITION REPORTS

Do not require an aircraft to make the same position report to more than one facility.

6−1−4. ADJACENT AIRPORT OPERATION 6−1−5. ARRIVAL MINIMA TERMINAL TERMINAL

WAKE TURBULENCE APPLICATION WAKE TURBULENCE APPLICATION

Separate IFR aircraft landing behind an arriving The ATC facility providing service to heavy heavy jet/B757 by 2 minutes when arriving: jets/B757s and having control jurisdiction at adjacent a. The same runway (use 3 minutes for a small airports must separate arriving or departing IFR aircraft behind a heavy jet/B757). aircraft on a course that will cross behind the flight path of a heavy jet/B757 − 2 minutes. b. A parallel runway separated by less than (See FIG 6−1−1 and FIG 6−1−2.) 2,500 feet.

General 6−1−1 JO 7110.65U 2/9/12

c. A crossing runway if projected flight paths will cross. (See FIG 6−1−3.)

FIG 6−1−3 Arrival Minima Landing Behind an Arriving Heavy Jet/B757

6−1−2 General 2/9/12 JO 7110.65U

Section 2. Initial Separation of Successive Departing Aircraft

6−2−1. MINIMA ON DIVERGING COURSES 2. Within 5 minutes after takeoff− 2 minutes until courses diverge. (See FIG 6−2−2.) Separate aircraft that will fly courses diverging by 45 degrees or more after departing the same or FIG 6−2−2 adjacent airports by use of one of the following Minima on Diverging Courses minima: NOTE− 1. Consider known aircraft performance characteristics when applying initial separation to successive departing aircraft. 2. When one or both of the departure surfaces is a helipad, use the takeoff course of the helicopter as a reference, comparable to the centerline of a runway and the helipad center as the threshold. a. When aircraft will fly diverging courses: 1. Immediately after takeoff − 1 minute until courses diverge. (See FIG 6−2−1.) 3. Within 13 miles DME/ATD after takeoff − FIG 6−2−1 3 miles until courses diverge. (See FIG 6−2−3.) Minima on Diverging Courses FIG 6−2−3 Minima on Diverging Courses

Initial Separation of Successive Departing Aircraft 6−2−1 JO 7110.65U 2/9/12

b. TERMINAL. Between aircraft departing in the FIG 6−2−5 same direction from different runways whose Minima on Diverging Courses centerlines are parallel and separated by at least 3,500 feet, authorize simultaneous takeoffs when the aircraft will fly diverging courses immediately after takeoff. (See FIG 6−2−4.)

FIG 6−2−4 Minima on Diverging Courses

2. Intersecting runways. Authorize takeoff of a succeeding aircraft when the preceding aircraft has passed the point of runway intersection, and (a) The runways diverge by 30 degrees or more. (See FIG 6−2−6.)

c. TERMINAL. Between aircraft that will fly FIG 6−2−6 diverging courses immediately after takeoff from Minima on Diverging Courses diverging runways: (See FIG 6−2−5.)

1. Nonintersecting runways. Authorize simultaneous takeoffs when either of the following conditions exist:

(a) The runways diverge by 30 degrees or more.

(b) The distance between runway centerlines at and beyond the points where takeoffs begin is at least:

(1) 2,000 feet and the runways diverge by 15 to 29 degrees inclusive.

(2) 3,500 feet and the runways diverge by less than 15 degrees.

6−2−2 Initial Separation of Successive Departing Aircraft 2/9/12 JO 7110.65U

(b) The runways diverge by 15 to 29 degrees 10,000 feet or below or outside of 10 miles from the inclusive and the preceding aircraft has commenced DME NAVAID. (See FIG 6−2−8 and FIG 6−2−9.) a turn. (See FIG 6−2−7.) FIG 6−2−8 Minima on Same Course FIG 6−2−7 Minima on Diverging Courses

FIG 6−2−9 Minima on Same Course

6−2−2. MINIMA ON SAME COURSE Separate aircraft that will fly the same course when the following aircraft will climb through the altitude assigned to the leading aircraft by using a minimum of 3 minutes until the following aircraft passes through the assigned altitude of the leading aircraft; or 5 miles between DME equipped aircraft; RNAV equipped aircraft using ATD; and between DME and ATD aircraft provided the DME aircraft is either

Initial Separation of Successive Departing Aircraft 6−2−3

2/9/12 JO 7110.65U

Section 3. Initial Separation of Departing and Arriving Aircraft

6−3−1. SEPARATION MINIMA f. When takeoff direction is other than in subpara d, the departing aircraft takes off so that it is a. Separate a departing aircraft from an arriving established on a course diverging by at least aircraft making an instrument approach to the same 45 degrees from the reciprocal of the final approach airport by using one of the following minima until course 5 minutes before the arriving aircraft is vertical or lateral separation is achieved: estimated at the airport or before it starts procedure b. TERMINAL. When takeoff direction differs by turn. (See FIG 6−3−2 and FIG 6−3−3.) at least 45 degrees from the reciprocal of the final approach course, the departing aircraft takes off before the arriving aircraft leaves a fix inbound not FIG 6−3−2 less than 4 miles from the airport. Separation Minima c. TERMINAL. When takeoff direction is other than in subpara a, the departing aircraft takes off so that it is established on a course diverging by at least 45 degrees from the reciprocal of the final approach course before the arriving aircraft leaves a fix inbound not less than 4 miles from the airport. d. TERMINAL. When the absence of an appropriate fix precludes the application of subparas b or c and at airports where approach control service is not provided, the separation in subparas e or f must be applied. e. When takeoff direction differs by at least 45 degrees from the reciprocal of the final approach course, the departing aircraft takes off 3 minutes FIG 6−3−3 before the arriving aircraft is estimated at the airport. Separation Minima (See FIG 6−3−1.)

FIG 6−3−1 Separation Minima

Initial Separation of Departing and Arriving Aircraft 6−3−1

2/9/12 JO 7110.65U

Section 4. Longitudinal Separation

6−4−1. APPLICATION 1. A departing aircraft follows a preceding aircraft which has taken off from the same or adjacent Separate aircraft longitudinally by requiring them to airport. (See FIG 6−4−1.) do one of the following, as appropriate: FIG 6−4−1 a. Depart at a specified time. Minima on Same Course 44 Knots or More Separation b. Arrive at a fix at a specified time. PHRASEOLOGY− CROSS (fix) AT OR BEFORE (time).

CROSS (fix) AT OR AFTER (time). c. Hold at a fix until a specified time.

d. Change altitude at a specified time or fix.

REFERENCE− FAAO JO 7110.65, Para 4−5−7, Altitude Information. 2. A departing aircraft follows a preceding en route aircraft which has reported over a fix serving 6−4−2. MINIMA ON SAME, CONVERGING, the departure airport. (See FIG 6−4−2.) OR CROSSING COURSES FIG 6−4−2 Separate aircraft on the same, converging, or crossing Minima on Converging Courses courses by an interval expressed in time or distance, 44 Knots or More Separation using the following minima:

a. When the leading aircraft maintains a speed at least 44 knots faster than the following aircraft − 5 miles between DME equipped aircraft; RNAV equipped aircraft using ATD; and between DME and ATD aircraft provided the DME aircraft is either 10,000 feet or below or outside of 10 miles from the DME NAVAID, or 3 minutes between other aircraft if, in either case, one of the following conditions is met:

Longitudinal Separation 6−4−1 JO 7110.65U 2/9/12

3. An en route aircraft follows a preceding en 2. A departing aircraft follows a preceding route aircraft which has reported over the same fix. en route aircraft which has reported over a fix serving (See FIG 6−4−3.) the departure airport. (See FIG 6−4−5.)

FIG 6−4−3 Minima on Crossing Courses FIG 6−4−5 Minima on Converging Courses 44 Knots or More Separation 22 Knots or More Separation

b. When the leading aircraft maintains a speed at least 22 knots faster than the following aircraft − 10 miles between DME equipped aircraft; RNAV 3. An en route aircraft follows a preceding equipped aircraft using ATD; and between DME and en route aircraft which has reported over the same fix. ATD aircraft provided the DME aircraft is either (See FIG 6−4−6.) 10,000 feet or below or outside of 10 miles from the DME NAVAID; or 5 minutes between other aircraft FIG 6−4−6 if, in either case, one of the following conditions Minima on Crossing Courses exists: 22 Knots or More Separation 1. A departing aircraft follows a preceding aircraft which has taken off from the same or an adjacent airport. (See FIG 6−4−4.)

FIG 6−4−4 Minima on Same Course 22 Knots or More Separation

6−4−2 Longitudinal Separation 2/9/12 JO 7110.65U

c. When an aircraft is climbing or descending 3. Between RNAV aircraft that are operating through the altitude of another aircraft: along an RNAV route that is eight miles or less in width− 10 miles provided the following conditions 1. Between DME equipped aircraft; RNAV are met: equipped aircraft using ATD; and between DME and ATD aircraft provided the DME aircraft is either (a) The descending aircraft is leading or the 10,000 feet or below or outside of 10 miles from the climbing aircraft is following. DME NAVAID− 10 miles, if the descending aircraft is leading or the climbing aircraft is following. (b) The aircraft were separated by not more (See FIG 6−4−7 and FIG 6−4−8.) than 4,000 feet when the altitude change started.

FIG 6−4−7 FIG 6−4−9 Descending Through Another Aircraft’s Descending Through Another Altitude DME Separation Aircraft’s Altitude Timed Separation

FIG 6−4−8 Climbing Through Another Aircraft’s Altitude DME Separation

FIG 6−4−10 Climbing Through Another Aircraft’s Altitude Timed Separation

2. Between other aircraft− 5 minutes, if all of the following conditions are met: (See FIG 6−4−9 and FIG 6−4−10.) (a) The descending aircraft is leading or climbing aircraft is following. (b) The aircraft are separated by not more than 4,000 feet when the altitude change started. (c) The change is started within 10 minutes after a following aircraft reports over a fix reported over by the leading aircraft or has acknowledged a clearance specifying the time to cross the same fix.

Longitudinal Separation 6−4−3 JO 7110.65U 2/9/12

d. When the conditions of subparas a, b, or c FIG 6−4−14 cannot be met− 20 miles between DME equipped Minima for Crossing Courses Separation aircraft; RNAV equipped aircraft using ATD; and between DME and ATD aircraft provided the DME aircraft is either 10,000 feet or below or outside of 10 miles from the DME NAVAID; or 10 minutes between other aircraft. (See FIG 6−4−11, FIG 6−4−12, FIG 6−4−13, FIG 6−4−14, FIG 6−4−15, and FIG 6−4−16.)

FIG 6−4−11 Minima for Same Course Separation FIG 6−4−15 Climbing Through Another Aircraft’s Altitude Separation

FIG 6−4−12 Minima for Crossing Courses Separation

FIG 6−4−16 Descending Through Another Aircraft’s Altitude Separation

FIG 6−4−13 Minima for Same Course Separation

6−4−4 Longitudinal Separation 2/9/12 JO 7110.65U

e. Between aircraft, when one aircraft is using FIG 6−4−19 DME/ATD and the other is not− 30 miles if both the Minima for Opposite Courses Separation following conditions are met: (See FIG 6−4−17 and FIG 6−4−18.)

FIG 6−4−17 Minima for Same Course Separation

NOTE− RNAV route segments that have been expanded in the proximity to reference facilities for slant-range effect are not to be considered “expanded” for purposes of applying separation criteria in this paragraph.

FIG 6−4−18 a. Both aircraft have reported passing NAVAIDs, Minima for Crossing Courses Separation DME fixes, or waypoints indicating they have passed each other. (See FIG 6−4−20.)

FIG 6−4−20 Minima for Opposite Courses Separation

1. The aircraft using DME/ATD derives dis- NOTE− tance information by reference to the same NAVAID It is not intended to limit application of this procedure only or waypoint over which the aircraft not using to aircraft operating in opposite directions along the same DME/ATD has reported. airway or radial. This procedure may also be applied to aircraft established on diverging airways or radials of the 2. The aircraft not using DME/ATD is within same NAVAID. 15 minutes of the NAVAID. b. Both aircraft have reported passing the same intersection/waypoint and they are at least 3 minutes 6−4−3. MINIMA ON OPPOSITE COURSES apart. Separate aircraft traveling opposite courses by c. Two RNAV aircraft have reported passing the assigning different altitudes consistent with the same position and are at least 8 miles apart if approved vertical separation from 10 minutes before, operating along a route that is 8 miles or less in width; until 10 minutes after they are estimated to pass. or 18 miles apart if operating along an expanded Vertical separation may be discontinued after one of route; except that 30 miles must be applied if the following conditions is met: (See FIG 6−4−19.) operating along that portion of any route segment

Longitudinal Separation 6−4−5 JO 7110.65U 2/9/12

defined by a navigation station requiring extended between DME equipped aircraft; RNAV equipped usable distance limitations beyond 130 miles. aircraft using ATD; and between DME and ATD aircraft provided the DME aircraft is either d. An aircraft utilizing RNAV and an aircraft 10,000 feet or below or outside of 10 miles from the utilizing VOR have reported passing the same DME NAVAID. position and the RNAV aircraft is at least 4 miles beyond the reported position when operating along a PHRASEOLOGY− route that is 8 miles or less in width; 9 miles beyond MAINTAIN AT LEAST ONE ZERO MINUTES/ TWO ZERO MILES SEPARATION FROM (ident). the point when operating along an expanded route; except that 15 miles must be applied if operating along that portion of any route segment defined by a 6−4−5. RNAV AIRCRAFT ALONG VOR navigation station requiring extended usable distance AIRWAYS/ROUTES limitation beyond 130 miles; or 3 minutes apart Advise the pilot to use DME distances when applying whichever is greater. DME separation to an RNAV aircraft operating along VOR airways/routes. 6−4−4. SEPARATION BY PILOTS PHRASEOLOGY− USE DME DISTANCES. When pilots of aircraft on the same course in direct NOTE− radio communication with each other concur, you ATD derived from area navigation devices having may authorize the following aircraft to maintain slant-range correction will not coincide with the direct longitudinal separation of 10 minutes; or 20 miles DME readout.

6−4−6 Longitudinal Separation 2/9/12 JO 7110.65U

Section 5. Lateral Separation

6−5−1. SEPARATION METHODS separation until reaching the 6−mile point. Reversing direction, the same aircraft would require vertical Separate aircraft by one of the following methods: separation before passing the 6−mile point. Due to the a. Clear aircraft on different airways or routes nature of GPS equipment, issue crossing restrictions in whose widths or protected airspace do not overlap. reference to the next waypoint, since the pilot receives tracking “to” data rather than tracking “from” the last b. Clear aircraft below 18,000 to proceed to and waypoint. report over or hold at different geographical locations b. Use TBL 6−5−1 and TBL 6−5−2 to determine determined visually or by reference to NAVAIDs. the distance required for various divergence angles to c. Clear aircraft to hold over different fixes whose clear the airspace to be protected. For divergence that holding pattern airspace areas do not overlap each falls between two values, use the lesser divergence other or other airspace to be protected. value to obtain the distance.

d. Clear departing aircraft to fly specified TBL 6−5−1 headings which diverge by at least 45 degrees. Non−DME Divergence Distance Minima

6−5−2. MINIMA ON DIVERGING RADIALS Divergence (Degrees) Distance (NM) a. Consider separation to exist between aircraft: 15 16 1. Established on radials of the same NAVAID 20 12 that diverge by at least 15 degrees when either aircraft 25 10 is clear of the airspace to be protected for the other 30 8 aircraft. 35 7 2. With non−VOR/DME based navigational 45 6 equipment established on tracks of the same 55 5 waypoint that diverge by at least 15 degrees when 90 4 either aircraft is clear of the airspace to be protected NOTE: This table is for non−DME application only. for the other aircraft. TBL 6−5−2 FIG 6−5−1 Divergence Minima on Diverging Radials Distance Minima

Divergence Distance (NM) (Degrees) Fl 180 through Below FL 180 FL 450 15 17 18 20 13 15 25 11 13 30 9 11 35 8 11 45 7 11 55 6 11 NOTE− 90 5 11 The procedure may be applied to converging as well as diverging aircraft. (See FIG 6−5−1.) The aircraft depicted NOTE: This table is for DME application and 6 miles from the NAVAID/waypoint would require vertical compensates for DME slant-range error.

Lateral Separation 6−5−1 JO 7110.65U 2/9/12

NOTE− NOTE− For altitudes of 3,000 feet or less above the elevation of the The other airspace to be protected may be a MOA, a NAVAID, DME slant-range error is negligible and the holding pattern, airway or route, ATCAA, Warning Area, values in TBL 6−5−1 may be used. Restricted Area, Prohibited Area, etc. 1. At 35 miles or less from the NAVAID− 6−5−3. DME ARC MINIMA 5 miles. Apply lateral DME separation by requiring aircraft 2. More than 35 miles from the NAVAID− using DME to fly an arc about a NAVAID at a 10 miles. specified distance using the following minima: PHRASEOLOGY− (See FIG 6−5−2.) VIA (number of miles) MILE ARC (direction) OF (name of DME NAVAID). FIG 6−5−2 DME Arc Minima 6−5−4. MINIMA ALONG OTHER THAN ESTABLISHED AIRWAYS OR ROUTES Protect airspace along other than established airways or routes as follows: (See FIG 6−5−4.)

FIG 6−5−4 Minima Along Other Than Established Airways or Routes

REFERENCE− FAAO JO 7110.65, Para 2−5−2, NAVAID Terms. a. Between different arcs about a NAVAID regardless of direction of flight: 1. At 35 miles or less from the NAVAID− 10 miles. 2. More than 35 miles from the NAVAID− 20 miles. b. Between an arc about a NAVAID and other airspace to be protected: (See FIG 6−5−3.) REFERENCE− P/CG Term− Airway. FIG 6−5−3 P/CG Term− Route. DME Arc Minima a. Direct courses and course changes of 15 degrees or less: 1. Via NAVAIDs or radials FL 600 and below− 4 miles on each side of the route to a point 51 miles from the NAVAID, then increasing in width on a 1 4 /2 degree angle to a width of 10 miles on each side of the route at a distance of 130 miles from the NAVAID. 2. Via degree-distance fixes for aircraft authorized under para 4−4−3, Degree−Distance Route Definition for Military Operations. (a) Below FL 180− 4 miles on each side of the route.

6−5−2 Lateral Separation 2/9/12 JO 7110.65U

(b) FL 180 to FL 600 inclusive− 10 miles on 2. FL 180 to FL 230 inclusive− 14 miles. each side of the route. 3. Above FL 230 to FL 600 inclusive− 17 miles. 3. Via degree-distance fixes for RNAV flights c. When course change is 91 degrees through above FL 450− 10 miles on each side of the route. 180 degrees, protect the airspace on the overflown NOTE− side beginning at the point where the course changes 1. Degree-distance RNAV flight (random routes) at FL as follows: (See FIG 6−5−6.) 450 and below are provided radar separation. 1. Below FL 180− same as subparas a1 or 2. 2. EN ROUTE. Aircraft equipped with IFR−certified GPS systems operating on point−to−point RNAV routes within 2. FL 180 to FL 230 inclusive− 28 miles. the Anchorage Air Route Traffic Control Center (ARTCC) 3. Above FL 230 to FL 600 inclusive− 34 miles. controlled airspace (excluding oceanic airspace), where ATC surveillance coverage is not available, may be FIG 6−5−6 provided nonradar separation, in lieu of radar separation, Overflown Side Minima when an operational advantage will be gained. 91 to 180 Degrees REFERENCE− FAAO JO 7110.65, Para 2−1−3, Procedural Preference FAAO JO 7110.65, Para 4−4−2, Route Structure Transitions FAAO JO 7110.65, Para 5−5−1, Application

b. When course change is 16 degrees through 90 degrees, protect the airspace on the overflown side beginning at the point where the course changes as follows: (See FIG 6−5−5.)

FIG 6−5−5 Overflown Side Minima 16 to 90 Degrees

d. After the course changes specified in subparas b or c have been completed and the aircraft is back on course, the appropriate minima in subpara a may be used. REFERENCE− FAAO JO 7110.65, Para 9−2−14, Military Operations Above FL 600. EN ROUTE e. For aircraft equipped with IFR−certified GPS systems operating within Anchorage Air Route Traffic Control Center controlled airspace (excluding oceanic airspace) where ATC surveillance coverage is not available: 1. Aircraft must be cleared via point−to−point route segments. Points are defined as: NAVAIDS, 1. Below FL 180− same as subparas a1 or 2. intersections, airports, and waypoints.

Lateral Separation 6−5−3 JO 7110.65U 2/9/12

2. Lateral protected airspace must be 4 nautical a. When operating along a route that is 8 miles or miles (NM) either side of the projected centerline less in width− 4 miles. between the points. b. When operating along an expanded route− 3. Points used for navigation must be named and 9 miles, except that 15 miles must be applied along depicted on the controller video map, and/or on the that portion of any route segment requiring extended controller chart(s) located at the position. usable distance limitation beyond 130 miles of the 4. The maximum distance between successive reference facility. fixes/waypoints must not exceed 512 miles. FIG 6−5−8 5. Assigned altitudes must be at or above the RNAV Minima highest minimum IFR altitude (MIA) along the projected route, including the protected airspace of that route, for the route segment being flown. 6−5−5. RNAV MINIMA− DIVERGING/ CROSSING COURSES Consider lateral separation to exist when an RNAV aircraft is beyond the point where the lateral protected airspace of that aircraft has ceased to overlap the lateral protected airspace of another by at least: (See FIG 6−5−7 and FIG 6−5−8.) FIG 6−5−7 RNAV Minima

6−5−4 Lateral Separation 2/9/12 JO 7110.65U

Section 6. Vertical Separation

6−6−1. APPLICATION 6−6−2. EXCEPTIONS Assign an altitude to an aircraft after the aircraft Assign an altitude to an aircraft only after the aircraft previously at that altitude has reported leaving the previously at that altitude has reported at or passing altitude. through another altitude separated from the first by PHRASEOLOGY− the appropriate minimum when: REPORT LEAVING/REACHING (altitude/flight level). a. Severe turbulence is reported. REPORT LEAVING ODD/EVEN ALTITUDES/FLIGHT b. Aircraft are conducting military aerial LEVELS. refueling. (If aircraft is known to be operating below the lowest REFERENCE− useable flight level), FAAO JO 7110.65, Para 9−2−13, Military Aerial Refueling. c. The aircraft previously at the altitude has been: SAY ALTITUDE. 1. Issued a clearance permitting climb/descent or at pilot’s discretion.

(If aircraft is known to be operating at or above the lowest 2. Cleared to CRUISE (altitude). However, do useable flight level), not use Mode C to effect separation with an aircraft on a cruise clearance. SAY FLIGHT LEVEL. NOTE− An aircraft assigned a cruise clearance is assigned a block or of airspace from the minimum IFR altitude up to and including the assigned cruising altitude, and climb/descent If aircraft’s position relative to the lowest useable flight within the block is at pilot’s discretion. When the pilot level is unknown), verbally reports leaving an altitude in descent, he/she may not return to that altitude. SAY ALTITUDE OR FLIGHT LEVEL. REFERENCE− NOTE− P/CG Term− Cruise. Consider known aircraft performance characteristics, pilot furnished and/or Mode C detected information which indicate that climb/descent will not be consistent with the 6−6−3. SEPARATION BY PILOTS rates recommended in the AIM. When pilots of aircraft in direct radio communication REFERENCE− FAAO JO 7110.65, Para 2−1−3, Procedural Preference. with each other during climb and descent concur, you FAAO JO 7110.65, Para 4−5−1, Vertical Separation Minima. may authorize the lower aircraft, if climbing, or the FAAO JO 7110.65, Para 7−7−3, Separation. FAAO JO 7110.65, Para 7−8−3, Separation. upper aircraft, if descending, to maintain vertical FAAO JO 7110.65, Para 7−9−4, Separation. separation.

Vertical Separation 6−6−1

2/9/12 JO 7110.65U

Section 7. Timed Approaches

6−7−1. APPLICATION REFERENCE− FAAO JO 7110.65, Para 5−9−5, Approach Separation Responsibility. Timed approaches using either nonradar procedures FAAO JO 7110.65, Para 6−7−4, Level Flight Restriction. FAAO JO 7110.65, Para 6−7−7, Missed Approaches. or radar vectors to the final approach course may be used at airports served by a tower if the following a. Clear the succeeding aircraft for approach, to conditions are met: descend to the altitude vacated by the preceding aircraft, and to leave the final approach fix inbound NOTE− (nonprecision approach) or the outer marker or the fix These procedures require NAVAIDs and standard/special instrument approach procedures or adequate radar used in lieu of the outer marker inbound (precision coverage which permit an aircraft to: approach) at a specified time; or when using radar to sequence and position aircraft on the final approach 1. Hold at a fix located on the approach course or to be course, vector aircraft to cross the final approach radar vectored to the final approach course for a fix/outer marker or the fix used in lieu of the outer straight-in approach in accordance with the minima marker in compliance with para 6−7−5, Interval specified in para 6−7−5, Interval Minima. Minima.

2. Proceed in the direction of the airport along the FIG 6−7−1 approach course crossing the holding/approach fix at a Timed Approach Procedures specified altitude if required. Using ILS and Longitudinal Separation Only

3. Continue descent for an approach to destination airport. a. Direct communication is maintained with the aircraft until the pilot is instructed to contact the tower. b. If more than one missed approach procedure is available, none require course reversal. c. If only one missed approach procedure is available, the following conditions are met: 1. Course reversal is not required. 2. Reported ceiling and visibility are equal to or greater than the highest prescribed circling minimums for the instrument approach procedure in use. NOTE− Determination of whether or not an existing ceiling meets NOTE− minima is accomplished by comparing MDA (MSL) with FIG 6−7−1 depicts the application of timed approach ceiling (AGL) plus the airport elevation. procedures using an ILS and applying longitudinal separation only. Using an interval of 2 minutes between REFERENCE− successive approaches, the #1 and #2 aircraft have already FAAO JO 7110.65, Para 6−7−2, Approach Sequence. passed the outer locator (LOM) on final approach, and the #3 aircraft has been cleared for approach and to depart the 6−7−2. APPROACH SEQUENCE LOM 2 minutes after the #2 aircraft reported leaving the LOM inbound on final approach. After aircraft in the When an aircraft passes the final approach fix approach sequence depart the holding/approach fix inbound (nonprecision approach) or the outer marker (LOM) inbound, vertical separation is no longer provided or the fix used in lieu of the outer marker inbound and longitudinal separation is utilized. (precision approach), issue clearances for a succeed- REFERENCE− ing timed approach in accordance with the following: FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception.

Timed Approaches 6−7−1 JO 7110.65U 2/9/12

b. If an alternative missed approach procedure is applied, clear the second aircraft for an approach not available and weather conditions are less than early enough to allow at least 1 minute of level flight required by para 6−7−1, Application, subpara c, clear before crossing the final approach fix/outer marker or the succeeding aircraft for an approach when the the fix used in lieu of the outer marker. preceding aircraft has landed or canceled its IFR flight plan. 6−7−5. INTERVAL MINIMA

FIG 6−7−2 Use a 2−minute or a 5−mile radar interval (except for Timed Approach Procedures Using a Bearing on an a small aircraft behind a heavy aircraft: use a NDB and Longitudinal and Vertical Separation 3−minute or a 6−mile radar interval) as the minimum between successive approaches and increase the interval, as necessary, taking into account the: NOTE− Increased separation is required for small aircraft behind heavy aircraft because of the possible effects of wake turbulence. REFERENCE− FAAO JO 7110.65, Para 5−9−5, Approach Separation Responsibility. FAAO JO 7110.65, Para 6−7−1, Application. FAAO JO 7110.65, Para 6−7−2, Approach Sequence. a. Relative speeds of the aircraft concerned. b. Existing weather conditions. c. Distance between the approach fix and the airport. NOTE− FIG 6−7−2 depicts the application of timed approach d. Type of approach being made. procedures using a holding/approach fix on a bearing of an NDB and applying a combination of longitudinal and 6−7−6. TIME CHECK vertical separation. The #3 aircraft has been instructed to descend to 2,000 after the #2 aircraft has reported Issue a time check to an aircraft before specifying a departing the holding/approach fix inbound and leaving time to leave the approach fix inbound unless the 2,000 at point A. The #2 aircraft has departed the aircraft is vectored to the final approach course. holding/approach fix inbound at the designated time, maintaining 2,000 until cleared for approach at point A. The #1 aircraft has been sighted, enabling the controller to 6−7−7. MISSED APPROACHES issue approach clearance to the #2 aircraft at point A. a. If weather conditions are such that an aircraft c. Release the aircraft to the tower before it reaches will likely miss an approach, issue an alternative the final approach fix. missed approach procedure to the next aircraft. b. If an aircraft misses an approach, allow the next 6−7−3. SEQUENCE INTERRUPTION aircraft to continue the approach if it has been assigned an alternative missed approach procedure. Interrupt the established timed approach sequence if Retain radar control or hold any remaining aircraft at necessary to allow an aircraft to execute a different assigned altitudes until traffic conditions permit the type of approach. issuance of approach clearances. c. When para 6−7−2, Approach Sequence, sub- 6−7−4. LEVEL FLIGHT RESTRICTION para b is applied and the first aircraft misses an If the weather report indicates an aircraft will be in approach, retain radar control or clear the second IFR conditions over the final approach fix aircraft to maintain the last assigned altitude (nonprecision approach) or the outer marker or the fix (minimum holding altitude) and return to the used in lieu of the outer marker (precision approach) holding/approach fix to hold until traffic conditions when para 6−7−2, Approach Sequence, subpara b is permit the issuance of approach clearances.

6−7−2 Timed Approaches 2/9/12 JO 7110.65U

Chapter 7. Visual

Section 1. General

7−1−1. CLASS A AIRSPACE 7−1−3. APPROACH CONTROL SERVICE RESTRICTIONS FOR VFR ARRIVING AIRCRAFT Issue the following where procedures have been Do not apply visual separation or issue VFR or established for arriving VFR aircraft to contact “VFR-on-top” clearances in Class A airspace. approach control for landing information: a. Wind, runway, and altimeter setting at the airport of intended landing. This information may be 7−1−2. VFR CONDITIONS omitted if contained in the ATIS broadcast and the pilot states the appropriate ATIS code or if the pilot a. You may clear aircraft to maintain “VFR uses the phrase, “have numbers.” conditions” if one of the following conditions exists: NOTE− Pilot use of “have numbers” does not indicate receipt of the 1. The pilot of an aircraft on an IFR flight plan ATIS broadcast. requests a VFR climb/descent. b. Traffic information on a workload permitting basis. 2. TERMINAL. The clearance will result in noise abatement benefits where part of the IFR c. Time or place at which the aircraft is to contact departure route does not conform to an FAA- the tower on local control frequency for further approved noise abatement route or altitude. landing information. d. An aircraft may be instructed to contact PHRASEOLOGY− approach control for landing and traffic information MAINTAIN VFR CONDITIONS. upon initial contact with the tower. MAINTAIN VFR CONDITIONS UNTIL (time or fix). REFERENCE− FAAO JO 7110.65, Para 7−6−1, Application. FAAO JO 7110.65, Para 7−6−2, Service Availability. MAINTAIN VFR CONDITIONS ABOVE/BELOW (altitude). 7−1−4. VISUAL HOLDING OF VFR CLIMB/DESCEND VFR, AIRCRAFT TERMINAL and if required, When it becomes necessary to hold VFR aircraft at BETWEEN (altitude) AND (altitude) visual holding fixes, take the following actions:

or a. Clear aircraft to hold at selected, prominent geographical fixes which can be easily recognized ABOVE/BELOW (altitude). from the air, preferably those depicted on sectional charts. b. When, in your judgment, there is reason to NOTE− believe that flight in VFR conditions may become At some locations, VFR checkpoints are depicted on impractical, issue an alternative clearance which will Sectional Aeronautical and Terminal Area Charts. In ensure separation from all other aircraft for which selecting geographical fixes, depicted VFR checkpoints you have separation responsibility. are preferred unless the pilot exhibits a familiarity with the local area. PHRASEOLOGY− REFERENCE− IF UNABLE, (alternative procedure), AND ADVISE. FAAO JO 7110.65, Para 4−6−5, Visual Holding Points.

General 7−1−1 JO 7110.65U 2/9/12

b. Issue traffic information to aircraft cleared to hold at the same fix. PHRASEOLOGY− HOLD AT (location) UNTIL (time or other condition),

TRAFFIC (description) HOLDING AT (fix, altitude if known),

PROCEEDING TO (fix) FROM (direction or fix). REFERENCE− FAAO JO 7110.65, Para 7−6−5, Holding.

7−1−2 General 2/9/12 JO 7110.65U

Section 2. Visual Separation

7−2−1. VISUAL SEPARATION (c) Instruct the pilot to maintain visual separation from that aircraft. Aircraft may be separated by visual means, as provided in this paragraph, when other approved (d) Advise the pilot if the radar targets appear separation is assured before and after the application likely to converge. of visual separation. To ensure that other separation NOTE− will exist, consider aircraft performance, wake Issue this advisory in conjunction with the instruction to turbulence, closure rate, routes of flight, and known maintain visual separation, or thereafter if the controller weather conditions. Reported weather conditions subsequently becomes aware that the targets are merging. must allow the aircraft to remain within sight until (e) If the aircraft are on converging courses, other separation exists. Do not apply visual inform the other aircraft of the traffic and that visual separation between successive departures when separation is being applied. departure routes and/or aircraft performance pre- (f) If the pilot advises he/she has the traffic in clude maintaining separation. sight and will maintain visual separation from it (the REFERENCE− pilot must use that entire phrase), the controller need FAAO JO 7110.65, Para 2−1−20, Wake Turbulence Cautionary only “approve” the operation instead of restating the Advisories. FAAO JO 7110.65, Para 2−1−21, Traffic Advisories. instructions. FAAO JO 7110.65, Para 3−1−9, Use of Tower Radar Displays. PHRASEOLOGY− FAAO JO 7110.65, Para 5−9−5, Approach Separation Responsibility. TRAFFIC, (clock position and distance), FAAO JO 7110.65, Para 7−4−1, Visual Approach. FAAO JO 7110.65, Para 7−4−2, Vectors for Visual Approach. (direction)-BOUND, (type of aircraft), (intentions and FAAO JO 7110.65, Para 7−4−4, Approaches to Multiple Runways. other relevant information). P/CG Term− Visual Approach. P/CG Term− Visual Separation. If applicable, a. TERMINAL. Visual separation may be applied between aircraft under the control of the same facility ON CONVERGING COURSE. within the terminal area up to but not including FL 180, provided: DO YOU HAVE IT IN SIGHT? 1. Communication is maintained with at least If the answer is in the affirmative, one of the aircraft involved or the capability to communicate immediately as prescribed in MAINTAIN VISUAL SEPARATION. para 3−9−3, Departure Control Instructions, subpara a2 is available, and: If the pilot advises he/she has the traffic in sight and will maintain visual separation from it (pilot must use that 2. The aircraft are visually observed by the entire phrase): tower and visual separation is maintained between the aircraft by the tower. The tower must not provide APPROVED. visual separation between aircraft when wake If aircraft are on converging courses, advise the other turbulence separation is required or when the lead aircraft: aircraft is a B757. 3. A pilot sees another aircraft and is instructed TRAFFIC, (clock position and distance), to maintain visual separation from the aircraft as (direction)-BOUND, (type of aircraft), HAS YOU IN SIGHT AND WILL MAINTAIN VISUAL SEPARATION. follows: b. EN ROUTE. Visual separation may be used up (a) Tell the pilot about the other aircraft to but not including FL 180 when the following including position, direction and, unless it is obvious, conditions are met: the other aircraft’s intention. 1. Direct communication is maintained with one (b) Obtain acknowledgment from the pilot of the aircraft involved and there is an ability to that the other aircraft is in sight. communicate with the other.

Visual Separation 7−2−1 JO 7110.65U 2/9/12

2. A pilot sees another aircraft and is instructed If aircraft are on converging courses, advise the other to maintain visual separation from it as follows: aircraft:

(a) Tell the pilot about the other aircraft TRAFFIC, (clock position and distance), including position, direction and unless it is obvious, (direction)−BOUND, (type of aircraft), HAS YOU IN the other aircraft’s intentions. SIGHT AND WILL MAINTAIN VISUAL SEPARATION. REFERENCE− (b) Obtain acknowledgment from the pilot FAAO JO 7110.65, Para 7−4−1, Visual Approach. that the other aircraft is in sight. FAAO JO 7110.65, Para 7−4−2, Vectors for Visual Approach. (c) Instruct the pilot to maintain visual c. Nonapproach control towers may be authorized separation from that aircraft. to provide visual separation between aircraft within surface areas or designated areas provided other (d) Advise the pilot if the radar targets appear separation is assured before and after the application likely to converge. of visual separation. This may be applied by the nonapproach control tower providing the separation (e) If the aircraft are on converging courses, or by a pilot visually observing another aircraft and inform the other aircraft of the traffic and that visual being instructed to maintain visual separation with separation is being applied. that aircraft. (f) Advise the pilots if either aircraft is a PHRASEOLOGY− heavy. VISUAL SEPARATION APPROVED BETWEEN (g) Traffic advisories and wake turbulence (identification) AND (identification), cautionary advisories must be issued in accordance and for departing aircraft, with para 2−1−20, Wake Turbulence Cautionary Advisories, and para 2−1−21, Traffic Advisories. (departing/succeeding aircraft) RELEASED YOUR DISCRETION. (h) If the pilot advises he/she has the traffic in sight and will maintain visual separation from it (the NOTE− pilot must use that entire phrase), the controller need Separation of IFR aircraft before and after application of only “approve” the operation instead of restating the visual separation is an IFR control function (Approach/ instructions. Departure/En Route). A nonapproach control tower by accepting authorization for visual separation becomes PHRASEOLOGY− responsible for ensuring that separation. Separation TRAFFIC, (clock position and distance), requirements also apply to VFR aircraft when IFR, (direction)−BOUND, (type of aircraft), (intentions and Class B, Class C or TRSA separation is prescribed. other relevant information). REFERENCE− FAAO JO 7110.65, Para 4−8−11, Practice Approaches. If applicable, FAAO JO 7110.65, Para 5−6−1, Application. FAAO JO 7110.65, Para 7−4−2, Vectors for Visual Approach. ON CONVERGING COURSE. FAAO JO 7110.65, Para 7−6−1, Application. FAAO JO 7110.65, Para 7−7−1, Application. FAAO JO 7110.65, Para 7−7−2, Issuance of EFC. DO YOU HAVE IT IN SIGHT? FAAO JO 7110.65, Para 7−7−3, Separation. FAAO JO 7110.65, Para 7−7−4, Helicopter Traffic. If the answer is in the affirmative, FAAO JO 7110.65, Para 7−7−5, Altitude Assignments. FAAO JO 7110.65, Para 7−7−6, Approach Interval. FAAO JO 7110.65, Para 7−7−7, TRSA Departure Information. MAINTAIN VISUAL SEPARATION. FAAO JO 7110.65, Para 7−8−2, Class C Services. FAAO JO 7110.65, Para 7−8−3, Separation. If the pilot advises he/she has the traffic in sight and will FAAO JO 7110.65, Para 7−8−4, Establishing Two−Way Communications. maintain visual separation from it (pilot must use that FAAO JO 7110.65, Para 7−8−5, Altitude Assignments. entire phrase): FAAO JO 7110.65, Para 7−8−6, Exceptions. FAAO JO 7110.65, Para 7−9−1, Application. (Call Sign) APPROVED. FAAO JO 7110.65, Para 7−9−3, Methods. FAAO JO 7110.65, Para 7−9−4, Separation. FAAO JO 7110.65, Para 7−9−6, Helicopter Traffic. FAAO JO 7110.65, Para 7−9−7, Altitude Assignments.

7−2−2 Visual Separation 2/9/12 JO 7110.65U

Section 3. VFR-on-top

7−3−1. VFR-ON-TOP PHRASEOLOGY− CLIMB TO AND REPORT REACHING VFR-ON-TOP, a. You may clear an aircraft to maintain “VFR-on-top” if the pilot of an aircraft on an IFR and flight plan requests the clearance. PHRASEOLOGY− TOPS REPORTED (altitude), MAINTAIN VFR-ON-TOP. or NOTE− 1. When an aircraft has been cleared to maintain NO TOPS REPORTS. “VFR-on-top,” the pilot is responsible to fly at an appropriate VFR altitude, comply with VFR visibility and IF NOT ON TOP AT (altitude), MAINTAIN (altitude), AND distance from cloud criteria, and to be vigilant so as to see ADVISE. and avoid other aircraft. The pilot is also responsible to comply with instrument flight rules applicable to the flight MAINTAIN VFR-ON-TOP. (e.g., adherence to ATC clearances). 2. Although standard IFR separation is not applied, c. Do not clear an aircraft to maintain “VFR-on- controllers must continue to provide traffic advisories and top” between sunset and sunrise to separate holding safety alerts, and apply merging target procedures to aircraft from each other or from en route aircraft aircraft operating VFR-on-top. unless restrictions are applied to ensure the REFERENCE− appropriate IFR vertical separation. FAAO JO 7110.65, Para 2−1−6, Safety Alert. FAAO JO 7110.65, Para 2−1−21, Traffic Advisories. PHRASEOLOGY− FAAO JO 7110.65, Para 5−1−8, Merging Target Procedures. MAINTAIN VFR-ON-TOP AT OR ABOVE/BELOW/ FAAO JO 7110.65, Para 7−1−1, Class A Airspace Restrictions. AIM, Para 5−5−13, VFR−on−top. BETWEEN (altitudes). 14 CFR Section 91.157, Special VFR Weather Minimums. 14 CFR Section 91.159, VFR Cruising Altitude or Flight Level. EXAMPLE− “Maintain VFR-on-top at or above one three thousand b. You may clear an aircraft to climb through five hundred.” clouds, smoke, haze, or other meteorological formations and then to maintain “VFR-on-top” if the “Maintain VFR-on-top at or below one two thousand following conditions are met: five hundred.” 1. The pilot requests the clearance. “Maintain VFR-on-top at or between six thousand and 2. You inform the pilot of the reported height of one zero thousand.” the tops of the meteorological formation, or d. When, in your judgment, there is reason to 3. You inform the pilot that no top report is believe that flight in VFR conditions may become available. impractical, issue an alternative clearance which will 4. When necessary, you ensure separation from ensure separation from all other aircraft for which all other traffic for which you have separation you have separation responsibility. responsibility by issuing an alternative clearance. PHRASEOLOGY− 5. When an aircraft is climbing to and reports IF UNABLE, (alternative procedure), AND ADVISE. reaching “VFR-on-top,” reclear the aircraft to REFERENCE− maintain “VFR-on-top.” FAAO JO 7110.65, Para 9−3−3, VFR-on-top.

VFR-on-top 7−3−1 JO 7110.65U 2/9/12

7−3−2. ALTITUDE FOR DIRECTION OF Magnetic courses 0−179− odd cardinal altitudes plus FLIGHT 500 feet; e.g., 3,500, 5,500.

Inform an aircraft maintaining “VFR-on-top” when Magnetic courses 180−359− even cardinal altitudes plus a report indicates the pilot is not complying with 500 feet; e.g., 4,500, 8,500. 14 CFR Section 91.159(a). PHRASEOLOGY− NOTE− VFR-ON-TOP CRUISING LEVELS FOR YOUR As required by 14 CFR Section 91.159(a), the appropriate DIRECTION OF FLIGHT ARE: VFR altitudes for aircraft (not in a holding pattern of 2 minutes or less, or turning) operating more than more than 3,000 feet above the surface to FL 180: 3,000 feet above the surface to and including 18,000 feet MSL: ODD/EVEN ALTITUDES/FLIGHT LEVELS PLUS FIVE HUNDRED FEET.

7−3−2 VFR-on-top 2/9/12 JO 7110.65U

Section 4. Approaches

7−4−1. VISUAL APPROACH 7−4−3. CLEARANCE FOR VISUAL APPROACH A visual approach is an ATC authorization for an ARTCCs and approach controls may clear aircraft for aircraft on an IFR flight plan to proceed visually to the visual approaches using the following procedures: airport of intended landing; it is not an instrument approach procedure. Also, there is no missed NOTE− Towers may exercise this authority when authorized by a approach segment. An aircraft unable to complete a LOA with the facility that provides the IFR service, or by visual approach must be handled as any go-around a facility directive at collocated facilities. and appropriate separation must be provided. a. Controllers may initiate, or pilots may request, REFERENCE− a visual approach even when an aircraft is being FAAO JO 7110.65, Para 2−1−20, Wake Turbulence Cautionary vectored for an instrument approach and the pilot Advisories. FAAO JO 7110.65, Para 3−10−2, Forwarding Approach Information subsequently reports: by Nonapproach Control Facilities. FAAO JO 7110.65, Para 7−2−1, Visual Separation. 1. The airport or the runway in sight at airports FAAO JO 7110.65, Para 7−4−4, Approaches to Multiple Runways. with operating control towers. 2. The airport in sight at airports without a control tower. 7−4−2. VECTORS FOR VISUAL APPROACH b. Resolve potential conflicts with all other aircraft, advise an overtaking aircraft of the distance A vector for a visual approach may be initiated if the to the preceding aircraft and speed difference, and reported ceiling at the airport of intended landing is ensure that weather conditions at the airport are VFR at least 500 feet above the MVA/MIA and the or that the pilot has been informed that weather is not visibility is 3 miles or greater. At airports without available for the destination airport. Upon pilot weather reporting service there must be reasonable request, advise the pilot of the frequency to receive assurance (e.g. area weather reports, PIREPs, etc.) weather information where AWOS/ASOS is avail- that descent and flight to the airport can be made able. visually, and the pilot must be informed that weather PHRASEOLOGY− information is not available. (Call sign) (control instructions as required) CLEARED VISUAL APPROACH RUNWAY (number); PHRASEOLOGY− (Ident) FLY HEADING OR TURN RIGHT/LEFT or HEADING (degrees) VECTOR FOR VISUAL APPROACH TO (airport name). (Call sign) (control instructions as required) CLEARED VISUAL APPROACH TO (airport name) (If appropriate) (and if appropriate) WEATHER NOT AVAILABLE.

NOTE− WEATHER NOT AVAILABLE OR VERIFY THAT YOU At airports where weather information is not available, a HAVE THE (airport) WEATHER. pilot request for a visual approach indicates that descent REFERENCE− and flight to the airport can be made visually and clear of FAAO JO 7110.65, Para 7−2−1, Visual Separation. clouds. c. Clear an aircraft for a visual approach when:

REFERENCE− 1. The aircraft is number one in the approach FAAO JO 7110.65, Para 5−9−1, Vectors to Final Approach Course. sequence, or FAAO JO 7110.65, Para 7−2−1, Visual Separation. FAAO JO 7110.65, Para 7−4−3, Clearance for Visual Approach. 2. The aircraft is to follow a preceding aircraft FAAO JO 7110.65, Para 7−4−4, Approaches to Multiple Runways. FAAO JO 7110.65, Para 7−6−7, Sequencing. and the pilot reports the preceding aircraft in sight and FAAO JO 7110.65, Para 7−7−3, Separation. is instructed to follow it, or

Approaches 7−4−1 JO 7110.65U 2/9/12

NOTE− 1. Do not permit the respective aircrafts’ The pilot need not report the airport/runway in sight. primary radar targets to touch unless visual 3. The pilot reports the airport or runway in sight separation is being applied. but not the preceding aircraft. Radar separation must 2. When the aircraft flight paths intersect, be maintained until visual separation is provided. ensure standard separation is maintained until visual separation is provided. d. All aircraft following a heavy jet/B757 must be informed of the airplane manufacturer and/or model. c. In addition to the requirements in para 7−2−1, EXAMPLE− Visual Separation, para 7−4−1, Visual Approach, “Cessna Three Four Juliet, following a Boeing 757, 12 para 7−4−2, Vectors for Visual Approach, and o’clock, six miles.” para 7−4−3, Clearance for Visual Approach, the following conditions apply to visual approaches or being conducted simultaneously to parallel, intersecting, and converging runways, as appropriate: “Cessna Three Four Juliet, following a Seven fifty seven, 12 o’clock, six miles.” 1. Parallel runways separated by less than REFERENCE− 2,500 feet. Unless standard separation is provided by FAAO JO 7110.65, Para.2−4−21, Description of Aircraft Types. ATC, an aircraft must report sighting a preceding aircraft making an approach (instrument or visual) to e. Inform the tower of the aircraft’s position prior the adjacent parallel runway. When an aircraft reports to communications transfer at controlled airports. another aircraft in sight on the adjacent final approach ARTS/STARS functions may be used provided a course and visual separation is applied, controllers facility directive or LOA specifies control and must advise the succeeding aircraft to maintain visual communication transfer points. separation. However, do not permit a heavy/B757 f. In addition to the requirements of para 7−4−2, aircraft to overtake another aircraft. Do not permit a Vectors for Visual Approach, and subparas a, b, c, d, large aircraft to overtake a small aircraft. and e, ensure that the location of the destination 2. Parallel runways separated by at least airport is provided when the pilot is asked to report 2,500 feet, but less than 4,300 feet. the destination airport in sight. (a) Standard separation is provided until the g. In those instances where airports are located in aircraft are established on a heading which will close proximity, also provide the location of the intercept the extended centerline of the runway at an airport that may cause the confusion. angle not greater than 30 degrees, and each aircraft EXAMPLE− has been issued and the pilot has acknowledged “Cessna Five Six November, Cleveland Burke Lakefront receipt of the visual approach clearance. Airport is at 12 o’clock, 5 miles. Cleveland Hopkins NOTE− Airport is at 1 o’clock 12 miles. Report Cleveland Hopkins The intent of the 30 degree intercept angle is to reduce the in sight.” potential for overshoots of the final, and preclude REFERENCE− side-by-side operations with one or both aircraft in a FAAO JO 7110.65, Para 7−4−4, Approaches to Multiple Runways. “belly-up” configuration during the turn. Aircraft performance, speed, and the number of degrees of the turn to the final are factors to be considered by the controller 7−4−4. APPROACHES TO MULTIPLE when vectoring aircraft to parallel runways. RUNWAYS (b) Visual approaches may be conducted to a. All aircraft must be informed that approaches one runway while visual or instrument approaches are being conducted to parallel/intersecting/conver- are conducted simultaneously to other runways, ging runways. This may be accomplished through use provided the conditions of subpara (a) are met. of the ATIS. (c) Provided aircraft flight paths do not b. When conducting visual approaches to multiple intersect, and when the provisions of subparas (a) and runways ensure the following: (b) are met, it is not necessary to apply any other type

7−4−2 Approaches 2/9/12 JO 7110.65U

of separation with aircraft on the adjacent final b. The published name of the CVFP and the approach course. landing runway are specified in the approach clearance, the reported ceiling at the airport of 3. Parallel runways separated by 4,300 feet or intended landing is at least 500 feet above the more. MVA/MIA, and the visibility is 3 miles or more, (a) When aircraft flight paths do not intersect, unless higher minimums are published for the visual approaches may be conducted simultaneously, particular CVFP. provided standard separation is maintained until one c. When using parallel or intersecting/converging of the aircraft has been issued and the pilot has runways, the criteria specified in para 7−4−4, acknowledged receipt of the visual approach Approaches to Multiple Runways, are applied. clearance. d. An aircraft not following another aircraft on the (b) Visual approaches may be conducted to approach reports sighting a charted visual landmark, one runway while visual or instrument approaches or reports sighting a preceding aircraft landing on the are conducted simultaneously to other runways, same runway and has been instructed to follow that provided the conditions of subpara (a) are met. aircraft. (c) Provided the aircraft flight paths do not PHRASEOLOGY− intersect, when the provisions of subparas (a) and (b) (Ident) CLEARED (name of CVFP) APPROACH. are met, it is not necessary to apply any other type of separation with aircraft on the adjacent final approach 7−4−6. CONTACT APPROACH course. Clear an aircraft for a contact approach only if the 4. Intersecting and converging runways. Visual following conditions are met: approaches may be conducted simultaneously with visual or instrument approaches to other runways, a. The pilot has requested it. provided: NOTE− When executing a contact approach, the pilot is (a) Standard separation is maintained until responsible for maintaining the required flight visibility, the aircraft conducting the visual approach has been cloud clearance, and terrain/obstruction clearance. issued and the pilot has acknowledged receipt of the Unless otherwise restricted, the pilot may find it necessary visual approach clearance. to descend, climb, and/or fly a circuitous route to the airport to maintain cloud clearance and/or terrain/ (b) When aircraft flight paths intersect, radar obstruction clearance. It is not in any way intended that separation must be maintained until visual separation controllers will initiate or suggest a contact approach to a is provided. pilot. NOTE− b. The reported ground visibility is at least Although simultaneous approaches may be conducted to 1 statute mile. intersecting runways, staggered approaches may be necessary to meet the airport separation requirements c. A standard or special instrument approach specified in para 3−10−4, Intersecting Runway Separation. procedure has been published and is functioning for REFERENCE− the airport of intended landing. FAAO 7110.79, Charted Visual Flight Procedures. FAAO JO 7110.65, Para 7−4−5, Charted Visual Flight Procedures d. Approved separation is applied between (CVFP). USA/USN Not Applicable. aircraft so cleared and other IFR or SVFR aircraft. FAAO JO 7110.65, Para 7−7−3, Separation. When applying vertical separation, do not assign a fixed altitude but clear the aircraft at or below an 7−4−5. CHARTED VISUAL FLIGHT altitude which is at least 1,000 feet below any IFR PROCEDURES (CVFP). USA/USN NOT traffic but not below the minimum safe altitude APPLICABLE prescribed in 14 CFR Section 91.119. Clear an aircraft for a CVFP only when the following NOTE− conditions are met: 14 CFR Section 91.119 specifies the minimum safe altitude to be flown: a. There is an operating control tower. (a) Anywhere.

Approaches 7−4−3 JO 7110.65U 2/9/12

(b) Over congested areas. conditions are such that a contact approach may be (c) Other than congested areas. To provide for an impracticable. emergency landing in the event of power failure and without undue hazard to persons or property on the PHRASEOLOGY− surface. CLEARED CONTACT APPROACH, (d) Helicopters. May be operated at less than the minimums prescribed in paras (b) and (c) above if the And if required, operation is conducted without hazard to persons or AT OR BELOW (altitude) (routing). property on the surface. IF NOT POSSIBLE, (alternative procedures), AND e. An alternative clearance is issued when weather ADVISE.

7−4−4 Approaches 2/9/12 JO 7110.65U

Section 5. Special VFR (SVFR)

7−5−1. AUTHORIZATION b. SVFR operations may be authorized for aircraft operating in or transiting a Class B, Class C, Class D, a. SVFR operations in weather conditions less or Class E surface area when the primary airport is than basic VFR minima are authorized: reporting VFR but the pilot advises that basic VFR REFERENCE− cannot be maintained. FAAO JO 7110.65, Para 2−1−4, Operational Priority. NOTE− 1. At any location not prohibited by 14 CFR The basic requirements for issuance of a SVFR clearance Part 91, Appendix D or when an exemption to in subpara a apply with the obvious exception that weather 14 CFR Part 91 has been granted and an associated conditions at the controlling airport are not required to be LOA established. 14 CFR Part 91 does not prohibit less than basic VFR minima. SVFR helicopter operations. 7−5−2. PRIORITY 2. Only within the lateral boundaries of Class B, Class C, Class D, or Class E surface areas, below a. SVFR flights may be approved only if arriving 10,000 feet MSL. and departing IFR aircraft are not delayed. 3. Only when requested by the pilot. EXAMPLE− 1. A SVFR aircraft has been cleared to enter a Class B, 4. On the basis of weather conditions reported at Class C, Class D, or Class E surface area and subsequently the airport of intended landing/departure. an IFR aircraft is ready to depart or is in position to begin REFERENCE− an approach. Less overall delay might accrue to the IFR FAAO JO 7110.65, Para 7−5−6, Climb to VFR. aircraft if the SVFR aircraft is allowed to proceed to the FAAO JO 7110.65, Para 7−5−7, Ground Visibility Below One Mile. airport and land, rather than leave, a Class B, Class C, 5. When weather conditions are not reported at Class D, or Class E surface area or be repositioned to the airport of intended landing/departure and the pilot provide IFR priority. advises that VFR cannot be maintained and requests 2. A SVFR aircraft is number one for takeoff and located SVFR. in such a position that the number two aircraft, an IFR flight, cannot taxi past to gain access to the runway. Less PHRASEOLOGY− overall delay might accrue to the IFR aircraft by releasing CLEARED TO ENTER/OUT OF/THROUGH, (name) the SVFR departure rather than by having the aircraft taxi SURFACE AREA down the runway to a turnoff point so the IFR aircraft could be released first. and if required, NOTE− (direction) OF (name) AIRPORT (specified routing), The priority afforded IFR aircraft over SVFR aircraft is not and intended to be so rigidly applied that inefficient use of airspace results. The controller has the prerogative of MAINTAIN SPECIAL V−F−R CONDITIONS, permitting completion of a SVFR operation already in progress when an IFR aircraft becomes a factor if better and if required, overall efficiency will result. b. Inform an aircraft of the anticipated delay when AT OR BELOW (altitude below 10,000 feet MSL) a SVFR clearance cannot be granted because of IFR or as applicable under an exemption from 14 CFR traffic. Do not issue an EFC or expected departure Part 91, time. PHRASEOLOGY− CLEARED FOR (coded arrival or departure procedure) EXPECT (number) MINUTES DELAY, (additional ARRIVAL/DEPARTURE, (additional instructions as instructions as necessary). required). REFERENCE− REFERENCE− FAAO JO 7110.65, Para 2−1−4, Operational Priority. FAAO JO 7110.65, Para 2−4−22, Airspace Classes. FAAO JO 7110.65, Para 5−6−1, Application.

Special VFR (SVFR) 7−5−1 JO 7110.65U 2/9/12

7−5−3. SEPARATION 7−5−4. ALTITUDE ASSIGNMENT Do not assign a fixed altitude when applying vertical a. Apply approved separation between: separation, but clear the SVFR aircraft at or below an 1. SVFR aircraft. altitude which is at least 500 feet below any conflicting IFR traffic but not below the MSA 2. SVFR aircraft and IFR aircraft. prescribed in 14 CFR Section 91.119. PHRASEOLOGY− NOTE− MAINTAIN SPECIAL V−F−R CONDITIONS AT OR Approved separation between SVFR fixed−wing aircraft, BELOW (altitude). and between SVFR fixed−wing aircraft and IFR fixed−wing aircraft, is prescribed in Chapter 6 and Chapter 7, NOTE− para 7−5−4, Altitude Assignment. Radar vectors are 1. SVFR aircraft are not assigned fixed altitudes to authorized as prescribed in para 5−6−1, Application, maintain because of the clearance from clouds subpara f. requirement. 2. The MSAs are: b. Alternate SVFR helicopter separation minima (a) Over congested areas, an altitude at least 1,000 feet may be established when warranted by the volume above the highest obstacle, and and/or complexity of local helicopter operations. (b) Over other than congested areas, an altitude at least Alternate SVFR helicopter separation minima must 500 feet above the surface. be established with an LOA with the helicopter (c) Helicopters may be operated at less than the operator which must specify, as a minimum, that minimum altitudes prescribed in (a) and (b) above. SVFR helicopters are to maintain visual reference to REFERENCE− the surface and adhere to the following aircraft FAAO JO 7110.65, Para 2−1−4, Operational Priority. FAAO JO 7110.65, Para 5−6−1, Application. separation minima: 14 CFR Section 91.119, Minimum Safe Altitudes: General. 1. Between a SVFR helicopter and an arriving or departing IFR aircraft: 7−5−5. LOCAL OPERATIONS a. Authorize local SVFR operations for a specified 1 (a) /2 mile. If the IFR aircraft is less than period (series of landings and takeoffs, etc.) upon 1 mile from the landing airport. request if the aircraft can be recalled when traffic or weather conditions require. Where warranted, LOAs (b) 1 mile. If the IFR aircraft is 1 mile or may be consummated. more from the airport. PHRASEOLOGY− 2. 1 mile between SVFR helicopters. This LOCAL SPECIAL V−F−R OPERATIONS IN THE separation may be reduced to 200 feet if: IMMEDIATE VICINITY OF (name) AIRPORT ARE AUTHORIZED UNTIL (time). MAINTAIN SPECIAL (a) Both helicopters are departing simultan- V−F−R CONDITIONS. eously on courses that diverge by at least 30 degrees REFERENCE− FAAO JO 7210.3, Para 4−3−2, Appropriate Subjects. and: b. Control facilities may also authorize an FSS to (1) The tower can determine this separation transmit SVFR clearances so that only one aircraft at by reference to surface markings; or a time operates in the Class B, Class C, Class D, or Class E surface areas unless pilots agree that they (2) One of the departing helicopters is will maintain visual separation with other aircraft instructed to remain at least 200 feet from the other. operating in the Class B, Class C, Class D, or Class E surface areas. Such authorization concerning visual NOTE− separation by pilots must be contained in a LOA Radar vectors are authorized as prescribed in para 5−6−1, between the control facility and the FSS. Application. REFERENCE− REFERENCE− FAAO JO 7210.3, Para 4−3−3, Developing LOA. FAAO JO 7110.65, Para 2−1−4, Operational Priority. FAAO JO 7110.65, Para 2−1−4, Operational Priority.

7−5−2 Special VFR (SVFR) 2/9/12 JO 7110.65U

7−5−6. CLIMB TO VFR encountering an inflight emergency requiring immediate action to deviate from any rule of 14 CFR Part 91 to the Authorize an aircraft to climb to VFR upon request if extent required to meet that emergency. Flight into adverse the only weather limitation is restricted visibility. weather conditions may require the pilot to execute the emergency authority granted in 14 CFR Section 91.3 and PHRASEOLOGY− continue inbound to land. CLIMB TO V−F−R WITHIN (name) SURFACE AREA/WITHIN (a specified distance) MILES FROM d. Authorize scheduled air carrier aircraft in the (airport name) AIRPORT, MAINTAIN SPECIAL V−F−R U.S. to conduct operations if ground visibility is not CONDITIONS UNTIL REACHING V−F−R. 1 less than /2 statute mile. REFERENCE− FAAO JO 7110.65, Para 2−1−4, Operational Priority. NOTE− FAAO JO 7110.65, Para 2−4−22, Airspace Classes. 14 CFR Part 121 permits landing or takeoff by domestic FAAO JO 7110.65, Para 7−5−1, Authorization. scheduled air carriers where a local surface restriction to visibility is not less than 1/2 statute mile, provided all turns 7−5−7. GROUND VISIBILITY BELOW ONE after takeoff or before landing and all flights beyond MILE 1 statute mile from the airport boundary can be accomplished above or outside the area so restricted. The 14 CFR Part 91 does not prohibit helicopter SVFR pilot is solely responsible for determining if the nature of flight when the visibility is less than 1 mile. Treat the visibility restriction will permit compliance with the requests for SVFR fixed wing operations as follows provisions of 14 CFR Part 121. when the ground visibility is officially reported at an e. Clear an aircraft to fly through the Class B, airport as less than 1 mile: Class C, Class D, or Class E surface area if the aircraft reports flight visibility is at least 1 statute a. Inform departing aircraft that ground visibility mile. is less than 1 mile and that a clearance cannot be issued. REFERENCE− FAAO JO 7110.65, Para 2−1−4, Operational Priority. b. Inform arriving aircraft, operating outside of a FAAO JO 7110.65, Para 7−5−1, Authorization. Class B, Class C, Class D, or Class E surface area, that ground visibility is less than 1 mile and that, unless an 7−5−8. FLIGHT VISIBILITY BELOW ONE emergency exists, a clearance cannot be issued. MILE c. Inform arriving aircraft, operating VFR/SVFR Treat requests for SVFR fixed-wing operations as within a Class B, Class C, Class D, or Class E surface follows when weather conditions are not reported at area, that ground visibility is less than 1 mile and an airport and the pilot advises the flight visibility is request the pilot to advise intentions. less than 1 mile: PHRASEOLOGY− NOTE− (Name of airport) VISIBILITY LESS THAN ONE MILE. 14 CFR Part 91 prescribes the visibility for basic VFR and ADVISE INTENTIONS. SVFR operations as the official reported ground visibility NOTE− at airports where provided and landing or takeoff “flight Clear an aircraft to land at an airport with an operating visibility” where there is no official reported ground control tower, traffic permitting, if the pilot reports the visibility. airport in sight. The pilot is responsible to continue to the airport or exit the surface area. 14 CFR Section 91.157 a. Inform departing aircraft that a clearance cannot prohibits VFR aircraft (other than helicopters) from be issued. landing at any airport within a surface area when ground visibility is less than 1 mile. A pilot could inadvertently b. Inform arriving aircraft operating outside of a encounter conditions that are below SVFR minimums after Class B, Class C, Class D or Class E surface area that entering a surface area due to rapidly changing weather. a clearance cannot be issued unless an emergency The pilot is best suited to determine the action to be taken exists. since pilots operating under SVFR between sunrise and sunset are not required to be instrument rated, and the c. Request the intentions of an arriving aircraft possibility exists that flight visibility may not be the same operating within a Class B, Class C, Class D, or as ground visibility. 14 CFR Section 91.3 authorizes a pilot Class E surface area.

Special VFR (SVFR) 7−5−3 JO 7110.65U 2/9/12

NOTE− sunset are not required to be instrument rated, and the Clear an aircraft to land at an airport with an operating possibility exists that flight visibility may not be the same control tower, traffic permitting, if the pilot reports the as ground visibility. 14 CFR Section 91.3 authorizes a pilot airport in sight. The pilot is responsible to continue to the encountering an inflight emergency requiring immediate airport or exit the surface area. 14 CFR Section 91.157 action to deviate from any rule of 14 CFR Part 91 to the prohibits VFR aircraft (other than helicopters) from extent required to meet that emergency. Flight into adverse landing at any airport within a surface area when flight weather conditions may require the pilot to execute the visibility is less than 1 mile. A pilot could inadvertently emergency authority granted in 14 CFR Section 91.3 and encounter conditions that are below SVFR minimums after continue inbound to land. entering a surface area due to rapidly changing weather. REFERENCE− The pilot is best suited to determine the action to be taken FAAO JO 7110.65, Para 2−1−4, Operational Priority. since pilots operating under SVFR between sunrise and

7−5−4 Special VFR (SVFR) 2/9/12 JO 7110.65U

Section 6. Basic Radar Service to VFR Aircraft− Terminal

7−6−1. APPLICATION requested. Arriving aircraft are assumed to want radar service unless the pilot states “Negative radar a. Basic radar services for VFR aircraft must service,” or makes a similar comment. include: 1. Safety alerts. 7−6−3. INITIAL CONTACT 2. Traffic advisories. An aircraft sighted by the local controller at the time 3. Limited radar vectoring when requested by of first radio contact may be positioned in the landing the pilot. sequence after coordination with approach control.

4. Sequencing at locations where procedures 7−6−4. IDENTIFICATION have been established for this purpose and/or when covered by a LOA. Identify the aircraft before taking action to position it in the approach sequence. b. Apply the procedures contained in para 7−1−3, Approach Control Service for VFR Arriving Aircraft, 7−6−5. HOLDING when arriving VFR aircraft are handled by approach control and provide vectoring service in accordance Hold VFR aircraft over the initial reporting fix or a fix with Chapter 5, Radar, Section 7, Speed Adjustment, near the airport when holding is required to establish in addition to the radar services prescribed in an approach sequence. para 5−6−1, Application, and para 5−6−2, Methods. REFERENCE− FAAO JO 7110.65, Para 7−1−4, Visual Holding of VFR Aircraft. REFERENCE− FAAO JO 7110.65, Para 2−1−16, Surface Areas. FAAO JO 7110.65, Para 7−6−1, Application. 7−6−6. APPROACH SEQUENCE FAAO JO 7210.3, Chapter 11, Section 1, Terminal VFR Radar Services. Do not assign landing sequence numbers, when AIM, Para 4−1−18, Terminal Radar Services for VFR Aircraft. establishing aircraft in the approach sequence, unless this responsibility has been delegated in a LOA or 7−6−2. SERVICE AVAILABILITY facility directive. a. Inform aircraft on initial contact whenever this NOTE− service cannot be provided because of radar outage The landing sequence is ordinarily established by the and apply para 7−1−3, Approach Control Service for tower. VFR Arriving Aircraft. 7−6−7. SEQUENCING b. Provide the service, to the extent possible using an available frequency, if an aircraft desires the a. Establish radar contact before instructing a VFR service but cannot communicate on the appropriate aircraft to enter the traffic pattern at a specified point frequencies. Aircraft which do not desire radar or vectoring the aircraft to a position in the approach service may be fitted into the landing sequence by the sequence. Inform the pilot of the aircraft to follow tower. Coordination of these aircraft must be when the integrity of the approach sequence is accomplished with the approach control unless a dependent on following a preceding aircraft. Ensure facility directive/LOA prescribes otherwise. Nonpar- visual contact is established with the aircraft to follow ticipating aircraft must, to the extent possible, be and provide instruction to follow that aircraft. given the same landing sequence they would have PHRASEOLOGY− received had they been sequenced by radar vectors. FOLLOW (description) (position, if necessary). c. Radar sequencing to the primary airport, when b. Direct a VFR aircraft to a point near the airport local procedures have been developed, must be to hold when a position is not available in the provided unless the pilot states that the service is not approach sequence for the runway in use. The aircraft

Basic Radar Service to VFR Aircraft− Terminal 7−6−1 JO 7110.65U 2/9/12

may be vectored to another runway after coordination 7−6−9. ABANDONED APPROACH with the tower. Instruct the aircraft to change to approach control for c. Apply the following procedures to a VFR sequencing when an aircraft, under tower control, aircraft being radar sequenced: abandons the approach and coordination with approach control reveals no immediate space in the 1. The provisions of para 5−5−4, Minima, approach sequence. subparas e and f. 7−6−10. VFR DEPARTURE INFORMATION 2. When parallel runways are less than 2,500 feet apart, do not permit a heavy jet/B757 to Inform departing VFR aircraft who request radar overtake any aircraft nor a large aircraft to overtake traffic advisories when to contact departure control a small aircraft established on final within the and the frequency to use. Provide traffic advisories in facility’s area of responsibility. accordance with para 2−1−21, Traffic Advisories, after the departure is radar identified. NOTE− 7−6−8. CONTROL TRANSFER Departing aircraft desiring traffic information are expected to request the service and to state their proposed a. Inform the tower of the aircraft’s position and direction of flight upon initial contact with ground control. then instruct the pilot to contact the tower. 7−6−11. TERMINATION OF SERVICE b. The aircraft may be instructed to contact the Basic radar services should be provided to the extent tower prior to the tower being advised of the aircraft’s possible, workload permitting. Terminate radar position provided: service to aircraft landing at airports other than those 1. The tower advises the aircraft is in sight, and where sequencing service is provided at a sufficient distance from the airport to permit the pilot to change 2. Space is available in the landing sequence. to the appropriate frequency for traffic and airport information. c. Instruct the pilot to contact the tower at the PHRASEOLOGY− appropriate point when the approach control RADAR SERVICE TERMINATED, SQUAWK ONE TWO ARTS/STARS track data is being displayed on the ZERO ZERO, tower’s BRITE/DBRITE/TDW display, the aircraft is tagged by ARTS/STARS, and a facility directive or specifies change of communications and control jurisdiction points. SQUAWK VFR,

NOTE− then The point at which an aircraft is instructed to contact the tower is determined by prior coordination between the CHANGE TO ADVISORY FREQUENCY APPROVED, tower and approach control and will vary, depending on the runway in use, weather, etc. The transfer of or communications ordinarily occurs at least 5 miles from the runway. The point for the transfer of communications CONTACT (frequency identification), should be a sufficient distance from the airport to permit the tower to properly sequence the aircraft, but not at a or distance that could derogate the provision of radar traffic information service. FREQUENCY CHANGE APPROVED.

7−6−2 Basic Radar Service to VFR Aircraft− Terminal 2/9/12 JO 7110.65U

7−6−12. SERVICE PROVIDED WHEN 2. Traffic information. TOWER IS INOPERATIVE 3. Inform aircraft when radar service is a. Provide the following services during hours terminated. when the tower is not in operation: REFERENCE− 1. Wind direction and velocity. FAAO JO 7110.65, Para 5−1−13, Radar Service Termination. NOTE− b. Do not assign landing sequence. Issue information provided from the FSS or WSO. Otherwise, inform the pilot that wind information is not available.

Basic Radar Service to VFR Aircraft− Terminal 7−6−3

2/9/12 JO 7110.65U

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

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

Apply TRSA procedures within the designated a. Altitude information contained in a clearance, TRSA in addition to the basic services described in instruction, or advisory to VFR aircraft must meet Chapter 7, Visual, Section 6, Basic Radar Service to MVA, MSA, or minimum IFR altitude criteria. VFR Aircraft− Terminal. REFERENCE− FAAO JO 7110.65, Para 4−5−2, Flight Direction. REFERENCE− FAAO JO 7110.65, Para 4−5−3, Exceptions. FAAO JO 7110.65, Para 7−2−1, Visual Separation. FAAO JO 7110.65, Para 4−5−6, Minimum En Route Altitudes. b. If required, issue altitude assignments, consistent with the provisions of 14 CFR Section 91.119. 7−7−2. ISSUANCE OF EFC NOTE− Inform the pilot when to expect further clearance The MSAs are: 1. Over congested areas, an altitude at least 1,000 feet when VFR aircraft are held either inside or outside the above the highest obstacle; and TRSA.

REFERENCE− 2. Over other than congested areas, an altitude at least FAAO JO 7110.65, Para 7−2−1, Visual Separation. 500 feet above the surface. c. When necessary to assign an altitude for 7−7−3. SEPARATION separation purposes to VFR aircraft contrary to 14 CFR Section 91.159, advise the aircraft to resume Separate VFR aircraft from VFR/IFR aircraft by any altitudes appropriate for the direction of flight when one of the following: the altitude assignment is no longer needed for separation or when leaving the TRSA. a. Visual separation, as specified in para 7−2−1, PHRASEOLOGY− Visual Separation, para 7−4−2, Vectors for Visual RESUME APPROPRIATE VFR ALTITUDES. Approach, and para 7−6−7, Sequencing. REFERENCE− FAAO JO 7110.65, Para 4−8−11, Practice Approaches. NOTE− FAAO JO 7110.65, Para 5−6−1, Application. Issue wake turbulence cautionary advisories in accor- FAAO JO 7110.65, Para 7−2−1, Visual Separation. dance with para 2−1−20, Wake Turbulence Cautionary Advisories. 7−7−6. APPROACH INTERVAL b. 500 feet vertical separation. The tower must specify the approach interval. REFERENCE− c. Target resolution. FAAO JO 7110.65, Para 7−2−1, Visual Separation. NOTE− 7−7−7. TRSA DEPARTURE INFORMATION Apply the provisions of para 5−5−4, Minima, subparas e and f when wake turbulence separation is required. a. At controlled airports within the TRSA, inform a departing aircraft proposing to operate within the REFERENCE− FAAO JO 7110.65, Para 7−2−1, Visual Separation. TRSA when to contact departure control and the frequency to use. If the aircraft is properly equipped, ground control or clearance delivery must issue the 7−7−4. HELICOPTER TRAFFIC appropriate beacon code. NOTE− Helicopters need not be separated from other Departing aircraft are assumed to want TRSA service helicopters. Traffic information must be exchanged, unless the pilot states, “negative TRSA service,” or makes as necessary. a similar comment. Pilots are expected to inform the REFERENCE− controller of intended destination and/or route of flight and FAAO JO 7110.65, Para 7−2−1, Visual Separation. altitude.

Terminal Radar Service Area (TRSA)− Terminal 7−7−1 JO 7110.65U 2/9/12

b. Provide separation until the aircraft leaves the d. Aircraft departing satellite controlled airports TRSA. that will penetrate the TRSA should be provided the c. Inform VFR participating aircraft when leaving same service as those aircraft departing the primary the TRSA. airport. Procedures for handling this situation must be covered in a letter of agreement or facility directives, PHRASEOLOGY− as appropriate. LEAVING THE (name) TRSA,

and as appropriate, e. Procedures for handling aircraft departing uncontrolled satellite airports must be advertised in a RESUME OWN NAVIGATION, REMAIN THIS facility bulletin and service provided accordingly. FREQUENCY FOR TRAFFIC ADVISORIES, RADAR SERVICE TERMINATED, SQUAWK ONE TWO ZERO REFERENCE− ZERO. FAAO JO 7110.65, Para 7−2−1, Visual Separation.

7−7−2 Terminal Radar Service Area (TRSA)− Terminal 2/9/12 JO 7110.65U

Section 8. Class C Service− Terminal

7−8−1. APPLICATION 7−8−3. SEPARATION Apply Class C service procedures within the Separate VFR aircraft from IFR aircraft by any one of designated Class C airspace and the associated outer the following: area. Class C services are designed to keep ATC informed of all aircraft within Class C airspace, not a. Visual separation as specified in para 7−2−1, to exclude operations. Two-way radio communica- Visual Separation, para 7−4−2, Vectors for Visual tions and operational transponder are normally Approach, and para 7−6−7, Sequencing. required for operations within Class C airspace, but operations without radio communications or NOTE− transponder can be conducted by LOA, facility Issue wake turbulence cautionary advisories in accord- directive, or special arrangement with Class C ance with para 2−1−20, Wake Turbulence Cautionary airspace controlling facility. Advisories. REFERENCE− FAAO JO 7110.65, Para 7−2−1, Visual Separation. b. 500 feet vertical separation; 14 CFR Section 91.215, ATC Transponder and Altitude Reporting Equipment and Use. c. Target resolution.

7−8−2. CLASS C SERVICES NOTE− Apply the provisions of para 5−5−4, Minima, when wake a. Class C services include the following: turbulence separation is required.

1. Sequencing of all aircraft to the primary REFERENCE− airport. FAAO JO 7110.65, Para 7−2−1, Visual Separation. 2. Standard IFR services to IFR aircraft.

3. Separation, traffic advisories, and safety 7−8−4. ESTABLISHING TWO-WAY alerts between IFR and VFR aircraft. COMMUNICATIONS 4. Mandatory traffic advisories and safety alerts between VFR aircraft. Class C service requires pilots to establish two-way b. Provide Class C services to all aircraft operating radio communications before entering Class C within Class C airspace. airspace. If the controller responds to a radio call with, “(a/c call sign) standby,” radio communications c. Provide Class C services to all participating have been established and the pilot can enter Class C aircraft in the outer area. airspace. If workload or traffic conditions prevent d. Aircraft should not normally be held. However, immediate provision of Class C services, inform the if holding is necessary, inform the pilot of the pilot to remain outside Class C airspace until expected length of delay. conditions permit the services to be provided. e. When a radar outage occurs, advise aircraft that PHRASEOLOGY− Class C services are not available and, if appropriate, (A/c call sign) REMAIN OUTSIDE CHARLIE AIRSPACE when to contact the tower. AND STANDBY. REFERENCE− REFERENCE− FAAO JO 7110.65, Para 7−2−1, Visual Separation. FAAO JO 7110.65, Para 7−2−1, Visual Separation.

Class C Service− Terminal 7−8−1 JO 7110.65U 2/9/12

7−8−5. ALTITUDE ASSIGNMENTS 7−8−7. ADJACENT AIRPORT OPERATIONS a. Aircraft that will penetrate Class C airspace a. When necessary to assign altitudes to VFR after departing controlled airports within or adjacent aircraft, assign altitudes that meet the MVA, MSA, or to Class C airspace must be provided the same minimum IFR altitude criteria. services as those aircraft departing the primary airport. Procedures for handling this situation must be b. Aircraft assigned altitudes which are contrary to covered in a LOA or a facility directive, as 14 CFR Section 91.159 must be advised to resume appropriate. altitudes appropriate for the direction of flight when the altitude is no longer needed for separation, when b. Aircraft departing uncontrolled airports within leaving the outer area, or when terminating Class C Class C airspace must be handled using procedures service. advertised in a Letter to Airmen.

PHRASEOLOGY− 7−8−8. TERMINATION OF SERVICE RESUME APPROPRIATE VFR ALTITUDES. Unless aircraft are landing at secondary airports or REFERENCE− FAAO JO 7110.65, Para 7−2−1, Visual Separation. have requested termination of service while in the outer area, provide services until the aircraft departs the associated outer area. Terminate Class C service to aircraft landing at other than the primary airport at 7−8−6. EXCEPTIONS a sufficient distance from the airport to allow the pilot to change to the appropriate frequency for traffic and a. VFR helicopters need not be separated from airport information. IFR helicopters. Traffic information and safety alerts PHRASEOLOGY− must be issued as appropriate. CHANGE TO ADVISORY FREQUENCY APPROVED,

b. Hot air balloons need not be separated from IFR or aircraft. Traffic information and safety alerts must be issued as appropriate. CONTACT (facility identification).

7−8−2 Class C Service− Terminal 2/9/12 JO 7110.65U

Section 9. Class B Service Area− Terminal

7−9−1. APPLICATION VFR traffic from IFR traffic flows when a radar outage occurs. Apply Class B services and procedures within the designated Class B airspace. b. Approve/deny requests from VFR aircraft to operate in Class B airspace based on workload, a. No person may operate an aircraft within operational limitations and traffic conditions. Class B airspace unless: c. Inform the pilot when to expect further 1. The aircraft has an operable two-way radio clearance when VFR aircraft are held either inside or capable of communications with ATC on appropriate outside Class B airspace. frequencies for that Class B airspace. d. Inform VFR aircraft when leaving Class B 2. The aircraft is equipped with the applicable airspace. operating transponder and automatic altitude report- PHRASEOLOGY− ing equipment specified in para (a) of 14 CFR LEAVING (name) BRAVO AIRSPACE, Section 91.215, except as provided in para (d) of that section. and as appropriate,

RESUME OWN NAVIGATION, REMAIN THIS 7−9−2. VFR AIRCRAFT IN CLASS B FREQUENCY FOR TRAFFIC ADVISORIES, RADAR AIRSPACE SERVICE TERMINATED, SQUAWK ONE TWO ZERO ZERO. a. VFR aircraft must obtain an ATC clearance to operate in Class B airspace. 7−9−3. METHODS REFERENCE− FAAO JO 7110.65, Para 2−1−18, Operational Requests. a. To the extent practical, clear large turbine FAAO JO 7110.65, Para 2−4−22, Airspace Classes. engine-powered airplanes to/from the primary airport PHRASEOLOGY− using altitudes and routes that avoid VFR corridors CLEARED THROUGH/TO ENTER/OUT OF BRAVO and airspace below the Class B airspace floor where AIRSPACE, VFR aircraft are operating. NOTE− and as appropriate, Pilots operating in accordance with VFR are expected to advise ATC if compliance with assigned altitudes, VIA (route). MAINTAIN (altitude) WHILE IN BRAVO headings, or routes will cause violation of any part of the AIRSPACE. CFR. or b. Vector aircraft to remain in Class B airspace after entry. Inform the aircraft when leaving and CLEARED AS REQUESTED. reentering Class B airspace if it becomes necessary to extend the flight path outside Class B airspace for (Additional instructions, as necessary.) spacing. REMAIN OUTSIDE BRAVO AIRSPACE. (When NOTE− necessary, reason and/or additional instructions.) 14 CFR Section 91.131 states that “Unless otherwise authorized by ATC, each person operating a large turbine NOTE− engine-powered airplane to or from a primary airport for 1. Assignment of radar headings, routes, or altitudes is which a Class B airspace area is designated must operate based on the provision that a pilot operating in accordance at or above the designated floors of the Class B airspace with VFR is expected to advise ATC if compliance will area while within the lateral limits of that area.” Such cause violation of any part of the CFR. authorization should be the exception rather than the rule. 2. Separation and sequencing for VFR aircraft is REFERENCE− dependent upon radar. Efforts should be made to segregate FAAO JO 7110.65, Para 5−1−10, Deviation Advisories.

Class B Service Area− Terminal 7−9−1 JO 7110.65U 2/9/12

c. Aircraft departing controlled airports within NOTE− Class B airspace will be provided the same services Issue wake turbulence cautionary advisories in accor- as those aircraft departing the primary airport. dance with para 2−1−20, Wake Turbulence Cautionary Advisories. REFERENCE− FAAO JO 7110.65, Para 2−1−18, Operational Requests. REFERENCE− P/CG Term− Lateral Separation. P/CG Term− Radar Separation. P/CG Term− Target Resolution. 7−9−4. SEPARATION P/CG Term− Visual Separation. a. Standard IFR services to IFR aircraft. 7−9−5. TRAFFIC ADVISORIES b. VFR aircraft must be separated from VFR/IFR aircraft that weigh more than 19,000 pounds and a. Provide mandatory traffic advisories and safety turbojets by no less than: alerts, between all aircraft. 1 1. 1 /2 miles separation, or b. Apply merging target procedures in accordance with para 5−1−8, Merging Target Procedures. 2. 500 feet vertical separation, or

NOTE− 7−9−6. HELICOPTER TRAFFIC Apply the provisions of para 5−5−4, Minima, when wake turbulence separation is required. VFR helicopters need not be separated from VFR or 3. Visual separation, as specified in para 7−2−1, IFR helicopters. Traffic advisories and safety alerts Visual Separation, para 7−4−2, Vectors for Visual must be issued as appropriate. Approach, and para 7−6−7, Sequencing. NOTE− 7−9−7. ALTITUDE ASSIGNMENTS Issue wake turbulence cautionary advisories in accor- a. Altitude information contained in a clearance, dance with para 2−1−20, Wake Turbulence Cautionary Advisories. instruction, or advisory to VFR aircraft must meet MVA, MSA, or minimum IFR altitude criteria. c. For the application of Class Bravo airspace separation requirements, the V−22 Osprey must be b. Issue altitude assignments, if required, consis- treated as a fixed−wing aircraft. It is an SRS Category tent with the provisions of 14 CFR Section 91.119. II aircraft but weighs more than 19,000 pounds. The NOTE− V−22 Osprey must be separated from VFR/IFR The MSAs are: aircraft by minimum identified in subparagraph b 1. Over congested areas, an altitude at least 1,000 feet above. above the highest obstacle, 2. Over other than congested areas, an altitude at least d. VFR aircraft must be separated from all 500 feet above the surface. VFR/IFR aircraft which weigh 19,000 pounds or less REFERENCE− by a minimum of: FAAO JO 7110.65, Para 4−5−2, Flight Direction. FAAO JO 7110.65, Para 4−5−3, Exceptions. 1. Target resolution, or FAAO JO 7110.65, Para 4−5−6, Minimum En Route Altitudes. 2. 500 feet vertical separation, or c. Aircraft assigned altitudes which are contrary to 14 CFR Section 91.159 must be advised to resume NOTE− altitudes appropriate for the direction of flight when 1. Apply the provisions of para 5−5−4, Minima, when the altitude assignment is no longer required or when wake turbulence separation is required. leaving Class B airspace. 2. Aircraft weighing 19,000 pounds or less include all PHRASEOLOGY− aircraft in SRS Categories I and II plus G73, STAR, S601, RESUME APPROPRIATE VFR ALTITUDES. BE30, SW3, B190 and C212.

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

7−9−2 Class B Service Area− Terminal 2/9/12 JO 7110.65U

Chapter 8. Offshore/Oceanic Procedures Section 1. General

8−1−1. ATC SERVICE d. Radar separation, as specified in Chapter 5, Radar, where radar coverage is adequate. Provide air traffic control service in oceanic controlled airspace in accordance with the procedures in this chapter except when other procedures/minima 8−1−5. ALTIMETER SETTING are prescribed in a directive or a letter of agreement. Within oceanic control areas, unless directed and/or REFERENCE− charted otherwise, altitude assignment must be based FAAO JO 7110.65, Procedural Letters of Agreement, Para 1−1−9. on flight levels and a standard altimeter setting of 29.92 inches Hg. 8−1−2. OPERATIONS IN OFFSHORE AIRSPACE AREAS 8−1−6. RECEIPT OF POSITION REPORTS Provide air traffic control service in offshore airspace When a position report affecting separation is not areas in accordance with procedures and minima in received, take action to obtain the report no later than this chapter. For those situations not covered by this 10 minutes after the control estimate, unless chapter, the provisions in this Order must apply. otherwise specified.

8−1−3. VFR FLIGHT PLANS 8−1−7. OCEANIC NAVIGATIONAL ERROR REPORTING (ONER) PROCEDURES VFR flights in Oceanic FIRs may be conducted in meteorological conditions equal to or greater than FAAO 7110.82, Monitoring of Navigation, Longi- those specified in 14 CFR Section 91.155, Basic VFR tudinal Separation, and Altitude Keeping weather minimums. Operations on a VFR flight plan Performance in Oceanic Airspace, contains proce- are permitted only between sunrise and sunset and dures for reporting and processing navigational only within: errors observed by ATC radar for aircraft exiting oceanic airspace. a. Miami, Houston, and San Juan Oceanic Control Areas (CTAs) below FL 180. NOTE− FAAO 7110.82 establishes procedures for processing b. Within the Oakland FIR when operating less ONER procedures, Oceanic Altitude Deviation Reports, than 100 NM seaward from the shoreline within Erosion of Longitudinal Separation Reports, Letter of controlled airspace. Authorization Verification Reports, and for collecting system data for analysis. This data is needed for risk c. All Oceanic FIR airspace below the Oceanic modeling activities to support separation standard CTAs. reductions.

8−1−4. TYPES OF SEPARATION 8−1−8. USE OF CONTROL ESTIMATES Separation must consist of at least one of the Control estimates are the estimated position of following: aircraft, with reference to time as determined by the ATC automation system in use or calculated by the a. Vertical separation; controller using known wind patterns, previous aircraft transit times, pilot progress reports, and pilot b. Horizontal separation, either; estimates. These estimates may be updated through 1. Longitudinal; or the receipt of automated position reports and/or manually updated by the controller. Control estimates 2. Lateral; must be used when applying time−based separation c. Composite separation; minima.

General 8−1−1

2/9/12 JO 7110.65U

Section 2. Coordination

8−2−1. GENERAL is estimated to cross the control boundary or at such other point or time agreed upon by the two units. ARTCCs must: c. The transferring unit must forward to the a. Forward to appropriate ATS facilities, as a flight accepting unit any changed flight plan or control data progresses, current flight plan and control which are pertinent to the transfer. information. d. The accepting unit must notify the transferring b. Coordinate flight plan and control information unit if it is unable to accept control under the terms in sufficient time to permit the receiving facility to specified, or it must specify the changes or conditions analyze the data and to effect any necessary required so that the aircraft can be accepted. additional coordination. This may be specified in a e. The accepting unit must not alter the clearance letter of agreement. of an aircraft that has not yet reached the transfer of c. Coordinate with adjacent ATS facilities when control point without the prior approval of the airspace to be protected will overlap the common transferring unit. boundary. f. Where nonradar separation minima are being d. Forward revisions of estimates of 3 minutes or applied, the transfer of air-ground communications more to the appropriate ATS facility. with an aircraft must be made 5 minutes before the time at which the aircraft is estimated to reach the e. Coordinate with adjacent facilities on IFR and boundary unless otherwise agreed to by the control VFR flights to ensure the continuation of appropriate and/or communication units concerned. air traffic services. 8−2−3. AIR TRAFFIC SERVICES 8−2−2. TRANSFER OF CONTROL AND INTERFACILITY DATA COMMUNICATIONS COMMUNICATIONS (AIDC) a. Only one air traffic control unit must control an Where interfacility data communications capability aircraft at any given time. has been implemented, its use for ATC coordination should be accomplished in accordance with regional b. The control of an aircraft must be transferred Interface Control Documents, and supported by from one control unit to another at the time the aircraft letters of agreement between the facilities concerned.

Coordination 8−2−1

2/9/12 JO 7110.65U

Section 3. Longitudinal Separation

8−3−1. APPLICATION FIG 8−3−1 Same Courses a. Longitudinal separation must be applied so that the spacing between the estimated positions of the aircraft being separated is never less than a prescribed minimum.

NOTE− Consider separation to exist when the estimated positions of the aircraft being separated are never less than a prescribed minimum.

b. In situations where one aircraft requires a different time−based longitudinal standard than another, apply the larger of the two standards between the aircraft concerned.

c. Longitudinal separation expressed in distance may be applied as prescribed in Chapter 6, Nonradar.

d. In situations where an update to a control estimate indicates that the minimum being applied no 2. Crossing tracks. Ensure that the estimated longer exists, controllers must ensure that separation spacing at the point of intersection is not less than the is reestablished. Issue traffic information as applicable minimum required. (See FIG 8−3−2.) necessary. FIG 8−3−2 Crossing Courses

8−3−2. SEPARATION METHODS

a. For the purpose of application of longitudinal separation, the terms same track must be considered identical to same course, reciprocal tracks must be considered identical to reciprocal courses, and crossing tracks, must be considered identical to crossing courses.

NOTE− Refer to para 1−2−2, Course Definitions.

b. Separate aircraft longitudinally in accordance with the following:

1. Same track. Ensure that the estimated spacing between aircraft is not less than the applicable minimum required. (See FIG 8−3−1.)

Longitudinal Separation 8−3−1 JO 7110.65U 2/9/12

3. Reciprocal tracks: b. Routes: (a) Ensure that aircraft are vertically separ- 1. The aircraft follow the same track or ated for a time interval equal to the applicable continuously diverging tracks, and minimum required before and after the aircraft are 2. The aircraft concerned have reported over a estimated to pass. (See FIG 8−3−3.) common point; or 3. If the aircraft have not reported over a FIG 8−3−3 common point, the appropriate time interval being Reciprocal Courses applied between aircraft exists and will exist at the common point; or, 4. If a common point does not exist, the appropriate time interval being applied between aircraft exists and will exist at significant points along each track. c. Altitudes: The aircraft concerned are in level, climbing or descending flight. d. Mach Number Assignment: 1. A Mach number (or, when appropriate, a range of Mach numbers) must be issued to each aircraft unless otherwise prescribed on the basis of (b) Vertical separation may be discontinued ICAO regional agreement. after one of the following conditions are met: NOTE− (1) Both aircraft have reported passing a 1. The application of Mach number technique requires pilots to strictly adhere to the last assigned Mach number significant point and the aircraft are separated by at (or range of Mach numbers), even during climbs and least the applicable minimum required for the same descents, unless revised by ATC. Turbojet aircraft must direction longitudinal spacing; (See FIG 8−3−4.) or request ATC approval before making any changes. If it is essential to make an immediate temporary change in the FIG 8−3−4 Mach number (e.g., due to turbulence), ATC must be Vertical Separation notified as soon as possible that such a change has been made. 2. When it is necessary to issue crossing restrictions to ensure the appropriate time interval, it may be impossible for an aircraft to comply with both the clearance to meet the crossing restrictions and the clearance to maintain a single, specific Mach number. REFERENCE− ICAO DOC 9426−AN/924, Part II, Section 2, Para 2.3.4, Para 2.4.7, and Para 2.5.3. (2) Both aircraft have reported passing EXAMPLE− “Maintain Mach point eight four or greater.” ground-based NAVAIDs or DME fixes indicating “Maintain Mach point eight three or less.” that they have passed each other. “Maintain Mach point eight two or greater; do not exceed Mach point eight four.” 8−3−3. MACH NUMBER TECHNIQUE e. Longitudinal Minima: When the Mach number technique is applied, The use of Mach number technique allows for the minimum longitudinal separation must be: application of reduced longitudinal separation 1. 10 minutes, provided that: minima. The following conditions must be met when the Mach number technique is being applied: (a) The preceding aircraft maintains a Mach number equal to, or greater than that maintained by a. Aircraft Types: Turbojet aircraft only. the following aircraft; or

8−3−2 Longitudinal Separation 2/9/12 JO 7110.65U

(b) When the following aircraft is faster than (d) 6 minutes, if the preceding aircraft is the preceding aircraft, at least 10 minutes exists until Mach 0.05 faster than the following aircraft; another form of separation is achieved; or (e) 5 minutes, if the preceding aircraft is 2. Between 9 and 5 minutes inclusive, provided Mach 0.06 faster than the following aircraft. that the preceding aircraft is maintaining a Mach NOTE− number greater than the following aircraft in A “rule−of−thumb” may be applied to assist in providing accordance with the following: the required estimated spacing over the oceanic exit point (a) 9 minutes, if the preceding aircraft is when either conflict probe is not in use or when requested by another facility. This rule−of−thumb can be stated as Mach 0.02 faster than the following aircraft; follows: For each 600 NM in distance between the entry (b) 8 minutes, if the preceding aircraft is and exit points of the area where the Mach Number Mach 0.03 faster than the following aircraft; Technique is used, add 1 minute for each 0.01 difference in Mach number for the two aircraft concerned to compensate (c) 7 minutes, if the preceding aircraft is for the fact that the second aircraft is overtaking the first Mach 0.04 faster than the following aircraft; aircraft. (See TBL 8−3−1.)

TBL 8−3−1 Application of the Mach Number Technique When the Following Aircraft is Faster

Distance to Fly and Separation (in Minutes) Required at Entry Point Difference in 001−600 NM 601−1200 NM 1201−1800 NM 1801−2400 NM 2401−3000 NM Mach 0.01 ...... 11 12 13 14 15 0.02 ...... 12 14 16 18 20 0.03 ...... 13 16 19 22 25 0.04 ...... 14 18 22 26 30 0.05 ...... 15 20 25 30 35 0.06 ...... 16 22 28 34 40 0.07 ...... 17 24 31 38 45 0.08 ...... 18 26 34 42 50 0.09 ...... 19 28 37 46 55 0.10 ...... 20 30 40 50 60

Longitudinal Separation 8−3−3

2/9/12 JO 7110.65U

Section 4. Lateral Separation

8−4−1. APPLICATION 2. When reduced route protected airspace is applicable, and the protected airspace of the flight Separate aircraft by assigning different flight paths paths do not overlap; or (See FIG 8−4−2.) whose widths or protected airspace do not overlap. FIG 8−4−2 Within that portion of the Gulf of Mexico Low Separation Methods Offshore airspace controlled by Houston ARTCC, use 12 NM between aircraft whose flight paths are defined by published Grid System waypoints. NOTE− 1. The Grid System is defined as those waypoints contained within the Gulf of Mexico Low Offshore airspace and published on the IFR Vertical Flight Reference Chart. 2. Lateral separation minima is contained in: Section 7, North Atlantic ICAO Region. Section 8, Caribbean ICAO Region. Section 9, Pacific ICAO Region. Section 10, North American ICAO Region− 3. When aircraft are crossing an oceanic Arctic CTA. boundary and are entering an airspace with a larger lateral minimum than the airspace being exited; and 8−4−2. SEPARATION METHODS (a) The smaller separation exists at the boundary; and Lateral separation exists for: (b) Flight paths diverge by 15_ or more until a. Nonintersecting flight paths: the larger minimum is established. (See FIG 8−4−3.)

1. When the required distance is maintained FIG 8−4−3 between the flight paths; or (See FIG 8−4−1.) Separation Methods

FIG 8−4−1 Separation Methods

Lateral Separation 8−4−1 JO 7110.65U 2/9/12

b. Intersecting flight paths with constant and same d. Intersecting flight paths with variable width width protected airspace when either aircraft is at or protected airspace when either aircraft is at or beyond beyond a distance equal to the applicable lateral a distance equal to the sum of the protected airspace separation minimum measured perpendicular to the of both flight paths measured perpendicular to the flight path of the other aircraft. (See FIG 8−4−4.) flight path of the other aircraft. Measure protected airspace for each aircraft perpendicular to its flight FIG 8−4−4 path at the first point or the last point, as applicable, Separation Methods of protected airspace overlap.

NOTE− In FIG 8−4−5, the protected airspace for westbound flight A is distance “a” (50 miles), and for southwestbound flight B, distance “b” (10 miles). Therefore, the sum of distances “a” and “b”; i.e., the protected airspace of Aircrafts A and B, establishes the lateral separation minimum (60 miles) applicable for either flight relevant to the other.

FIG 8−4−6 Separation Methods

c. Intersecting flight paths with constant but different width protected airspace when either aircraft is at or beyond a distance equal to the sum of the protected airspace of both flight paths measured perpendicular to the flight path of the other aircraft. (See FIG 8−4−5.)

FIG 8−4−5 Separation Methods

NOTE− (See FIG 8−4−6.) At the first point of protected airspace overlap, the protected airspace for westbound flight A is distance “a” (50 miles), and for southbound flight B, distance “b” (40 miles). The sum of distances “a” and “b” (90 miles) establishes the lateral separation minimum applicable in this example for either flight as it approaches the intersection. For example, Aircraft B should be vertically separated from Aircraft A by the time it reaches point “p.”

8−4−2 Lateral Separation 2/9/12 JO 7110.65U

FIG 8−4−7 FIG 8−4−8 Separation Methods Reduction of Route Protected Airspace

b. At and above FL 240, reduce the width of the protected airspace to 10 miles on each side of the route centerline to a distance of 114.29 miles from the NOTE− NAVAID, then increasing in width on a 5_ angle from (See FIG 8−4−7.) Distance “a” (50 miles) and “b” the route centerline, as measured at the NAVAID, to (30 miles) are determined at the last point of protected the maximum width allowable within the lateral airspace overlap. The sum of the distances “a” and “b” (80 miles) establishes the lateral separation minima minima; for example, 60 miles of protected airspace applicable for either flight after it passes beyond the on each side of the centerline; i.e., a lateral separation intersection. For example, Aircraft B could be cleared to, minimum of 120 miles. (See FIG 8−4−9.) or through, Aircraft A’s altitude after passing point “r.” FIG 8−4−9 Reduction of Route Protected Airspace

8−4−3. REDUCTION OF ROUTE PROTECTED AIRSPACE

When routes have been satisfactorily flight checked and notice has been given to users, reduction in route protected airspace may be made as follows:

a. Below FL 240, reduce the width of the protected airspace to 5 miles on each side of the route centerline to a distance of 57.14 miles from the NAVAID, then increasing in width on a 5_ angle from the route centerline, measured at the NAVAID, to the maximum width allowable within the lateral minima; for example, 50 miles of protected airspace on each side of centerline; i.e., a lateral minimum of 100 miles. (See FIG 8−4−8.)

Lateral Separation 8−4−3 JO 7110.65U 2/9/12

8−4−4. TRACK SEPARATION 2. NDB:

Apply track separation between aircraft by requiring (a) Consider separation to exist between aircraft to fly specified tracks or radials and with aircraft established on tracks of the same NAVAID specified spacings as follows: that diverge by at least 30 degrees and one aircraft is at least 15 miles from the NAVAID. This separation a. Same NAVAID: must not be used when one or both aircraft are inbound to the aid unless the distance of the aircraft 1. VOR/VORTAC/TACAN. Consider separa- from the facility can be readily determined by tion to exist between aircraft established on radials of reference to the NAVAID. Use TBL 8−4−2 to the same NAVAID that diverge by at least 15 degrees determine the flight distance required for various when either aircraft is clear of the airspace to be divergence angles to clear the airspace to be protected for the other aircraft. Use TBL 8−4−1 to protected. For divergence that falls between determine the flight distance required for various two values, use the lesser value to obtain the distance. divergence angles and altitudes to clear the airspace (See FIG 8−4−11.) to be protected. (See FIG 8−4−10.) TBL 8−4−2 Divergence-Distance Minima (NDB) TBL 8−4−1 Divergence-Distance Minima Distance (mile) VOR/VORTAC/TACAN Divergence (degrees) FL 240 FL 230 and through Distance (mile) below FL 450 Divergence (degrees) Fl 240 FL 230 and 30 16 17 through below FL 450 45 13 14 15−25 17 18 60 9 10 26−35 11 13 75 7 8 36−90 8 11 90 6 7 Note: This table compensates for DME slant range Note: This table compensates for DME slant range error. error.

FIG 8−4−11 FIG 8−4−10 Track Separation NDB Track Separation VOR

8−4−4 Lateral Separation 2/9/12 JO 7110.65U

(b) Clear aircraft navigating on NDB facilit- c. Dead Reckoning (DR): ies in accordance with para 2−5−2, NAVAID Terms. 1. Consider separation to exist between aircraft b. Different NAVAIDs: Separate aircraft using established on tracks that diverge by at least different navigation aids by assigning tracks so that 45 degrees when one aircraft is at least 15 miles from their protected airspace does not overlap. the point of intersection of the tracks. This point may (See FIG 8−4−12.) be determined either visually or by reference to a ground−based navigation aid. (See FIG 8−4−13.)

FIG 8−4−12 FIG 8−4−13 Track Separation Track Separation Different NAVAIDs Dead Reckoning

Lateral Separation 8−4−5

2/9/12 JO 7110.65U

Section 5. Offshore/Oceanic Transition Procedures

8−5−1. ALTITUDE/FLIGHT LEVEL b. The aircraft are horizontally radar separated and TRANSITION separation is increasing at the edge of known radar coverage. When vertical separation is applied between aircraft crossing the offshore/oceanic airspace boundary below FL 180, control action must be taken to ensure that differences between the standard altimeter 8−5−3. OPPOSITE DIRECTION setting (QNE) and local altimeter setting (QNH) do When transitioning from an offshore airspace area to not compromise separation. (See FIG 8−5−1.) oceanic airspace, an aircraft may climb through FIG 8−5−1 opposite direction oceanic traffic provided vertical Standard and Local Altimeter Setting Differences separation above that traffic is established: a. Before the outbound crosses the offshore/ oceanic boundary; and

b. 15 minutes before the aircraft are estimated to pass. (See FIG 8−5−2.)

FIG 8−5−2 Transitioning From Offshore to Oceanic Airspace Opposite Direction

8−5−2. COURSE DIVERGENCE When aircraft are entering oceanic airspace, separation will exist in oceanic airspace when: a. Aircraft are established on courses that diverge by at least 15 degrees until oceanic lateral separation is established, and

Offshore/Oceanic Transition Procedures 8−5−1 JO 7110.65U 2/9/12

8−5−4. SAME DIRECTION FIG 8−5−3 Transitioning From Offshore to Oceanic Airspace When transitioning from an offshore airspace area to Same Direction oceanic airspace or while within oceanic airspace, apply 5 minutes minimum separation when a following aircraft on the same course is climbing through the altitude of the preceding aircraft if the following conditions are met: a. The preceding aircraft is level at the assigned altitude and is maintaining a speed equal to or greater than the following aircraft; and b. The minimum of 5 minutes is maintained between the preceding and following aircraft; and c. The following aircraft is separated by not more than 4,000 feet from the preceding aircraft when the climb clearance is issued; and d. The following aircraft commences climb within 10 minutes after passing: 1. An exact reporting point (DME fix or intersection formed from NAVAIDs) which the preceding aircraft has reported; or 2. A radar observed position over which the preceding aircraft has been observed; and e. The following aircraft is in direct communication with air traffic control until vertical separation is established. (See FIG 8−5−3.)

8−5−2 Offshore/Oceanic Transition Procedures 2/9/12 JO 7110.65U

Section 6. Separation from Airspace Reservations

8−6−1. TEMPORARY STATIONARY FIG 8−6−2 AIRSPACE RESERVATIONS Temporary Stationary Airspace Reservations Vertical Separation Separate aircraft from a temporary stationary reservation by one of two methods: a. Laterally: Clear aircraft so that the protected airspace along the route of flight does not overlap the geographical area of the stationary reservation. (See FIG 8−6−1.)

FIG 8−6−1 Temporary Stationary Airspace Reservations Lateral Separation

8−6−2. REFUSAL OF AVOIDANCE CLEARANCE If a pilot refuses to accept a clearance to avoid a reservation, inform him/her of the potential hazard, advise him/her that services will not be provided while the flight is within the reservation and, if possible, inform the appropriate using agency. 8−6−3. TEMPORARY MOVING AIRSPACE RESERVATIONS b. Vertically: Clear aircraft so that vertical Separate aircraft from a temporary moving airspace separation exists while the aircraft is within a reservation by one of the following methods: geographical area defined as the stationary reserva- a. Laterally: Clear aircraft so that the protected tion plus a buffer around the perimeter equivalent to airspace along the route of flight does not overlap the one-half the lateral separation minimum. (time-dependent) geographical area of the moving (See FIG 8−6−2.) airspace reservation. b. Longitudinally: Clear aircraft so that the appropriate longitudinal minimum exists ahead of the first or behind the last aircraft operating within the reservation. c. Vertically: Clear aircraft so that vertical separation exists while the aircraft is within a (time-dependent) geographical area defined as the moving airspace reservation plus a buffer around the perimeter equivalent to one-half the lateral separation minimum.

Separation from Airspace Reservations 8−6−1

2/9/12 JO 7110.65U

Section 7. North Atlantic ICAO Region

8−7−1. APPLICATION b. Turbojet operations (subsonic flight): Provide air traffic control services in the North 1. Apply the prescribed minima in accordance Atlantic ICAO Region with the procedures and with para 8−3−3, Mach Number Technique; or minima contained in this section except when noted 2. Where tracks diverge from the common point otherwise. and the following aircraft is maintaining a greater Mach Number than the preceding aircraft: 8−7−2. VERTICAL SEPARATION (a) At least 10 minutes longitudinal separa- Provide vertical separation in accordance with tion exists at the point where the tracks diverge; and Chapter 4, IFR, Section 5, Altitude Assignment and Verification. (b) At least 5 minutes longitudinal separation will exist where minimum lateral separation is achieved (whichever is estimated to occur first); 8−7−3. LONGITUDINAL SEPARATION (1) At or before the next significant point In accordance with Chapter 8, Offshore/Oceanic (normally within ten degrees of longitude along Procedures, Section 3, Longitudinal Separation, track(s)), or apply the following: a. Supersonic flight: (2) Within 90 minutes of the time the following aircraft passes the common point, or 1. 10 minutes provided that: (3) Within 600 NM of the common point. (a) both aircraft are in level flight at the same Mach number or the aircraft are of the same type and 3. Apply 15 minutes between all other turbojet are both operating in cruise climb, and one of the aircraft. following; c. Nonturbojet operations: (1) The aircraft concerned have reported 1. Apply 20 minutes between aircraft operating over a common point; or, in the West Atlantic Route System (WATRS), or (2) If the aircraft have not reported over a 2. Apply 30 minutes between aircraft operating common point, the appropriate time interval being outside of the WATRS. applied between aircraft exists and will exist at the common point; or, NOTE− The WATRS area is defined as beginning at a point (3) If a common point does not exist, the 27_00’N/77_00’W direct to 20_00’N/67_00’W direct to appropriate time interval being applied between 18_00’N/62_00’W direct to 18_00’N/60_00’W direct to aircraft exists and will exist at significant points along 38_30’N/60_00’W direct to 38_30’N/69_15’W, thence each track. counterclockwise along the New York Oceanic CTA/FIR boundary to the Miami Oceanic CTA/FIR boundary, 2. 15 minutes between aircraft in supersonic thence southbound along the Miami Oceanic CTA/FIR flight not covered in subpara a1 above. boundary to the point of beginning.

North Atlantic ICAO Region 8−7−1 JO 7110.65U 2/9/12

8−7−4. LATERAL SEPARATION 3. Operate west of 55_ West between the U.S., Canada, or Bermuda and points in the Caribbean In accordance with Chapter 8, Offshore/Oceanic ICAO Region. Procedures, Section 4, Lateral Separation, apply the following: d. 120 NM or 2 degrees latitude between aircraft not covered by subparas a, b or c above. a. 50 NM between Required Navigation Perform- ance (RNP 4 or RNP 10) approved aircraft which: NOTE− Tracks may be spaced with reference to their difference in 1. Operate on routes or in areas within WATRS, latitude, provided that in any interval of 10 degrees of the San Juan CTA/FIR or the Atlantic portion of the longitude the change in latitude of at least one of the tracks Miami Oceanic CTA/FIR; or does not exceed 3 degrees when operating south of 58_North. 2. Operate in the New York Oceanic CTA/FIR outside of WATRS. 8−7−5. PROCEDURES FOR WEATHER NOTE− DEVIATIONS IN NORTH ATLANTIC (NAT) This reduced lateral separation must not be used if AIRSPACE track−keeping capability of the aircraft has been reduced for any reason. Aircraft must request an ATC clearance to deviate. Since aircraft will not fly into known areas of b. 60 NM or 1 degree latitude between: weather, weather deviation requests should take 1. Supersonic aircraft operating above FL 275. priority over routine requests. If there is no traffic in the horizontal dimension, ATC must issue clearance 2. Aircraft which meet the MNPS and which: to deviate from track; or if there is conflicting traffic (a) Operate within MNPS airspace; or in the horizontal dimension, ATC separates aircraft by establishing vertical separation. If there is (b) Are in transit to or from MNPS airspace; conflicting traffic and ATC is unable to establish the or required separation, ATC must: (c) Operate for part of their flight within, a. Advise the pilot unable to issue clearance for above, or below MNPS airspace. requested deviation; NOTE− b. Advise the pilot of conflicting traffic; and This reduced lateral separation must not be used if track−keeping capability of the aircraft has been reduced c. Request pilot’s intentions. for any reason. PHRASEOLOGY− c. 90 NM or 1 and 1/2 degrees latitude between UNABLE (requested deviation), TRAFFIC IS (call sign, aircraft not approved for RNP 4 or RNP 10 and position, altitude, direction), ADVISE INTENTIONS. which: NOTE− 1. Operate on routes or in areas within WATRS, 1. The pilot will advise ATC of intentions by the most expeditious means available. the San Juan CTA/FIR or the Atlantic portion of the Miami CTA/FIR; 2. In the event that pilot/controller communications cannot be established or a revised ATC clearance is not 2. Operate between points in the U.S. or available, pilots will follow the procedures outlined in the Canada, and Bermuda; Regional Supplementary Procedures, ICAO Doc. 7030.

8−7−2 North Atlantic ICAO Region 2/9/12 JO 7110.65U

Section 8. Caribbean ICAO Region

8−8−1. APPLICATION 2. In the New York CTA/FIR, where tracks diverge from the common point and the following Provide air traffic control services in the Caribbean aircraft is maintaining a greater Mach number than ICAO Region with the procedures and minima the preceding aircraft: contained in this section except when noted otherwise. (a) At least 10 minutes longitudinal separation exists at the point where the tracks diverge; and

8−8−2. VERTICAL SEPARATION (b) At least 5 minutes longitudinal separation will exist where minimum lateral separation is Provide vertical separation in accordance with achieved (whichever is estimated to occur first); Chapter 4, IFR, Section 5, Altitude Assignment and (1) At or before the next significant point Verification. (normally within ten degrees of longitude along track(s)), or 8−8−3. LONGITUDINAL SEPARATION (2) Within 90 minutes of the time the following aircraft passes the common point, or Provide longitudinal separation between aircraft as follows: (3) Within 600 NM of the common point; or a. Supersonic flight: 3. Apply 15 minutes between all other turbojet aircraft. 1. 10 minutes provided both aircraft are in level flight at the same Mach number or the aircraft are of c. Turbojet operations below FL 200 (subsonic the same type and are both operating in cruise climb, flight): and one of the following; Apply 20 minutes between turbojet aircraft operating (outside the (a) Both aircraft have reported over a below FL 200 in the San Juan Oceanic WATRS area) common point; or, , Miami Oceanic and Houston Oceanic CTAs/FIRs. (b) If both aircraft have not reported over a d. Nonturbojet operations. common point, the appropriate time interval being applied between aircraft exists and will exist at the 1. Apply 20 minutes between aircraft operating common point; or, in the WATRS; or (c) If a common point does not exist, the 2. Apply 20 minutes between aircraft operating appropriate time interval being applied between below FL 200 in the Miami Oceanic, Houston aircraft exists and will exist at significant points along Oceanic and San Juan CTAs/FIRs; or each track. 3. Apply 30 minutes between aircraft operating 2. 15 minutes between all other aircraft. outside of the WATRS in the New York CTA/FIR. NOTE− b. Turbojet operations at or above FL 200 in the The WATRS area is defined as beginning at a point Miami Oceanic, Houston Oceanic and San Juan 27_00’N/77_00’W direct to 20_00’N/67_00’W direct to CTAs/FIRs and all altitudes in the West Atlantic 18_00’N/62_00’W direct to 18_00’N/60_00’W direct to Route System (WATRS) and New York Oceanic 38_30’N/60_00’W direct to 38_30’N/69_15’W, thence CTA/FIR (subsonic flight): counterclockwise along the New York Oceanic CTA/FIR boundary to the Miami Oceanic CTA/FIR boundary, 1. Apply the prescribed minima in accordance thence southbound along the Miami Oceanic CTA/FIR with para 8−3−3, Mach Number Technique; or boundary to the point of beginning.

Caribbean ICAO Region 8−8−1 JO 7110.65U 2/9/12

8−8−4. LATERAL SEPARATION NOTE− This reduced lateral separation must not be used if In accordance with Chapter 8, Offshore/Oceanic track−keeping capability of the aircraft has been reduced Procedures, Section 4, Lateral Separation, apply the for any reason. following: c. 90 NM between aircraft not approved for RNP 4 a. 50 NM between Required Navigation Perform- or RNP 10 and which: ance (RNP 4 or RNP 10) approved aircraft which: 1. Operate within WATRS; or 1. Operate on routes or in areas within WATRS, 2. Operate west of 55_ West between the U.S., the San Juan CTA/FIR or the Atlantic portion of the Canada, or Bermuda and points in the Caribbean Miami Oceanic CTA/FIR; or ICAO Region. 2. Operate in the New York Oceanic CTA/FIR d. 100 NM between aircraft operating west of outside of WATRS. 55_West not covered by subparas a, b or c above. NOTE− e. 120 NM between aircraft operating east of This reduced lateral separation must not be used if 55_West. track−keeping capability of the aircraft has been reduced for any reason. 8−8−5. VFR CLIMB AND DESCENT b. 60 NM between: a. In the Houston, Miami, and San Juan CTAs, IFR 1. Supersonic aircraft operating above FL 275 flights may be cleared to climb and descend in VFR within the New York oceanic CTA/FIR. conditions only: 2. Supersonic aircraft operating at or above 1. When requested by the pilot; and FL 450 not covered in subpara 1 above. 2. Between sunrise and sunset. 3. Aircraft which meet the MNPS and which: b. Apply the following when the flight is cleared: (a) Operate within MNPS airspace; or 1. If there is a possibility that VFR conditions may become impractical, issue alternative instruc- (b) Are in transit to or from MNPS airspace; tions. or 2. Issue traffic information to aircraft that are (c) Operate for part of their flight within, not separated in accordance with the minima in this above, or below MNPS airspace. section.

8−8−2 Caribbean ICAO Region 2/9/12 JO 7110.65U

Section 9. Pacific ICAO Region

8−9−1. APPLICATION (b) The required ADS−C periodic reports are maintained and monitored by an automated flight Provide air traffic control services in the Pacific data processor (e.g., Ocean21); ICAO Region with the procedures and minima contained in this section except when noted TBL 8−9−1 otherwise. ADS−C Criteria Minima RNP Maximum ADS−C 8−9−2. VERTICAL SEPARATION Periodic Reporting Interval Provide vertical separation in accordance with 50 NM 10 27 minutes Chapter 4, IFR, Section 5, Altitude Assignment and 50 NM 4 32 minutes Verification, except when aircraft operate within 30 NM 4 14 minutes airspace where composite separation and procedures are authorized, apply the minima specified in 2. Aircraft on reciprocal tracks may be cleared para 8−9−5, Composite Separation Minima. to climb or descend to or through the altitude(s) occupied by another aircraft provided that: 8−9−3. LONGITUDINAL SEPARATION (a) An ADS−C position report on at least one of the aircraft has been received beyond the passing In accordance with Chapter 8, Offshore/Oceanic point, and Procedures, Section 3, Longitudinal Separation, (b) The aircraft have passed each other by the apply the following: applicable separation minimum. a. Minima based on time: NOTE− 1. 15 minutes between aircraft; or Ocean21 has been designed to check for the above criteria prior to allowing the minima to be provided. 2. 10 minutes between turbojet aircraft whether 3. When an ADS−C periodic or waypoint in level, climbing or descending flight, provided that change event report is overdue by 3 minutes, the the aircraft concerned follow the same track or controller must take action to obtain an ADS−C continuously diverging tracks until some other form report. of separation is provided; or 4. If no report is received within 6 minutes of the 3. The prescribed minima in accordance with time the original report was due, the controller must para 8−3−3, Mach Number Technique. take action to apply another form of separation. 4. Reciprocal track aircraft − Where lateral c. Minima based on distance without ADS−C: separation is not provided, vertical separation must 1. Apply 50 NM between aircraft cruising, be provided at least 10 minutes before and after the climbing or descending on the same track or time the aircraft are estimated to pass or are estimated reciprocal track that meet the requirements for and to have passed. are operating within airspace designated for RNP−10 b. Minima based on distance using Automatic operations provided: Dependent Surveillance − Contract (ADS−C): (a) Direct controller/pilot communication via 1. Apply the minima as specified in TBL 8−9−1, voice or CPDLC is maintained; and ADS−C Criteria, between aircraft on the same track (b) Separation is established by ensuring that within airspace designated for Required Navigation at least 50 NM longitudinal separation minima exists Performance (RNP), provided: between aircraft positions as reported by reference to (a) Direct controller/pilot communication via the same waypoint. voice or Controller Pilot Data Link Communications (1) Same track aircraft − whenever pos- (CPDLC) is established, and sible ahead of both; or

Pacific ICAO Region 8−9−1 JO 7110.65U 2/9/12

(2) Reciprocal track aircraft − provided 8−9−4. LATERAL SEPARATION that it has been positively established that the aircraft have passed each other. In accordance with Chapter 8, Offshore/Oceanic Procedures, Section 4, Lateral Separation, apply the 2. Distance verification must be obtained from following: each aircraft at least every 24 minutes to verify that a. Within areas where Required Navigation separation is maintained. Performance 10 (RNP−10) separation and proced- 3. If an aircraft fails to report its position within ures are authorized, apply 50 NM to RNP−10 3 minutes after the expected time, the controller must approved aircraft. take action to establish communication. If commu- b. Apply 30 NM to RNP−4 approved aircraft nication is not established within 8 minutes after the operating within airspace designated for RNP−4 time the report should have been received, the when direct controller/pilot communications, via controller must take action to apply another form of voice or Controller Pilot Data Link Communications separation. (CPDLC), and the required ADS−C contracts are NOTE− maintained and monitored by an automated flight When same track aircraft are at, or are expected to reduce data processor (e.g., Ocean21). to, the minima, speed control techniques should be applied in order to maintain the required separation. c. When aircraft operate within airspace where composite separation and procedures are authorized, d. Minima based on DME/RNAV: apply the minimum specified in para 8−9−5, Composite Separation Minima. Apply the following DME/RNAV minima in Control 1234H, Control 1487H and the Norton d. Apply 100 NM to aircraft not covered by Sound High Control areas to turbojet aircraft subparas a, b or c. established on or transitioning to the North Pacific (NOPAC) Route System. 8−9−5. COMPOSITE SEPARATION MINIMA 1. 30 NM between aircraft when DME reports or Provide composite separation within the Central East radar observations are used to establish the distance, Pacific (CEP) and North Pacific (NOPAC) composite otherwise at least 40 NM based on RNAV must be route systems and where designated by facility applied; and directive in the Pacific Organized Track System 2. Unless both aircraft are radar identified, both (PACOTS) at and above FL 290 as follows: aircraft must provide DME/RNAV distance reports a. 1,000 feet vertical separation; and via direct voice that indicates the appropriate separation exists; and b. 50 NM lateral separation.

3. Application of DME/RNAV separation 8−9−6. COMPOSITE SEPARATION without direct voice communications may not ALTITUDE ASSIGNMENT continue for more than 90 minutes; and a. Aircraft operating at or above FL 300 in a 4. The preceding aircraft is assigned the same composite route system may be cleared at even flight or greater Mach number than the following aircraft; levels. Additionally, aircraft may be cleared at even and flight levels while joining, crossing, or leaving a 5. Both aircraft must be advised of the other composite route system provided such aircraft aircraft involved, including the distance relative to leaving the system are cleared to an appropriate odd the flights. cardinal flight level when noncomposite vertical or lateral separation is achieved. EXAMPLE− “Maintain Mach point eight four, same direction traffic, b. Aircraft (operating at or above FL 300) leaving twelve o’clock, three five miles.” a composite route system at an even cardinal flight REFERENCE− level do not have to be assigned an odd cardinal flight FAAO JO 7110.65, Para 2−1−21, Traffic Advisories. level provided:

8−9−2 Pacific ICAO Region 2/9/12 JO 7110.65U

1. The aircraft is being provided radar service; aircraft is established on the route to which it is and proceeding; and 2. The aircraft will be cleared for descent and 2. Longitudinal or noncomposite vertical sepa- approach to an airport within the facility’s domestic ration exists between that aircraft and any other FIR; and aircraft on the route to which that aircraft is proceeding; and 3. There is an operational advantage. 3. Composite separation exists between that c. Aircraft operating on unidirectional routes or aircraft and any other aircraft on the next adjacent traffic flows may be assigned altitudes other than the route. appropriate altitude for direction of flight provided that 2,000 feet vertical separation is maintained d. Clear an aircraft to cross the composite route between aircraft operating on the same route. system provided longitudinal or noncomposite vertical or lateral separation exists between that aircraft and any other aircraft in the composite route 8−9−7. COMPOSITE SEPARATION system. APPLICATION e. Clear aircraft to transition to or from the Provide composite separation in the CEP and the composite route system from an Oceanic Transition North Pacific (NOPAC) composite route systems and Route (OTR) provided: where designated by facility directive in the Pacific Organized Track System (PACOTS) as follows: 1. The OTR is charted on aeronautical charts; and a. Clear an aircraft to join an outer route of the composite route system at other than the normal entry 2. Composite separation is maintained between point provided: that aircraft and any other aircraft within the composite route system; and 1. Longitudinal or noncomposite vertical separation exists between that aircraft and any other NOTE− aircraft on that route; and An aircraft is within the confines of a composite route system when the aircraft joins or crosses the outer route of 2. Composite separation exists between that the composite route system or passes a composite route aircraft and any other aircraft on the next adjacent entry point. route. 3. Composite separation is maintained between b. Clear an aircraft to leave an outer route of the that aircraft and any other aircraft on adjacent OTRs. composite route system at other than the normal exit f. Clear an aircraft to change altitude on a route if point provided its course diverges so that lateral noncomposite separation exists between that aircraft spacing from the route system increases until and others operating on that route regardless of other noncomposite separation exists between that aircraft aircraft operating on adjacent routes in the system. and any other aircraft in the composite route system. Pilot’s discretion climbs and descents are not c. Clear an aircraft to change from one route to an authorized when applying composite separation. adjacent route within the composite route system NOTE− provided: Although composite separation is not applied between aircraft on different tracks at FL 280 and FL 290, this 1. Longitudinal or noncomposite vertical sepa- paragraph applies to climbs and descents between FL 280 ration is maintained between that aircraft and any and altitudes within the composite altitude stratum other aircraft on the route being vacated until that (FL 300 and above).

Pacific ICAO Region 8−9−3 JO 7110.65U 2/9/12

8−9−8. PROCEDURES FOR WEATHER a. Advise the pilot unable to issue clearance for DEVIATIONS AND OTHER requested deviation; CONTINGENCIES IN OCEANIC b. Advise the pilot of conflicting traffic; and CONTROLLED AIRSPACE c. Request pilot’s intentions. PHRASEOLOGY− Aircraft must request an ATC clearance to deviate. UNABLE (requested deviation), TRAFFIC IS (call sign, Since aircraft will not fly into known areas of position, altitude, direction), SAY INTENTIONS. weather, weather deviation requests should take NOTE− priority over routine requests. If there is no traffic in 1. The pilot will advise ATC of intentions by the most the horizontal dimension, ATC must issue clearance expeditious means available. to deviate from track; or if there is conflicting traffic 2. In the event that pilot/controller communications in the horizontal dimension, ATC separates aircraft cannot be established or a revised AT clearance is not by establishing vertical separation. If there is available, pilots will follow the procedures outlined in the conflicting traffic and ATC is unable to establish Regional Supplementary Procedures, ICAO Doc 7030 and standard separation, ATC must: Chart Supplements.

8−9−4 Pacific ICAO Region 2/9/12 JO 7110.65U

Section 10. North American ICAO Region− Arctic CTA

8−10−1. APPLICATION a. 15 minutes between turbojet aircraft. Provide air traffic control services in the North b. The prescribed minima in accordance with American ICAO Region − Arctic CTA with the para 8−3−3, Mach Number Technique. procedures and minima contained in this section. c. 20 minutes between other aircraft.

8−10−2. VERTICAL SEPARATION 8−10−4. LATERAL SEPARATION Provide vertical separation in accordance with: In accordance with Chapter 8, Offshore/Oceanic a. Chapter 4, IFR, Section 5, Altitude Assignment Procedures, Section 4, Lateral Separation, apply the and Verification; and following: a. Provide 90 NM lateral separation between b. Facility directives depicting the transition aircraft, or between flight levels and metric altitudes. b. Lower minima in para 5.4.1 of Chapter 5 of the 8−10−3. LONGITUDINAL SEPARATION Procedures for Air Navigation−Services, Air Traffic Management (PANS−ATM), (Doc 4444−ATM/501) In accordance with Chapter 8, Offshore/Oceanic may be applied or further reduced in accordance with Procedures, Section 3, Longitudinal Separation, para 5.11 of the same part where the conditions apply the following: specified in the relevant PANS−ATM are met.

North American ICAO Region− Arctic CTA 8−10−1

2/9/12 JO 7110.65U

Chapter 9. Special Flights Section 1. General

9−1−1. GENERAL recorded” indicates automated flight inspections are in progress in terminal areas. Provide aircraft engaged in the flight inspection of NAVAIDs with maximum assistance. Unless other- NOTE− FAA flight inspection aircraft will file flight plans using the wise agreed to, maintain direct contact with the pilot call sign “FLIGHT CHECK” during flight inspections or and exchange information regarding known traffic in when inbound to conduct flight inspections. Flight plan the area and his/her intentions. remarks may indicate type NAVAID inspection to be NOTE− accomplished; e.g. “FC OKC P.” 1. Many flight inspections are accomplished using automatic recording equipment, and an uninterrupted 9−1−3. FLIGHT CHECK AIRCRAFT flight is necessary for successful completion of the mission. The workload for the limited number of aircraft engaged in a. Provide special handling, as required, to these activities requires strict adherence to a schedule. expedite flight inspection of NAVAIDs, direction finding (DF) equipment, and RADAR by flight check 2. Flight inspection operations which require special aircraft. participation of ground personnel, specific communications, or radar operation capabilities are considered to NOTE− require special handling. These flights are coordinated Certain flight inspection maneuvers require operations in with appropriate facilities before departure. close proximity to the surface. These maneuvers can only be performed during daylight visual meteorological REFERENCE− FAAO 8200.1, United States Standard Flight Inspection Manual. conditions. Preplanned automatic flight places the FAAO 8240.41, Flight Inspection/Air Traffic On−Site Coordination following limitations on the capability of the pilot to adhere Requirements. to normal ATC clearances: 1. Route of flight − orbital from 6 nautical miles to a maximum of 40 nautical miles from the facility depending 9−1−2. SPECIAL HANDLING on the type of inspection. During commissioning flight a. Clear the aircraft according to pilot request as checks all SIDs, STARs, airways, DME fixes, and approaches must be flown. soon as practicable. Do not ask the pilot to deviate 2. Altitude assignment − from 1,000 feet above the from his/her planned action except to preclude an antenna site up to the minimum en route altitude (MEA). emergency situation. REFERENCE− REFERENCE− FAAO JO 7110.65, Para 2−1−4, Operational Priority. FAAO 8240.41, Flight Inspection/Air Traffic On−Site Coordination FAAO 8240.41, Flight Inspection/Air Traffic On−Site Coordination Requirements, Appendix 1, describes certain flight inspection Requirements, Appendix 1, describes certain flight inspection maneuvers in detail. maneuvers in detail. b. Issue radar advisories to the flight inspection b. Avoid changes in the route or altitude from that aircraft where adequate coverage exists and to the filed by the pilot in the initial flight plan. extent permitted by workload. c. Do not impose air traffic control delays in the flight except to preclude emergency situations. c. Suggest flight path adjustments, as required, for any aircraft which will enter or penetrate an area in d. Do not change the previously assigned discrete which a flight inspection function is being performed. beacon code of special radar accuracy flight check aircraft. d. Provide special handling, as required, to FAA REFERENCE− aircraft conducting flight inspections using the call FAAO JO 7210.3, Para 7−1−2, Special Radar Accuracy Checks. sign “Flight Check.” The call sign “Flight Check (Nr) FAAO JO 7210.3, Para 10−5−4, ASR Performance Checks.

General 9−1−1

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Section 2. Special Operations

9−2−1. AIRCRAFT CARRYING NOTE− DANGEROUS MATERIALS An ATC clearance must be obtained by the pilot before discontinuing conventional navigation to begin celestial a. Provide the following special handling to navigation training. The pilot will advise when discontinu- military aircraft or military contracted aircraft ing celestial navigation and resuming conventional carrying dangerous materials when: navigation. Celestial navigation training will be conducted within 30 NM of the route centerline specified in the 1. The words “dangerous cargo,” or “inert en route clearance unless otherwise authorized by ATC. devices,” or both are contained in the remarks section During celestial navigation training, the pilot will advise of the filed flight plan, or ATC before initiating any heading changes which exceed NOTE− 20 degrees. 1. Certain types of military flights carrying dangerous b. Within conterminous U.S. airspace, limit materials require strict adherence to military regulations celestial navigation training to transponder-equipped and flight planning along carefully selected routes. These aircraft within areas of ARTCC radar coverage. flights must avoid heavily populated areas. 2. “Inert devices” are devices containing no dangerous c. Prior to control transfer, ensure that the materials but closely resembling nuclear or explosive items receiving controller is informed of the nature of the that are classified as dangerous and could be easily celestial navigation training leg. mistaken for their dangerous counterparts. REFERENCE− 2. The pilot uses these words in radio FAAO JO 7110.65, Para 2−2−6, IFR Flight Progress Data. communication. 9−2−3. DEPARTMENT OF ENERGY (DOE) b. If it becomes necessary to issue a clearance to SPECIAL FLIGHTS amend the route/altitude, advise the pilot: 1. Of the proposed change, and a. Provide notification of possible route or altitude changes as far in advance as possible for “RAC” 2. The amount of delay to expect if it is flights. The pilot will indicate if the proposed change necessary to maintain the present route/altitude. is acceptable or if alternate routing or altitude will be c. When it becomes necessary for the pilot to requested. refuse a clearance amending his/her route/altitude, NOTE− he/she will advise if the traffic delay is acceptable or DOE contracts for civil pilots to operate public aircraft to if an alternate route/altitude is desired. In such cases, transport radioactive or high explosive materials within offer all possible assistance. the conterminous U.S. These flights operate on an IFR flight plan but principally during daylight hours and VFR d. When the aircraft is provided an en route conditions. These flights require flight along carefully descent, do not vector the aircraft from the planned selected routes and, in some instances, pilots will refuse route unless the pilot concurs. clearances that require reroute or altitude changes that would derogate their objective. e. Use special patterns and routings in areas where they have been developed for these flights. If special b. EN ROUTE. Approve pilot requests to leave patterns and routings have not been developed, center frequency for operational purposes as traffic employ normal procedures. conditions permit. c. Notify a supervisor in the event any of the 9−2−2. CELESTIAL NAVIGATION TRAINING following occurs with “RAC” aircraft: EN ROUTE 1. Loss of radio contact. a. Approve flight plans specifying celestial 2. Loss of radar contact. navigation only when it is requested for USAF or USN aircraft. 3. The flight is overdue at the destination.

Special Operations 9−2−1 JO 7110.65U 2/9/12

d. If you receive information that a “RAC” aircraft 9−2−6. FLYNET is involved in an accident, secure as much information as possible, particularly with respect to Provide expeditious handling for U.S. Government, location, and immediately notify the ARTCC civil or military aircraft using the code name supervisory traffic management coordinator−in− “FLYNET.” Relay the code name as an element in the charge. remarks position of the flight plan. NOTE− NOTE− The code name “FLYNET” indicates that an aircraft is There is a possibility of an explosive or radiation hazard of transporting a nuclear emergency team or a disaster an “RAC” aircraft involved in an accident. control team to the location of a potential or actual nuclear accident or an accident involving chemical agents or hazardous materials. It is in the public interest that they 9−2−4. EXPERIMENTAL AIRCRAFT reach their destination as rapidly as possible. OPERATIONS REFERENCE− FAAO JO 7110.65, Para 2−1−4, Operational Priority. a. When notified that an experimental aircraft FAAO JO 7610.4, Para 12−4−1, “FLYNET” Flights, Nuclear Emergency Teams. requires special handling:

NOTE− 9−2−7. IFR MILITARY TRAINING ROUTES 14 CFR Section 91.319(d)(3) requires that each person operating an aircraft with an experimental certificate must a. Except for aircraft operating in the same altitude notify the control tower of the experimental nature of the reservation, clear aircraft into an MTR provided aircraft when operating into or out of airports with separation will be applied between successive aircraft operating control towers. unless otherwise covered in a letter of agreement 1. Clear the aircraft according to pilot requests between the military scheduling activity and the as traffic permits and if not contrary to ATC concerned ATC facility. procedures. PHRASEOLOGY− CLEARED INTO IR (designator). 2. Once approved, do not ask the pilot to deviate MAINTAIN (altitude), from a planned action except to preclude an emergency situation. or

b. At locations where volume or complexity of MAINTAIN IR (designator) ALTITUDE(S), experimental aircraft operations warrant, a letter of agreement may be consummated between the facility or and operator. MAINTAIN AT OR BELOW (altitude),

or 9−2−5. FAA RESEARCH AND DEVELOPMENT FLIGHTS CRUISE (altitude),

When coordinated in advance and traffic permits, and if required, approve requests for special flight procedures from aircraft participating in FAA research and develop- CROSS (fix) AT OR LATER THAN (time). ment test activities. These special procedures must be b. Unless otherwise covered in a letter of applied to participating aircraft/vehicles. agreement between the military scheduling activity NOTE− and the concerned FAA facility, clear aircraft to exit Special flight procedures for FAA research and develop- an MTR. ment test activities must be approved by the facility air PHRASEOLOGY− traffic manager prior to their use. CLEARED TO (destination/clearance limit) FROM IR REFERENCE− (designator/exit fix) VIA (route). FAAO JO 7210.3, Para 5−2−4, Research and Development Flights. MAINTAIN (altitude).

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c. If the provisions of subpara a above cannot be i. If an aircraft on an IR experiences a two-way accomplished, MTRs may be designated for MARSA radio communications failure and you are unable to operations. To preclude an inadvertent compromise determine if the aircraft is proceeding VFR in of MARSA standards by ATC, appropriate MARSA accordance with 14 CFR Section 91.185(b) or the application for such routes must be covered in a letter aircraft has not been positively radar identified: of agreement with the military scheduling activity. 1. Provide separation to the destination airport Establish separation between aircraft as soon as based on the aircraft complying with the following: practicable after operation on the designated MARSA route is ended. (a) Maintain to the exit/alternate exit fix the higher of the following altitudes: NOTE− For designated MARSA routes, the military assumes (1) The minimum IFR altitude for each of responsibility for separation for MTR aircraft that have the remaining route segment(s) remaining on the passed the primary/alternate entry fix until separation is route. established by ATC after operations on the MARSA route are completed. (2) The highest altitude assigned in the last ATC clearance. d. The lateral airspace to be protected along an MTR is the designated width of the route. (b) Depart the exit/alternate exit fix at the appropriate altitude specified in subpara (a) above, e. Prior to an aircraft entering an MTR, request the then climb/descend to the altitude filed in the flight pilot’s estimate for the route’s exit/alternate exit fix, plan for the remainder of the flight, or the pilot’s requested altitude after exiting and, if NOTE− applicable, the number of reentries on a Strategic In the event of a two-way communications failure, ATC will Training Range (STR). be based on the following anticipated pilot action at the exit fix. Unless otherwise covered in a letter of agreement, and PHRASEOLOGY− if the pilot is unable to comply with the VFR provisions of (Call sign) CONFIRM YOUR EXIT FIX ESTIMATE AND 14 CFR Section 91.185/FLIP IFR Supplement, the pilot REQUESTED ALTITUDE AFTER EXIT, will exercise his/her emergency authority, squawk transponder Code 7700, depart the exit/alternate exit fix and if applicable, and climb/descend (continuing to squawk 7700) to the altitude filed in the flight plan. Subsequent transponder THE NUMBER OF REENTRIES. operations will be in accordance with para 10−4−4, f. Forward estimates for exit/alternate exit fixes, Communications Failure. Air traffic controller action from requested altitude after exit, and, if applicable, the the exit fix is as prescribed in para 10−1−1, Emergency Determinations. number of reentries on the STR. (c) Proceed in accordance with the lost g. Apply the procedures of para 6−1−2, Nonre- communication procedure contained in letters of ceipt of Position Report, based upon the pilot’s agreement. estimate for the route exit fix. 2. Continue to monitor the last ATC assigned h. Clearance may be issued to amend or restrict discrete code. operations on a route for ATC considerations. Where NOTE− a route has been designated MARSA in accordance Pilots who experience a two-way radio failure will adjust with subpara c, ATC must not amend or restrict their transponder to Code 7700 during climb/descent to operations in such a manner as to compromise altitude filed for the next leg of the flight plan; then change MARSA provisions. to Code 7600 for a period of 15 minutes. At the end of each 15−minute period, he/she will squawk 7700 for a period of NOTE− 1 minute; all other times he/she will squawk 7600. When MARSA is provided through route scheduling and circumstances prevent the pilot from entering the route j. Impose delays, if needed, to eliminate conflict within established time limits, it must be the responsibility with nonparticipating IFR aircraft when necessary to of the pilot to inform the ATC facility and advise his/her preclude denial of IR usage. Advise the pilot of the intentions. expected length and reason for delay.

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9−2−8. INTERCEPTOR OPERATIONS communications, flight planning, and an operational transponder on an assigned code are required for Provide maximum assistance to expedite the operations in the designated area. movement of interceptor aircraft on active air defense (scrambles) missions until the unknown aircraft is a. When the assigned code is observed, advise the identified in accordance with the policies and aircraft to proceed on course/as requested but to procedures published in FAAO JO 7610.4, Special remain outside of Class B, C, and/or D airspace as Operations. appropriate. NOTE− PHRASEOLOGY− The FAA and the military have mutually agreed to the (ACID) TRANSPONDER OBSERVED PROCEED ON implementation of policies and procedures for control of COURSE/AS REQUESTED; REMAIN OUTSIDE (class) air defense interceptor operations. Effective coordination AIRSPACE. and cooperation between FAA and the military at all levels 1. Maintain continuous security tracking of are essential if policy objectives are to be met. VFR aircraft operating in the designated area to assist a. The ADCF initiating the SCRAMBLE must security forces in situational awareness. Immediately identify the mission as an active air defense mission. report all instances of loss of radio communication or the inability to conduct security tracking of an aircraft b. ATC services must be used for active air defense to the front line manager (FLM)/CIC and wait for missions insofar as the circumstances and situation instructions. permits. 2. Basic separation services to aircraft, for c. Upon request, the ATC facility must expedite example, IFR, SVFR, Class B, Class C, TRSA, do not transfer of the control jurisdiction of the interceptors apply to ATC security tracking. to the requesting ADCF. 3. Aircraft with operating transponders, but 9−2−9. SPECIAL INTEREST SITES without operating Mode C (altitude), require specific authorization from ATC to operate in the SFRA. ATC a. Relay immediately to supervisory/CIC person- must coordinate with the Domestic Events Network nel any reports or information regarding unusual (DEN) before approval. aircraft activities in the vicinity of special interest 4. Aircraft flying too low for radar coverage sites such as nuclear power plants, power plants, must be instructed to report landing or exiting the dams, refineries, etc. Supervisory/CIC personnel SFRA. Keep flight progress strips on these aircraft may also receive reports/information from the until pilot reports landing or exiting the SFRA. If a Nuclear Regulatory Commission or other sources. flight progress strip does not exist for the aircraft, b. Supervisory/CIC personnel must immediately record the call sign, transponder code, entry point (for notify local law enforcement authorities of these example, north, northeast, east), and time of entry reports/information as well as notifying the overlying into the SFRA. air traffic facility of any of these reports and the action PHRASEOLOGY− taken. (Call sign), REPORT LANDING OR LEAVING THE c. ARTCCs must promptly advise the Domestic SFRA. Events Network (DEN) of any actions taken in 5. United States military, law enforcement, and accordance with this paragraph. aeromedical flights are exempt from filing flight plans. 9−2−10. WASHINGTON, DC, SPECIAL b. Establishing two−way Communications. FLIGHT RULES AREA (DC SFRA)/ATC 1. Pilots must establish two−way radio SECURITY SERVICES communications with ATC prior to entering the Provide ATC security services at locations where security service area. Responding to a radio call with, procedures are required for tracking aircraft in “(a/c call sign) standby,” establishes radio security services airspace. ATC security services are communications and the pilot may enter the area, designed to support the national security mission of provided all other security requirements have been the FAA and other agencies. Two−way radio satisfied.

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2. Aircraft requesting security services should 9−2−12. LAW ENFORCEMENT not normally be held. However, if holding is OPERATIONS BY CIVIL AND MILITARY necessary or workload/traffic conditions prevent ORGANIZATIONS immediate provision of ATC security services, a. Law enforcement alerts. inform the pilot to remain outside the designated area until conditions permit the provision of ATC security 1. Aircraft lookouts must not be distributed services. Inform the pilot of the expected length of outside the FAA. delay. REFERENCE− FAAO 1600.29, Law Enforcement Alert Message System. PHRASEOLOGY− FAAO JO 7210.3, Para 2−7−7, Cooperation With Law Enforcement (A/C call sign) REMAIN OUTSIDE OF THE (location) Agencies. AND STANDBY. EXPECT (time) MINUTES DELAY. 2. Stolen aircraft alerts, including stolen aircraft c. Termination of Service. summaries, may be distributed outside the FAA to: airport offices, air carriers, fixed base operators, and 1. If the aircraft is not landing within the law enforcement agencies. designated area, provide security services until the 3. Upon receipt of knowledge concerning an aircraft exits the area and then advise the aircraft to aircraft for which a current law enforcement alert squawk VFR and that frequency change is approved. message is held, do the following: PHRASEOLOGY− (a) Forward any information on the aircraft to SQUAWK VFR, FREQUENCY CHANGE APPROVED. El Paso Intelligence Center (EPIC) and the requester when specified in the message. or (b) Immediately notify the cognizant CONTACT (facility identification). Transportation Security Administration office by the most rapid means. 2. When an aircraft is landing at an airport inside the area, instruct the pilot to remain on the assigned (c) DO NOT TAKE ANY OTHER ACTION transponder code until after landing. AFFECTING THE AIRCRAFT, CARGO, CREW, OR PASSENGERS NOT NORMALLY RELATED PHRASEOLOGY− TO JOB RESPONSIBILITIES. (ACID) REMAIN ON YOUR ASSIGNED TRANSPONDER CODE UNTIL YOU LAND, FREQUENCY CHANGE b. Special law enforcement operations. APPROVED. 1. Special law enforcement operations include 3. Using approved handoff functionality, trans- inflight identification, surveillance, interdiction and fer the data blocks of all security tracked aircraft that pursuit activities performed in accordance with will enter another sector/position for coordination of official civil and/or military mission responsibilities. aircraft information/location. Upon acceptance of the 2. To facilitate accomplishment of these special transferred information, instruct the pilot to contact missions, exemptions from specified parts of Title 14 the next sector/positions’ frequency. of the Code of Federal Regulations have been granted to designated departments and agencies. However, it is each organization’s responsibility to apprise ATC 9−2−11. SECURITY NOTICE (SECNOT) of their intent to operate under an authorized exemption before initiating actual operations. Upon receiving notification of a SECNOT, the REFERENCE− controller must forward all information on the subject FAAO JO 7210.3, Para 18−3−1, Authorizations and Exemptions from aircraft to the FLM/CIC. If information is not known, Title 14, Code of Federal Regulations (14 CFR). broadcast call sign on all frequencies and advise the 3. Additionally, some departments and agencies FLM/CIC of the response. that perform special missions have been assigned coded identifiers to permit them to apprise ATC of REFERENCE− P/CG Term − Security Notice. ongoing mission activities and solicit special air FAAO JO 7210.3, Chapter 19, Section 9, Security Notice (SECNOT). traffic assistance.

Special Operations 9−2−5 JO 7110.65U 2/9/12

REFERENCE− NOTE− FAAO 7110.67, Special Aircraft Operations by Law 1. During aerial refueling, tanker aircraft are responsible Enforcement/Military Organizations. for receiver aircraft communication with ATC and for their NOTE− navigation along the track. As specified in para 2−1−4, Operational Priority, priority 2. Aerial refueling airspace is not sterilized airspace and of handling for aircraft operating with coded identifiers other aircraft may transit this airspace provided vertical or will be the same as that afforded to SAR aircraft performing lateral separation is provided from refueling aircraft. a SAR mission. 3. MARSA begins between the tanker and receiver when c. Assistance to law enforcement aircraft opera- the tanker and receiver(s) have entered the air refueling tions. airspace and the tanker advises ATC that he/she is accepting MARSA. 1. Provide the maximum assistance possible to law enforcement aircraft, when requested, in helping 4. MARSA ends between the tanker and receiver when the them locate suspect aircraft. tanker advises ATC that the tanker and receiver aircraft are vertically positioned within the air refueling airspace and 2. Communicate with law enforcement aircraft, ATC advises MARSA is terminated. when possible and if requested, on a frequency not REFERENCE− paired with your normal communications frequen- FAAO JO 7110.65, Para 2−1−11, Use of MARSA. FAAO JO 7110.65, Para 5−5−8, Additional Separation for Formation cies. Flights. FAAO JO 7610.4, Chapter 10, Aerial Refueling. 3. Do not allow assistance to law enforcement a. aircraft to violate any required separation minima. Provide radar assistance to the rendezvous for participating aircraft: 4. Do not assist VFR law enforcement aircraft in 1. When requested, and any way that will create a situation which, in your judgment, places the aircraft in unsafe proximity to 2. By providing vertical separation prior to terrain or other aircraft. MARSA declaration. b. Do not request receiver aircraft that have been cleared to conduct air refueling and have departed the 9−2−13. MILITARY AERIAL REFUELING ARIP to: Authorize aircraft to conduct aerial refueling along 1. Make code changes when less than 5 miles published or special tracks at their flight plan altitude, from the tanker. unless otherwise requested. 2. Squawk standby when less than 1 mile or PHRASEOLOGY− more than 3 miles from the tanker. CLEARED TO CONDUCT REFUELING ALONG (number) TRACK, NOTE− Requests for receiver aircraft to make code changes during or air refueling diverts the receiver pilot’s attention during a critical phase of flight. FROM (fix) TO (fix), c. When issuing an initial air refueling clearance, you may request a receiver to squawk standby when and the receiver reaches a point 3 miles from the tanker. MAINTAIN REFUELING LEVEL (altitude), NOTE− 1. Receiver aircraft will squawk normal when separation or from the tanker is greater than 3 miles. 2. Once rendezvous is completed, heading and altitude MAINTAIN (altitude), assignments may be made with the tanker concurrence with MARSA remaining in effect. or 3. Upon rendezvous completion, the tanker must keep COMMENCING AT (altitude), DESCENDING TO receiver aircraft within 3 miles of the tanker until MARSA (altitude). is terminated.

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d. After MARSA has been declared, you should 1. The tanker will depart the track from the avoid issuing course or altitude changes prior to highest altitude in the block. rendezvous. 2. The receiver will depart the track from the NOTE− lowest altitude in the block. Altitude or course changes issued will automatically void 3. MARSA. Aircraft will squawk 7600 for at least 2 minutes prior to departing the track. e. Do not use the altitude vacated during the REFERENCE− refueling operation until the refueling aircraft has FAAO JO 7110.65, Para 9−2−14, Military Operations Above FL 600. reported reaching the next IFR altitude.

REFERENCE− 9−2−14. MILITARY OPERATIONS ABOVE FAAO JO 7110.65, Para 6−6−2, Exceptions. FL 600 f. Approve requests by the tanker pilot for vectors Control aircraft operating above FL 600 using the or alternative routes or altitudes as follows: following procedures: 1. Furnish vectors or alternative altitudes at any a. Flight plans involving supersonic flight are time. required 16 hours in advance of proposed departure times for processing and approval by the ARTCCs 2. Furnish nonradar routes only after the concerned. The originating ARTCC, where the flight refueling aircraft have passed the ARCP. plan is first filed, may waive the 16−hour advance NOTE− filing requirement. 1. To meet a training requirement that aerial refueling be b. The route of flight must be defined by at least accomplished in a nonradar environment, the military has one high altitude fix within each ARTCC area requested that vectors be furnished only upon request. without regard to the distance between fixes. 2. The tanker commander is responsible for coordinating Additionally, the entry and exit points of turns of all inflight requests with other aircraft in the refueling 90 degrees or more will be designated. mission before submission of such requests to the center. c. Elapsed times from takeoff to the first fix in each 3. Normally, aircraft conducting aerial refueling opera- ARTCC area must be included in the route of flight. tions will utilize at least three consecutive altitudes. d. The ARTCC which originates the flight plan g. Unless a vector or alternative route has been must forward departure times to all ARTCCs furnished, clear the aircraft to depart the refueling responsible for processing the flight plan. track at a navigational reference point or egress fix. e. Approval of the flight plan indicates approval of h. Request an aircraft to report the ARIP, ARCP, or both route and flight levels (if stated) including egress fix as necessary. operations below FL 600 (aerial refueling). PHRASEOLOGY− PHRASEOLOGY− REPORT: CLEARED AS FILED VIA ROUTE AND FLIGHT LEVELS. A−R−I−P, REFERENCE− FAAO JO 7110.65, Para 9−2−13, Military Aerial Refueling. or f. Separation. Use the following as minima in lieu of the corresponding type of separation prescribed in: A−R−C−P, NOTE− or The primary method described to provide separation between two supersonic aircraft is to descend the aircraft EGRESS FIX. at the lower FL and provide vertical separation since the aircraft at the higher FL may not be able to climb rapidly i. Expect the following procedures in addition to enough to establish the required separation. Another those required by the appropriate parts of Title 14 of aspect which should be considered is that supersonic the Code of Federal Regulations in the event of aircraft during turns, either programmed or as the result of two-way communications failure: vectors, will lose a few thousand feet. Vectoring supersonic

Special Operations 9−2−7 JO 7110.65U 2/9/12 aircraft seriously affects the range and mission objectives. NOTE− Radar separation is the preferred method of separating a Aerial refueling operations may require that aircraft leave subsonic aircraft both from another subsonic aircraft or the special use frequency for communications with the from a supersonic aircraft. tanker. This will occur when the receiver is approximately 200 miles from the ARCP. The tanker aircraft will remain 1. Para 4−5−1, Vertical Separation Minima: on the ARTCC assigned frequency and will relay 5,000 feet. clearances to the receiver as required. An alternate means NOTE− of communications between the tanker and receiver is HF 1. The security requirements of the military services radio. preclude the transmission of actual altitude information on 3. All aircraft during supersonic flight. the air/ground or landline circuits. A classified document detailing the plan for ascertaining altitude codes for the NOTE− day should be readily available to the controllers at their Pilots are expected to request assignment of the special use positions of operation. frequency in the remarks section of the flight plan or before entering supersonic flight. B−57 aircraft engaged in 2. Pilots will report their altitude, using the coded plan, pressure suit operations will use the static call sign KITE and intended flight profile on initial contact with each and flights will normally be conducted from Dover, ARTCC. Eielson, Ellington, Hickman, Howard, Kirtland, and 2. Para 6−5−4, Minima Along Other Than McClellan Air Force Bases. Established Airways or Routes: Protect the airspace 4. E−3A AWACS mission crews when opera- 25 miles either side of the route centerline. For turns tions are being conducted as an MRU in accordance by supersonic aircraft, protect the airspace 75 miles with appropriate letters of agreement. on the overflown side and 25 miles on the other side. b. The special use frequency may be assigned as For turns by subsonic aircraft, protect the airspace “backup” for the high-altitude sector when direct 34 miles on the overflown side and 25 miles on the communications are essential because of a potential other side. emergency control situation. REFERENCE− FAAO JO 7110.65, Para 4−3−3, Abbreviated Departure Clearance. c. Do not assign the special use frequency to the aircraft in subpara a1 above, when they will operate in airspace assigned for special military operations. 9−2−15. MILITARY SPECIAL USE FREQUENCIES 9−2−16. AVOIDANCE OF AREAS OF a. Assign special use frequency to: NUCLEAR RADIATION NOTE− a. Advise pilots whenever their proposed flight Special use frequencies are assigned to ARTCCs in such a path will traverse a reported or forecasted area of manner that adjacent ARTCCs will not have the same hazardous radiation and reroute the aircraft when frequency. They are to be used within the ARTCC area requested by the pilot. jurisdiction from the established FL base of the high REFERENCE− altitude sectors and above. Each high altitude sector FAAO JO 7610.4, Para 4−4−4, Avoidance of Hazardous Radiation should have the capability to use the special use frequency Areas. on a shared basis. b. Inform pilots when an airfield of intended 1. USAF, U.S. Navy, and Air National Guard landing lies within a reported or forecasted area of (ANG) single-pilot jet aircraft formations operating hazardous radiation and request the pilot to advise at night or in instrument weather conditions. his/her intentions. Formations of five or more USAF aircraft deploying either to a continental U.S. staging base or nonstop to 9−2−17. SAMP an overseas location are authorized to use special use Provide special handling to U.S. Government and frequencies at any time. Normally these deployments military aircraft engaged in aerial sampling missions will be conducted within an altitude reservation. (atmosphere sampling for nuclear, chemical, or 2. U−2 and B−57 (pressure suit flights) aircraft hazardous material contamination). Honor inflight at all altitudes/FLs except where terminal operations clearance requests for altitude and route changes to require the assignment of other frequencies. the maximum extent possible. Other IFR aircraft may

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be recleared so that requests by SAMPLER aircraft NOTE− are honored. Separation standards as outlined in this A dropsonde is a 14−inch long cardboard cylinder about order must be applied in all cases. 2.75 inches in diameter, that weighs approximately 14 ounces (400 grams), and has a parachute attached. REFERENCE− When released from the aircraft it will fall at a rate of FAAO JO 7110.65, Para 2−1−4, Operational Priority. FAAO JO 7110.65, Para 2−4−20, Aircraft Identification. approximately 2,500 feet per minute. Controllers should FAAO JO 7610.4, Para 4−4−4, Avoidance of Hazardous Radiation recognize that a dropsonde released at FL 310 will be a Areas. factor for traffic at FL 210 four minutes later. It is the aircraft commanders responsibility to delay release of 9−2−18. AWACS/NORAD SPECIAL dropsondes if traffic is a factor. Aircraft commanders will FLIGHTS delay release of dropsondes based solely upon traffic as issued by ATC. Do not delay E−3 AWACS aircraft identified as b. When advised that an airborne TEAL or NOAA “AWACS/NORAD Special” flights. The following aircraft is requesting a clearance via CARCAH, issue control actions are acceptable while expediting these the clearance in accordance with Chapter 4, IFR, aircraft to the destination orbit. Section 2, Clearances. + a. En route altitude changes /– 2,000 feet from the REFERENCE− requested flight level. FAAO JO 7110.65, Para 4−2−1, Clearance Items. FAAO JO 7110.65, Para 4−2−2, Clearance Prefix. b. Radar vectors or minor route changes that do FAAO JO 7110.65, Para 4−2−3, Delivery Instructions. not impede progress towards the destination orbit. c. If a TEAL or NOAA mission aircraft must be NOTE− contacted but is out of VHF, UHF, and HF radio NORAD has a requirement to position E−3 AWACS aircraft range, advise the supervisory traffic management at selected locations on a time-critical basis. To the extent coordinator−in−charge. possible these flights will utilize routes to the destination REFERENCE− orbit that have been precoordinated with the impacted ATC FAAO JO 7210.3, Para 5−3−6, Weather Reconnaissance Flights. facilities. To identify these flights, the words “AWACS/ FAAO JO 7110.65, Para 2−1−4, Operational Priority. NORAD SPECIAL” will be included as the first item in the remarks section of the flight plan. 9−2−20. EVASIVE ACTION MANEUVER

9−2−19. WEATHER RECONNAISSANCE Approve a pilot request to conduct an evasive action FLIGHTS maneuver only on the basis of a permissible traffic situation. Specify the following items, as necessary, TEAL and NOAA mission aircraft fly reconnais- when issuing approval: sance flights to gather meteorological data on winter storms, (NWSOP missions), hurricanes and tropical NOTE− The “evasive action” maneuver is performed by a cyclones (NHOP missions). The routes and timing of bomber/fighter bomber aircraft at or above FL 250 along these flights are determined by movement of the a 60 NM long segment of the flight plan route overlying a storm areas and not by traffic flows. RBS or other site and includes: a. When a dropsonde release time is received from 1. Flying a zigzag pattern on both the left and right side of the flight plan route centerline. Altitude deviations are a TEAL or NOAA mission aircraft, workload and made in conjunction with the lateral maneuvering. priorities permitting, controllers must advise the 2. Lateral deviations from the route centerline will not mission aircraft of any traffic estimated to pass normally exceed 12 miles. Altitude variations must not through the area of the drop at altitudes below that of exceed plus or minus 1,000 feet of the assigned flight level; the mission aircraft. This traffic advisory must i.e., confined within a 2,000 foot block. include: a. Specific route segment on which the maneuver 1. Altitude. will take place. 2. Direction of flight. b. Distance of maximum route deviation from the centerline in miles. 3. ETA at the point closest to drop area (or at the fix/intersection where drop will occur). c. Altitude.

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PHRASEOLOGY− 9−2−22. OPEN SKIES TREATY AIRCRAFT CLEARED TO CONDUCT EVASIVE ACTION MANEUVER FROM (fix) TO (fix), a. OPEN SKIES aircraft will be identified by the call sign “OSY” (OPEN SKIES) followed by the and flight number and a one−letter mission suffix. EXAMPLE− (number of miles) EITHER SIDE OF CENTERLINE, OSY123D Mission suffixes: and *F = Observation Flights (Priority). *D = Demonstration Flights (Priority). MAINTAIN (altitude) THROUGH (altitude), *T = Transit Flights (Nonpriority). NOTE− and 1. Observation/Demonstration flights are conducted under rigid guidelines outlined in the Treaty of OPEN COMPLETE MANEUVER AT (fix) AT (altitude). SKIES that govern sensor usage, maximum flight distances, altitudes and priorities. 9−2−21. NONSTANDARD FORMATION/ 2. Transit flights are for the sole purpose of moving an CELL OPERATIONS OPEN SKIES aircraft from airport to airport in preparation for an actual OPEN SKIES “F” or “D” Occasionally the military is required to operate in a mission. nonstandard cell formation and controllers should be b. Provide priority and special handling to knowledgeable of the various tactics employed and expedite the movement of an OPEN SKIES the procedures used. observation or demonstration flight. REFERENCE− REFERENCE− FAAO JO 7610.4, Chapter 12, Section 12, Formation Flight. FAAO JO 7110.65, Para 2−1−4, Operational Priority, subpara n. FAAO JO 7210.3, Para 5−3−7, OPEN SKIES Treaty Aircraft. a. Formation leaders are responsible for obtaining Treaty on OPEN SKIES, Treaty Document, 102−37. ATC approval to conduct nonstandard formation/cell c. OPEN SKIES (F and D) Treaty aircraft, while operations. maintaining compliance with ATC procedures, must b. When nonstandard formation/cell operations have priority over activities in special use airspace have been approved, controllers must assign (SUA) and must be allowed to transit such airspace as sufficient altitudes to allow intra-cell vertical spacing filed after appropriate and timely coordination has of 500 feet between each aircraft in the formation. been accomplished between the using agency and controlling agency. c. Control nonstandard formation/cell operations on the basis that MARSA is applicable between the 1. F and D Treaty flights transiting SUA will be participating aircraft until they establish approved handled in the following manner: separation which is acknowledged by ATC. (a) The ATC facility controlling the F and D Treaty flight must advise the using/scheduling d. Apply standard separation criteria between the agency or appropriate ATC facility upon initial approved nonstandard formation/cell envelope and notification and when the aircraft is 15 minutes from nonparticipating aircraft. the SUA boundary; and e. Clear aircraft operating in a nonstandard (1) For SUA that has an ATC facility formation/cell to the breakup fix as the clearance providing services to the area, provide standard limit. Forward data pertaining to route or altitude separation. If the ATC facility is unable to provide beyond the breakup point to the center concerned as standard separation from the activities in the SUA, a part of the routine flight plan information. the using agency must confirm that all operations in f. EN ROUTE. If the breakup occurs in your area, the SUA have ceased. issue appropriate clearances to authorize transition (2) For SUA not associated with an ATC from formation to individual routes or altitudes. If a facility, the using/scheduling agency must return the breakup cannot be approved, issue an appropriate SUA to the controlling agency and confirm that all clearance for the flight to continue as a formation. operations in the SUA have ceased.

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(b) If the controlling facility/using agency is 1. Do not ask the pilot to deviate from the unable to confirm that all conflicting activities in the planned action or route of flight except to preclude an SUA have ceased, the OPEN SKIES aircraft must not emergency situation or other higher priority aircraft. be permitted access to the SUA. 2. Do not impose air traffic control delays 2. Return SUA to the using agency, if except to preclude emergency situations or other appropriate, within (15) minutes after the F and D higher priority aircraft. Treaty aircraft clears the SUA. NOTE− If for reasons of flight safety the route or altitude must be d. Clear the aircraft according to the filed flight changed, return the aircraft to the filed flight plan route as plan. soon as practical.

Special Operations 9−2−11

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Section 3. Special Use and ATC Assigned Airspace

9−3−1. APPLICATION least 500 feet (above FL 290−1000 feet) above/below the upper/lower limit of the Prohibited/Restricted/ Apply the procedures in this section to aircraft Warning Area/MOA/ATCAA. operating in proximity to special use or ATC assigned airspace (ATCAA) unless the airspace is designated REFERENCE− FAAO JO 7210.3, Para 2−1−17, Prohibited/Restricted Areas. an Alert Area/Controlled Firing Area or one of the following conditions exist: b. Provide radar separation of 3 miles (En route Stage A/DARC, FL 600 and above − 6 miles) from the NOTE− special use airspace peripheral boundary. These procedures are not applicable to Alert Areas or Controlled Firing Areas. c. Clear aircraft on airways or routes whose widths REFERENCE− or protected airspace do not overlap the peripheral P/CG Term− Special Use Airspace. boundary. a. The pilot informs you that permission has been d. Exception. Some Prohibited/Restricted/Warn- obtained from the using agency to operate in the ing Areas are established for security reasons or to airspace. contain hazardous activities not involving aircraft b. The using agency informs you they have given operations. Where facility management has identi- permission for the aircraft to operate in the airspace. fied these areas as outlined in FAAO JO 7210.3, Facility Operation and Administration, vector NOTE− aircraft to remain clear of the peripheral boundary. Using agency permission may be relayed to the pilot. NOTE− c. The Restricted/Warning Area, MOA, or Nonparticipating aircraft refers to those aircraft for which ATCAA has been released to the controlling agency. you have separation responsibility and which have not d. The aircraft is on an approved ALTRV, unless been authorized by the using agency to operate in/through the special use airspace or ATCAA in question. the airspace area in question is an ATCAA. NOTE− Mission project officers are responsible for obtaining 9−3−3. VFR-ON-TOP approval for ALTRV operations within Prohibited/ If the aircraft’s route, track, or altitude may cause it Restricted/Warning Areas and MOAs. to enter an active Prohibited/Restricted/Warning REFERENCE− Area, MOA, or ATCAA: FAAO JO 7110.65, Para 9−3−4, Transiting Active SUA/ATCAA. e. Operations in special use airspace located in a. Inform the pilot to conduct flight “VFR−on− offshore/oceanic airspace will be conducted in top” at least 500 feet above the upper limit or below accordance with the procedures in Chapter 8, the lower limit of the airspace (subject to para 7−3−1, Offshore/Oceanic Procedures. VFR−on−top); or PHRASEOLOGY− MAINTAIN VFR-ON-TOP AT LEAST 500 FEET 9−3−2. SEPARATION MINIMA ABOVE/BELOW (upper/lower limit of airspace) ACROSS Unless clearance of nonparticipating aircraft in/ (name or number of airspace) BETWEEN (fix) AND (fix);

through/adjacent to a Prohibited/Restricted/Warning and if the airspace is an ATCAA, Area/MOA/ATCAA is provided for in a Letter of Agreement (LOA) or Letter of Procedure (LOP), (name of ATCAA) IS ATC ASSIGNED AIRSPACE. separate nonparticipating aircraft from active special REFERENCE− use airspace by the following minima: FAAO JO 7110.65, Para 7−1−1, Class A Airspace Restrictions. a. Assign an altitude consistent with para 4−5−2, b. Clear the aircraft via a routing which provides Flight Direction, and 4−5−3, Exceptions, which is at approved separation from the airspace.

Special Use and ATC Assigned Airspace 9−3−1 JO 7110.65U 2/9/12

c. Exception: Some Prohibited/Restricted Areas a. Comply with the instruction/clearances issued are established for security reasons or to contain by the Using Agency and provide the applicable hazardous activities not involving aircraft operations. separation minima between aircraft when two or The addition of 500 (or 1,000) feet to the upper/lower more aircraft are transiting the area; or limit of these Prohibited/Restricted Areas is not NOTE− required if the areas have been identified by facility Some Using Agencies are also air traffic control facilities. management. b. If unable to comply with instructions/clear- REFERENCE− FAAO JO 7210.3, Para 2−1−17, Prohibited/Restricted Areas. ances, clear the aircraft in accordance with para 9−3−2, Separation Minima. 9−3−4. TRANSITING ACTIVE SUA/ATCAA NOTE− The FAA has no jurisdictional authority over the use of If a LOA/LOP has been coordinated with the Using nonjoint use prohibited/restricted/warning area airspace; Agency and permission has been granted to transit the therefore, clearance cannot be issued for flight therein area: without the appropriate approval.

9−3−2 Special Use and ATC Assigned Airspace 2/9/12 JO 7110.65U

Section 4. Fuel Dumping

9−4−1. INFORMATION REQUIREMENTS 2. 2,000 feet below it.

When information is received that an aircraft plans to 3. 5 miles radar. dump fuel, determine the route and altitude it will fly and the weather conditions in which the operation 4. 5 miles laterally. will be conducted. b. VFR radar-identified aircraft by 5 miles and in 9−4−2. ROUTING accordance with para 5−6−1, Application. Except when it is dumping fuel for emergency reasons, an aircraft in either VFR or IFR conditions 9−4−5. INFORMATION DISSEMINATION may be requested to fly a different route. a. If you are in contact with an aircraft when it 9−4−3. ALTITUDE ASSIGNMENT starts dumping fuel, inform other controllers and facilities which might be concerned. Facilities If an aircraft is dumping fuel in IFR conditions, assign concerned must broadcast an advisory on appropriate an altitude at least 2,000 feet above the highest radio frequencies at 3−minute intervals until the obstacle within 5 miles of the route or pattern being dumping stops. flown. PHRASEOLOGY− 9−4−4. SEPARATION MINIMA ATTENTION ALL AIRCRAFT. FUEL DUMPING IN PROGRESS OVER (location) AT Separate known aircraft from the aircraft dumping (altitude) BY (type aircraft) (flight direction). fuel as follows: b. Broadcast a terminating advisory when the fuel a. IFR aircraft by one of the following: dumping operation is completed. 1. 1,000 feet above it; or in accordance with PHRASEOLOGY− para 4−5−1, Vertical Separation Minima, whichever ATTENTION ALL AIRCRAFT. is greater. FUEL DUMPING OVER (location) TERMINATED.

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Section 5. Jettisoning of External Stores

9−5−1. JETTISONING OF EXTERNAL 2. FAA and Headquarters, USAF, have agreed to allow STORES FAA facilities to vector USAF, Air Force Reserve, and Air National Guard aircraft for jettisoning of all external stores; i.e., tip tanks, JATO racks, special weapons, etc. At locations where a drop area has been established Any similar vectoring service given to civil operators and for radar assistance in jettisoning of external stores, civil aircraft companies operating Air Force type aircraft provide vectoring service upon request to: requires written agreement between the FAA and the user to relieve the FAA of possible liability. The regional NOTE− counsel’s office acts for FAA in executing this agreement. 1. Where required, a mutually satisfactory drop area for a. USAF, ANG, and Air Force Reserve aircraft at the jettisoning of external stores will be determined by any time. radar-equipped towers and centers in cooperation with the local USAF units, Air Division, or civil operators and civil b. Civil operators and civil aircraft when a written aircraft companies concerned. agreement is in effect for your location.

Jettisoning of External Stores 9−5−1

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Section 6. Unmanned Free Balloons

9−6−1. APPLICATION attempted by communication with the “chase plane,” telephone contact with the operator, pilot, or ground FIG 9−6−1 observation reports. Shapes of 11 Million Cubic Feet Balloon at Various Altitudes NOTE− Some operators have equipped their balloons with transponder beacons in addition to a radar reflection device or material required by 14 CFR Section 101.35, but at cruise altitude, the balloon’s communications equipment and transponder, if so equipped, are operated intermit- tently to conserve battery energy. c. With pilot concurrence, provide separation between aircraft and balloons when you are satisfied that the balloon information is sufficiently reliable to provide the service. Do not attempt to separate aircraft from the balloon by using vertical separation unless you have accurate balloon altitude information. d. Provide traffic advisories to all affected aircraft during initial contact specifying the balloon’s known or estimated position, direction of movement, and Apply the following procedures, as appropriate, altitude as “unknown” or “reported,” as appropriate. when unmanned free balloons are within airspace for NOTE− which you have control jurisdiction: Unless ATC requires otherwise, operators of unmanned NOTE− free balloons are required to monitor the course of the These procedures apply to unmanned free balloons that balloon and record its position at least every two hours. As carry payloads as described in 14 CFR Sec- required in 14 CFR Section 101.39a, balloon position tion 101.1(a)(4). Payloads may weigh several reports are not forwarded by the operator unless requested hundred pounds and the physical shape of the balloons by ATC. change at various altitudes/flight levels. (See FIG 9−6−1.) PHRASEOLOGY− Balloon and payload ascend at an average rate of 400 feet UNMANNED FREE BALLOON OVER (name of location), a minute. Over the descent area, the payload is normally released from the balloon and descends by parachute at a or minimum rate of 1,000 feet a minute. The balloon is normally deflated automatically when the payload is ESTIMATED OVER (name of location), MOVING released. The operator is required to advise ATC 1 hour in (direction of movement). advance of descent in accordance with 14 CFR Section 101.39. LAST REPORTED ALTITUDE AT (altitude as reported by a. Post the balloon flight on flight progress strips the operator or determined from pilot report), along the planned trajectory and revise routing as tracking/position reports require. or NOTE− ALTITUDE UNKNOWN. The prelaunch notice information should be posted on flight progress strips for planning and operational e. To transfer flight following responsibility of purposes. balloons between facilities or between controllers, forward the following information when available: b. Radar flight follow balloons to the extent that REFERENCE− equipment capabilities permit. If radar flight 14 CFR Section 101.37, Notice Requirements. following is not possible, tracking should be 14 CFR Section 101.39, Balloon Position Reports.

Unmanned Free Balloons 9−6−1 JO 7110.65U 2/9/12

1. Identification and type; e.g., Flight 804 d. If radar contact with the balloon is lost, Balloon. broadcast an advisory to all aircraft operating in the airspace affected by the derelict balloon at 10−minute 2. Last known position and altitude. intervals continuing until the derelict balloon is no 3. General direction of movement and speed. longer a factor. 4. ETA over facility boundary, sector boundary, PHRASEOLOGY− or other point if believed to be reasonably accurate. ADVISORY TO ALL AIRCRAFT.

5. Other pertinent information. DERELICT BALLOON REPORTED IN THE VICINITY 6. If in radar contact, physically point out the OF (location), target to the receiving controller. or 7. The name and the telephone number of the location where tracking is being accomplished. ESTIMATED IN VICINITY OF (location), REFERENCE− FAAO JO 7110.65, Para 9−6−2, Derelict Balloons. or

9−6−2. DERELICT BALLOONS REPORTED OVER (location), Balloons become derelict when a moored balloon or slips its mooring and becomes a hazard to air navigation or when an unmanned free balloon flight RADAR REPORTED OVER (location). cannot be terminated as planned. When this occurs: LAST REPORTED ALTITUDE/FLIGHT LEVEL AT a. In the case of a moored balloon which has (altitude/flight level as reported by operator or pilot slipped its moorings, issue traffic advisories. report),

b. In the case of an unmanned free balloon, flight or follow the balloon and, to the extent possible, provide aircraft under your control separation from the ALTITUDE/FLIGHT LEVEL UNKNOWN. balloon. e. Transfer flight following responsibility as c. Forward balloon position information received outlined in para 9−6−1, Application, subpara e. from pilot reports or derived from radar returns to REFERENCE− your supervisor for further dissemination. FAAO JO 7210.3, Para 18−5−2, Derelict Balloons/Objects.

9−6−2 Unmanned Free Balloons 2/9/12 JO 7110.65U

Section 7. Parachute Operations

9−7−1. COORDINATION b. Issue advisory information to the jump aircraft and to nonparticipating aircraft as necessary for the Coordinate any pertinent information prior to and at safe conduct of the jump operation. the end of each parachute jump or series of jumps which begins or ends in your area of jurisdiction with other affected ATC facilities/sectors. 9−7−4. OTHER CONTROL AIRSPACE NOTE− Handle notifications to conduct jump operations in 14 CFR Section 105.15 prescribes the information other Class E airspace as follows: required from each person requesting authorization or submitting notification for nonemergency parachute a. Issue a traffic advisory to the jump aircraft jumping activity. before the jump. Include aircraft type, altitude, and REFERENCE− direction of flight of all known traffic which will FAAO JO 7210.3, Para 18−4−1, Nonemergency Parachute Jump transit the airspace within which the jump will be Operations. 14 CFR Part 105, Parachute Operations. conducted. NOTE− 9−7−2. CLASS A, CLASS B, AND CLASS C 14 CFR Section 105.13, Radio Equipment and Use AIRSPACE Requirements, prescribes that, except when otherwise authorized by ATC, parachute jumping is not allowed in or a. Authorize parachute operations only within into Class E airspace unless radio communications have airspace designated for the jumping activity. been established between the aircraft and the FAA ATC facility having jurisdiction over the affected airspace of the b. Separate aircraft, other than those participating first intended exit altitude at least 5 minutes before the in the jump operation, from the airspace authorized jumping activity is to begin for the purpose of receiving for the jumping activity. information in the aircraft about known air traffic in the c. Impose, as necessary, any conditions and vicinity of the jump aircraft. restrictions which in your judgment would promote b. Issue advisories to all known aircraft which will the safety of the operation. transit the airspace within which the jump operations REFERENCE− will be conducted. Advisories must consist of the 14 CFR Section 105.25, Parachute Operations in Designated location, time, duration, and altitude from which the Airspace. jump will be made. 9−7−3. CLASS D AIRSPACE c. When time or numbers of aircraft make individual transmissions impractical, advisories to TERMINAL nonparticipating aircraft may be broadcast on Handle requests to conduct jump operations in or into appropriate control frequencies, or when available, Class D airspace in which there is a functioning the ATIS broadcast. control tower as follows: d. When requested by the pilot and to the extent a. Authorize parachute jumping with respect to possible, assist nonparticipating aircraft to avoid the known or observed traffic. airspace within which the jump will be conducted.

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Section 8. Unidentified Flying Object (UFO) Reports

9−8−1. GENERAL (BAASS) (voice: 1−877−979−7444 or e−mail: [email protected]), the National UFO Reporting Center, etc. a. Persons wanting to report UFO/unexplained phenomena activity should contact a UFO/ unex- b. If concern is expressed that life or property plained phenomena reporting data collection center, might be endangered, report the activity to the local such as Bigelow Aerospace Advanced Space Studies law enforcement department.

Unidentified Flying Object (UFO) Reports 9−8−1

2/9/12 JO 7110.65U

Chapter 10. Emergencies

Section 1. General

10−1−1. EMERGENCY DETERMINATIONS 10−1−4. RESPONSIBILITY

a. An emergency can be either a Distress or an a. If you are in communication with an aircraft in Urgency condition as defined in the “Pilot/Controller distress, handle the emergency and coordinate and Glossary.” direct the activities of assisting facilities. Transfer this responsibility to another facility only when you b. A pilot who encounters a Distress condition feel better handling of the emergency will result. should declare an emergency by beginning the initial communication with the word “Mayday,” preferably b. When you receive information about an aircraft repeated three times. For an Urgency condition, the in distress, forward detailed data to the center in word “Pan-Pan” should be used in the same manner. whose area the emergency exists. c. If the words “Mayday” or “Pan-Pan” are not NOTE− used and you are in doubt that a situation constitutes 1. Centers serve as the central points for collecting an emergency or potential emergency, handle it as information, for coordinating with SAR, and for though it were an emergency. conducting a communications search by distributing any necessary ALNOTs concerning: d. Because of the infinite variety of possible a. Overdue or missing IFR aircraft. emergency situations, specific procedures cannot be b. Aircraft in an emergency situation occurring in prescribed. However, when you believe an emer- their respective area. gency exists or is imminent, select and pursue a c. Aircraft on a combination VFR/IFR or an airfiled course of action which appears to be most appropriate IFR flight plan and 30 minutes have passed since the pilot under the circumstances and which most nearly requested IFR clearance and neither communication nor conforms to the instructions in this manual. radar contact can be established with it. For SAR purposes, these aircraft are treated the same as IFR aircraft. REFERENCE− d. Overdue or missing aircraft which have been FAAO JO 7110.65, Para 9−2−7, IFR Military Training Routes. authorized to operate in accordance with special VFR clearances. 10−1−2. OBTAINING INFORMATION 2. Notifying the center about a VFR aircraft emergency allows provision of IFR separation if considered necessary. Obtain enough information to handle the emergency intelligently. Base your decision as to what type of REFERENCE− FAAO JO 7110.65, Para 10−2−5, Emergency Situations. assistance is needed on information and requests FAAO JO 7110.65, Para 10−3−2, Information to be Forwarded to received from the pilot because he/she is authorized ARTCC. FAAO JO 7110.65, Para 10−3−3, Information to be Forwarded to by 14 CFR Part 91 to determine a course of action. RCC. c. If the aircraft involved is operated by a foreign 10−1−3. PROVIDING ASSISTANCE air carrier, notify the center serving the departure or destination point, when either point is within the U.S., Provide maximum assistance to aircraft in distress. for relay to the operator of the aircraft. Enlist the services of available radar facilities and DF facilities operated by the FAA, the military services, d. The ARTCC must be responsible for receiving and the Federal Communications Commission, as and relaying all pertinent ELT signal information to well as their emergency services and facilities, when the appropriate authorities. the pilot requests or when you deem necessary. REFERENCE− REFERENCE− FAAO JO 7110.65, Para 10−2−10, Emergency Locator Transmitter FAAO JO 7110.65, Para 2−1−4, Operational Priority. (ELT) Signals.

General 10−1−1 JO 7110.65U 2/9/12

e. When consideration is given to the need to NOTE− escort an aircraft in distress, evaluate the close Aircraft operated in proximity to accident or other formation required by both aircraft. Special consider- emergency or disaster locations may cause hindrances to ation should be given if the maneuver takes the airborne and surface rescue or relief operations. aircraft through the clouds. Congestion, distraction or other effects, such as wake turbulence from nearby airplanes and helicopters, could f. Before a determination is made to have an prevent or delay proper execution of these operations. aircraft in distress be escorted by another aircraft, ask REFERENCE− FAAO JO 7210.3, Chapter 19, Temporary Flight Restrictions. the pilots if they are familiar with and capable of 14 CFR Section 91.137, Temporary Flight Restrictions. formation flight. b. Workload permitting, monitor the progress of 1. Do not allow aircraft to join up in formation emergency vehicles responding to a situation. If during emergency conditions, unless: necessary, provide available information to assist responders in finding the accident/incident scene. (a) The pilots involved are familiar with and capable of formation flight. 10−1−7. INFLIGHT EMERGENCIES (b) They can communicate with one another, INVOLVING MILITARY FIGHTER-TYPE and have visual contact with each other. AIRCRAFT a. The design and complexity of military 2. If there is a need for aircraft that are not fighter-type aircraft places an extremely high designated as search and rescue aircraft to get closer workload on the pilot during an inflight emergency. to one another than radar separation standards allow, The pilot’s full attention is required to maintain the maneuver must be accomplished, visually, by the control of the aircraft. Therefore, radio frequency and aircraft involved. transponder code changes should be avoided and radio transmissions held to a minimum, especially 10−1−5. COORDINATION when the aircraft experiencing the emergency is at low altitude. Coordinate efforts to the extent possible to assist any b. Pilots of military fighter−type aircraft, nor- aircraft believed overdue, lost, or in emergency mally single engine, experiencing or anticipating loss status. of engine power or control may execute a flameout pattern in an emergency situation. Circumstances may dictate that the pilot, depending on the position 10−1−6. AIRPORT GROUND EMERGENCY and nature of the emergency, modify the pattern TERMINAL based on actual emergency recovery requirements. c. Military airfields with an assigned flying a. When an emergency occurs on the airport mission may conduct practice emergency ap- proper, control other air and ground traffic to avoid proaches. Participating units maintain specific conflicts in the area where the emergency is being procedures for conducting these operations. handled. This also applies when routes within the airport proper are required for movement of local REFERENCE− FAAO JO 7110.65, Para 3−10−13, Simulated Flameout (SFO) emergency equipment going to or from an emergency Approaches/Emergency Landing Pattern (ELP) Operations/Practice which occurs outside the airport proper. Precautionary Approaches.

10−1−2 General 2/9/12 JO 7110.65U

Section 2. Emergency Assistance

10−2−1. INFORMATION REQUIREMENTS 10−2−2. FREQUENCY CHANGES a. Start assistance as soon as enough information Although 121.5 MHz and 243.0 MHz are emergency has been obtained upon which to act. Information frequencies, it might be best to keep the aircraft on the requirements will vary, depending on the existing initial contact frequency. Change frequencies only situation. Minimum required information for inflight when there is a valid reason. emergencies is: NOTE− 10−2−3. AIRCRAFT ORIENTATION In the event of an ELT signal see para 10−2−10, Emergency Orientate an aircraft by the means most appropriate Locator Transmitter (ELT) Signals. to the circumstances. Recognized methods include: 1. Aircraft identification and type. a. Radar. 2. Nature of the emergency. b. DF. 3. Pilot’s desires. c. NAVAIDs. b. After initiating action, obtain the following d. Pilotage. items or any other pertinent information from the e. Sighting by other aircraft. pilot or aircraft operator, as necessary: NOTE− 10−2−4. ALTITUDE CHANGE FOR Normally, do not request this information from military IMPROVED RECEPTION fighter-type aircraft that are at low altitudes (i.e., on approach, immediately after departure, on a low level When you consider it necessary and if weather and route, etc.). However, request the position of an aircraft circumstances permit, recommend that the aircraft that is not visually sighted or displayed on radar if the maintain or increase altitude to improve communica- location is not given by the pilot. tions, radar, or DF reception. 1. Aircraft altitude. NOTE− Aircraft with high-bypass turbofan engines (such as B747) 2. Fuel remaining in time. encountering volcanic ash clouds have experienced total loss of power to all engines. Damage to engines due to 3. Pilot reported weather. volcanic ash ingestion increases as engine power is 4. Pilot capability for IFR flight. increased, therefore, climb while in the ash cloud is to be avoided where terrain permits. 5. Time and place of last known position. REFERENCE− AIM, Para 7−5−9, Flight Operations in Volcanic Ash. 6. Heading since last known position. 7. Airspeed. 10−2−5. EMERGENCY SITUATIONS Consider that an aircraft emergency exists and inform 8. Navigation equipment capability. the RCC or ARTCC and alert the appropriate DF 9. NAVAID signals received. facility when: 10. Visible landmarks. NOTE− 1. USAF facilities are only required to notify the ARTCC. 11. Aircraft color. 2. The requirement to alert DF facilities may be deleted if radar contact will be maintained throughout the duration 12. Number of people on board. of the emergency. 13. Point of departure and destination. a. An emergency is declared by either: 14. Emergency equipment on board. 1. The pilot.

Emergency Assistance 10−2−1 JO 7110.65U 2/9/12

2. Facility personnel. unable to communicate with the control facility, relay information and clearances. 3. Officials responsible for the operation of the aircraft. b. The following must be accomplished on a Mode C equipped VFR aircraft which is in b. There is unexpected loss of radar contact and emergency but no longer requires the assignment of radio communications with any IFR or VFR aircraft. Code 7700: c. Reports indicate it has made a forced landing, is 1. TERMINAL. Assign a beacon code that will about to do so, or its operating efficiency is so permit terminal minimum safe altitude warning impaired that a forced landing will be necessary. (MSAW) alarm processing. d. Reports indicate the crew has abandoned the 2. EN ROUTE. An appropriate keyboard entry aircraft or is about to do so. must be made to ensure en route MSAW (EMSAW) alarm processing. e. An emergency radar beacon response is received. 10−2−8. RADAR ASSISTANCE TO VFR NOTE− AIRCRAFT IN WEATHER DIFFICULTY EN ROUTE. During Stage A operation, Code 7700 causes a. If a VFR aircraft requests radar assistance when EMRG to blink in field E of the data block. it encounters or is about to encounter IFR weather f. Intercept or escort aircraft services are required. conditions, ask the pilot if he/she is qualified for and g. The need for ground rescue appears likely. capable of conducting IFR flight. b. If the pilot states he/she is qualified for and h. An Emergency Locator Transmitter (ELT) capable of IFR flight, request him/her to file an IFR signal is heard or reported. flight plan and then issue clearance to destination REFERENCE− airport, as appropriate. FAAO JO 7110.65, Para 10−1−3, Providing Assistance. FAAO JO 7110.65, Para 10−2−10, Emergency Locator Transmitter c. If the pilot states he/she is not qualified for or not (ELT) Signals. capable of conducting IFR flight, or if he/she refuses to file an IFR flight plan, take whichever of the 10−2−6. HIJACKED AIRCRAFT following actions is appropriate: Hijack attempts or actual events are a matter of 1. Inform the pilot of airports where VFR national security and require special handling. Policy conditions are reported, provide other available and procedures for hijack situations are detailed in pertinent weather information, and ask if he/she will FAAO JO 7610.4, Special Operations. FAAO elect to conduct VFR flight to such an airport. JO 7610.4 describes reporting requirements, air crew 2. If the action in subpara 1 above is not feasible procedures, air traffic procedures and escort or or the pilot declines to conduct VFR flight to another interceptor procedures for hijack situations. airport, provide radar assistance if the pilot: REFERENCE− (a) Declares an emergency. FAAO JO 7610.4, Chapter 7, Hijacked/Suspicious Aircraft Reporting and Procedures. (b) Refuses to declare an emergency and you FAAO JO 7110.65, Para 5−2−13, Code Monitor. have determined the exact nature of the radar services the pilot desires. 10−2−7. VFR AIRCRAFT IN WEATHER DIFFICULTY 3. If the aircraft has already encountered IFR conditions, inform the pilot of the appropriate a. If VFR aircraft requests assistance when it terrain/obstacle clearance minimum altitude. If the encounters or is about to encounter IFR weather aircraft is below appropriate terrain/obstacle clear- conditions, determine the facility best able to provide ance minimum altitude and sufficiently accurate service. If a frequency change is necessary, advise the position information has been received or radar pilot of the reason for the change, and request the identification is established, furnish a heading or aircraft contact the appropriate control facility. radial on which to climb to reach appropriate Inform that facility of the situation. If the aircraft is terrain/obstacle clearance minimum altitude.

10−2−2 Emergency Assistance 2/9/12 JO 7110.65U

d. The following must be accomplished on a NOTE− Mode C equipped VFR aircraft which is in FAA Form 7210−8, ELT INCIDENT, contains standardized emergency but no longer requires the assignment of format for coordination with the RCC. Code 7700: REFERENCE− FAAO JO 7210.3, Para 9−3−1, FAA Form 7210−8, ELT Incident. 1. TERMINAL. Assign a beacon code that will permit terminal minimum safe altitude warning b. TERMINAL. Notify the ARTCC which will (MSAW) alarm processing. coordinate with the RCC. 2. EN ROUTE. An appropriate keyboard entry NOTE− 1. Operational ground testing of emergency locator must be made to ensure en route MSAW (EMSAW) transmitters (ELTs) has been authorized during the first alarm processing. 5 minutes of each hour. To avoid confusing the tests with an actual alarm, the testing is restricted to no more than three 10−2−9. RADAR ASSISTANCE audio sweeps. TECHNIQUES 2. Controllers can expect pilots to report aircraft position Use the following techniques to the extent possible and time the signal was first heard, aircraft position and time the signal was last heard, aircraft position at when you provide radar assistance to a pilot not maximum signal strength, flight altitude, and frequency of qualified to operate in IFR conditions: the emergency signal (121.5/243.0). (See AIM, a. Avoid radio frequency changes except when Para 6−2−5, Emergency Locator Transmitter (ELT).) necessary to provide a clear communications c. EN ROUTE. Request DF facilities obtain fixes channel. or bearings on signal. Forward bearings or fixes b. Make turns while the aircraft is in VFR obtained plus any other pertinent information to the conditions so it will be in a position to fly a straight RCC. course while in IFR conditions. d. TERMINAL. Attempt to obtain fixes or bear- c. Have pilot lower gear and slow aircraft to ings on the signal. approach speed while in VFR conditions. e. Solicit the assistance of other aircraft known to d. Avoid requiring a climb or descent while in a be operating in the signal area. turn if in IFR conditions. f. TERMINAL. Forward fixes or bearings and any e. Avoid abrupt maneuvers. other pertinent information to the ARTCC. f. Vector aircraft to VFR conditions. NOTE− g. The following must be accomplished on a Fix information in relation to a VOR or VORTAC (radial- Mode C equipped VFR aircraft which is in distance) facilitates accurate ELT plotting by RCC and should be provided when possible. emergency but no longer requires the assignment of Code 7700: g. EN ROUTE. When the ELT signal strength indicates the signal may be emanating from 1. TERMINAL. Assign a beacon code that will somewhere on an airport or vicinity thereof, notify permit terminal minimum safe altitude warning the on-site technical operations personnel and the (MSAW) alarm processing. Regional Operations Center (ROC) for their actions. 2. EN ROUTE. An appropriate keyboard entry This action is in addition to the above. must be made to ensure en route MSAW (EMSAW) alarm processing. h. TERMINAL. When the ELT signal strength indicates the signal may be emanating from somewhere on the airport or vicinity thereof, notify 10−2−10. EMERGENCY LOCATOR the on-site technical operations personnel and the TRANSMITTER (ELT) SIGNALS ARTCC for their action. This action is in addition to When an ELT signal is heard or reported: the above. a. EN ROUTE. Notify the Rescue Coordination i. Air traffic personnel must not leave their Center (RCC). required duty stations to locate an ELT signal source.

Emergency Assistance 10−2−3 JO 7110.65U 2/9/12

NOTE− 4. Handle the aircraft as an emergency and/or Portable handcarried receivers assigned to air traffic provide the most expeditious handling possible with facilities (where no technical operations personnel are respect to the safety of other aircraft, ground available) may be loaned to responsible airport personnel facilities, and personnel. or local authorities to assist in locating the ELT signal source. NOTE− Emergency handling is discretionary and should be based j. EN ROUTE. Notify the RCC, the ROC, and on the situation. With certain types of threats, plans may alerted DF facilities if signal source is located/ call for a low-key action or response. terminated. 5. Issue or relay clearances to a new destination k. TERMINAL. Notify the ARTCC if signal if requested. source is located/terminated. 6. When a pilot requests technical assistance or REFERENCE− if it is apparent that a pilot may need such assistance, FAAO JO 7110.65, Para 10−1−4, Responsibility. do NOT suggest what actions the pilot should take FAAO JO 7110.65, Para 10−2−1, Information Requirements. concerning a bomb, but obtain the following information and notify your supervisor who will 10−2−11. AIRCRAFT BOMB THREATS contact the FAA aviation explosives expert: NOTE− a. When information is received from any source This information is needed by the FAA aviation explosives that a bomb has been placed on, in, or near an aircraft expert so that he/she can assess the situation and make for the purpose of damaging or destroying such immediate recommendations to the pilot. The aviation aircraft, notify your supervisor or the facility air explosives expert may not be familiar with all military traffic manager. If the threat is general in nature, aircraft configurations but he/she can offer technical handle it as a “Suspicious Activity.” When the threat assistance which would be beneficial to the pilot. is targeted against a specific aircraft and you are in (a) Type, series, and model of the aircraft. contact with the suspect aircraft, take the following actions as appropriate: (b) Precise location/description of the bomb device if known. REFERENCE− FAAO JO 7610.4, Chapter 7, Hijacked/Suspicious Aircraft Reporting (c) Other details which may be pertinent. and Procedures. NOTE− 1. Advise the pilot of the threat. The following details may be of significance if known, but it is not intended that the pilot should disturb a suspected 2. Inform the pilot that technical assistance can bomb/bomb container to ascertain the information: The be obtained from an FAA aviation explosives expert. altitude or time set for the bomb to explode, type of NOTE− detonating action (barometric, time, anti-handling, remote An FAA aviation explosive expert is on call at all times and radio transmitter), power source (battery, electrical, may be contacted by calling the FAA Operations mechanical), type of initiator (blasting cap, flash bulb, Center, Washington, DC, Area Code 202−267−3333, chemical), and the type of explosive/incendiary charge ETN 521−0111, or DSN 851−3750. Technical advice can (dynamite, black powder, chemical). be relayed to assist civil or military air crews in their search b. When a bomb threat involves an aircraft on the for a bomb and in determining what precautionary action ground and you are in contact with the suspect to take if one is found. aircraft, take the following actions in addition to those 3. Ask the pilot if he/she desires to climb or discussed in the preceding paragraphs which may be descend to an altitude that would equalize or reduce appropriate: the outside air pressure/existing cabin air pressure 1. If the aircraft is at an airport where tower differential. Issue or relay an appropriate clearance control or FSS advisory service is not available, or if considering MEA, MOCA, MRA, and weather. the pilot ignores the threat at any airport, recommend NOTE− that takeoff be delayed until the pilot or aircraft Equalizing existing cabin air pressure with outside air operator establishes that a bomb is not aboard in pressure is a key step which the pilot may wish to take to accordance with 14 CFR Part 121. If the pilot insists minimize the damage potential of a bomb. on taking off and in your opinion the operation will

10−2−4 Emergency Assistance 2/9/12 JO 7110.65U

not adversely affect other traffic, issue or relay an b. When you receive the nearest location of the ATC clearance. explosive detection K−9 team, relay the information to the pilot. REFERENCE− 14 CFR Section 121.538, Airplane Security. c. If the aircraft wishes to divert to the airport 2. Advise the aircraft to remain as far away from location provided, obtain an estimated arrival time other aircraft and facilities as possible, to clear the from the pilot and advise your supervisor. runway, if appropriate, and to taxi to an isolated or designated search area. When it is impractical or if the 10−2−13. MANPADS ALERT pilot takes an alternative action; e.g., parking and off-loading immediately, advise other aircraft to When a threat or attack from Man−Portable Air remain clear of the suspect aircraft by at least Defense Systems (MANPADS) is determined to be 100 yards if able. real, notify and advise aircraft as follows:

NOTE− a. Do not withhold landing clearance. To the Passenger deplaning may be of paramount importance and extent possible, issue information on MANPADS must be considered before the aircraft is parked or moved threats, confirmed attacks, or post−event activities in away from service areas. The decision to use ramp facilities time for it to be useful to the pilot. The pilot or parent rests with the pilot, aircraft operator/airport manager. company will determine the pilot’s actions. c. If you are unable to inform the suspect aircraft b. MANPADS information will be disseminated of a bomb threat or if you lose contact with the via the ATIS and/or controller−to−pilot aircraft, advise your supervisor and relay pertinent transmissions. details to other sectors or facilities as deemed necessary. c. Disseminate via controller−to−pilot transmission until the appropriate MANPADS information is d. When a pilot reports the discovery of a bomb or broadcast via the ATIS and pilots indicate they have suspected bomb on an aircraft which is airborne or on received the appropriate ATIS code. MANPADS the ground, determine the pilot’s intentions and information will include nature and location of threat comply with his/her requests in so far as possible. or incident, whether reported or observed and by Take all of the actions discussed in the preceding whom, time (if known), and when transmitting to an paragraphs which may be appropriate under the individual aircraft, a request for pilot’s intentions. existing circumstances. PHRASEOLOGY− ATTENTION (aircraft identification), MANPADS ALERT. e. The handling of aircraft when a hijacker has or EXERCISE EXTREME CAUTION. MANPADS THREAT/ is suspected of having a bomb requires special ATTACK/POST−EVENT ACTIVITY OBSERVED/ considerations. Be responsive to the pilot’s requests REPORTED BY (reporting agency) (location) AT (time, if and notify supervisory personnel. Apply hijacking known). (When transmitting to an individual aircraft) SAY procedures and offer assistance to the pilot according INTENTIONS. to the preceding paragraphs, if needed. EXAMPLE− “Attention Eastern Four Seventeen, MANPADS alert. Exercise extreme caution. MANPADS threat reported by 10−2−12. EXPLOSIVE DETECTION K−9 TSA, LaGuardia vicinity. Say intentions.” TEAMS “Attention all aircraft, MANPADS alert. Exercise extreme Take the following actions should you receive an caution. MANPADS post−event activity observed by tower aircraft request for the location of the nearest south of airport at two−one−zero−zero Zulu.” explosive detection K−9 team. d. Report MANPADS threat/attack/post−event activity until notified otherwise by FAA national REFERENCE− FAAO JO 7210.3, Para 2−1−11, Explosives Detection K−9 Teams. headquarters. REFERENCE− a. Obtain the aircraft identification and position FAAO JO 7110.65, Para 2−9−3, Content. and advise your supervisor of the pilot request. FAAO JO 7210.3, Para 2−1−9, Handling MANPADS Incidents.

Emergency Assistance 10−2−5 JO 7110.65U 2/9/12

10−2−14. UNAUTHORIZED LASER be used in conjunction with the information derived ILLUMINATION OF AIRCRAFT from any automated emergency airport information source. a. When a laser event is reported to an air traffic facility, broadcast on all appropriate frequencies a general caution warning every five minutes for 10−2−16. GUIDANCE TO EMERGENCY 20 minutes following the last report. AIRPORT PHRASEOLOGY− a. When necessary, use any of the following for UNAUTHORIZED LASER ILLUMINATION EVENT, guidance to the airport: (location), (altitude). 1. Radar. b. Terminal facilities must include reported unauthorized laser illumination events on the ATIS 2. DF. broadcast for one hour following the last report. 3. Following another aircraft. Include the time, location, altitude, color, and direction of the laser as reported by the pilot. 4. NAVAIDs. NOTE− 5. Pilotage by landmarks. All personnel can expect aircrews to regard lasers as an inflight emergency and may take evasive action to avoid 6. Compass headings. laser illumination. Additionally, other aircraft may request b. Consideration to the provisions of clearance to avoid the area. para 10−2−15, Emergency Airport Recommenda- REFERENCE− tion, must be used in conjunction with the FAAO JO 7110.65, Para 2−9−3, Content. FAAO JO 7210.3, Para 2−1−27, Reporting Unauthorized Laser information derived from any automated emergency Illumination of Aircraft. airport information source.

10−2−15. EMERGENCY AIRPORT 10−2−17. EMERGENCY OBSTRUCTION RECOMMENDATION VIDEO MAP (EOVM) a. Consider the following factors when recom- a. The EOVM is intended to facilitate advisory mending an emergency airport: service to an aircraft in an emergency situation wherein an appropriate terrain/obstacle clearance 1. Remaining fuel in relation to airport minimum altitude cannot be maintained. It must only distances. be used and the service provided under the following 2. Weather conditions. conditions: NOTE− 1. The pilot has declared an emergency, or Depending on the nature of the emergency, certain weather phenomena may deserve weighted consideration when 2. The controller has determined that an recommending an airport; e.g., a pilot may elect to fly emergency condition exists or is imminent because of farther to land at an airport with VFR instead of IFR the pilot’s inability to maintain an appropriate conditions. terrain/obstacle clearance minimum altitude. 3. Airport conditions. NOTE− Appropriate terrain/obstacle clearance minimum altitudes 4. NAVAID status. may be defined as Minimum IFR Altitude (MIA), Minimum En Route Altitude (MEA), Minimum Obstruction Clear- 5. Aircraft type. ance Altitude (MOCA), or Minimum Vectoring Altitude 6. Pilot’s qualifications. (MVA). b. 7. Vectoring or homing capability to the When providing emergency vectoring service, emergency airport. the controller must advise the pilot that any headings issued are emergency advisories intended only to b. Consideration to the provisions of subpara a and direct the aircraft toward and over an area of lower para 10−2−16, Guidance to Emergency Airport, must terrain/obstacle elevation.

10−2−6 Emergency Assistance 2/9/12 JO 7110.65U

NOTE− Reception. Altitudes and obstructions depicted on the EOVM are the AIM, Para 7−5−9, Flight Operations in Volcanic Ash. actual altitudes and locations of the obstacle/terrain and contain no lateral or vertical buffers for obstruction 10−2−19. REPORTING DEATH, ILLNESS, clearance. OR OTHER PUBLIC HEALTH RISK ON REFERENCE− BOARD AIRCRAFT FAAO JO 7210.3, Para 3−9−4, Emergency Obstruction Video Map (EOVM). a. If an air traffic controller receives a report of the death of person, an illness, and/or other public health 10−2−18. VOLCANIC ASH risk obtain the following information and notify the operations manager in charge (OMIC)/front line a. If a volcanic ash cloud is known or forecast to manager (FLM)/controller-in-charge (CIC) as soon be present: as possible. 1. Relay all information available to pilots to 1. Call sign. ensure that they are aware of the ash cloud’s position and altitude(s). 2. Number of suspected cases of illness on board. 2. Suggest appropriate reroutes to avoid the area of known or forecast ash clouds. 3. Nature of the illnesses or other public health risk, if known. NOTE− Volcanic ash clouds are not normally detected by airborne 4. Number of persons on board. or air traffic radar systems. 5. Number of deaths, if applicable. b. If advised by an aircraft that it has entered a volcanic ash cloud and indicates that a distress 6. Pilot’s intent (for example, continue to situation exists: destination or divert). 1. Consider the aircraft to be in an emergency 7. Any request for assistance (for example, situation. needing emergency medical services to meet the aircraft at arrival). 2. Do not initiate any climb clearances to b. The OMIC/FLM/CIC must relay the informa- turbine−powered aircraft until the aircraft has exited tion to the DEN as soon as possible. the ash cloud. NOTE− 3. Do not attempt to provide escape vectors 1. If the ATC facility is not actively monitoring the DEN or without pilot concurrence. does not have a dedicated line to the DEN, they must call NOTE− into the DEN directly via (202) 493-4170. 1. The recommended escape maneuver is to reverse course 2. Except in extraordinary circumstances, such as a and begin a descent (if terrain permits). However, it is the situation requiring ATC intervention, follow-on coordina- pilot’s responsibility to determine the safest escape route tion regarding the incident will not involve ATC from the ash cloud. frequencies. 2. Controllers should be aware of the possibility of 3. The initial report to a U.S. ATC facility may be passed complete loss of power to any turbine−powered aircraft from a prior ATC facility along the route of flight. that encounters an ash cloud. REFERENCE− REFERENCE− FAAO JO 7210.3, Para 2-1-29, REPORTING DEATH, ILLNESS, OR FAAO JO 7110.65, Para 10−2−4, Altitude Change for Improved OTHER PUBLIC HEALTH RISK ON BOARD AIRCRAFT

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2/9/12 JO 7110.65U

Section 3. Overdue Aircraft

10−3−1. OVERDUE AIRCRAFT h. Last known position, estimated present position, and maximum range of flight of the aircraft a. Consider an aircraft to be overdue, initiate the based on remaining fuel and airspeed. procedures stated in this section and issue an ALNOT when neither communications nor radar contact can i. Position of other aircraft near aircraft’s route of be established and 30 minutes have passed since: flight, when requested. NOTE− j. Whether or not an ELT signal has been heard or The procedures in this section also apply to an aircraft reported in the vicinity of the last known position. referred to as “missing” or “unreported.” k. Other pertinent information. 1. Its ETA over a specified or compulsory REFERENCE− reporting point or at a clearance limit in your area. FAAO JO 7110.65, Para 10−1−4, Responsibility. FAAO JO 7110.65, Para 10−2−5, Emergency Situations. 2. Its clearance void time. NOTE− FSSs serve as the central points for collecting and b. If you have reason to believe that an aircraft is disseminating information on an overdue or missing overdue prior to 30 minutes, take the appropriate aircraft which is not on an IFR flight plan. Non−FSS ATC action immediately. facilities that receive telephone calls or other inquiries regarding these flights must refer these calls and inquiries c. The center in whose area the aircraft is first to the appropriate AFSS/FSS. unreported or overdue will make these determinations and takes any subsequent action required. 10−3−3. INFORMATION TO BE REFERENCE− FORWARDED TO RCC FAAO JO 7110.65, Para 4−3−4, Departure Restrictions, Clearance Void Times, Hold for Release, and Release Times. EN ROUTE When an aircraft is considered to be in emergency 10−3−2. INFORMATION TO BE status or an IFR aircraft is overdue, the ARTCC must FORWARDED TO ARTCC alert the RCC and forward the following information, as available: TERMINAL a. Facility and person calling. When an aircraft is considered to be in emergency status that may require SAR procedures, or an IFR b. Flight plan, including color of aircraft, if aircraft is overdue, the terminal facility must alert the known. ARTCC and forward the following information, as c. Time of last transmission received, by whom, available: and frequency used. a. Flight plan, including color of aircraft, if d. Last position report and how determined. known. e. Action taken by reporting facility and proposed b. Time of last transmission received, by whom, action. and frequency used. f. Number of persons on board. c. Last position report and how determined. g. Fuel status. d. Action taken by reporting facility and proposed h. Facility working aircraft and frequency. action. i. Last known position, estimated present position, e. Number of persons on board. and maximum range of flight of the aircraft based on remaining fuel and airspeed. f. Fuel status. j. Position of other aircraft near aircraft’s route of g. Facility working aircraft and frequency. flight, when requested.

Overdue Aircraft 10−3−1 JO 7110.65U 2/9/12

k. Whether or not an ELT signal has been heard or available through the destination FSS or the appropriate reported in the vicinity of the last known position. IFSS. l. Other pertinent information. b. Upon receipt of an INREQ or ALNOT, check the position records to determine whether the aircraft REFERENCE− FAAO JO 7110.65, Para 10−1−4, Responsibility. has contacted your facility. Notify the originator of FAAO JO 7110.65, Para 10−2−5, Emergency Situations. the results or status of this check within one hour of NOTE− the time the alert was received. Retain the alert in an FSSs serve as the central points for collecting and active status, and immediately notify the originator of disseminating information on an overdue or missing subsequent contact, until cancellation is received. aircraft which is not on an IFR flight plan. Non−FSS ATC facilities that receive telephone calls or other inquiries 10−3−5. RESPONSIBILITY TRANSFER TO regarding these flights must refer these calls and inquiries RCC to the appropriate FSS. EN ROUTE 10−3−4. ALNOT Transfer responsibility for further search to the RCC when one of the following occurs: EN ROUTE a. Thirty minutes have elapsed after the estimated a. In addition to routing to the regional office aircraft fuel exhaustion time. operations center for the area in which the facility is located, issue an ALNOT to all centers and Area B b. The aircraft has not been located within one circuits, generally 50 miles on either side of the route hour after ALNOT issuance. of flight from the last reported position to destination. c. The ALNOT search has been completed with Include the original or amended flight plan, as negative results. appropriate, and the last known position of the aircraft. At the recommendation of the RCC or at your 10−3−6. AIRCRAFT POSITION PLOTS discretion, the ALNOT may be issued to cover the maximum range of the aircraft. Plot the flight path of the aircraft on a chart, including position reports, predicted positions, possible range NOTE− 1. An ALNOT must be issued before the RCC can begin of flight, and any other pertinent information. Solicit search and rescue procedures. the assistance of other aircraft known to be operating near the aircraft in distress. Forward this information 2. Flight plan information on military aircraft is available to the RCC or the ARTCC as appropriate. at the FSS serving as a tie-in station for the departure or destination airport. FAA tie-in stations for airports in the continental U.S. are listed in FAAO JO 7350.8, Location 10−3−7. ALNOT CANCELLATION Identifiers. In the West Flight Services Area Office, tie−in EN ROUTE stations are listed in service area publications entitled, “Flight Plan Routing and Airport Search Directory.” For Cancel the ALNOT when the aircraft is located or the flights with overseas departure points, the information is search is abandoned.

10−3−2 Overdue Aircraft 2/9/12 JO 7110.65U

Section 4. Control Actions

10−4−1. TRAFFIC RESTRICTIONS 10−4−3. TRAFFIC RESUMPTION After the 30−minute traffic suspension period has IFR traffic which could be affected by an overdue or expired, resume normal air traffic control if the unreported aircraft must be restricted or suspended operators or pilots of other aircraft concur. This unless radar separation is used. The facility concurrence must be maintained for a period of responsible must restrict or suspend IFR traffic for a 30 minutes after the suspension period has expired. period of 30 minutes following the applicable time listed in subparas a thru e: REFERENCE− FAAO JO 7110.65, Para 4−3−4, Departure Restrictions, Clearance Void Times, Hold for Release, and Release Times. a. The time at which approach clearance was delivered to the pilot. 10−4−4. COMMUNICATIONS FAILURE b. The EFC time delivered to the pilot. Take the following actions, as appropriate, if two-way radio communications are lost with an c. The arrival time over the NAVAID serving the aircraft: destination airport. NOTE− 1. When an IFR aircraft experiences two-way radio d. The current estimate, either the control communications failure, air traffic control is based on facility’s or the pilot’s, whichever is later, at: anticipated pilot actions. Pilot procedures and recom− mended practices are set forth in the AIM, CFRs, and 1. The appropriate en route NAVAID or fix, and pertinent military regulations. 2. Should the pilot of an aircraft equipped with a coded 2. The NAVAID serving the destination airport. radar beacon transponder experience a loss of two-way radio capability, the pilot can be expected to adjust the e. The release time and, if issued, the clearance transponder to reply on Mode 3/A Code 7600. void time. a. In the event of lost communications with an REFERENCE− aircraft under your control jurisdiction use all FAAO JO 7110.65, Para 4−3−4, Departure Restrictions, Clearance Void Times, Hold for Release, and Release Times. appropriate means available to reestablish communications with the aircraft. These may include, but not be limited to, emergency frequencies, NAVAIDs that 10−4−2. LIGHTING REQUIREMENTS are equipped with voice capability, FSS, Aeronauti− cal Radio Incorporated (ARINC), etc. a. EN ROUTE. At nontower or non−FSS loca- NOTE− tions, request the airport management to light all 1. ARINC is a commercial communications corporation runway lights, approach lights, and all other required which designs, constructs, operates, leases or otherwise airport lighting systems for at least 30 minutes before engages in radio activities serving the aviation community. the ETA of the unreported aircraft until the aircraft ARINC has the capability of relaying information to/from subscribing aircraft throughout the country. has been located or for 30 minutes after its fuel supply is estimated to be exhausted. 2. Aircraft communications addressing and reporting system (ACARS) or selective calling (SELCAL) may be b. TERMINAL. Operate runway lights, approach utilized to reestablish radio communications with suitably lights, and all other required airport lighting systems equipped aircraft. ACARS can be accessed by contacting for at least 30 minutes before the ETA of the the San Francisco ARINC communications center, watch supervisor, at 925−294−8297 and 800−621−0140. Provide unreported aircraft until the aircraft has been located ARINC the aircraft call sign, approximate location, and or for 30 minutes after its fuel supply is estimated to contact instructions. In order to utilize the SELCAL system, be exhausted. the SELCAL code for the subject aircraft must be known. REFERENCE− If the SELCAL code is not contained in the remarks section FAAO JO 7110.65, Para 3−4−1, Emergency Lighting. of the flight plan, contact the pertinent air carrier dispatch

Control Actions 10−4−1 JO 7110.65U 2/9/12 office to determine the code. Then contact the 2. Request the aircraft to reply on Code 7600 or San Francisco ARINC communications center, watch if already on Code 7600, the appropriate stratum supervisor, at 925−294−8297 and 800−621−0140. Provide code. ARINC the aircraft call sign, SELCAL code, approximate location, and contact instructions. 3. Request the aircraft to change to “stand-by” for sufficient time for you to be sure that the lack of b. Broadcast clearances through any available a target is the result of the requested action. means of communications including the voice feature PHRASEOLOGY− of NAVAIDs. REPLY NOT RECEIVED, (appropriate instructions). NOTE− (Action) OBSERVED, (additional instructions/informa- 1. Some UHF equipped aircraft have VHF navigation tion if necessary). equipment and can receive 121.5 MHz. d. Broadcast a clearance for the aircraft to proceed 2. “Any available means” includes the use of FSS and to its filed alternate airport at the MEA if the aircraft ARINC. operator concurs. REFERENCE− REFERENCE− FAAO JO 7110.65, Para 4−2−2, Clearance Prefix. FAAO JO 7110.65, Para 5−2−8, Radio Failure. c. Attempt to re-establish communication by FAAO JO 7110.65, Para 9−2−7, IFR Military Training Routes. having the aircraft use its transponder or make turns e. If radio communications have not been (re) to acknowledge clearances and answer questions. established with the aircraft after 5 minutes, consider Request any of the following in using the the aircraft’s or pilot’s activity to be suspicious and transponder: report it to the FLM/CIC per FAA Order JO 7610.4, Chapter 7, Hijacked/Suspicious Aircraft Reporting 1. Request the aircraft to reply Mode 3/A and Procedures, and Paragraph 2−1−25f, Supervisory “IDENT.” Notification, of this order.

10−4−2 Control Actions 2/9/12 JO 7110.65U

Section 5. Miscellaneous Operations

10−5−1. NAVY FLEET SUPPORT MISSIONS c. Honor pilot requests for changes to route, altitude, and destination, whenever possible. When you receive information concerning an emergency to a U.S. Navy “Special Flight Number” aircraft, do the following: 10−5−2. EXPLOSIVE CARGO a. Handle Navy Fleet Support Mission aircraft as follows: TERMINAL 1. EN ROUTE. Relay immediately, via collect When you receive information that an emergency telephone call, all pertinent information to Fleet landing will be made with explosive cargo aboard, Operations Control at Norfolk, Virginia, telephone inform the pilot of the safest or least congested airport 804−444−6602. areas. Relay the explosive cargo information to: 2. TERMINAL. Inform the nearest center of all a. The emergency equipment crew. the pertinent information. b. The airport management. b. Relay the words “Special Flight Number” followed by the number given as part of the routine c. The appropriate military agencies, when IFR flight information. requested by the pilot.

Miscellaneous Operations 10−5−1

2/9/12 JO 7110.65U

Section 6. Oceanic Emergency Procedures

10−6−1. APPLICATION 1. Following the alert phase when further attempts to establish communications with the The procedures in this section are to be used solely in aircraft and more widespread inquiries are oceanic airspace. unsuccessful; or 2. When the fuel on board is considered to be 10−6−2. PHASES OF EMERGENCY exhausted or to be insufficient for the aircraft to reach safety; or Emergency phases are described as follows: 3. When information is received which indi- a. Uncertainty phase (INCERFA). When there is cates that the operating efficiency of the aircraft has concern about the safety of an aircraft or its been impaired to the extent that a forced landing is occupants, an INCERFA exists: likely; or 1. When communication from an aircraft has 4. When information is received or it is not been received within 30 minutes after the time a reasonably certain that the aircraft is about to make or communication should have been received or after has made a forced landing. the time an unsuccessful attempt to establish communication with such aircraft was first made, 10−6−3. ALERTING SERVICE AND whichever is earlier; or SPECIAL ASSISTANCE 2. When an aircraft fails to arrive within a. Provide alerting service to: 30 minutes after the time of arrival last estimated by 1. All aircraft receiving ATC service; the pilot or by the ATC units, whichever is later. 2. All other aircraft which have filed a flight b. Alert phase (ALERFA). When there is plan or which are otherwise known to the ATC unit; apprehension about the safety of an aircraft and its and occupants, an ALERFA exists: 3. Any aircraft known or believed to be the 1. Following the uncertainty phase when subject of unlawful interference. subsequent attempts to establish communications with the aircraft, or inquiries to other relevant sources b. When alerting service is required, the responsi- have failed to reveal any information about the bility for coordinating such service must, unless aircraft; or otherwise established by letter of agreement, rest with the facility serving the FIR or CTA: 2. When information has been received which 1. Within which the aircraft was flying at the indicates that the operating efficiency of the aircraft time of last air-ground radio contact; or has been impaired but not to the extent that a forced landing is likely; or 2. Which the aircraft was about to enter if the last air-ground contact was established at or close to 3. When communication from an aircraft has the boundary; or not been received within 60 minutes after the time a communication should have been received or after 3. Within which the point of destination is the time an unsuccessful attempt to establish located if the aircraft: communication with such aircraft was first made, (a) Was not equipped with suitable two-way whichever is earlier. radio communications equipment; or c. Distress phase (DETRESFA). When there is (b) Was not under obligation to transmit reasonable certainty that the aircraft and its occupants position reports. are threatened by grave and imminent danger, a REFERENCE− DETRESFA exists: FAAO JO 7110.65, Chapter 8, Section 2, Coordination.

Oceanic Emergency Procedures 10−6−1 JO 7110.65U 2/9/12

c. The responsible Area Control Center (ACC) 5. The air traffic unit which made the last radio must serve as the control point for: contact, the time, and the frequency used. 1. Collecting all information relevant to a state 6. The aircraft’s last position report, how it was of emergency of an aircraft; received, and what facility received it. 2. Forwarding that information to the appropri- 7. Color and distinctive marks of aircraft. ate RCC; and 8. Any action taken by reporting office. 3. Coordinating with other facilities concerned. 9. Other pertinent remarks. d. The responsibility of the ACC to provide h. An INCERFA phase ends with the receipt of alerting service for military aircraft may be waived any information or position report on the aircraft. upon a written or recorded request from a military Cancel the INCERFA by a message addressed to the agency. In this case, the military request must state same stations as the INCERFA message. that the military agency assumes full responsibility 1. An ALERFA ends when: for their aircraft while the aircraft are operating in the oceanic airspace. (a) Evidence exists that would ease apprehension about the safety of the aircraft and its occupants; e. Responsibility to provide alerting service for or flight operations conducted under the “due regard” or (b) The concerned aircraft lands. Cancel the “operational” prerogative of military aircraft is ALERFA message by a message addressed to the assumed by the military. When “due regard” same stations as the ALERFA message. operations are scheduled to end with aircraft filed under ICAO procedures, the ACC may, if specified in 2. A DETRESFA ends when the: a letter of agreement, assume responsibility for (a) Aircraft successfully lands; or alerting service at proposed time filed. (b) RCC advises of a successful rescue; or f. In the event of INCERFA, ALERFA, or DETRESFA, notify the following: (c) RCC advises of termination of SAR activities. Cancel the DETRESFA by a message 1. When practicable, the aircraft operator. addressed to the same stations as the DETRESFA message. 2. The appropriate RCC. i. A separate chronological record should be kept 3. Aeronautical stations having en route com- on each ALERFA and DETRESFA together with a munications guard responsibilities at the point of chart which displays the projected route of the departure, along or adjacent to the route of flight, and aircraft, position reports received, route of at the destination. interceptor aircraft, and other pertinent information. 4. ACCs having jurisdiction over the proposed route of flight from the last reported position to the 10−6−4. INFLIGHT CONTINGENCIES destination airport. a. If an aircraft over water requests weather, sea g. INCERFA, ALERFA, and DETRESFA mes- conditions, ditching information, and/or assistance sages must include the following information, if from surface vessels, or if the controller feels that this available, in the order listed: information may be necessary for aircraft safety, it should be requested from the RCC. Also, an 1. INCERFA, ALERFA, or DETRESFA appropriate AMVER SURPIC should be asked for if according to the phase of the emergency. requested by the aircraft or deemed beneficial by control personnel. 2. Agency and person originating the message. NOTE− 3. Nature of the emergency. The AMVER Center can deliver, in a matter of minutes, a SURPIC of vessels in the area of a SAR incident, including 4. Significant flight plan information. their predicted positions and their characteristics.

10−6−2 Oceanic Emergency Procedures 2/9/12 JO 7110.65U

b. In all cases of aircraft ditching, the airspace (c) Type aircraft. required for SAR operations must be determined by (d) Route if appropriate. the RCC. The ACC must block that airspace until the RCC advises the airspace is no longer required. An (e) Altitude vacated. International Notice to Airmen (NOTAM) must be issued describing the airspace affected. (f) Other information. EXAMPLE− c. The following actions will be taken in the event “Attention all aircraft in the vicinity of Trout, a northbound an aircraft must make an emergency descent: D−C Ten on A−T−S Route Alfa Seven Hundred is making an 1. In the event an aircraft requests an emergency emergency descent from flight level three three zero.” descent: (Repeat as you deem appropriate.) 5. If traffic conditions permit, provide traffic (a) Issue a clearance to the requested altitude information to the affected aircraft. if approved separation can be provided. 6. Immediately after an emergency broadcast or (b) Advise the aircraft of the traffic, and traffic information has been made, issue appropriate request its intentions if traffic prevents an clearances or instructions, as necessary, to all aircraft unrestricted descent. involved. PHRASEOLOGY− ATC ADVISES (aircraft identification) UNABLE TO APPROVE UNRESTRICTED DESCENT. 10−6−5. SERVICES TO RESCUE AIRCRAFT TRAFFIC (traffic information). a. Provide standard IFR separation between the REQUEST INTENTIONS. SAR and the aircraft in distress, except when visual 2. In the event an aircraft is making or will make or radar contact has been established by the search an emergency descent without a clearance: and rescue aircraft and the pilots of both aircraft concur, IFR separation may be discontinued. (a) Advise other aircraft of the emergency descent. b. Clear the SAR aircraft to a fixed clearance limit PHRASEOLOGY− rather than to the aircraft in distress, which is a ATC ADVISES (aircraft identification/all aircraft) BE moving fix. Issue route clearances that are consistent ALERT FOR EMERGENCY DESCENT IN THE VICINITY with that of the distressed aircraft. OF (latitude/longitude) FROM (altitude/FL) TO c. Advise the rescue aircraft, as soon as (altitude/FL). practicable, of any factors that could adversely affect (b) Advise other aircraft when the emergency its mission; e.g., unfavorable weather conditions, descent is complete. anticipated problems, the possibility of not being able PHRASEOLOGY− to approve an IFR descent through en route traffic, (Aircraft identification/all aircraft) EMERGENCY etc. DESCENT AT (location) COMPLETED. d. Advise the appropriate rescue agency of all 3. Upon notification that an aircraft is making an pertinent information as it develops. emergency descent through other traffic, take action immediately to safeguard all aircraft concerned. e. Forward immediately any information about the action being taken by the RCC, other organizations, 4. When appropriate, broadcast by ATC com- or aircraft to the aircraft concerned. munications, by radio navigation aids, and/or through f. aeronautical communication stations/services an Advise the aircraft operator of the current status emergency message to all aircraft in the vicinity of the of the SAR operation as soon as practicable. descending aircraft. Include the following informa- g. Since prompt, correct, and complete information: tion is the key to successful rescue operations, ensure that this information is swiftly and smoothly supplied (a) Location of emergency descent. to those organizations actively engaged in rescue (b) Direction of flight. operations.

Oceanic Emergency Procedures 10−6−3

2/9/12 JO 7110.65U

Section 7. Ground Missile Emergencies

10−7−1. INFORMATION RELAY 2. The airspace to be protected for the route being flown. When you receive information concerning a ground missile emergency, notify other concerned facilities b. Vertical separation− 6,000 feet above the and take action to have alerting advisories issued by: surface over the emergency location. a. EN ROUTE. Air carrier company radio stations for each VFR company aircraft which is or will be operating in the vicinity of the emergency. 10−7−3. VFR MINIMA b. EN ROUTE. FSSs adjacent to the emergency Advise all known VFR aircraft which are, or will be, location. operating in the vicinity of a ground missile emergency, to avoid the emergency location by 1 mile c. TERMINAL. Relay all information concerning laterally or 6,000 feet vertically, or by a greater a ground missile emergency to the ARTCC within distance or altitude, when suggested by the notifying whose area the emergency exists and disseminate as official. a NOTAM. REFERENCE− P/CG Term− Notice to Airmen. 10−7−4. SMOKE COLUMN AVOIDANCE

10−7−2. IFR AND SVFR MINIMA Advise all aircraft to avoid any observed smoke Reroute IFR and SVFR aircraft as necessary to avoid columns in the vicinity of a ground missile the emergency location by one of the following emergency. minima, or by greater minima when suggested by the notifying official: 10−7−5. EXTENDED NOTIFICATION a. Lateral separation− 1 mile between the emergency location and either of the following: EN ROUTE 1. An aircraft under radar control and the When reports indicate that an emergency will exist emergency location which can be accurately for an extended period of time, a Notice to Airmen determined by reference to the radar scope. may be issued.

Ground Missile Emergencies 10−7−1

2/9/12 JO 7110.65U

Chapter 11. Traffic Management Procedures Section 1. General

11−1−1. DUTY RESPONSIBILITY b. OS must: a. The traffic management system mission is to 1. Keep the TMU and affected sectors apprised balance air traffic demand with system capacity to of situations or circumstances that may cause ensure the maximum efficient utilization of the NAS. congestion or delays. b. It is recognized that the ATCS is integral in the 2. Coordinate with the TMU and ATCSs to execution of the traffic management mission. develop appropriate traffic management initiatives for sectors and airports in their area of responsibility. NOTE− Complete details of traffic management initiatives and 3. Continuously review traffic management programs can be found in FAAO JO 7210.3, Facility initiatives affecting their area of responsibility and Operation and Administration. coordinate with TMU for extensions, revisions, or cancellations. 11−1−2. DUTIES AND RESPONSIBILITIES 4. Ensure that traffic management initiatives are carried out by ATCSs. a. Supervisory Traffic Management Coordinator− in−Charge (STMCIC) must: 5. Where authorized, perform URET data entries to keep the activation status of designated 1. Ensure that an operational briefing is URET Airspace Configuration Elements current. conducted at least once during the day and evening shifts. Participants must include, at a minimum, the 6. Perform assigned actions in the event of a STMCIC, Operations Supervisors (OS), Traffic URET outage or degradation, in accordance with the Management Coordinator(s) (TMC), and other requirements of FAA Order JO 7210.3, Facility interested personnel as designated by facility Operation and Administration, and as designated by management. Discussions at the meeting should facility directive. include meteorological conditions (present and 7. Ensure changes to restrictions based on the forecasted), staffing, equipment status, runways in Restrictions Inventory and Evaluation are implemen- use, AAR and traffic management initiatives (present ted in a timely manner. and anticipated). c. ATCSs must: 2. Assume responsibility for TMC duties when 1. Ensure that traffic management initiatives not staffed. and programs are enforced within their area of 3. Ensure that traffic management initiatives are responsibility. Traffic management initiatives and carried out by Supervisory Traffic Management programs do not have priority over maintaining: Coordinator−in−Charge (STMCIC). (a) Separation of aircraft. 4. Where authorized, perform URET data (b) Procedural integrity of the sector. entries to keep the activation status of designated 2. Keep the OS and TMU apprised of situations URET Airspace Configuration Elements current. or circumstances that may cause congestion or 5. Perform assigned actions in the event of a delays. URET outage or degradation, in accordance with the 3. Continuously review traffic management requirements of FAA Order JO 7210.3, Facility initiatives affecting their area of responsibility and Operation and Administration, and as designated by coordinate with OS and TMU for extensions, facility directive. revisions, or cancellations. 6. Ensure changes to restrictions based on the 4. Where authorized, perform URET data Restrictions Inventory and Evaluation are imple- entries to keep the activation status of designated mented in a timely manner. URET Airspace Configuration Elements current.

General 11−1−1 JO 7110.65U 2/9/12

5. Perform assigned actions in the event of a URET outage or degradation, in accordance with the requirements of FAA Order JO 7210.3, Facility Operation and Administration, and as designated by facility directive.

11−1−2 General 2/9/12 JO 7110.65U

Chapter 12. Canadian Airspace Procedures Section 1. General Control

12−1−1. APPLICATION d. Class D airspace. Controlled airspace within which both IFR and VFR flights are permitted, but Where control responsibility within Canadian VFR flights do not require a clearance from ATC to airspace has been formally delegated to the FAA by enter, however, they must establish two−way the Transport Canada Aviation Group, apply basic communications with the appropriate ATC agency FAA procedures except for the Canadian procedures prior to entering the airspace. contained in this chapter. e. Class E airspace. Airspace within which both NOTE− IFR and VFR flights are permitted, but for VFR flight In 1985, the U.S. and Canada established an agreement there are no special requirements. recognizing the inherent safety of the ATC procedures exercised by the other country. This agreement permits the f. Class F airspace. Airspace of defined dimen- use of ATC procedures of one country when that country is sions within which activities must be confined exercising ATC in the airspace over the territory of the because of their nature, or within which limitations other country insofar as they are not inconsistent with, or are imposed upon aircraft operations that are not a repugnant to, the laws and regulations or unique part of those activities, or both. Special use airspace operational requirements of the country over whose territory such airspace is located. Accordingly, this may be classified as Class F advisory or Class F chapter was revised to include only those Canadian restricted. procedures that must be used because of a Canadian g. Class G airspace. Uncontrolled airspace regulatory or unique operational requirement. within which ATC has neither the authority nor responsibility for exercising control over air traffic. 12−1−2. AIRSPACE CLASSIFICATION 12−1−3. ONE THOUSAND−ON−TOP a. Class A airspace. Controlled airspace within which only IFR flights are permitted. Airspace Clear an aircraft to maintain “at least 1,000 feet-on- designated from the base of all controlled high level top” in lieu of “VFR−on−top,” provided: airspace up to and including FL 600. a. The pilot requests it. b. Class B airspace. Controlled airspace within NOTE− which only IFR and Controlled VFR (CVFR) flights It is the pilot’s responsibility to ensure that the requested are permitted. Includes all controlled low level operation can be conducted at least 1,000 feet above all airspace above 12,500 feet ASL or at and above the cloud, haze, smoke, or other formation, with a flight minimum en route IFR altitude, (whichever is higher) visibility of 3 miles or more. A pilot’s request can be up to but not including 18,000 feet ASL. ATC considered as confirmation that conditions are adequate. procedures pertinent to IFR flights must be applied to b. The pilot will not operate within Class A or CVFR aircraft. Class B airspace. NOTE− The CVFR pilot is responsible to maintain VFR flight and 12−1−4. SEPARATION visual reference to the ground at all times. Apply a lateral, longitudinal, or vertical separation c. Class C airspace. Controlled airspace within minimum between aircraft operating in accordance which both IFR and VFR flights are permitted, but with an IFR or CVFR clearance, regardless of the VFR flights require a clearance from ATC to enter. weather conditions.

General Control 12−1−1 JO 7110.65U 2/9/12

12−1−5. DEPARTURE CLEARANCE/ 12−1−6. PARACHUTE JUMPING COMMUNICATION FAILURE Do not authorize parachute jumping without prior Base controller action regarding radio failures in permission from the appropriate Canadian authority. Canadian airspace on the requirement for pilots to NOTE− comply with Canadian Airspace Regulations, which Canadian regulations require written authority from the are similar to 14 CFR Section 91.185; however, the Ministry of Transport. following major difference must be considered when 12−1−7. SPECIAL VFR (SVFR) planning control actions. Except when issued NOTE− alternate radio failure instructions by ATC, pilots will Pilots do not have to be IFR qualified to fly SVFR at night, adhere to the following: If flying a turbine-powered nor does the aircraft have to be equipped for IFR flight. (turboprop or turbojet) aircraft and cleared on a. Within a control zone where there is an airport departure to a point other than the destination, controller on duty, approve or refuse a pilot’s request proceed to the destination airport in accordance with for SVFR on the basis of current or anticipated IFR the flight plan, maintaining the last assigned altitude traffic only. If approved, specify the period of time or flight level or the minimum en route IFR altitude, during which SVFR flight is permitted. whichever is higher, until 10 minutes beyond the point specified in the clearance (clearance limit), and b. Within a control zone where there is no airport then proceed at altitude(s) or flight level(s) filed in the controller on duty, authorize or refuse an aircraft’s flight plan. When the aircraft will enter U.S. airspace request for SVFR on the basis of: within 10 minutes after passing the clearance limit, 1. Current or anticipated IFR traffic, and the climb to the flight planned border crossing 2. Official ceiling and visibility reports. altitude is to be commenced at the estimated time of c. Canadian SVFR weather minimums for: crossing the Canada/U.S. boundary. 1. Aircraft other than helicopters. Flight visibility (ground visibility when reported) 1 mile. 2. Helicopters. Flight visibility (ground visibility when available) 1/2 mile.

12−1−2 General Control 2/9/12 JO 7110.65U

Chapter 13. Decision Support Tools Section 1. User Request Evaluation Tool (URET) − En Route

13−1−1. DESCRIPTION restarted before transfer of control, unless otherwise coordinated. URET is an en route decision support tool that is used by the sector team in performing its strategic planning NOTE− The requirement in subpara 13−1−2e does not apply to responsibilities. URET uses flight plan data, forecast aircraft entering airspace of a non−URET facility. winds, aircraft performance characteristics, and track data to derive expected aircraft trajectories, and to 13−1−3. TRIAL PLANNING predict conflicts between aircraft and between aircraft and special use or designated airspace. It also When URET is operational at the sector and when provides trial planning and enhanced flight data sector priorities permit, use the trial plan capability to management capabilities. evaluate: a. Solutions to predicted conflicts. 13−1−2. CONFLICT DETECTION AND b. The feasibility of granting user requests. RESOLUTION c. The feasibility of removing a flight direction a. Actively scan URET information for predicted constraint (i.e., inappropriate altitude for direction of aircraft−to−aircraft and aircraft−to−airspace alerts. flight) for an aircraft. b. When a URET alert is displayed, evaluate the d. The feasibility of removing a static restriction alert and take appropriate action as early as practical, for an aircraft. in accordance with duty priorities. 13−1−4. URET−BASED CLEARANCES c. Prioritize the evaluation and resolution of URET alerts to ensure the safe, expeditious, and When the results of a trial plan based upon a user efficient flow of air traffic. request indicate the absence of alerts, every effort should be made to grant the user request, unless the NOTE− change is likely to adversely affect operations at URET alerts are based on radar separation standards. another sector. Caution should be used when situations include nonstandard formations. 13−1−5. THE AIRCRAFT LIST (ACL), d. When a URET alert is displayed and when DEPARTURE LIST (DL) AND FLIGHT DATA sector priorities permit, give consideration to the MANAGEMENT following in determining a solution: a. The ACL must be used as the sector team’s 1. Solutions that involve direct routing, altitude primary source of flight data. changes, removal of a flight direction constraint b. Actively scan URET to identify automated (i.e., inappropriate altitude for direction of flight), notifications that require sector team action. and/or removal of a static restriction for one or more pertinent aircraft. c. When an ACL or DL entry has a Remarks indication, the Remarks field of the flight plan must 2. Impact on surrounding sector traffic and be reviewed. Changes to the Remarks field must also complexity levels, flight efficiencies, and user be reviewed. preferences. d. Highlighting an entry on the ACL or DL must e. When the URET Stop Probe feature is activated be used to indicate the flight requires an action or for an aircraft, Conflict Probe for that aircraft must be special attention.

User Request Evaluation Tool (URET) − En Route 13−1−1 JO 7110.65U 2/9/12

e. The Special Posting Area (SPA) should be used b. When the URET Coordination Menu is used to group aircraft that have special significance and the flight plan is subsequently changed, remove (e.g., aircraft to be sequenced, air refueling missions, the yellow coding from the Coordination Indicator formations). after any appropriate action has been taken. f. When URET is operational, sector teams must post flight progress strips for any nonradar flights. 13−1−7. HOLDING g. When URET is operational, a flight progress strip must be posted for any flight plan not contained For flights in hold, use URET Hold Annotations, a in the Host Computer System. flight progress strip, or a facility−approved work- sheet to annotate holding instructions, in accordance h. When URET is operational, sector teams must with facility directives. post any flight progress strip(s) that are deemed necessary for safe or efficient operations. The sector team must comply with all applicable facility 13−1−8. RECORDING OF CONTROL DATA directives to maintain posted flight progress strips. a. All control information not otherwise recorded i. The URET Drop Track Delete option must be via automation recordings or voice recordings must used in accordance with facility directives. be manually recorded using approved methods.

b. When a point out has been approved, remove 13−1−6. MANUAL COORDINATION AND the yellow color coding on the ACL. THE URET COORDINATION MENU c. When the URET Free Text Area is used to enter a. Where automated coordination with a facility is control information, authorized abbreviations must not available (e.g., an international facility, a VFR be used. You may use: tower), use the URET Coordination Menu or a flight progress strip to annotate manual coordination status, 1. The clearance abbreviations authorized in in accordance with facility directives. TBL 13−1−1.

TBL 13−1−1 Clearance Abbreviations

Abbreviation Meaning A Cleared to airport (point of intended landing) B Center clearance delivered C ATC clears (when clearance relayed through non−ATC facility) CAF Cleared as filed D Cleared to depart from the fix F Cleared to the fix H Cleared to hold and instructions issued N Clearance not delivered O Cleared to the outer marker PD Cleared to climb/descend at pilot’s discretion Q Cleared to fly specified sectors of a NAVAID defined in terms of courses, bearings, radials, or quadrants within a designated radius T Cleared through (for landing and takeoff through intermediate point) V Cleared over the fix X Cleared to cross (airway, route, radial) at (point) Z Tower jurisdiction

13−1−2 User Request Evaluation Tool (URET) − En Route 2/9/12 JO 7110.65U

2. The miscellaneous abbreviations authorized d. When the URET Free Text Area is used to enter in TBL 13−1−2. control information, the Free Text Area must remain open and visible. When no longer relevant, the 3. The URET equivalents for control informa- information entered into the Free Text Area must be tion symbols authorized in TBL 13−1−3. updated or deleted. e. Control information entered in the Free Text 4. Plain language markings when it will aid in Area must be used for reference purposes only. understanding information. NOTE− Information entered into the Free Text Area does not pass 5. Locally approved abbreviations. on handoff and, if necessary, must be coordinated.

TBL 13−1−2 Miscellaneous Abbreviations

Abbreviation Meaning BC Back course approach CT Contact approach FA Final approach FMS Flight management system approach GPS GPS approach I Initial approach ILS ILS approach MA Missed approach MLS MLS approach NDB Nondirectional radio beacon approach OTP VFR conditions−on−top PA Precision approach PT Procedure turn RA Resolution advisory (Pilot−reported TCAS event) RH Runway heading RNAV Area navigation approach RP Report immediately upon passing (fix/altitude) RX Report crossing SA Surveillance approach SI Straight−in approach TA TACAN approach TL Turn left TR Turn right VA Visual approach VR VOR approach

User Request Evaluation Tool (URET) − En Route 13−1−3 JO 7110.65U 2/9/12

TBL 13−1−3 Abbreviation Meaning URET Equivalents for Control Information Symbols − From−to (route, time, etc.) Abbreviation Meaning Indicates a block altitude assignment. Altitudes are inclusive, and the first T dir Depart (direction if specified) (Alt)B(Alt) ↑ Climb and maintain altitude must be lower than the second (Example 310B370) ↓ Descend and maintain Clearance void if aircraft not off V time CR Cruise ground by time AT At CL Pilot canceled flight plan X Cross Information or revised information +info+ M Maintain forwarded Join or intercept (airway, jet route, Other than assigned altitude reported /airway **alt** track, or course) Example: **50** = While in controlled airspace DME arc of VORTAC, TACAN, or ARC mi. dir. WICA While in control area MLS dir ECA Enter control area Contact (facility) or (freq.), (time, fix, or altitude if appropriate). Insert dir OOCA Out of control area C freq. frequency only when it is other than Cleared to enter surface area. standard dir ESA Indicated direction of flight by appropriate compass letter(s) R Radar contact Through surface area and altitude R alt Requested altitude indicated direction of flight by R/ Radar service terminated appropriate compass letter(s). TSA alt RX Radar Contact Lost Maintain special VFR conditions RV Radar vector (altitude if appropriate) while in surface area RVX Pilot resumed own navigation Aircraft requested to adjust speed to HO Handoff completed 250 K 250 knots E Emergency Aircraft requested to reduce speed W Warning −20 K 20 knots Point out initiated. Indicate the Aircraft requested to increase speed P appropriate facility, sector, or +30 K 30 knots position. Local Special VFR operations in the FUEL Minimum fuel vicinity of (name) airport are EFC time Expect further clearance at (time) SVFR authorized until (time). Maintain − fix Direct to fix special VFR conditions (altitude if appropriate) FRC Full route clearance B4 Before IAF Initial approach fix AF After or Past NORDO No Radio / Until PT Procedure turn *instructions* Alternate instructions RLS Release REST Restriction REQ Request AOB At or Below SI Straight in AOA At or Above

13−1−4 User Request Evaluation Tool (URET) − En Route 2/9/12 JO 7110.65U

13−1−9. ACKNOWLEDGEMENT OF NOTE− AUTOMATED NOTIFICATION 1. Conflict probe accuracy requires timely updates of data used to model each flight’s trajectory. If this data is not a. The URET Inappropriate Altitude for Direction current, the aircraft entries and notification of probe of Flight (IAFDOF) feature shall be used in the results for surrounding sectors and facilities, as well as the automatic mode (i.e., IAFDOF Manual shall remain subject sector, may be misleading. deselected) unless otherwise authorized in a facility 2. Data used to model an individual aircraft’s trajectory directive. includes route of flight, assigned and interim altitudes, b. Completion of any required coordination for application/removal of an adapted restriction for that IAFDOF shall be acknowledged on the ACL by flight, and aircraft type. removing the IAFDOF coding. b. An exception to the requirement to enter or update interim altitudes may be authorized for certain c. Completion of appropriate coordination for an ARTCC sectors if explicitly defined in an appropriate Unsuccessful Transmission Message (UTM) shall be facility directive. acknowledged on the ACL by removing the UTM coding. NOTE− URET accuracy in assigning alert notification is d. Issuance of the Expect Departure Clearance dependent upon entry/update of a flight’s interim altitude. Time (EDCT) to the pilot or other control facility shall be acknowledged on the DL by removing the 13−1−11. DELAY REPORTING EDCT coding. e. IAFDOF, UTM, or EDCT coding shall be a. Adhere to all applicable delay reporting acknowledged only after the appropriate action has directives while URET is operational. been completed. b. Delay information shall be recorded. Delay f. Send/acknowledge Host Embedded Route Text information may be automatically recorded via use of (HERT) coding only after the appropriate clearance the URET Hold Annotations Menu or manually on has been issued to the pilot or otherwise coordinated. flight progress strips or facility−approved work- Do not send/acknowledge HERT unless the sector sheets, in accordance with the facility−defined has track control for the flight or it has been otherwise standard. coordinated. c. When using URET to automatically record g. Remove ATC Preferred Route (APR) coding delay information, the URET hold annotations shall only after the route has been checked and any be deleted when the aircraft is cleared from holding. required action has been completed. Do not remove NOTE− APR coding unless the sector has track control or it Delay information cannot be accurately recorded unless has been otherwise coordinated. URET hold annotations are deleted when the aircraft is cleared from holding. NOTE− If coding is prematurely removed and the control of the aircraft is transferred before completing the appropriate 13−1−12. OVERDUE AIRCRAFT action, the next sector may not receive the necessary APR Upon receipt of the URET overdue aircraft notification. notification, take appropriate actions set forth in Chapter 10, Section 3, Overdue Aircraft. 13−1−10. CURRENCY OF TRAJECTORY INFORMATION NOTE− URET overdue aircraft notification is based on radar track a. The sector team shall perform automation data. Updating an aircraft’s route of fight will remove the entries in a timely manner. overdue aircraft notification.

User Request Evaluation Tool (URET) − En Route 13−1−5 JO 7110.65U 2/9/12

13−1−13. USE OF GRAPHICS PLAN 13−1−16. PRIMARY HOST OUTAGES DISPLAY (GPD) In the event of a primary HOST outage, URET data a. Graphic depictions of flight trajectories may be may be used to support situational awareness while used only to aid in situational awareness and strategic the facility transitions to the backup RDP or nonradar planning. procedures. b. Do not use trajectory−based positions as a NOTE− substitute for radar track position. Without primary system input, URET data cannot be updated and becomes stale. c. Do not use trajectory−based altitude in lieu of Mode C for altitude confirmation. 13−1−17. URET AIRSPACE d. Do not use the GPD for radar identification, CONFIGURATION ELEMENTS position information, transfer of radar identification, radar separation, correlation, or pointouts. a. URET Airspace Configuration Elements are: 1. Special Activity Airspace (SAA). 13−1−14. FORECAST WINDS 2. Airport Stream Filters (ASF). In the event that current forecast wind data are not available, continue use of URET with appropriate 3. URET adapted restrictions. recognition that alert and trajectory data may be b. Where assigned as a sector responsibility by affected. facility directive, the sector team shall update URET Airspace Configuration Elements to reflect current 13−1−15. INTERFACILITY CONNECTIVITY status. In the event of a loss of connectivity to a neighboring c. For Airspace Configuration Elements desig- URET system, continue use of URET with nated as a sector responsibility, notify the operational appropriate recognition that alert data may be supervisor when the status of an Airspace Configura- affected. tion Element has been modified in URET.

13−1−6 User Request Evaluation Tool (URET) − En Route 2/9/12 JO 7110.65U

Section 2. Ocean21 − Oceanic

The following procedures are applicable to the (b) Unless otherwise prescribed in sub- operation of the Ocean21 Oceanic Air Traffic Control para a3, controllers must utilize the results from (ATC) System. conflict probe to initiate and maintain the prescribed separation minima. 13−2−1. DESCRIPTION 2. Conflict Resolution. a. The Ocean21 ATC System is utilized in (a) When a controller is alerted to a conflict, designated en route/oceanic airspace. Ocean21 which will occur in his/her sector, take the includes both surveillance and flight data processing, appropriate action to resolve the conflict. which provides the controllers with automated (b) The controller responsible for resolving a decision support tools to establish, monitor and conflict must evaluate the alert and take appropriate maintain separation between aircraft, and aircraft to action as early as practical, in accordance with duty airspace and terrain. priorities, alert priority, and operational b. Ocean21 capabilities include: considerations. 1. MEARTS based radar surveillance (c) Unless otherwise specified in facility processing. directives, the controller must take immediate action to resolve any “red” conflicts. 2. Conflict Prediction and Reporting. 3. Overriding Conflict Probe. 3. Automatic Dependent Surveillance− Broadcast (ADS−B). (a) Controllers must not override conflict probe except for the following situations: 4. Automatic Dependent Surveillance− Contract (ADS−C). (1) The application of a separation standard not recognized by conflict probe listed in sub- 5. Controller Pilot Data Link Communications para a8(a), or as identified by facility directive. (CPDLC). (2) When action has been taken to resolve 6. ATC Interfacility Data Communications the identified conflict and separation has been (AIDC). ensured, or 7. Additional Decision Support Tools used (3) Control responsibility has been dele- primarily for situational awareness. gated to another sector or facility, or 8. Electronic Flight Data including Electronic (4) Other situations as specified in facility Flight Strips. directives. (b) Controllers must continue to ensure that 13−2−2. CONFLICT DETECTION AND separation is maintained until the overridden conflict RESOLUTION is resolved. The controller must use the most accurate informa- 4. Use of Probe when Issuing Clearances. Uti- tion available to initiate, monitor, and maintain lize conflict probe results when issuing a clearance to separation. ensure that any potential conflict has been given thorough consideration. a. Apply the following procedures in airspace where conflict probe is being utilized as a decision 5. Use of Probe when Accepting Manual support tool: Transfers. Prior to manually accepting an aircraft transfer from an external facility ensure that the 1. Conflict Probe Results. coordinated flight profile is accurately entered, (a) Controllers must assume that the conflict conflict probe initiated and, if necessary, action is probe separation calculations are accurate. taken to resolve any potential conflicts.

Ocean21 − Oceanic 13−2−1 JO 7110.65U 2/9/12

6. Trial Probe. The controller can utilize trial (11) ZAN waiver 97−0−036 (30/40 DME). probe to assess whether there are any potential b. Additional Decision Support Tools: These conflicts with a proposed clearance or when support tools include: range/bearing, time of passing, performing manual coordination. intercept angle, the aircraft situation display (ASD) NOTE− and electronic flight data. Once initiated, trial probe does not take into account any changes made to the proposed profile or to any other flight 1. The results provided by these additional profile in the system. It is an assessment by conflict probe decision support/controller tools can be used by the of the current situation at the time the controller enters the controller for maintaining situational awareness and trial probe. A trial probe does not alleviate the controller monitoring flight profile information, and for from performing a conflict probe when issuing a clearance establishing and maintaining separation standards or accepting a transfer. not supported by probe, or when probe is unavailable. 7. System Unable to Perform Conflict Probe for 2. Under no circumstances must the controller a Specific Aircraft. utilize any of the additional decision support tools to (a) If a flight’s profile becomes corrupted, override probe results when the applicable separation conflict probe may not be able to correctly monitor standard is supported by probe and none of the other separation for that flight. Take the necessary steps to conditions for overriding probe apply. correct an aircraft’s flight plan when conflict probe could not be performed. 13−2−3. INFORMATION MANAGEMENT (b) In addition, after verifying flight plan data a. Currency of Information: The sector team is accuracy, utilize other decision support tools to responsible for ensuring that manually entered data is establish and maintain the appropriate separation accurate and timely. Ensure that nonconformant minima until such time that conflict probe can be messages are handled in a timely manner and that the utilized. flight’s profile is updated as necessary. 8. Conflict Probe Limitations. NOTE− Conflict probe accuracy requires timely updates of data (a) Conflict Probe does not support the used to model each flight’s trajectory. If this data is not following separation minima: current, the aircraft flight profile and probe results may be misleading. (1) Subpara 8−4−2a2 − Nonintersecting paths. b. Data Block Management. (2) Subpara 8−4−2d − Intersecting flight 1. Ensure that the data block reflects the most paths with variable width protected airspace. current flight information and controller applied indicators as specified in facility directives. (3) Subpara 8−4−3a − Reduction of Route Protected Airspace, below FL 240. 2. Ensure that appropriate and timely action is taken when a special condition code is indicated in the (4) Subpara 8−4−3b − Reduction of Route data block. Protected Airspace, at and above FL 240. c. Electronic Flight Strip Management. (5) Subpara 8−4−4a1 − Same NAVAID: VOR/VORTAC/TACAN. 1. Electronic flight strips must be maintained in accordance with facility directives and the following: (6) Subpara 8−4−4a2 − Same NAVAID: NDB. (a) Annotations. Ensure that annotations are kept up to date. (7) Subpara 8−4−4c − Dead Reckoning. (b) Reduced Separation Flags. Ensure the (8) Para 8−5−4 − Same Direction. flags listed below are selected appropriately for each (9) Para 8−6−3 − Temporary Moving flight: Airspace Reservations. (1) M− Mach Number Technique (MNT). (10) Para 8−8−5 − VFR Climb and Descent. (2) R− Reduced MNT.

13−2−2 Ocean21 − Oceanic 2/9/12 JO 7110.65U

(3) D− Distance−based longitudinal. 4. When a pilot communicates via CPDLC, the response should be via CPDLC. (4) W− Reduced Vertical Separation Mini- mum (RVSM). 5. To the extent possible, the CPDLC message set should be used in lieu of free text messages. (c) Degraded RNP. Select when an aircraft has notified ATC of a reduction in navigation NOTE− capability that affects the applicable separation The use of the CPDLC message set ensures the proper minima. “closure” of CPDLC exchanges. b. Transfer of Communications to the Next (d) Restrictions. Ensure restrictions accu- Facility. rately reflect the cleared profile. 1. When the receiving facility is capable of d. Queue Management. CPDLC communications, the data link transfer is 1. Manage all sector and coordination queues in automatic and is accomplished within facility accordance with the appropriate message priority and adapted parameters. the controller’s priority of duties. 2. When a receiving facility is not CPDLC 2. In accordance with facility directives, ensure capable, the transfer of communications must be that the messages directed to the error queue are made in accordance with local directives and Letters processed in a timely manner. of Agreement (LOAs). c. Abnormal conditions. e. Window/List Management. 1. If any portion of the automated transfer fails, 1. Ensure that the situation display window title the controller should attempt to initiate the transfer bar is not obscured by other windows and/or lists. manually. If unable to complete the data link transfer, NOTE− the controller should advise the pilot to log on to the The title bar changes color to denote when priority next facility and send an End Service (EOS) message. information on the ASD is being obscured or is out of view. 2. If CPDLC fails, voice communications must 2. In accordance with facility directives, ensure be utilized until CPDLC connections can be that designated windows and/or lists are displayed at reestablished. all times. 3. If the CPDLC connection is lost on a specific aircraft, the controller should send a connection 13−2−4. CONTROLLER PILOT DATA LINK request message (CR1) or advise the pilot via backup COMMUNICATIONS (CPDLC) communications to log on again. a. Means of communication. 4. If CPDLC service is to be canceled, the controller must advise the pilot as early as possible to 1. When CPDLC is available and CPDLC facilitate a smooth transition to voice communica- connected aircraft are operating outside of VHF tions. Workload permitting, the controller should also coverage, CPDLC must be used as the primary means advise the pilot of the reason for the termination of of communication. data link. 2. Voice communications may be utilized for 5. Assume that all unanswered CPDLC mes- CPDLC aircraft when it will provide an operational sages have not been delivered. On initial voice advantage and/or when workload or equipment contact with aircraft, preface the message with the capabilities demand. following: 3. When CPDLC is being utilized, a voice PHRASEOLOGY− backup must exist (e.g., HF, SATCOM, Third party). (Call Sign) CPDLC Failure, (message).

Ocean21 − Oceanic 13−2−3 JO 7110.65U 2/9/12

13−2−5. COORDINATION b. When otherwise specified in facility directives or LOA. In addition to the requirements set forth in Chapter 8, Offshore/Oceanic Procedures, Section 2, Coordina- 13−2−6. TEAM RESPONSIBILITIES − tion, automated coordination must constitute MULTIPLE PERSON OPERATION complete coordination between Ocean21 sectors, a. both internally and between sectors across adjacent When operating in a multiple controller Ocean21 facilities, except: operation at a workstation, ensure all ATC tasks are completed according to their priority of duties. a. When the aircraft is in conflict with another in b. Multiple controller operation must be accom- the receiving sector, or plished according to facility directives.

13−2−4 Ocean21 − Oceanic 2/9/12 JO 7110.65U

Appendix A. Aircraft Information Fixed-Wing Aircraft

TYPE ENGINE ABBREVIATIONS AIRCRAFT WEIGHT CLASSES P piston a. Heavy. Aircraft capable of takeoff weights of T turboprop 300,000 pounds or more whether or not they are J jet operating at this weight during a particular phase of flight. CLIMB AND DESCENT RATES b. Large. Aircraft of more than 41,000 pounds, maximum certificated takeoff weight, up to but not Climb and descent rates based on average en route including 300,000 pounds. climb/descent profiles at median weight between c. Small. Aircraft of 41,000 pounds or less maximum gross takeoff and landing weights. maximum certificated takeoff weight.

SRS LAND AND HOLD SHORT OPERATIONS (LAHSO) AIRCRAFT GROUP AND DISTANCE MINIMA SRS means “same runway separation;” categoriza- FAA Order 7110.118, Land and Hold Short tion criteria is specified in para 3−9−6, Same Runway Operations, includes procedures and conditions for Separation. conducting land and hold short operations at designated airports. Appendix 1 to Order 7110.118 MANUFACTURERS groups certain aircraft according to available landing distance for LAHSO operations. Aircraft group Listed under the primary manufacturer are other information for the purposes of Order 7110.118 is aircraft manufacturers who make versions of some of incorporated in this Appendix under Performance the aircraft in that group. Information.

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

*** Denotes amphibian aircraft.

+ Denotes aircraft weighing between 12,500 lbs. and 41,000 lbs. For Class B Airspace rules, these aircraft are “large, turbine−engine powered aircraft.”

Aircraft Information Fixed-Wing Aircraft Appendix A−1 JO 7110.65U 2/9/12

TBL A−1 Land and Hold Short Operations (LAHSO) Aircraft Group/Distance Minima

Sea Level 1,000− 2000− 3000− 4000− 5000− 6000− 7000− −999 1,999 2,999 3,999 4,999 5,999 6,999 7,000 Group 1 2500 2550 2600 2650 2700 2750 2800 2850 Group 2 & 3000 3050 3100 3150 3200 3250 3300 3500 Below Group 3 & 3500 3550 3600 3650 3700 3750 3800 3850 Below Group 4 & 4000 4050 4100 4150 4200 4250 4300 4350 Below Group 5 & 4500 4550 4600 4650 4700 4750 4800 4850 Below Group 6 & 5000 5100 5200 5300 5400 5500 5600 5700 Below Group 7 & 6000 6100 6200 6300 6400 6500 6600 6700 Below Group 8 & 7000 7100 7200 7300 7400 7500 7600 7700 Below Group 9 & 8000 8100 8200 8300 8400 8500 8600 8700 Below Group 10 Greater than 8000 feet

TBL A−1 is an air traffic control tool for identifying aircraft, by groups, that are able to land and hold short based on the available landing distance. Air traffic managers must utilize TBL A−1 for identifying aircraft by groups that are able to land and hold short at their facility in accordance with FAA Order 7110.118, Land and Hold Short Operations. At locations requesting to utilize LAHSO with aircraft requiring greater than 8,000 feet of available landing distance, air traffic managers must coordinate with the appropriate Flight Standards’ office and Air Traffic Operations, Terminal Safety and Operations Support to obtain a letter of authorization approving LAHSO.

Appendix A−2 Aircraft Information Fixed-Wing Aircraft 2/9/12 JO 7110.65U

ADAM AIRCRAFT (USA) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group A−500, CarbonAero A500 2P/S II

AERMACCHI SpA (Italy) (Also AGUSTA, SIAI−MARCHETTI)

Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group AMX AMX* 1J/S+ III FN−333 Riviera*** FN33 1P/S I MB−290TP Redigo L90 1T/S I MB−326 M32 1J/S III MB−339 M339* 1J/S III SF−205−18F/20F S05F 1P/S I SF−205−18R/20R/22R S05R 1P/S I S−208 S208 1P/S I S−211 S211 1T/S I SF−260 A/B/C/D/E/F/M/W, Warrior F260 1P/S I SF−260TP F26T 1T/S 1,800 1,100 I 3 SF−600A, SF−600TP Canguero F600 2T/S 2,100 II 4

AERONCA (USA− see Bellanca)

AERO SPACELINES (USA) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group Super Guppy, SGUP 4T/L 1,500 1,500 III 10 Super Turbine Guppy

AEROSPATIALE (France) (Also AEROSPATIALE/AERITALIA, ATR, ALENIA MORANE−SAULNIER, PZL−OKECIE, SOCATA, SUD, SUD−EST, TBM) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group ATR−42−200/300/320 AT43 2T/L 2,000 2,000 III 5 ATR−42−400 AT44 2T/L 2,000 2,000 III 5 ATR−42−500 AT45 2T/L 2,000 2,000 III 5 ATR−72 AT72 2T/L 2,000 2,000 III 6

Aircraft Information Fixed-Wing Aircraft Appendix A−3 JO 7110.65U 2/9/12

Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group Rallye, Rallye Club, Super Rallye, RALL 1P/S 750 750 I 3 Rallye Commodore, Minerva (MS−880 to 894) SE−210 Caravelle S210 2J/L 2,300 2,000 III 8 SN−601 Corvette S601 2J/S+ 2,500 2,000 III 5 Tampico TB−9 TAMP 1P/S 600 700 I 2 TBM TB−700 TBM7 1T/S 1,700 1,500 I 5 Tabago TB10C/200 TOBA 1P/S 700 700 I 2 Trinidad TB−20/21 TRIN 1P/S 850 700 I 3

AIRBUS INDUSTRIES (International) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group A−300B2/4−1/2/100/200, A30B 2J/H 3,500 3,500 III 8 A−300C4−200 A−300B4 − 600 A306 2J/H 3,500 3,500 III 7 A−310 (CC−150 Polaris) A310 2J/H 3,500 3,500 III 7 A−318 A318 2J/L 3,500 3,500 III A−319, ACJ A319 2J/L 3,500 3,500 III 7 A−320 A320 2J/L 3,500 3,500 III 7 A−321 A321 2J/L 3,500 3,500 III A−300ST Super Transporter, Beluga A3ST 2J/H III A−330−200 A332 2J/H 3,500 3,500 III 8 A−330−300 A333 2J/H III 8 A−340−200 A342 4J/H 3,500 3,500 III 9 A−340−300 A343 4J/H III 9 A−340−500 A345 4J/H III 9 A−340−600 A346 4J/H III 9 A−380−800 A388 4J/H III 10

AIRCRAFT HYDRO−FORMING (USA) (Also BUSHMASTER) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group Bushmaster 2000 BU20 3P/S+ 2,000 2,000 III 2

Appendix A−4 Aircraft Information Fixed-Wing Aircraft 2/9/12 JO 7110.65U

AIR TRACTOR, INC. (USA) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group AT−300/301/401 AT3P 1P/S 1,000 I 1 AT−302/400/402 AT3T 1T/S I AT−501 AT5P 1P/S I AT−502/503 AT5T 1T/S I AT−602 AT6T 1T/S I AT−802 AT8T 1T/S+ III

ANTONOV (Russia) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group An−2 AN2 1P/S I An−8 AN8 2T/L III An−12 AN12 4T/L III An−22 AN22 4T/H III An−70 AN70 4T/H III An−74−100/200 AN72 2J/L III An−124 Ruslan A124 4J/H III An−140 A140 2T/L III An−225 Mriya A225 6J/H III

AVIATION DEVELOPMENT (USA) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group Alaskan Bushmaster ALBU 1P/S I

BEAGLE AIRCRAFT (UK) (Also BEAGLE−AUSTER) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group A−109 Airedale AIRD 1P/S I B−121 Pup PUP 1P/S 575 750 I 2 B−125 Bulldog BDOG 1P/S I B−206 Basset BASS 2P/S 1,200 1,300 II 8

Aircraft Information Fixed-Wing Aircraft Appendix A−5 JO 7110.65U 2/9/12

BEECH AIRCRAFT COMPANY (USA) (Also CCF, COLEMILL, DINFIA, EXCALIBUR, FUJI, HAMILTON, JETCRAFTERS, RAYTHEON, SWEARINGEN, VOLPAR) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group 1900 (C−12J) B190 2T/S+ 2,400 2,400 III 7 B300 Super King Air 350 B350 2T/S+ 3,000 3,000 III 7 100 King Air (U−21F Ute) BE10 2T/S 2,250 2,250 II 7 17 Stagger Wing (UC−43 Traveler, BE17 1P/S 1,375 1,375 I 2 YC−43 Traveler) Twin Beech 18/Super H18 BE18 2P/S 1,400 1,000 II 4 18 (turbine) B18T 2T/S 2,000 2,000 II 19 Musketeer Sport, Sport BE19 1P/S 680 680 I 1 200, 1300 Super King Air, Commuter BE20 2T/S+ 2,450 2,500 III 7 (C−12A to F, C−12L/R, UC−12, RC−12, Tp101, Huron) 23 Musketeer, Sundowner BE23 1P/S 740 800 I 2 24 Musketeer Super, Sierra BE24 1P/S 1,000 1,000 I 3 300 Super King Air BE30 2T/S+ 3,000 3,000 III 6 33 Debonair, Bonanza (E−24) BE33 1P/S 1,000 1,000 I 4 35 Bonanza BE35 1P/S 1,200 1,200 I 3 36 Bonanza (piston) BE36 1P/S 1,100 1,100 I 2 36 Bonanza (turbine) B36T 1/T/S I 400 Beechjet, Hawker 400 (T−1 BE40 2J/S+ 3,300 2,200 III 8 Jayhawk, T−400) 50 Twin Bonanza (U−8D/E/G, RU−8 BE50 2P/S 1,600 1,600 II 4 Seminole) 55 Baron (T−42 Chochise, C−55, E−20 BE55 2P/S 1,700 1,700 II 6 56 Turbo Baron BE56 2P/S II 58 Baron BE58 2P/S 1,730 1,730 II 6 60 Duke BE60 2P/S 1,600 1,600 II 8 65 Queen Air (U−8F Seminole) BE65 2P/S 1,300 1,300 II 5 70 Queen Air BE70 2P/S II 76 Duchess BE76 2P/S 1,500 1,500 II 4 77 Skipper BE77 1P/S 750 750 I 1 80 Queen Air (Zamir) BE80 2P/S 1,275 1,275 II 88 Queen Air BE88 2P/S II 95 Travel Air BE95 2P/S 1,250 1,250 II 5 99 Airliner BE99 2T/S 1,750 1,750 II 5 90, A90 to E90 King Air (T−44 V−C6) BE9L 2T/S 2,000 2,000 II 5 F90 King Air BE9T 2T/S 2,600 2,600 II 7 2000 Starship STAR 2T/S+ 2,650 2,650 III 7 Premier 1, 390 PRM1 2J/S+ 3,000 3,000 III T34A/B, E−17 Mentor (45) T34P 1P/S 1,150 1,150 I 1 T−34C Turbo Mentor T34T 1T/S 1,100 1,000 I T−6A Texan II TEX2* 1T/S I U−21A/G, EU−21, JU−21, RU−21, Ute U21 2T/S 2,000 2,000 II (A90−1 to 4) QU−22 (1074/1079) U22 1P/S I

Appendix A−6 Aircraft Information Fixed-Wing Aircraft 2/9/12 JO 7110.65U

BELLANCA AIRCRAFT (USA) (Also AERONCA, CHAMPION, DOWNER, HINDUSTAN, NORTHERN) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group Aeronca Chief/Super Chief, Pushpak AR11 1P/S 500 500 I 1 Aeronca Sedan AR15 1P/S 500 500 I 2 14 Junior, Cruiseair, B14A 1P/S 1,030 1,030 I 1 Cruiseair Senior Cruisemaster 14 Bellanca 260/A/B/C B14C 1P/S 1,500 I 17 Viking, Super Viking, BL17 1P/S 1,100 1,100 I 1 Turbo Viking 19 Skyrocket BL19 1P/S I 8 Decathlon, Scout BL8 1P/S 1,000 1,000 I 2 Champion Lancer 402 CH40 2P/S 650 1,000 II 7 ACA/ECA Champ, Citabria, CH7A 1P/S 750 750 I 1 7 GCBC/KCAB Citabria CH7B 1P/S 1,100 1,100 I 1 T−250 Aries T250 1P/S I

BOEING COMPANY (USA) (Also GRUMMAN, IAI, LOCKHEED−BOEING, MCDONNELL DOUGLAS, NORTHROP−GRUMMAN, ROHR) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group B−52 Stratofortress B52 8J/H 3,000 3,000 III 707−100 (C−137B) B701 4J/H 3,500 3,500 III 9 707−300(C−18, C−137C, E−8J−Stars, B703 4J/H 3,500 3,500 III 9 EC−18, EC−137, KC−137, T−17) 717−200 B712 2J/L III 7 720 B720 4J/L 3,000 3,000 III 9 727−100 (C−22) B721 3J/L 4,500 4,500 III 7 727−200 B722 3J/L 4,500 4,500 III 7 727−100RE Super 27 R721 3J/L 4,300 4,300 III 727−200RE Super 27 R722 3J/L 4,300 4,300 III 737−100 B731 2J/L 3,000 3,000 III 7 737−200 (Surveiller, CT−43, VC−96) B732 2J/L 3,000 3,000 III 7 737−300 B733 2J/L 5,500 3,500 III 7 737−400 B734 2J/L 6,500 3,500 III 8 737−500 B735 2J/L 5,500 3,500 III 7 737−600 B736 2J/L 4,000 4,000 III 7 737−700, BBJ, C−40 B737 2J/L 4,000 4,000 III 8 737−800, BBJ2 B738 2J/L 4,000 4,000 III 7 737−900 B739 2J/L 4,000 4,000 III 8 747−100 B741 4J/H 3,000 3,000 III 10 747−200 (E−4, VC−25) B742 4J/H 3,000 3,000 III 10 747−300 B743 4J/H 3,000 3,000 III 10 747−400 (Domestic, no winglets) B74D 4J/H 3,000 3,000 III 747−400 (International, winglets) B744 4J/H 3,000 3,000 III 10

Aircraft Information Fixed-Wing Aircraft Appendix A−7 JO 7110.65U 2/9/12

Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group 747−400LCF Dreamlifter BLCF 4J/H III 747SCA Shuttle Carrier BSCA 4J/H III 747SR B74R 4J/H 3,000 3,000 III 10 747SP B74S 4J/H 3,000 3,000 III 9 757−200 (C−32) B752 2J/L 3,500 2,500 III 7 757−300 B753 2J/L 3,500 2,500 III 8 767−200 B762 2J/H 3,500 3,500 III 9 767−300 B763 2J/H 3,500 3,500 III 9 767−400 B764 2J/H 3,500 3,500 III 9 777−200, 777−200ER B772 2J/H 2,500 2,500 III 9 777−200LR, B777−200LRF B77L 2J.H III 777−300 B773 2J/H 2,500 2,500 III 9 777−300ER B77W 2J/H III 787−3 Dreamliner, Dreamliner (Srs. 3) B783 2J/H III 787−8 Dreamliner, Dreamliner (Srs. 8) B788 2J/H III 787−9 Dreamliner, Dreamliner (Srs. 9) B789 2J/H III C−135B/C/E/K Stratolifter (EC−135, C135 4J/H 2,000 2,000 III NKC−135, OC−135, TC−135, WC−135) C−17 Globemaster 3 C17 4J/H III C−97 Stratofreighter C97 4P/L 2,500 3,000 III KC−135A Stratotanker (J57 engines) K35A 4J/H 2,500 3,000 III KC 135D/E Stratotanker (TF33 K35E 4J/H 5,000 3,000 III engines) KC 135R/T, C−135FR, Stratotanker K35R 4J/H 5,000 3,000 III (CFM56 engines) KE−3 KE3 4J/H 3,500 3,500 III RC−135 R135 4J/H 3,000 3,000 III E−3A (TF33), E−B/C, JE−3, Sentry E3TF 4J/H 3,500 4,000 III E−3A (CFM56), E−3D/F, Sentry E3CF 4J/H III E6 Mercury E6 4J/H 3,500 3,500 III E−767 E767 2J/H 2,500 2,500 III 75 Kaydet (PT−13, PT−17, PT−18, ST75 1P/S 840 840 I PT−27, N2S)

BOMBARDIER (Canada) (Also CANADAIR) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group BD−100 Challenger 300 CL30 2J/S+ 3,500 3,500 III 7 BD−700 Global 5000 GL5T 2J/L 3,500 3,500 III 7 BD−700 Global Express, Sentinel GLEX 2J/L III 7

Appendix A−8 Aircraft Information Fixed-Wing Aircraft 2/9/12 JO 7110.65U

BRITISH AEROSPACE (BAe) (UK) (Also AIL, AVRO, BAC, BUCURESTI, DE HAVILLAND, HANDLEY−PAGE, HAWKER−SIDDELEY, JETSTREAM, KANPUR, MCDONNELL−DOUGLAS, RAYTHEON, SCOTTISH−AVIATION, VOLPAR) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group BAe 748 (Andover, C−91) A748 2T/L 2,500 2,000 III 5 ATP Advance Turboprop (ATP) ATP 2T/L 3,000 3,000 III 6 BAC−111 One−Eleven BA11 2J/L 2,400 2,400 III 7 BAC−167 Strikemaster JPRO 1J/S III BAe HS 125 Series 1/2/3/400/600 H25A 2J/S+ 2,500 2,000 III 6 BAe−125−700/800 (C−29, U−125) H25B 2J/S+ 3,000 4,000 III 7 BAe−125−1000 H25C 2J/S+ 3,000 4,000 III 7 BAe−146−100 Statesman B461 4J/L 3,500 3,500 III 7 BAe−146−200 Quiet Trader, Statesman B462 4J/L 3,500 3,500 III 7 BAe−146−300 B463 4J/L III 7 BAe−3100 Jetstream 31 (T.Mk.3) JS31 2T/S+ 2200 2200 III 5 BAe−3200 Jetstream Super 31 JS32 2T/S+ 2600 2600 III 5 BAe−4100 Jetstream 41 JS41 2T/S+ 2200 III 7 Harrier, Sea Harrier HAR* 1J/L 5,000 8,000 III Hawk, T−45 Goshawk, CT−155 Hawk HAWK 1J/S+ III Jetstream 1 JS1 2T/S+ 2,200 2,200 III Jetstream 3 JS3 2T/S+ 2,200 2,300 III Jetstream 200 JS20 2T/S+ 2,200 2,200 III Nimrod N1M 4J/L III RJ−70 RJ70 4J/L III 7 RJ−85 RJ85 4J/L III 7 RJ−100 RJ1H 4J/L III 7 Tornado TOR 2J/L III

BRITTEN NORMAN LTD. (A subsidiary of Pilatus Aircraft LTD.) (UK) (Also AVIONS FAIREY, BAC, BUCURESTI, DE HAVILLAND, HAWKER−SIDDELEY, IRMA, PADC, ROMAERO, VICKERS) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group BN−2, BN−2A/B Islander, Defender, BN2P 2P/S 1,250 1,250 II 1 Maritime Defender BN−2T Turbine Islander, BN2T 2T/S 1,500 1,500 II 1 Turbine Defender Trident TRID 3J/L 3,000 3,000 III BN−2A Mk3 Trislander TRIS 3P/S 1,200 1,000 III 2 VC−10 VC10 4J/H 1,900 2,000 III Viscount VISC 4T/L 1,200 1,500 III 10

BUSHMASTER AIRCRAFT CORP. (USA—see Aircraft Hydro Forming)

Aircraft Information Fixed-Wing Aircraft Appendix A−9 JO 7110.65U 2/9/12

CAMAIR AIRCRAFT CORP. (USA) (Also RILEY, TEMCO) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group 480 Twin Navion 480 TNAV 2P/S 1,800 2,000 II

CANADAIR BOMBARDIER LTD. (Canada) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group CL−41 Tutor (CT−114) CL41 1J/S III CL−44 Forty Four CL44 4T/L III CL−44−O Guppy CL4G 4T/L III CL−66, CV−580 (CC−109 CVLT 2T/L 1,500 1,500 III Cosmopolitan) CL−600/Challenger 699/601/604 CL60 2J/L 2,250 3,000 III 8 (CC−144, CE−144) CL−600 Regional Jet CRJ−100, RJ−100 CRJ1 2J/L III 7 CL−600, Regional Jet CRJ−200, CRJ2 2J/L III 7 RJ−200 CL−600 Regional Jet CRJ−700 CRJ7 2J/L III 7 CL−600 Regional Jet CRJ−900 CRJ9 2J/L III 8 T−33, CT−133 Silver Star (CL−30) T33 1J/L 2,000 2,000 III

CESSNA AIRCRAFT COMPANY (USA) (Also AVIONES−COLOMBIA, COLEMILL, DINFIA, ECTOR, FMA, FUJI, REIMS, RILEY, SUMMIT, WREN) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group A−37 Dragonfly (318D/E), OA−37 A37* 2J/S 3,370 3,000 III 120 C120 1P/S 640 640 I 1 140 C140 1P/S 640 640 I 3 150, A150, Commuter, Aerobat C150 1P/S 670 1,000 I 1 152, A152, Aerobat C152 1P/S 750 1,000 I 1 170 C170 1P/S 690 1,000 I 4 172, P172, R172, Skyhawk, C172 1P/S 650 1,000 I 1 Hawk XP, Cutlass (T−41, Mescalero) 172RG, Cutlass RG C72R 1P/S 650 1,000 I 1 175, Skylark C175 1P/S 850 1,000 I 2 177, Cardinal C177 1P/S 850 1,000 I 2 177, Cardinal RG C77R 1P/S 850 1,000 I 2 180, Skywagon 180 (U−17C) C180 1P/S 1,130 1,130 I 2 182, Skylane C182 1P/S 890 1,000 I 2 R182, TR182 (Turbo) Skylane RG C82R 1P/S 890 1,000 I 2 185, A185 Skywagon, Skywagon 185, C185 1P/S 1,000 1,000 I 2 AgCarryall (U−17A/B)

Appendix A−10 Aircraft Information Fixed-Wing Aircraft 2/9/12 JO 7110.65U

Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group 188, A188, T188 AgWagon, AgPickup C188 1P/S 1,000 1,000 I 1 AgTruck, AgHusky 190 C190 1P/S 1,090 1,090 I 2 195 (LC−126) C195 1P/S 1,200 1,200 I 205 C205 1P/S 965 1,000 I 3 206, P206m T206m TP206, U206, C206 1P/S 975 1,000 I 2 TU206, (Turbo) Super Skywagon, (Turbo) Super Skyland, (Turbo) Skywagon 206, (Turbo) Stationair, Turbo Stationair 6 206 (turbine) C06T 1/T/S I 207 (Turbo) Skywagon 207, (Turbo) C207 1P/S 810 1,000 I 2 Stationair 7/8 207 (turbine) C07T 1T/S I 208 Caravan 1, (Super) C208 1T/S 1,400 1,400 I 3 Cargomaster, Grand Caravan (C−98, U27) 210, T210, (Turbo) Centurion C210 1P/S 900 1,000 I 2 P210 Pressurized Centurion P210 1P/S 1,000 1,000 I P210 (turbine) C10T 1T/S I T303 Crusader C303 2P/S 3,500 3,000 II 2 310, T310 (U−3, L−27) C310 2P/S 2,800 2,000 II 4 320 (Executive) Skyknight C320 2P/S 2,900 2,000 II 5 335 C335 2P/S 2,200 2,000 II 4 336 Skymaster C336 2P/S 1,340 1,340 II 337, M337, MC337, T337B/C/D/E/F/H C337 2P/S 1,250 1,500 II 3 (Turbo) Super Skymaster (O−2) T337G, P337 Pressurized Skymaster P337 2P/S 1,250 1,500 II 3 340 C340 2P/S 2,900 2,000 II 4 401, 402, Utililiner, Businessliner C402 2P/S 2,500 2,000 II 3 402 (turbine) C02T 2T/S II 404 Titan C404 2P/S 2,600 2,000 II 5 404 (turbine) C04T 2T/S II F406 Caravan 2, Vigilant F406 2T/S 1,850 II 6 411 C411 2P/S 2,800 2,000 II 4 414, Chancellor 414 C414 2P/S 2,300 2,000 II 6 414 (turbine) C14T 2T/S II 421, Golden Eagle, Executive C421 2P/S II 6 Commuter 421 (turbine) C21T 2T/S II 425, Corsair, Conquest 1 C425 2T/S 3,500 2,500 II 5 441 Conquest, Conquest 2 C441 2T/S 4,200 3,000 II 6 5000 Citation, Citation 1 C500 2J/S 3,100 3,500 III 6 501 Citation 1SP C501 2J/S 4,300 3,000 III 6 525 Citationjet Citation CJ1 C525 2J/S 3,000 III 7 525A Citation CJ2 C25A 2J/S 3,870 III 525B Citation CJ3 C25B 2J/S+ III 526 Citationjet C526 2J/S 3,000 III

Aircraft Information Fixed-Wing Aircraft Appendix A−11 JO 7110.65U 2/9/12

Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group 550, S550, 552 Citation 2/S2/Bravo C550 2J/S+ 5,300 3,000 III 7 (T−47, U−20) 551 Citation 2SP C551 2J/S 5,300 3,000 III 5 560 Citation 5/5 Ultra/5Ultra Encore C560 2J/S+ 6,000 3,500 III 8 (UC−35, OT−47, TR−20) 650 Citation 3/6/7 C650 2J/S+ 3,900 4,000 III 8 680 Citation Sovereign C680 2J/S+ III 750 Citation 10 C750 2J/S+ 3,500 3,500 III 9 AW CAW 1P/S I O−1, TO−1, OE, L−19, TL−19 Bird Dog O1 1P/S 1,150 1,150 I (305,321) T37 (318A/B/C) T37* 2J/S 3,000 3,000 III T−50 Bobcat (AT−8, AT−17, UC−78, T50 2P/S II Crane) DC−6 CDC6 1P/S I C−34/37/38/145/165, Airmaster CMAS 1P/S I

CHAMPION (USA−see Bellanca Aircraft)

CHRISTEN INDUSTRIES, INC. (USA) (Also AVIAT) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group A−1 Huskey HUSK 1P/S 1,500 1,500 I

CIRRUS (USA) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group SR−20, SR−20 SRV, SRV SR20 1P/S I 1 SR−22 SR22 1P/S I 1 VK−30 Cirrus VK3P 1P/S I

COLEMILL (USA) (See BEECH, PIPER, CESSNA)

CONSTRUCCIONES AERONAUTICAS (CASA) (Spain) (Also NURTANIO, NUSANTARA) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group C−212 Aviocar (T−12, TE−12, TR−12, C212 2T/S+ 900 900 III 5 D−3, Tp89)

Appendix A−12 Aircraft Information Fixed-Wing Aircraft 2/9/12 JO 7110.65U

CURTISS−WRIGHT CORP. (USA)

Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group C−46 Commando (CW−20) C46 2P/L 600 700 III

DASSAULT−BREGUET (France)

Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group 1150 Atlantic, Altantique 2 ATLA 2T/L III Alpha Jet AJET 2J/S III Falcon 10/100, Mystere 10/100 FA10 2J/S+ 2,300 1,600 III 8 Falcon 20/100, Mystere 20/200, FA20 2J/S+ 2,000 2,200 III 7 Gardian (HU−25, (T−11, TM−11) Falcon 50, Mystere 50 (T−16) FA50 3J/S+ 1,800 1,600 III 8 Falcon 900, Mystere 900 (T−18) F900 3J/L 2,000 1,700 III 8 Falcon 2000 F2TH 2J/S+ 2,500 1,500 III 8 Jaguar JAGR 2J/S+ III Mirage 2000, Vajara MIR2 1J/S+ III Mirage 3/5/50 (F−103) MIRA 1J/S+ III Mirage F1 (C−14, CE−14) MRF1 1J/S+ III Super Etendard ETAR 1J/S+ III

DEHAVILLAND (Canada/UK) (Also AIRTECH, HAWKER−SIDDELEY, OGMA, RILEY, SCENIC) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group DHC−1 DHC1 1P/S 900 1,000 I 1 DHC−2 Mk1 Beaver (U−6, L−20) DHC2 1P/S 840 1,000 I 2 DHC−2 Mk3 Turbo Beaver DH2T 1T/S 1,220 1,000 I 2 DHC−3 Otter (U−1, NU−1, UC) DHC3 1P/S 750 1,000 I 1 DHC−3 Turbo Otter DH3T 1T/S I DHC−4 Caribou (C−7, CV−2) DHC4 2P/S+ 1,350 1,000 III 5 DHC−5 (C−8, CV−7, CC−115, C−115) DHC5 2T/L 2,000 1,500 III 1 DHC−6 Twin Otter (UV−18, CC−138) DHC6 2T/S 1,600 1,800 II 4 DHC−7 Dash 7 (O−5, EO−5) DHC7 4T/L 4,000 4,000 III 2 DHC8 – 100 Dash 8 (E−9, CT−142, DH8A 2T/L 1,500 1,500 III 4 CC−142) DHC8 – 200 Dash 8 DH8B 2T/L 1,500 1,500 III 4 DHC8 – 300 Dash 8 DH8C 2T/L 1,500 1,500 III 5 DHC8 – 400 Dash 8 DH8D 2T/L 2,500 2,500 III 6 DH−104 Dove, Sea Devon DOVE 2P/S 1,420 1,420 II 4 DH−114 Heron HERN 4P/S+ 1,075 1,075 III 8

Aircraft Information Fixed-Wing Aircraft Appendix A−13 JO 7110.65U 2/9/12

DIAMOND (Canada) (Also HOAC) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group DA−20/22, DV−20 Katana, DV20 1P/S 525 500 I 2 Speed Katana DA−42 TwinStar DA42 2P/S 1,100 500 II 2

DORNIER GmbH (FRG) (Also CASA, HINDUSTAN. Also see FAIRCHILD−DORNIER) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group 228 D228 2T/S+ 2,000 2,000 III 2 328 D328 2T/S+ 2,000 2,000 III 7 27 DO27 1P/S 700 800 I 1 Do 28 A/B (Agur) DO28 2P/S 1,500 1,500 II Do 28D/D−1/D−2, 128−2 Skyservant D28D 2P/S 1,000 − II 1 Do−28D−6, 128−6 Turbo Skyservant D28T 2T/S 1,500 − II 1

ECLIPSE AVIATION (USA) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group Eclipse 500 EA50 2J/S 1,725 3,000 III 4

EMBRAER (Brazil) Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group CBA−123 Vector VECT 2T/S+ III EMB−110/111 Bandeirante (C−95, E110 2T/S+ 1,500 1,500 III 7 EC−95, P−95, R−95, SC−95) EMB−120 Brasilia (VC−97) E120 2T/S+ 2,300 2,300 III 7 EMB−121 Xingu (VU−9, EC−9) E121 2T/S+ III EMB−135, ERJ−135/140 E135 2J/L 2,410 2,030 III 7 EMB−145, ERJ−145 (R−99) E145 2J/L 2,350 2,190 III 7 EMB−145XR E45X 2J/L III 7 EMB−170/175 E170 2J/L III 7 EMB−190/195 E190 2J/L III 7

Appendix A−14 Aircraft Information Fixed-Wing Aircraft 2/9/12 JO 7110.65U

EXTRA (FRG) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group 200 E200 1P/S 1,000 1,000 I 230 E230 1P/S 1,500 1,500 I 300, 350 E300 1P/S 2,500 1,500 I 400 E400 1P/S 1,500 1,500 I 500 E500 1T/S 1,800 1,800 I

FAIRCHILD DORNIER (USA/FRG) (Also CONAIR, FAIRCHILD−HILLER, FLEET, FOKKER, KAISER, PILATUS, SWEARINGEN) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group 228 D228 2T/S+ 2,000 2,000 III 328 D328 2T/S+ 2,000 2,000 III 328JET, Envoy 3 J328 2J/S+ III 6 728JET, Envoy 7 J728 2J/L III

FAIRCHILD INDUSTRIES (USA) (Also CONAIR, FAIRCHILD−HILLER, FLEET, FOKKER, KAISER, PILATUS, SWEARINGEN) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group A−10, OA−10 Thunderbolt 2 A10* 2J/L 6,000 5,000 III C−119, R4Q Flying Box Car (F−78) C119 2P/L 750 750 III 5 C−123 Provider C123 2P/L 890 1,000 III F−27, FH−227 F27 2T/L 3,000 3,000 III 5 M−62 (PT−19/23/26, T−19 Cornell) FA62 1P/S 650 650 I Pilatus/Peacemaker/Porter PC6P 1P/S 580 600 I PC−6 Heli−Porter PC6T 1T/S 580 600 I Merlin 2 SW2 2T/S 2,350 2,500 II 6 SA−226TB, SA−227TT Merlin 3, SW3 2T/S+ 2,350 2,500 III 5 Fairchild 300 SA−226AC, SA−227AC/AT Metro, SW4 2T/S+ 2,400 2,500 III 5 Merlin 4, Expediter

FOKKER BV (Netherlands) (Also FAIRCHILD, FAIRCHILD−HILLER) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group F−27 Friendship, Troopship, F27 2T/L 3,000 3,000 III Maritime (C−31, D−2) F−28, Fellowship F28 2J/L 4,650 2,000 III 7 50, Maritime Enforcer F50 2T/L 3,500 3,500 III 3 60 F60 2T/L 3,500 3,500 III 70 F70 2J/L 4,500 3,000 III 100 F100 2J/L 3,500 3,500 III 7

Aircraft Information Fixed-Wing Aircraft Appendix A−15 JO 7110.65U 2/9/12

GAF (Australia) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group N2/22/24 Nomad, Floatmaster, NOMA 2T/S 1,300 1,100 II 2 Missionmaster, Searchmaster

GATES LEARJET CORP. (USA) (Also LEAR JET, LEARJET, SHIN MEIWA) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group 23 LJ23 2J/S 4,500 4,000 III 8 24 LJ24 2J/S+ 4,500 4,000 III 7 25 LJ25 2J/S+ 4,500 4,000 III 9 28, 29 LJ28 2J/S+ 4,500 4,000 III 7 31 LJ31 2J/S+ 4,500 4,000 III 7 35, 36 (C−21, RC−35, RC−36, U−36) LJ35 2J/S+ 4,500 4,000 III 9 40 LJ40 2J/S+ III 45 LJ45 2J/S+ III 55 LJ55 2J/S+ 5,000 4,000 III 8 60 LJ60 2J/S+ 5,000 4,000 III 10

GENERAL DYNAMICS CORP. (USA) (Also BOEING CANADA, CANADAIR, CANADIAN VICKERS, CONSOLIDATED, CONVAIR, FOKKER, GRUMMAN, KELOWNA, LOCKHEED, LOCKHEED MARTIN, MITSUBISHI, SABCA, SAMSUNG, TUSAS) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group Canso/Catalina*** CAT 2P/S+ 600 600 III 7 Convair 240/340/440, Liner, HC−131 CVLP 2P/L 1,000 800 III 7 Convair 540/580/600/640 CVLT 2T/L 1,500 1,500 III 7 F−111, EF−111, (RF−111 Aardvark, F111* 2J/L 5,000 5,000 III Raven F−16 A/B/C/D/N, NF−16, TF−16 F16* 1J/L 8,000 5,000 III Fighting Falcon, Netz, Barak, Brakeet F−16XL Fighting Falcon F16X* 1J/L III Valiant VALI 1P/S 600 750 I

GREAT LAKES (USA) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group 2T−1 Sport Trainer, Sport G2T1 1P/S 1,000 800 I

Appendix A−16 Aircraft Information Fixed-Wing Aircraft 2/9/12 JO 7110.65U

GROB (FRG) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group G109 Ranger (Vigilant) G109 1P/S 600 600 I 2 G115 A/B/C/D/E, Bavarian (Heron), G115 1P/S 1,200 1,100 I Tutoa G−120 G120 1P/S 1,280 I

GRUMMAN AEROSPACE CORP. (USA) (Also AERO MOD, AMERICAN GENERAL, GRUMMAN AMERICAN, GULFSTREAM AMERICAN MID−CONTINENT, NORTHROP GRUMMAN, SERV−AERO) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group A−6, EA−6, KA−6 Intruder, A6* 2J/L 7,500 5,000 III Prowler (G−128) AA1 Trainer,Tr2, T−Cat, Lynx AA1 1P/S 850 1,250 I 1 AA−5, Traveller, Cheetah Tiger AA5 1P/S 660 1,000 I 1 C−1, TF Trader (G−96) G96 2P/S+ III C−2 Greyhound C2 2T/L 1,000 2,200 III E−2, TE−2, Hawkeye, Daya E2 2T/L 2,690 3,000 III F−3F (G−11/32), Replica F3F 1P/S I F−6F Hellcat (G−50) HCAT 1P/S+ III F−7F Tigercat (G−51) TCAT 2P/S+ III F−9F Panther (G−79) F9F 1JS+ III F−14 Tomcat F14* 2J/L 6,000 4,000 III G−164 Ag−Cat, Super Ag−Cat G164 1P/S 1,500 1,500 I 1 G164 Turbo Ag−Cat G64T 1T/S 1,500 1,500 I 1 G−21 A/38/39 Goose (JRF)*** G21 2P/S 1,000 1,000 II G−44 Widgeon (J4F)*** G44 2P/S 1,000 1,500 II 5 G−73 Mallard*** G73 2P/S+ 1,600 1,600 III 6 G−73T Turbo Mallard*** G73T 2T/S+ III G−1159, G−1159B Gulfstream GLF2 2J/L 5,000 4,000 III 8 2/2B/2SP (C−20J, VC−111) GA−7 Cougar GA7 2P/S 1,600 1,500 II 1 HU−16, SA−16, UF Albatross U16 2P/S+ 1,500 1,500 III 4 (G−64/111)*** OV−1, RV−1, AO−1 Mohawk (G−134) V1 2T/S+ 2,100 1,300 III S−2, S2F, P−16 Tracker (G−89) S2P 2P/S+ III S−2 Turbo Tracker S2T 2T/S+ III X−29 (712) X29 1J/S+ III

GULFSTREAM AEROSPACE CORP. (USA) (Also GRUMMAN, GRUMMAN AMERICAN, GULFSTREAM, GULFSTREAM AMERICAN, IAI) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group 690 Jetprop Commander 840/900 AC90 2T/S 2,500 2,500 II 695 Jetprop Commander 980/1000 AC95 2T/S 2,500 2,500 II AA−1 T−Cat, Lynx AA1 1P/S 850 1,250 I

Aircraft Information Fixed-Wing Aircraft Appendix A−17 JO 7110.65U 2/9/12

Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group AA−5 Traveler, Cheetah, Tiger AA5 1P/S 660 1,000 I GA−7 Cougar GA7 2P/S 1,600 1,500 II GAC 159−C, Gulfstream 1 G159 2T/S+ 2,000 2,000 III 7 G−1159, G−1159B/TT Gulfstream GLF2 2J/L 5,000 4,000 III 2/2B/2SP/2TT G−1159A Gulfstream 3/SRA−1, GLF3 2J/L 5,000 4,000 III 8 SMA−3 (C20A/B/C/D/E) G−1159C Gulfstream 300/4/4SP/ GLF4 2J/L 5,000 4,000 III 8 400/SRA−4 (C−20F/G/H, S102, Tp102, U−4) G−1159D Gulfstream 5/500/550 GLF5 2J/L 5,000 4,000 III 7 (C−37)

HAMILTON AVIATION (USA) (Also VOLPAR) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group Westwind 2/3 B18T 2T/S 2,000 2,000 II 1 Little Liner BE18 2P/S 1,400 1,000 II T−28 Nomair T28 1P/S 2,500 2,500 I

HANDLEY PAGE (UK) (Also BRITISH AEROSPACE, JETSTREAM, SCOTTISH AVIATION, VOLPAR) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group HP−137 Jetstream 1 JS1 2T/S+ 2,200 2,200 III HP−137 Jetstream 200 (T.Mk1/2) JS20 2T/S+ 2,200 2,200 III

HELIO AIRCRAFT COMPANY (USA) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group H−391/392/395/250/295/700/800, COUR 1P/S 850 1,000 I 1 HT−295 Courier, Strato−Courier, Super Courier (U−10) HST−550 Stallion (AU−24) STLN 1T/S 2,200 2,200 I 1 H−500 Twin Courier (U−5) TCOU 2P/S 1,250 1,500 II 1

HFB (FRG) (Also MBB) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group HFB−320 Hansa HF20 2J/S+ 4,500 4,500 III 7

Appendix A−18 Aircraft Information Fixed-Wing Aircraft 2/9/12 JO 7110.65U

HOWARD (USA) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group 250, 350 L18 2P/L 1,800 2,000 III 8 DGA−15 (GH Nightingale, NH) DG15 1P/S 1,000 1,000 I

IAI (Israel) (Also ISRAEL AIRCRAFT INDUSTRIES, ASTRA, GULFSTREAM) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group 101 Avara, 102, 201, 202 ARVA 2T/S+ 1,300 1,000 III 5 1123 Westwind WW23 2J/S+ 4,000 3,500 III 7 1124 Westwind WW24 2J/S+ 4,000 3,500 III 7 1125 Gulfstream 100, (C−38) ASTR 2J/S+ 4,000 3,500 III 7 1126 Gulfstream 200 GALX 2J/S+ III Gulfstream 150 G150 2J/S+ III

ILYUSHIN (Russia) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group A−50, Be−976 A50 4J/H III Il−14 IL14 2P/S+ III Il−18/20/22/24, Bizon, Zebra IL18 4T/L III Il−28 IL28 2J/L III Il−38 IL38 4J/L III IL−62 IL62 4J/H 3,500 2,500 III IL−76/78/82, Gajaraj IL76 4J/H 3,000 2,500 III Il−86/87 IL86 4J/H III Il−96 IL96 4J/H III Il−103 I103 1P/S I Il−114 I114 2T/L III

JETSTREAM (UK − see British Aerospace)

LAKE AIRCRAFT (USA) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group LA−250/270 (Turbo) Renegade, LA25 1P/S 700 700 I 2 Seawolf, SeaFury*** LA−4/200, Buccaneer*** LA4 1P/S 1,100 1,000 I 2

Aircraft Information Fixed-Wing Aircraft Appendix A−19 JO 7110.65U 2/9/12

LOCKHEED CORP. (USA) (Also AERITALIA, CANADAIR, FIAT, FOKKER, HOWARD, LEAR, LOCKHEED−BOEING, LOCKHEED−MARTIN, MBB, MESSERSCHMITT, MITSUBISHI, PACAERO, ROCKWELL, SABCA) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group B−34, PV Venture, Harpoon L37 2P/S+ III (L−15/137/237) C−5 Galaxy (L−500) C5 4J/H 2,500 2,000 III C−130A/B/E/F/H, CC−130, DC−130, C130 4T/L 1,500 1,500 III EC−130/E/G/H/Q, HC−130, JC−130, KC−130B/F/H/R/T, LC−130, MC−130, NC−130, RC−130, TC−130, VC−130, WC−130E/H, T−10, TK−10, TL−10, Tp84 Hercules, Spectre, Aya, Karnaf, Sapeer (L−100/182/282/382) C−141 Starlifter (L−300) C141 4J/H 3,500 3,000 III L−049/749/1049 Constellation, CONI 4P/L 1,700 1,700 III 9 Super Constellation, Starliner (C−121, RC−121, EC−121, VC−121, WV, R7V, Warning Star) F−22 Raptor (L−645) F22* 2J/L III F−104, RF−104, TF−104 Starfighter F104* 1J/L 5,000 4,000 III (L583/683) F−117 Nighthawk F117 2J/L III L−1011 Tri−Star (all series) L101 3J/H 3,500 3,000 III 9 L−18 Lodestar (C−56/57/59/60, R50, L18 2P/L 1,800 2,000 III XR50) L−188 Electra L188 4T/L 1,850 2,000 III 7 L−1329 Jetstar 6/8 L29A 4J/L 4,000 3,500 III 8 L−1329−5 Jetstar 2/731 L29B 4J/L 4,000 3,000 III 9 P−2D to H, SP−2, P2V Neptune P2 2P/L III (L−426/726/826) P−3, AP−3, EP−3, NP−3, RP−3, TP−3, P3 4T/L 1,850 2,000 III UP−3, VP−3, WP−3, CP−140 Orion, Aurora, Arcturus (L−85/285/685/785) P−38, F−5 Lightning (L−222/322/422) P38 2P/S+ III S−3, ES−3, US−3 Viking (L−394) S3 2J/L 2,000 2,000 III SR−71 Blackbird SR71 2J/L III T−33, AT−33, NT−33, RT−33 Shooting T33* 2J/L 2,000 2,000 III Star, T−Bird (L−580) U−2, ER−2 U2* 1J/S+ 6,000 6,000 III

MARTIN COMPANY (USA) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group 404 M404 2P/L 1,600 1,500 III 3 B−26 Marauder (179) B26M 2P/S+ III WB−57 (272) WB57 2J/L III

Appendix A−20 Aircraft Information Fixed-Wing Aircraft 2/9/12 JO 7110.65U

MAULE AIRCRAFT CORP. (USA) (Also SAASA) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group M−4 Bee Dee, Jetasen, Rocket, M4 1P/S 1,000 1,000 I 1 Astro Rocket, Strata Rocket M−5, Strata Rocket, Lunar Rocket, M5 1P/S 1,000 1,000 I 1 Patroller M−6 Super−Rocket M6 1P/S 1,500 1,000 I 1 M−7−235/260, MT−7−235/260, M7 1P/S 825 I 1 MX−7−160/180/235, MXT−7−160/180 Super Rocket, Star Rocket, Comet, Star Craft, Orion, Sportplane M−7−420, MT−7−240, MX−7−420, M7T 1T/S 4,500 I 1 MXT−7−420 Star Craft M−8 M8 1P/S I

MCDONNELL−DOUGLAS CORP. (USA) (Also ASTA, BOEING, DOUGLAS, GAF, LISUNOV, MITSUBISHI, ON MARK, SHANGHAI, VALMET) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group Skywarrior A3* 2J/L 5,000 6,000 III A−4, OA−4, TA−4 Skyhawk A4* 1J/S+ 5,000 5,000 III Invader B26 2P/L 1,000 1,000 III YC−15 C15 4J/L III C−17 Globemaster 3 C17 4J/H III DC−10 (KC−10 Extender, KDC−10, DC10 3J/H 2,400 2,000 III 9 MD−10) Skytrain (C−47, C−53, C−117 A/B/C, DC3 2P/S+ 1,200 1,200 III R4D 1 to 7) Super DC−3 (C−117D, R4D 8) DC3S 2P/S+ 1,330 1,330 III 8 Skymaster DC4 4P/L 2,300 2,300 III 7 DC−6/B Liftmaster DC6 4P/L 1,000 1,000 III 7 DC−7/B/C Seven Seas DC7 4P/L 1,250 1,250 III 8 DC−8−50, Jet Trader DC85 4J/H 4,000 4,000 III 9 DC−8−60 DC86 4J/H 4,000 4,000 III DC−8−70 DC87 4J/H 5,000 4,000 III 9 DC−9−10 DC91 2J/L 3,000 3,000 III 8 DC−9−20 DC92 2J/L 3,000 3,000 III 8 DC−9−30 (C−9, VC−9, Nightingale, DC93 2J/L 3,000 3,000 III 8 Skytrain 2) DC−9−40 DC94 2J/L 3,000 3,000 III 8 DC−9−50 DC95 2J/L 3,000 3,000 III 8 F−15 Eagle, Baz, Akef, Ra’am F15* 2J/L 8,000 5,000 III FA−18, CF−18, CF−188, EF−18, C−15, F18* 2J/L 8,000 6,000 III CE−15, AF−18, ATF−18 Hornet, Super Hornet F−4, RF−4, QF−4 Phantom 2/2000, F4* 2J/L 8,000 6,000 III Kurnass

Aircraft Information Fixed-Wing Aircraft Appendix A−21 JO 7110.65U 2/9/12

Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group MD−11 MD11 3J/H III 9 MD−81 MD81 2J/L 3,500 3,000 III 7 MD−82 MD82 2J/L 3,500 3,000 III 7 MD−83 MD83 2J/L 3,500 3,000 III 8 MD−87 MD87 2J/L 3,500 3,000 III 7 MD−88 MD88 2J/L 3,500 3,000 III 8 MD−90 MD90 2J/L III 8

MESSERSCHMITT (FRG) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group Bf−108 Taifun ME08 1P/S 400 500 I 1 Bf−109 ME09 1P/S I Me−262, Replica ME62 2J/S+ III

MESSERSCHMITT−BOLKOW (FRG) (Also BOLKOW, HFB, NORD, SIAT) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group 223 Flamingo S223 1P/S I BO−209 Monsun B209 1P/S 1,100 1,100 I 4

MITSUBISHI AIRCRAFT INTERNATIONAL INC. (USA/Japan) (Also BEECH, RAYTHEON) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group A6M Zero ZERO 1P/S I F−1 F1 2J/S+ III F−2 F2 1J/L 8,000 5,000 III F−86 Sabre F86 IJ/L 4,000 4,000 III MU−2, Marquise, Solitaire (LR−1) MU2 2T/S 3,500 3,000 II 6 MU−300 Diamond MU30 2J/S+ 3,500 4,000 III 7 T−2 MT2 2J/S+ III

Appendix A−22 Aircraft Information Fixed-Wing Aircraft 2/9/12 JO 7110.65U

MOONEY AIRCRAFT CORP. (USA) (Also AEROSTAR, ALON) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group A−2 Aircoupe ERCO 1P/S 630 630 I 2 M−10 Cadet M10 1P/S 800 800 I 1 M−18 Mite, Wee Scotsman MITE 1P/S 750 750 I 1 M−20, M−20/A/B/C/D/E/F/G/J/L/R/S, M20P 1P/S 1,000 1,000 I 4 Mark 21, Allegro, Eagle, Ranger, Master, Super 21, Chaparral, Executive, Statesman, Ovation, 201, 202, 205, 220, ATS, MSE, PFM (nonturbocharged engine) M−20K/M, Encore, Bravo, 231, 252, M20T 1P/S 1,500 1,200 I 6 TLS, TSE (turbocharged engine) M−22, Mustang M22 1P/S 1,300 1,300 I 3

MUDRY (France) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group CAP−10 CP10 1P/S 1,500 2,000 I 4 CAP−20 CP20 1P/S 1,500 2,000 I 4 CAP−21 CP21 1P/S I CAP−230/231/232 CP23 1P/S I D−140 Mousquetaire D140 1P/S I

NAMC (Japan) (Also MITSUBISHI) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group YS−11 YS11 2T/L 1,500 1,500 III 6

NAVION (USA) (Also CAMAIR, RILEY, TEMCO) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group Rangemaster RANG 1P/S 1,250 1,500 I 1

NOORDYUN AVIATION LTD. (Canada) (Also CCF) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group Norseman Mk 4/5/6 NORS 1P/S 700 1,000 I 2

Aircraft Information Fixed-Wing Aircraft Appendix A−23 JO 7110.65U 2/9/12

NORD (France) (Also AEROSPATIALE, HOLSTE, NORDFLUG, TRANSALL) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group Transall C−160 C160 2T/L 2,000 2,000 III 260 Super Broussard N260 2T/S+ 2,500 2,000 III 262, Frégate, Mohawk 298 N262 2T/S+ 2,500 2,000 III 1000, 1001, 1002 Pingouin ME08 1P/S 400 500 III 1101, 1102, Noralpha, Ramier N110 1P/S I 1200 to 1204 Norecrin N120 1P/S I 2501 to 2508 Noratlas NORA 2P/L 1,500 1,500 III 3202 N320 1P/S I 3400 N340 1P/S I SV−4 SV4 1P/S I

NORTHERN AVIATION (USA−see Bellanca)

NORTHROP CORP. (USA) (Also CANADAIR, CASA, AIDC, F+W EMMEN, KOREAN AIR, NORTHROP GRUMMAN) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group B−2 Spirit B2 4J/H III C−125 Raider C125 3P/L III E−2 Hawkeye E2 2T/L 2,690 3,000 III F−5, RF−5 Freedom Fighter, Tiger 2, F5* 2J/S+ 8,000 5,000 III Tigereye (N−156C/F) P−61 Black Widow P61 2P/S+ III T−38, AT−38 Talon (N−156T) T38* 2J/S+ 8,000 5,000 III

PARTENAVIA (Italy) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group AP−68TP−300 Spartacus P68T 2T/S 1,500 1,500 II 3 AP−68TP−600 Viator VTOR 2T/S 1,500 1,500 II 8 P−57 Fachiro 2 P57 1P/S I P−64/66 Oscar, Charlie OSCR 1P/S 800 1,000 I 2 P68,Victor, Observer P68 2P/S 1,200 1,000 I 3

Appendix A−24 Aircraft Information Fixed-Wing Aircraft 2/9/12 JO 7110.65U

PIAGGIO (Industrie Aeronautiche E Meccaniche Rinaldo Piaggio SpA) (Italy) (Also PIAGGIO−DOUGLAS, TRECKER) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group P−136*** P136 2P/S 1,250 1,500 II 4 P−148 P148 1P/S I P−149 P149 1P/S I P−166, P−166A/B/C/DL2/M/S, P66P 2P/S 1,350 1,500 II 3 Portofino, Albatross P−166DL3/DP1 P66T 2T/S II P−180 Avanti P180 2T/S II 1 PD−808 P808 2J/S+ 4,000 3,500 III 9

PILATUS FLUGZEUGWERKE AG (Switzerland) (Also FAIRCHILD, FAIRCHILD−HILLER) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group P−2 PP2 1P/S I P−3 PP3 1P/S I PC−6 Porter PC6P 1P/S 600 600 I PC−6A/B/C Turbo Porter (UV−20 PC6T 1T/S 1,250 1,500 I Chiricahua) PC−7 Turbo Trainer (AT−92, Astra) PC7 1T/S 2,800 I 1 PC−9, Hudurnik PC9 1T/S I PC−12, Eagle PC12 1T/S 1,900 I 4

PIPER AIRCRAFT CORP. (USA) (Also AEROSTAR, AICSA, CHINCUL, COLEMILL, EMBRAER, INDAER CHILE, JOHNSTON, MACHEN, MILLER, NIEVA, SCHAFER, SEGUIN, PZL−MIELEC, TED SMITH, WAGAERO) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group AP−60, Aerostar AEST 2P/S 1,500 1,500 II J−2 Cub J2 1P/S 500 500 I 1 J−3 Cub (L−4, NE) J3 1P/S 500 500 I 1 J−4 Cub Coupe J4 1P/S 500 500 I 1 J−5 Cub Cruiser (L−14, AE) J5 1P/S 500 500 I 1 PA−11 Cub Special (L−18B) PA11 1P/S 500 500 I 1 PA−12 Super Cruiser PA12 1P/S 600 600 I 1 PA−14 Family Cruiser PA14 1P/S 600 600 I 1 PA−15 Vagabond PA15 1P/S 500 500 I 1 PA−16 Clipper PA16 1P/S 500 500 I 1 PA−17 Vagabond, Vagabond Trainer PA17 1P/S 500 500 I 1 PA−18 Super Cub (L−18C, L−21, PA18 1P/S 1,000 1,000 I 1 U−7) PA−20 Pacer PA20 1P/S 850 1,000 I 1 PA−22 Tri−Pacer, Caribbean, Colt PA22 1P/S 1,000 1,000 I 2 PA−23−150/160 Apache PA23 2P/S 1,050 1,000 II 2 PA−24 Comanche PA24 1P/S 900 1,000 I 4

Aircraft Information Fixed-Wing Aircraft Appendix A−25 JO 7110.65U 2/9/12

Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group PA−25 Pawnee PA25 1P/S 650 650 I 1 PA−23−235/250 Aztec, Turbo Aztec PA27 2P/S 1,500 1,500 II 3 (U−11, E−19, UC−26) PA−28−140/150/151/ P28A 1P/S 750 1,000 I 1 160/161/180/181Archer, Cadet, Cherokee, Cherokee Archer/ Challenger/Chief/Cruiser/Flite Liner/ Warrior PA−28−201T/235/236 Cherokee, P28B 1P/S 900 1,000 I 3 Cherokee Charger/Pathfinder, Dakota, Turbo Dakota PA−28R−1802/3, Turbo Arrow P28R 1P/S 750 1,000 I 3 3/200/201 Cherokee Arrow, Arrow PA−28RT Arrow 4, Turbo Arrow 4 P28T 1P/S 900 1,000 I 2 PA−30/39 Twin Comanche, Twin PA30 2P/S 1,500 1,500 II 1 Comanche CR, Turbo Twin Comanche PA−31/31P Navajo, Navajo Chieftain, PA31 2P/S 1,500 1,500 II 2 Chieftain, Pressurized Navajo, Mohave, T−1020 PA−32 Cherokee Six, Six, Saratoga, PA32 1P/S 850 1,000 I 3 Turbo Saratoga, 6, 6XT PA−32R Cherokee Lance, Lance, P32R 1P/S 850 1,000 I 3 Saratoga SP/2 HP/2TC, Turbo Saratoga SP PA−32RT Lance 2, Turbo Lance 2 P32T 1P/S 850 1,000 I 4 PA−34 Seneca PA34 2P/S 1,300 1,300 II 7 PA−36 Pawnee Brave PA36 1P/S 800 1,000 I 2 PA−38 Tomahawk PA38 1P/S 750 750 I 3 PA−44, Seminole, Turbo Seminole PA44 2P/S 1,100 1,000 II 2 PA−46 310P/350P Malibu, Malibu PA46 1P/S 1,000 1,000 I 4 Mirage PA−46−500TP Malibu Meridian P46T 1T/S 1,500 1,500 I 4 PA−31T3−500 T−1040 PAT4 1P/S 1,300 1,200 I PA−31T1−500 Cheyenne 1 PAY1 2T/S 2,200 2,000 II 5 PA−31T−620.T2−620 Cheyenne, PAY2 2T/S 2,400 2,000 II 2 Cheyenne 2 PA−42−720 Cheyenne 3 PAY3 2T/S 2,400 2,000 II 8 PA−42−1000 Cheyenne 400 PAY4 2T/S 2,500 2,000 II 4 PA−28R−300 Pillán PILL 1P/S 750 1,000 I 108 Voyager, Station Wagon 108 S108 1P/S 800 800 I 2

Appendix A−26 Aircraft Information Fixed-Wing Aircraft 2/9/12 JO 7110.65U

PITTS AEROBATICS (Manufactured by Christen Industries, Inc.)(USA) (Also AEROTEK, AVIAT, CHRISTEN, KIMBALL) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group S−1 Special PTS1 1P/S 1,500 1,500 I S−1−11 Super Stinker PTSS 1P/S I S−2 Special PTS2 1P/S 1,500 1,500 I S−12 Macho Stinker, Super Stinker PTMS 1P/S I

RAYTHEON (See BEECH)

ROBIN (France) (Also APEX) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group R−1180 Aiglon R100 1P/S I R−2100/2112/2120/2160, Alpha, Alpha R200 1P/S I Sport, Super Club R−300/3000/3100/3120/3140 R300 1P/S I

ROCKWELL INTERNATIONAL CORP. (USA) (Also AERO COMMANDER, CANADAIR, CCF, COMMANDER, COMMONWEALTH, GULFSTREAM, HAMILTON, MITSUBISHI, NOORDUYN, NORTH AMERICAN PACAERO, NORTH AMERICAN ROCKWELL, PACIFIC AIRMOTIVE, ROCKWELL, RYAN, SUD, TUSCO) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group 100 Commander 100 VO10 1P/S 850 850 I 1 112, 114 Commander 112/114, Alpine AC11 1P/S 1,000 1,200 I 2 Commander, Gran Turismo Commander 200 Commander 200 M200 1P/S 1,400 1,000 I 1 500 Shrike Commander AC50 2P/S 1,340 1,500 II 3 Commander 520 AC52 2P/S 1,340 1,500 II 1 560 Commander 560 AC56 2P/S 1,400 1,500 II 4 680F, 680FP, Commander 680F/680FP AC68 2P/S 1,375 1,375 II 5 680FL, Grand Commander, AC6L 2P/S 1,250 1,250 II 6 Commander 685 720 Alti−Cruiser AC72 2P/S 1,300 1,300 II 4 680T, 680V Turbo Commander AC80 2T/S 2,000 1,500 II 4 690 Turbo Commander 690, AC90 2T/S 2,500 2,500 II 6 Jetprop Commander 840 695 Jetprop Commander 980/1000 AC95 2P/S 2,500 2,500 II 6 700, 710 Commander 700/710 RC70 2P/S II AC−130 Spectre C130 4T/L 1,500 1,500 III B−1 Lancer B1* 4J/H 3,000 5,000 III FR−06 Fanranger, Ranger 2000 R2TH 1J/S III Mitchell B25 2P/L 980 980 III Sabre F86* 1J/L 4,000 4,000 III

Aircraft Information Fixed-Wing Aircraft Appendix A−27 JO 7110.65U 2/9/12

Model Type Description Performance Information Designator Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group Jet Commander 1121 JCOM 2J/S+ 5,000 4,500 III 9 Lark 100 Commander LARK 1P/S 700 1,000 I 1 Navion NA 145/154 NAVI 1P/S 750 600 I 2 Mustang P51 1P/S 2,500 2,500 III NA−265 Sabre 40/60/65 SBR1 2J/S+ 4,000 3,500 III NA−265 Sabre 75/80 SBR2 2J/S+ III OV−10 Bronco V10 2T/S 2,000 2,500 II S−2 Thrush Commander SS2P 1P/S I Super Sabre F−100 SSAB 1J/L 4,000 4,000 III T−2 Buckeye T2* 2J/L 5,700 6,000 III Trojan, Nomair, Nomad T28 1P/S 2,500 2,500 III Texan, Harvard T6 1P/S 800 800 I 2 Darter 100 VO10 1P/S 850 850 I X−31 X31 1J/S+ III

RUSCHMEYER (FRG) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group R−90−230FG R90F 1P/S 1,000 1,000 I R−90−230RG, MF−85 R90R 1P/S 1,000 1,000 I R−90−420AT R90T 1T/S 1,100 1,100 I

SAAB (Sweden/USA) (Also SAAB−FAIRCHILD) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group 29 (J29) SB29 1J/S III 32 Lansen (J32) SB32 1J/S+ III 35 Draken (J35, Sk35, F−35, RF−35, SB35 1J/S+ III TF−35) 37 Viggen (AJ37, AJS37, JA37, SP37, SB37 1J/S+ III SH37, Sk37) 39 Gripen (JAS39) SB39 1J/S+ III 91 Safir (Sk50) SB91 1J/S III 105 (Sk60) SB05 2J/S III 340 SF34 2T/L 2,000 2,000 III 5 2000 SB20 2T/L III MFI−15/17 Safari, Supporter (T−17) MF17 1P/S I

Appendix A−28 Aircraft Information Fixed-Wing Aircraft 2/9/12 JO 7110.65U

SHORT BROTHERS LTD. (UK) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group 330, Sherpa (C−23), SD3−30 SH33 2T/S+ 1,380 1,380 III 6 360, SD3−60 SH36 2T/S+ 1,400 1,400 III 6 SC−5 Belfast BELF 4T/L III SC7 Skyvan, Skyliner SC7 2T/S 1,500 1,500 II 2

SILVAIRE (USA) (Also LUSCOMBE, TEMCO) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group 8 Silvaire L8 1P/S 900 1,000 I 3

SOCATA (See AEROSPATIALE)

STINSON (USA) (Also PIPER) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group 10, 105, HW−75, HW−80, Voyager S10 1P/S 750 1,000 I 108 Voyager, Station Wagon S108 1P/S 750 1,000 I L−5, U−19, OY Sentinel (V−76) L5 1P/S 750 750 I SR, V−77 Reliant (AT−19) RELI 1P/S 700 700 I 3

SUD AVIATION (See Aerospatiale)

SWEARINGEN AVIATION (USA−see Fairchild Industries)

TAYLORCRAFT AVIATION CORP. (USA) (Also TAYLOR KITS) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group 15 Tourist, Foursome TA15 1P/S 800 1,000 I 19, F−19 Sportsman TF19 1P/S 800 1,000 I 1 20 Ranchwagon, Topper, Seabird, TA20 1P/S 1,000 1,000 I 4 Zephyr 400 A TAYA 1P/S I BC, BF, BL, Ace, Sportsman, Traveller TAYB 1P/S I DC, DCO, DF, DL (O−57, L−2) TAYD 1P/S I F−21 TF21 1P/S 1,100 1,100 I 4 F−22 Classic, Tri−Classic, Ranger, TF22 1P/S 875 I Trooper, Tracker

Aircraft Information Fixed-Wing Aircraft Appendix A−29 JO 7110.65U 2/9/12

TED SMITH AEROSTAR CORP. (USA) (Also AEROSTAR, AICSA, MACHEN, PIPER) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group Aero Star AEST 2P/S 1,800 1,500 II 5

VFW−FOKKER (Zentralgesellschaft VFW−Fokker mbH (FRG/Netherlands)) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group VFW 614 VF14 2J/L 3,100 3,000 III 8

VOUGHT CORP. (USA) (Also GLOBE, LTV, TEMCO) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group A−7, TA−7 Corsair A7* 1J/L 8,000 6,000 III Swift GC1 1P/S 1,000 1,000 I 2

YAKOVLEV (RUSSIA) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group Yak−40 YK40 3J/S+ III 8

ZENAIR (Canada) (Also ZENITH) Model Type Designator Description Performance Information Number & Type Engines/ Climb Descent SRS LAHSO Weight Class Rate (fpm) Rate (fpm) Cat. Group CH−600/601 Zodiac, Super Zodiac CH60 1P/S I CH−620 Gemini CH62 2P/S II CH−801 Stol CH80 1P/S I CH−2000 Zenith CH2T 1P/S 780 I

Appendix A−30 Aircraft Information Fixed-Wing Aircraft 2/9/12 JO 7110.65U

Appendix B. Aircraft Information Helicopters/Rotorcrafts

TYPE ENGINE ABBREVIATIONS SRS SRS means “same runway separation;” categoriza- P piston tion criteria is specified in para 3−9−6, Same Runway T jet/turboprop Separation. J jet MANUFACTURERS CLIMB AND DESCENT RATES Climb and descent rates based on average en route Listed under the primary manufacturer are other climb/descent profiles at median weight between aircraft manufacturers who also make versions of maximum gross takeoff and landing weights. some of the aircraft in that group.

AEROSPATIALE (France) (Also ATLAS, CASA, CHANGHE, EUROCOPTER, HELIBRAS, HINDUSTAN, IAR, ICA, NURTANIO, NUSANTARA, REPUBLIC, SINGAPORE, SUD, WESTLAND) Model Type Designator Description Performance Information Number & Type Engines/ Climb Rate Descent Rate SRS Cat. Weight Class (fpm) (fpm) Lama SA−315 LAMA 1T/S 1,000 1,000 I Alouette 2 ALO2 1T/S 1,280 1,280 I Alouette 3 ALO3 1T/S 1,500 1,500 I Dauphine SA−360/361 S360 1T/S 1,400 1,500 I Dauphine 2 SA−365C S65C 2T/S 1,800 1,000 I Ecurevil/AStar AS−350/550 AS50 1T/S 1,000 1,000 I Gazelle SA−341/342 GAZL 1T/S 1,620 1,620 I Puma SA−330 (CH−33, HT−19) PUMA 2T/L 1,250 1,500 I Super Puma AS 332/532, SA−330) AS32 2T/L 1,250 1,500 I Super Frelon SA−321/Z−8 FREL 3T/L 1,200 1,500 I Twin Star AS−355/555 AS55 2T/S 1,350 1,300 I

AUGUSTA (Constuzioni Aeronautiche Giovanni Agusta SpA) (Italy) (Also BELL, NUSANTARA, SABCA) Model Type Designator Description Performance Information Number & Type Engines/ Climb Rate Descent Rate SRS Cat. Weight Class (fpm) (fpm) Model 147J−3B−1, Ranger B47J 1P/S 500 500 I Model A 109/A/A−II A109 2T/S 1,620 1,500 I Model 212 ASW, Griffon B12 2T/S 1,420 1,420 I

BELL/BOEING Model Type Designator Description Performance Information Number & Type Engines/ Climb Rate Descent Rate SRS Cat. Weight Class (fpm) (fpm) Osprey V22 2T/L − − II

Aircraft Information Helicopters/Rotorcrafts Appendix B−1 JO 7110.65U 2/9/12

BELL HELICOPTER TEXTRON (USA) (Also AGUSTA, AIDC, COMMONWEALTH, DORNIER, FUJI, GLOBAL, KAWASAKI, NUSANTARA, TROOPER, UNC, WESTLAND) Model Type Designator Description Performance Information Number & Type Engines/ Climb Rate Descent Rate SRS Cat. Weight Class (fpm) (fpm) Biglifter, Bell 204, 205, 214A/B, UH1 1T/S 1,500 1,500 I AB−204 Cobra HUCO 1T/S 1,375 1,375 I Jet Ranger/Long Ranger/ B06 1T/S 1,200 1,000 I Sea Ranger/Kiowa/Model 206, Combat Scout Huey/Iroquois/Model 205 A−1 UH1 1T/S 1,500 1,500 I Ranger Model 47J B47J 1P/S 1,000 1,000 I Sioux/Model 47G, OH−13 B47G 1P/S 1,000 1,000 I Twin Huey, Model 212, Model B12 2T/S 1,420 1,420 I 214B/B−1, Model 412, Griffon Model 214ST, Super Transport BSTP 2T/S 1,420 1,420 I Model 222, 230, 430 B222 2T/S 1,500 1,000 I

BOEING VERTOL COMPANY (USA) (Also BOEING HELICOPTERS, KAWASAKI, MERIDIONALI, VERTOL) Model Type Designator Description Performance Information Number & Type Engines/ Climb Rate Descent Rate SRS Cat. Weight Class (fpm) (fpm) Chinook, Model 234 H47 2T/L 1,500 1,500 I Sea Knight 107, CH−113, Labrador H46 2T/S+ 2,130 2,130 I

BOLKOW (Germany) (Also CASA, EUROCOPTER, MBB, MESSERSCHMITT−BOLKOW, NURTANIO, NUSANTARA, PADC) Model Type Designator Description Performance Information Number & Type Engines/ Climb Rate Descent Rate SRS Cat. Weight Class (fpm) (fpm) Model 105, BO−105 B105 2T/S 1,500 1,500 I

BRANTLEY−HYNES HELICOPTER, INC. (USA) (Also BRANTLEY, HYNES) Model Type Designator Description Performance Information Number & Type Engines/ Climb Rate Descent Rate SRS Cat. Weight Class (fpm) (fpm) Model B−2/A/B, H−2 BRB2 1P/S 1,400 1,400 I Model 305 B305 1P/S 1,300 1,300 I

ENSTROM CORP. (USA) (Also WUHAN) Model Type Designator Description Performance Information Number & Type Engines/ Climb Rate Descent Rate SRS Cat. Weight Class (fpm) (fpm) Falcon/Model F−28/A/C/F, Sentinel/ EN28 1P/S 800 800 I Model F−28−FP, Model 280, Shark Shark/Model 280FX, 28, Falcon, EN28 1P/S 1,200 1,200 I Sentinel Turbo Shark 480, TH−28 EN48 1P/S 1,500 1,500 I

Appendix B−2 Aircraft Information Helicopters/Rotorcrafts 2/9/12 JO 7110.65U

FAIRCHILD/REPUBLIC (includes Hiller) (USA) (Also FAIRCHILD HILLER, ROGERSON HILLER) Model Type Designator Description Performance Information Number & Type Engines/ Climb Rate Descent Rate SRS Cat. Weight Class (fpm) (fpm) Hiller UH−12/Raven, HTE UH12 1P/S 1,500 1,500 I

HILLER (See FAIRCHILD/REPUBLIC (USA))

HUGHES HELICOPTERS (See MCDONNELL−DOUGLAS HELICOPTERS (USA))

KAMAN AEROSPACE CORPORATION (USA) Model Type Designator Description Performance Information Number & Type Engines/ Climb Rate Descent Rate SRS Cat. Weight Class (fpm) (fpm) H−2 Seasprite, Super Seasprite H2 2T/L 2,400 2,400 I Huskie 600−3/5 H43B 1T/L 2,000 2,000 I

KAWASAKI HEAVY INDUSTRIES LTD. (Japan) (Also BOEING VERTOL, VERTOL) Model Type Designator Description Performance Information Number & Type Climb Rate Descent Rate SRS Cat. Engines/Weight Class (fpm) (fpm) KV−107/II, Sea Knight, Labrador, H46 2T/S+ 1,500 1,500 I Voyaguer, CH−113

MCDONNELL−DOUGLAS HELICOPTERS (includes Hughes Helicopters) (USA) (Also AGUSTA, BREDANARDI, KAWASAKI, KOREAN AIR, NARDI, RACA, SCHWEIZER) Model Type Designator Description Performance Information Number & Type Engines/ Climb Rate Descent Rate SRS Cat. Weight Class (fpm) (fpm) Model 77/Apache, Pethen, Longbow H64 2T/S+ 1,500 1,500 I Apache Model 269, 200, 280, 300, Skynight, H269 1P/S 1,000 1,000 I TH−55 Osage Model 300/C H269 1P/S 1,200 1,200 I Model 500C, 369, 530F, Defender, H500 1P/S 1,500 1,500 I Black Tiger, Night Fox, Lifter Osage H269 1P/S 1,000 1,000 I Pawnee, Model 369, Model H500 1T/S 1,500 1,500 I 500D/MD/MG

MESSERSCHMIDTT−BOLKOW−BLOHM (MBB) (FRG) (Also BOLKOW, CASA, EUROCOPTER, MBB, NURTANIO, NUSANTARA, PADC) Model Type Designator Description Performance Information Number & Type Engines/ Climb Rate Descent Rate SRS Cat. Weight Class (fpm) (fpm) Model BO 105 B105 2T/S 1,200 1,200 I

MBB/KAWASAKI (FRG/Japan) Model Type Designator Description Performance Information Number & Type Engines/ Climb Rate Descent Rate SRS Cat. Weight Class (fpm) (fpm) Model BK 117 BK17 2T/S 1,500 1,500 I

Aircraft Information Helicopters/Rotorcrafts Appendix B−3 JO 7110.65U 2/9/12

ROBINSON HELICOPTER COMPANY INC. (USA) Model Type Designator Description Performance Information Number & Type Engines/ Climb Rate Descent Rate SRS Cat. Weight Class (fpm) (fpm) Model R22 R22 1P/S 800 800 I

SCHWEIZER AIRCRAFT CORP. (USA) (Also BREDANARDI, HUGHES, KAWASAKI, NARDI) Model Type Designator Description Performance Information Number & Type Engines/ Climb Rate Descent Rate SRS Cat. Weight Class (fpm) (fpm) Model 269C, 200, 280, 300, H269 1P/S 1,000 1,000 I Skynight 269D, 330, 333 S330 1T/S I

SIKORSKY AIRCRAFT (USA) (Also AGUSTA, ASTA, HAWKER DE HAVILLAND, HELIPRO, KOREAN AIR, MITSUBISHI, TUSAS, UNITED CANADA, VAT, WESTLAND) Model Type Designator Description Performance Information Number & Type Engines/ Climb Rate Descent Rate SRS Cat. Weight Class (fpm) (fpm) Blackhawk S−70, WS−70, Seahawk, H60 2T/S+ 2,000 2,000 I Pavehawk, Rescuehawk, Thunderhawk, Jayhawk, Oceanhawk, Deserthawk, Yanshuf, LAMPS MK3, Blackhawk Chickasaw S−55, H−19, HO4S, HRS S55P 1P/S 800 1,000 I Choctaw/Seashore/Seaboat S−58, S58P 1P/L 1,120 1,120 I CH−34 Model S−51 S51 1P/L 1,000 1,000 I Model S−52, Hummingbird S52 1P/L 950 1,000 I Model S−62 S62 1T/S 1,020 1,000 I Model S−76, Spirit, Eagle S76 2T/S 1,300 1,300 I S−61R (CH−3, HH−3, Pelican) S61R 2T/L 1,500 1,500 I S−61A/B/D/L/N Sea King, S61 2T/L 1,500 1,500 I Commando, CH−124 Sea Stallion S−65, Yasur H53 2T/L 1,500 1,500 I Skycrane S−64E/F, Tarhe S−64 S64 2T/L 1,300 1,300 I

WESTLAND HELICOPTERS LTD. (UK) Model Type Designator Description Performance Information Number & Type Climb Rate Descent Rate SRS Cat. Engines/Weight Class (fpm) (fpm) WG 30 WG30 2T/S 1,200 1,200 I

Appendix B−4 Aircraft Information Helicopters/Rotorcrafts 2/9/12 JO 7110.65U

Appendix C. Aircraft Information Specific Homebuilt/Experimental Aircraft

Homebuilt and Experimental Aircraft*

Designator Criteria Type Performance Information** Designator Climb Rate Descent Rate SRS Cat. (fpm) (fpm) Aircraft with cruise (indicated) airspeeds of 100 knots or HXA 500 500 I less Aircraft with cruise (indicated) airspeeds of greater than HXB 750 750 I 100 knots, up to and including 200 knots Aircraft with cruise (indicated) airspeeds greater than HXC 1,000 1,000 I 200 knots

NOTE− *Configuration diversity and the fact that airworthiness certificates are issued to aircraft builders, vice manufacturers, necessitates the assignment of generic aircraft type designators based on cruise performance, rather than specific manufacturer and normal descriptive/performance information.

**All performance criteria has been estimated because configuration diversity precludes determining precise aircraft−specific information.

Aircraft Information Specific Homebuilt/Experimental Aircraft Appendix C−1

2/9/12 JO 7110.65U

Appendix D. Standard Operating Practice (SOP) for the Transfer of Position Responsibility

1. PURPOSE d. In the final part of the relief process, the specialist being relieved monitors and reviews the This appendix prescribes the method and step−by− position to ensure that nothing has been overlooked step process for conducting a position relief briefing or incorrectly displayed and that the transfer of and transferring position responsibility from one position responsibility occurred with a complete specialist to another. briefing. 2. DISCUSSION 3. TERMS a. In all operational facilities, the increase in traffic density and the need for the expeditious The following terms are important for a complete movement of traffic without compromising safety understanding of this SOP: have emphasized the importance of the position relief a. Status Information Area (SIA). Manual or process. automatic displays of the current status of position b. The contents, methods, and practices used for related equipment and operational conditions or position relief and briefings vary among personnel, procedures. and pertinent information is often forgotten or b. Written Notes. Manually recorded items of incompletely covered. Major problems occur information kept at designated locations on the whenever there is a heavy reliance upon memory, position of operation. They may be an element of the unsupported by routines or systematic reminders. Status Information Area/s. This SOP addresses the complete task of transferring c. Checklist. An ordered listing of items to be position responsibility and the associated relief briefing. covered during a position relief. c. Position relief unavoidably provides workload 4. PRECAUTIONS for specialists at the time of relief. The intent of this a. Specialists involved in the position relief SOP is to make the transfer of position responsibility process should not rush or be influenced to rush. take place smoothly and to ensure a complete transfer b. During position operation, each item of status of information with a minimum amount of workload. information which is or may be an operational factor The method takes advantage of a self−briefing for the relieving specialist should be recorded as soon concept in which the relieving specialist obtains as it is operationally feasible so that it will not be needed status information by reading from the Status forgotten or incorrectly recorded. Information Area/s to begin the relief process. Up to the moment information related to the control of c. Extra care should be taken when more than one aircraft or vehicular movements requires verbal specialist relieves or is being relieved from a position exchanges between specialists during the relief at the same time; e.g., combining or decombining process. The method also specifies the moment when positions. Such simultaneous reliefs should be the transfer of position responsibility occurs. approached with caution.

Standard Operating Practice (SOP) for the Transfer of Position Responsibility Appendix D−1 JO 7110.65U 2/9/12

5. RESPONSIBILITIES c. The relieving specialist and the specialist being relieved must share equal responsibility for the a. The specialist being relieved must be completeness and accuracy of the position relief responsible for ensuring that any pertinent status briefing. information of which he/she is aware is relayed to the relieving specialist and is either: d. The specialists engaged in a position relief must 1. Accurately displayed in the Status conduct the relief process at the position being Information Area/s for which he/she has relieved unless other procedures have been responsibility, or established and authorized by the facility air traffic manager. 2. Relayed to the position having responsibility for accurately displaying the status information. NOTE− The “sharing” of this responsibility means that the b. The relieving specialist must be responsible for specialist being relieved is obligated to provide a complete, ensuring that, prior to accepting responsibility for the accurate briefing and the relieving specialist is obligated position, any unresolved questions pertaining to the to ensure that a briefing takes place and is to his/her total operation of the position are resolved. satisfaction.

6. STEP−BY−STEP PROCESS a. PREVIEW THE POSITION Relieving Specialist Specialist Being Relieved 1. Follow checklist and review the Status Information Area(s). NOTE− This sub-step may be replaced by an authorized pre−position briefing provided an equivalent review of checklist items is accomplished. 2. Observe position equipment, operational situation, and the work environment. 3. Listen to voice communications and observe other operational actions. 4. Observe current and pending aircraft and vehicular traffic and correlate with flight and other movement information. 5. Indicate to the specialist being relieved that the position has been previewed and that the verbal briefing may begin. NOTE− Substeps 6a2, 3, and 4 may be conducted concurrently or in any order.

Appendix D−2 Standard Operating Practice (SOP) for the Transfer of Position Responsibility 2/9/12 JO 7110.65U

b. VERBAL BRIEFING Relieving Specialist Specialist Being Relieved 1. Brief the relieving specialist on the abnormal status of items not listed on the Status Information Area(s) as well as on any items of special interest calling for verbal explanation or additional discussion. 2. Brief on traffic if applicable. 3. Brief communication status of all known aircraft. 4. Ask questions necessary to ensure a complete understanding of the operational situation. 5. Completely answer any questions asked.

c. ASSUMPTION OF POSITION RESPONSIBILITY

Relieving Specialist Specialist Being Relieved 1. Make a statement or otherwise indicate to the specialist being relieved that position responsibility has been assumed. 2. Release the position to the relieving specialist and mentally note the time.

d. REVIEW THE POSITION Relieving Specialist Specialist Being Relieved 1. Check, verify, and update the information obtained in steps 6a and b. 2. Check position equipment in accordance with existing directives. 3. Review checklist, Status Information Area/s, written notes, and other prescribed sources of information and advise the relieving specialist of known omissions, updates, or inaccuracies. 4. Observe overall position operation to determine if assistance is needed. 5. If assistance is needed, provide or summon it as appropriate. 6. Advise the appropriate position regarding known Status Information Area(s) omissions, updates, or inaccuracies. 7. Sign-on the relieving specialist with the time as noted in step 6c2. 8. Sign off the position in accordance with existing directives or otherwise indicate that the relief process is complete.

Standard Operating Practice (SOP) for the Transfer of Position Responsibility Appendix D−3

2/9/12 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 a. Terms Added TEMPORARY FLIGHT RESTRICTION TIE−IN−FACILITY b. Terms Modified: ACKNOWLEDGE CLEARANCE LIMIT FAST FILE FLIGHT PLAN AREA FLIGHT SERVICE STATION HELICOPTER VERTICAL SEPARATION c. Editorial/format changes were made where necessary. Revision bars were not used due to the insignificant nature of the changes.

PCG−1

2/9/12 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 2/9/12

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. 90-42.) vices are provided to the extent possible contingent (Refer to AIM.) only upon the controller’s capability to fit them into ADVISORY SERVICE− Advice and information the performance of higher priority duties and on the provided by a facility to assist pilots in the safe basis of limitations of the radar, volume of traffic, conduct of flight and aircraft movement. frequency congestion, and controller workload. The (See ADDITIONAL SERVICES.) controller has complete discretion for determining if (See EN ROUTE FLIGHT ADVISORY he/she is able to provide or continue to provide a SERVICE.) service in a particular case. The controller’s reason (See LOCAL AIRPORT ADVISORY.) not to provide or continue to provide a service in a (See RADAR ADVISORY.) particular case is not subject to question by the pilot (See SAFETY ALERT.) and need not be made known to him/her. (See TRAFFIC ADVISORIES.) (See TRAFFIC ADVISORIES.) (Refer to AIM.) (Refer to AIM.) AERIAL REFUELING− A procedure used by the ADF− military to transfer fuel from one aircraft to another (See AUTOMATIC DIRECTION FINDER.) during flight. (Refer to VFR/IFR Wall Planning Charts.) ADIZ− (See AIR DEFENSE IDENTIFICATION ZONE.) AERODROME− A defined area on land or water (including any buildings, installations and equip- ADLY− ment) intended to be used either wholly or in part for (See ARRIVAL DELAY.) the arrival, departure, and movement of aircraft. ADMINISTRATOR− The Federal Aviation Admin- AERODROME BEACON [ICAO]− Aeronautical istrator or any person to whom he/she has delegated beacon used to indicate the location of an aerodrome his/her authority in the matter concerned. from the air. AERODROME CONTROL SERVICE [ICAO]− Air ADR− traffic control service for aerodrome traffic. (See AIRPORT DEPARTURE RATE.) AERODROME CONTROL TOWER [ICAO]− A ADS [ICAO]− unit established to provide air traffic control service (See ICAO term AUTOMATIC DEPENDENT to aerodrome traffic. SURVEILLANCE.) AERODROME ELEVATION [ICAO]− The eleva- ADS−B− tion of the highest point of the landing area. (See AUTOMATIC DEPENDENT AERODROME TRAFFIC CIRCUIT [ICAO]− The SURVEILLANCE−BROADCAST.) specified path to be flown by aircraft operating in the vicinity of an aerodrome. ADS−C− (See AUTOMATIC DEPENDENT AERONAUTICAL BEACON− A visual NAVAID SURVEILLANCE−CONTRACT.) displaying flashes of white and/or colored light to indicate the location of an airport, a heliport, a ADVISE INTENTIONS− Tell me what you plan to landmark, a certain point of a Federal airway in do. mountainous terrain, or an obstruction. ADVISORY− Advice and information provided to (See AIRPORT ROTATING BEACON.) assist pilots in the safe conduct of flight and aircraft (Refer to AIM.) movement. AERONAUTICAL CHART− A map used in air (See ADVISORY SERVICE.) navigation containing all or part of the following:

PCG A−2 2/9/12 Pilot/Controller Glossary

topographic features, hazards and obstructions, identification and frequencies of radio aids, selected navigation aids, navigation routes, designated airports, distances, time zones, special use airspace, airspace, and airports. Commonly used aeronautical and related information. charts are: f. Instrument Approach Procedures (IAP) Charts− a. Sectional Aeronautical Charts (1:500,000)− Portray the aeronautical data which is required to Designed for visual navigation of slow or medium execute an instrument approach to an airport. These speed aircraft. Topographic information on these charts depict the procedures, including all related charts features the portrayal of relief and a judicious data, and the airport diagram. Each procedure is selection of visual check points for VFR flight. designated for use with a specific type of electronic Aeronautical information includes visual and radio navigation system including NDB, TACAN, VOR, aids to navigation, airports, controlled airspace, ILS/MLS, and RNAV. These charts are identified by restricted areas, obstructions, and related data. the type of navigational aid(s) which provide final approach guidance. b. VFR Terminal Area Charts (1:250,000)− Depict Class B airspace which provides for the g. Instrument Departure Procedure (DP) Charts− control or segregation of all the aircraft within Class Designed to expedite clearance delivery and to B airspace. The chart depicts topographic informa- facilitate transition between takeoff and en route tion and aeronautical information which includes operations. Each DP is presented as a separate chart visual and radio aids to navigation, airports, and may serve a single airport or more than one controlled airspace, restricted areas, obstructions, airport in a given geographical location. and related data. h. Standard Terminal Arrival (STAR) Charts− c. World Aeronautical Charts (WAC) Designed to expedite air traffic control arrival (1:1,000,000)− Provide a standard series of aeronau- procedures and to facilitate transition between en tical charts covering land areas of the world at a size route and instrument approach operations. Each and scale convenient for navigation by moderate STAR procedure is presented as a separate chart and speed aircraft. Topographic information includes may serve a single airport or more than one airport in cities and towns, principal roads, railroads, distinc- a given geographical location. tive landmarks, drainage, and relief. Aeronautical i. Airport Taxi Charts− Designed to expedite the information includes visual and radio aids to efficient and safe flow of ground traffic at an airport. navigation, airports, airways, restricted areas, These charts are identified by the official airport obstructions, and other pertinent data. name; e.g., Ronald Reagan Washington National Airport. d. En Route Low Altitude Charts− Provide (See ICAO term AERONAUTICAL CHART.) aeronautical information for en route instrument navigation (IFR) in the low altitude stratum. AERONAUTICAL CHART [ICAO]− A representa- Information includes the portrayal of airways, limits tion of a portion of the earth, its culture and relief, of controlled airspace, position identification and specifically designated to meet the requirements of frequencies of radio aids, selected airports, minimum air navigation. en route and minimum obstruction clearance AERONAUTICAL INFORMATION MANUAL altitudes, airway distances, reporting points, re- (AIM)− A primary FAA publication whose purpose stricted areas, and related data. Area charts, which are is to instruct airmen about operating in the National a part of this series, furnish terminal data at a larger Airspace System of the U.S. It provides basic flight scale in congested areas. information, ATC Procedures and general instruc- e. En Route High Altitude Charts− Provide tional information concerning health, medical facts, aeronautical information for en route instrument factors affecting flight safety, accident and hazard navigation (IFR) in the high altitude stratum. reporting, and types of aeronautical charts and their Information includes the portrayal of jet routes, use.

PCG A−3 Pilot/Controller Glossary 2/9/12

AERONAUTICAL INFORMATION PUBLICA- d. Land−Based Air Defense Identification Zone. TION (AIP) [ICAO]− A publication issued by or with An ADIZ over U.S. metropolitan areas, which is the authority of a State and containing aeronautical activated and deactivated as needed, with dimen- information of a lasting character essential to air sions, activation dates and other relevant information navigation. disseminated via NOTAM. A/FD− Note: ADIZ locations and operating and flight plan requirements for civil aircraft operations are speci- (See AIRPORT/FACILITY DIRECTORY.) fied in 14 CFR Part 99. AFFIRMATIVE− Yes. (Refer to AIM.) AFIS− AIR NAVIGATION FACILITY− Any facility used (See AUTOMATIC FLIGHT INFORMATION in, available for use in, or designed for use in, aid of SERVICE − ALASKA FSSs ONLY.) air navigation, including landing areas, lights, any AFP− apparatus or equipment for disseminating weather information, for signaling, for radio-directional (See AIRSPACE FLOW PROGRAM.) finding, or for radio or other electrical communica- AIM− tion, and any other structure or mechanism having a (See AERONAUTICAL INFORMATION similar purpose for guiding or controlling flight in the MANUAL.) air or the landing and takeoff of aircraft. (See NAVIGATIONAL AID.) AIP [ICAO]− (See ICAO term AERONAUTICAL AIR ROUTE SURVEILLANCE RADAR− Air route INFORMATION PUBLICATION.) traffic control center (ARTCC) radar used primarily to detect and display an aircraft’s position while en AIR CARRIER DISTRICT OFFICE− An FAA field route between terminal areas. The ARSR enables office serving an assigned geographical area, staffed controllers to provide radar air traffic control service with Flight Standards personnel serving the aviation when aircraft are within the ARSR coverage. In some industry and the general public on matters related to instances, ARSR may enable an ARTCC to provide the certification and operation of scheduled air terminal radar services similar to but usually more carriers and other large aircraft operations. limited than those provided by a radar approach AIR DEFENSE EMERGENCY− A military emer- control. gency condition declared by a designated authority. This condition exists when an attack upon the AIR ROUTE TRAFFIC CONTROL CENTER− A continental U.S., Alaska, Canada, or U.S. installa- facility established to provide air traffic control tions in Greenland by hostile aircraft or missiles is service to aircraft operating on IFR flight plans considered probable, is imminent, or is taking place. within controlled airspace and principally during the en route phase of flight. When equipment capabilities (Refer to AIM.) and controller workload permit, certain advisory/as- AIR DEFENSE IDENTIFICATION ZONE (ADIZ)− sistance services may be provided to VFR aircraft. The area of airspace over land or water, extending (See EN ROUTE AIR TRAFFIC CONTROL upward from the surface, within which the ready SERVICES.) identification, the location, and the control of aircraft (Refer to AIM.) are required in the interest of national security. AIR TAXI− Used to describe a helicopter/VTOL a. Domestic Air Defense Identification Zone. An aircraft movement conducted above the surface but ADIZ within the United States along an international normally not above 100 feet AGL. The aircraft may boundary of the United States. proceed either via hover taxi or flight at speeds more b. Coastal Air Defense Identification Zone. An than 20 knots. The pilot is solely responsible for ADIZ over the coastal waters of the United States. selecting a safe airspeed/altitude for the operation c. Distant Early Warning Identification Zone being conducted. (DEWIZ). An ADIZ over the coastal waters of the (See HOVER TAXI.) State of Alaska. (Refer to AIM.)

PCG A−4 2/9/12 Pilot/Controller Glossary

AIR TRAFFIC− Aircraft operating in the air or on an AIR TRAFFIC CONTROL CLEARANCE [ICAO]− airport surface, exclusive of loading ramps and Authorization for an aircraft to proceed under parking areas. conditions specified by an air traffic control unit. (See ICAO term AIR TRAFFIC.) Note 1: For convenience, the term air traffic control clearance is frequently abbreviated to clearance when used in appropriate contexts. AIR TRAFFIC [ICAO]− All aircraft in flight or Note 2: The abbreviated term clearance may be operating on the maneuvering area of an aerodrome. prefixed by the words taxi, takeoff, departure, en route, approach or landing to indicate the particular AIR TRAFFIC CLEARANCE− An authorization by portion of flight to which the air traffic control clear- air traffic control for the purpose of preventing ance relates. collision between known aircraft, for an aircraft to AIR TRAFFIC CONTROL SERVICE− proceed under specified traffic conditions within (See AIR TRAFFIC CONTROL.) controlled airspace. The pilot-in-command of an aircraft may not deviate from the provisions of a AIR TRAFFIC CONTROL SERVICE [ICAO]− A visual flight rules (VFR) or instrument flight rules service provided for the purpose of: (IFR) air traffic clearance except in an emergency or a. Preventing collisions: unless an amended clearance has been obtained. 1. Between aircraft; and Additionally, the pilot may request a different 2. On the maneuvering area between aircraft clearance from that which has been issued by air and obstructions. traffic control (ATC) if information available to the pilot makes another course of action more practicable b. Expediting and maintaining an orderly flow of or if aircraft equipment limitations or company air traffic. procedures forbid compliance with the clearance AIR TRAFFIC CONTROL SPECIALIST− A person issued. Pilots may also request clarification or authorized to provide air traffic control service. amendment, as appropriate, any time a clearance is (See AIR TRAFFIC CONTROL.) not fully understood, or considered unacceptable (See FLIGHT SERVICE STATION.) because of safety of flight. Controllers should, in (See ICAO term CONTROLLER.) such instances and to the extent of operational AIR TRAFFIC CONTROL SYSTEM COMMAND practicality and safety, honor the pilot’s request. CENTER (ATCSCC) − An Air Traffic Tactical 14 CFR Part 91.3(a) states: “The pilot in command Operations facility responsible for monitoring and of an aircraft is directly responsible for, and is the managing the flow of air traffic throughout the NAS, final authority as to, the operation of that aircraft.” producing a safe, orderly, and expeditious flow of THE PILOT IS RESPONSIBLE TO REQUEST AN traffic while minimizing delays. The following AMENDED CLEARANCE if ATC issues a functions are located at the ATCSCC: clearance that would cause a pilot to deviate from a rule or regulation, or in the pilot’s opinion, would a. Central Altitude Reservation Function place the aircraft in jeopardy. (CARF). Responsible for coordinating, planning, and approving special user requirements under the (See ATC INSTRUCTIONS.) Altitude Reservation (ALTRV) concept. (See ICAO term AIR TRAFFIC CONTROL (See ALTITUDE RESERVATION.) CLEARANCE.) b. Airport Reservation Office (ARO). Responsible for approving IFR flights at designated AIR TRAFFIC CONTROL− A service operated by high density traffic airports (John F. Kennedy, appropriate authority to promote the safe, orderly and LaGuardia, and Ronald Reagan Washington expeditious flow of air traffic. National) during specified hours. (See ICAO term AIR TRAFFIC CONTROL (Refer to 14 CFR Part 93.) SERVICE.) (Refer to AIRPORT/FACILITY DIRECTORY.)

PCG A−5 Pilot/Controller Glossary 2/9/12

c. U.S. Notice to Airmen (NOTAM) Office. category. If it is necessary to maneuver at speeds in Responsible for collecting, maintaining, and distrib- excess of the upper limit of a speed range for a uting NOTAMs for the U.S. civilian and military, as category, the minimums for the category for that well as international aviation communities. speed must be used. For example, an aircraft which (See NOTICE TO AIRMEN.) falls in Category A, but is circling to land at a speed d. Weather Unit. Monitor all aspects of weather in excess of 91 knots, must use the approach for the U.S. that might affect aviation including cloud Category B minimums when circling to land. The cover, visibility, winds, precipitation, thunderstorms, categories are as follows: icing, turbulence, and more. Provide forecasts based a. Category A− Speed less than 91 knots. on observations and on discussions with meteorolo- b. Category B− Speed 91 knots or more but less gists from various National Weather Service offices, than 121 knots. FAA facilities, airlines, and private weather services. c. Category C− Speed 121 knots or more but less AIR TRAFFIC SERVICE− A generic term meaning: than 141 knots. a. Flight Information Service. d. Category D− Speed 141 knots or more but less b. Alerting Service. than 166 knots. c. Air Traffic Advisory Service. e. Category E− Speed 166 knots or more. (Refer to 14 CFR Part 97.) d. Air Traffic Control Service: 1. Area Control Service, AIRCRAFT CLASSES− For the purposes of Wake Turbulence Separation Minima, ATC classifies 2. Approach Control Service, or aircraft as Heavy, Large, and Small as follows: 3. Airport Control Service. a. Heavy− Aircraft capable of takeoff weights of AIR TRAFFIC SERVICE (ATS) ROUTES − The 300,000 pounds or more whether or not they are term “ATS Route” is a generic term that includes operating at this weight during a particular phase of “VOR Federal airways,” “colored Federal airways,” flight. “jet routes,” and “RNAV routes.” The term “ATS b. Large− Aircraft of more than 41,000 pounds, route” does not replace these more familiar route maximum certificated takeoff weight, up to but not names, but serves only as an overall title when listing including 300,000 pounds. the types of routes that comprise the United States route structure. c. Small− Aircraft of 41,000 pounds or less maximum certificated takeoff weight. AIRBORNE− An aircraft is considered airborne (Refer to AIM.) when all parts of the aircraft are off the ground. AIRCRAFT CONFLICT− Predicted conflict, within AIRBORNE DELAY− Amount of delay to be URET, of two aircraft, or between aircraft and encountered in airborne holding. airspace. A Red alert is used for conflicts when the predicted minimum separation is 5 nautical miles or AIRCRAFT− Device(s) that are used or intended to less. A Yellow alert is used when the predicted be used for flight in the air, and when used in air traffic minimum separation is between 5 and approximately control terminology, may include the flight crew. 12 nautical miles. A Blue alert is used for conflicts (See ICAO term AIRCRAFT.) between an aircraft and predefined airspace. AIRCRAFT [ICAO]− Any machine that can derive (See USER REQUEST EVALUATION TOOL.) support in the atmosphere from the reactions of the air AIRCRAFT LIST (ACL)− A view available with other than the reactions of the air against the earth’s URET that lists aircraft currently in or predicted to be surface. in a particular sector’s airspace. The view contains AIRCRAFT APPROACH CATEGORY− A textual flight data information in line format and may grouping of aircraft based on a speed of 1.3 times the be sorted into various orders based on the specific stall speed in the landing configuration at maximum needs of the sector team. gross landing weight. An aircraft must fit in only one (See USER REQUEST EVALUATION TOOL.)

PCG A−6 2/9/12 Pilot/Controller Glossary

AIRCRAFT SURGE LAUNCH AND the tower is not in operation, and on which a Flight RECOVERY− Procedures used at USAF bases to Service Station is located. provide increased launch and recovery rates in (See LOCAL AIRPORT ADVISORY.) instrument flight rules conditions. ASLAR is based (Refer to AIM.) on: AIRPORT ARRIVAL RATE (AAR)− A dynamic a. Reduced separation between aircraft which is input parameter specifying the number of arriving based on time or distance. Standard arrival separation aircraft which an airport or airspace can accept from applies between participants including multiple the ARTCC per hour. The AAR is used to calculate flights until the DRAG point. The DRAG point is a the desired interval between successive arrival published location on an ASLAR approach where aircraft. aircraft landing second in a formation slows to a predetermined airspeed. The DRAG point is the AIRPORT DEPARTURE RATE (ADR)− A dynamic reference point at which MARSA applies as parameter specifying the number of aircraft which expanding elements effect separation within a flight can depart an airport and the airspace can accept per or between subsequent participating flights. hour. b. ASLAR procedures shall be covered in a Letter AIRPORT ELEVATION− The highest point of an of Agreement between the responsible USAF airport’s usable runways measured in feet from mean military ATC facility and the concerned Federal sea level. Aviation Administration facility. Initial Approach (See TOUCHDOWN ZONE ELEVATION.) Fix spacing requirements are normally addressed as (See ICAO term AERODROME ELEVATION.) a minimum. AIRPORT/FACILITY DIRECTORY− A publication AIRMEN’S METEOROLOGICAL designed primarily as a pilot’s operational manual INFORMATION− containing all airports, seaplane bases, and heliports (See AIRMET.) open to the public including communications data, navigational facilities, and certain special notices and AIRMET− In-flight weather advisories issued only procedures. This publication is issued in seven to amend the area forecast concerning weather volumes according to geographical area. phenomena which are of operational interest to all AIRPORT LIGHTING− Various lighting aids that aircraft and potentially hazardous to aircraft having may be installed on an airport. Types of airport limited capability because of lack of equipment, lighting include: instrumentation, or pilot qualifications. AIRMETs concern weather of less severity than that covered by a. Approach Light System (ALS)− An airport SIGMETs or Convective SIGMETs. AIRMETs lighting facility which provides visual guidance to cover moderate icing, moderate turbulence, sustained landing aircraft by radiating light beams in a winds of 30 knots or more at the surface, widespread directional pattern by which the pilot aligns the areas of ceilings less than 1,000 feet and/or visibility aircraft with the extended centerline of the runway on less than 3 miles, and extensive mountain his/her final approach for landing. Condenser- obscurement. Discharge Sequential Flashing Lights/Sequenced (See AWW.) Flashing Lights may be installed in conjunction with the ALS at some airports. Types of Approach Light (See CONVECTIVE SIGMET.) Systems are: (See CWA.) (See SIGMET.) 1. ALSF-1− Approach Light System with (Refer to AIM.) Sequenced Flashing Lights in ILS Cat-I configuration. AIRPORT− An area on land or water that is used or 2. ALSF-2− Approach Light System with intended to be used for the landing and takeoff of Sequenced Flashing Lights in ILS Cat-II configura- aircraft and includes its buildings and facilities, if tion. The ALSF-2 may operate as an SSALR when any. weather conditions permit. AIRPORT ADVISORY AREA− The area within ten 3. SSALF− Simplified Short Approach Light miles of an airport without a control tower or where System with Sequenced Flashing Lights.

PCG A−7 Pilot/Controller Glossary 2/9/12

4. SSALR− Simplified Short Approach Light runway threshold, which provide rapid and positive System with Runway Alignment Indicator Lights. identification of the approach end of a particular 5. MALSF− Medium Intensity Approach Light runway. System with Sequenced Flashing Lights. g. Visual Approach Slope Indicator (VASI)− An 6. MALSR− Medium Intensity Approach Light airport lighting facility providing vertical visual System with Runway Alignment Indicator Lights. approach slope guidance to aircraft during approach to landing by radiating a directional pattern of high 7. RLLS− Runway Lead-in Light System intensity red and white focused light beams which Consists of one or more series of flashing lights indicate to the pilot that he/she is “on path” if he/she installed at or near ground level that provides positive sees red/white, “above path” if white/white, and visual guidance along an approach path, either “below path” if red/red. Some airports serving large curving or straight, where special problems exist with aircraft have three-bar VASIs which provide two hazardous terrain, obstructions, or noise abatement visual glide paths to the same runway. procedures. h. Precision Approach Path Indicator (PAPI)− An 8. RAIL− Runway Alignment Indicator Lights− airport lighting facility, similar to VASI, providing Sequenced Flashing Lights which are installed only vertical approach slope guidance to aircraft during in combination with other light systems. approach to landing. PAPIs consist of a single row of 9. ODALS− Omnidirectional Approach Light- either two or four lights, normally installed on the left ing System consists of seven omnidirectional side of the runway, and have an effective visual range flashing lights located in the approach area of a of about 5 miles during the day and up to 20 miles at nonprecision runway. Five lights are located on the night. PAPIs radiate a directional pattern of high runway centerline extended with the first light intensity red and white focused light beams which located 300 feet from the threshold and extending at indicate that the pilot is “on path” if the pilot sees an equal intervals up to 1,500 feet from the threshold. equal number of white lights and red lights, with The other two lights are located, one on each side of white to the left of the red; “above path” if the pilot the runway threshold, at a lateral distance of 40 feet sees more white than red lights; and “below path” if from the runway edge, or 75 feet from the runway the pilot sees more red than white lights. edge when installed on a runway equipped with a i. Boundary Lights− Lights defining the perimeter VASI. of an airport or landing area. (Refer to FAAO JO 6850.2, VISUAL GUIDANCE (Refer to AIM.) LIGHTING SYSTEMS.) AIRPORT MARKING AIDS− Markings used on b. Runway Lights/Runway Edge Lights− Lights runway and taxiway surfaces to identify a specific having a prescribed angle of emission used to define runway, a runway threshold, a centerline, a hold line, the lateral limits of a runway. Runway lights are etc. A runway should be marked in accordance with uniformly spaced at intervals of approximately 200 its present usage such as: feet, and the intensity may be controlled or preset. a. Visual. c. Touchdown Zone Lighting− Two rows of b. Nonprecision instrument. transverse light bars located symmetrically about the runway centerline normally at 100 foot intervals. The c. Precision instrument. basic system extends 3,000 feet along the runway. (Refer to AIM.) d. Runway Centerline Lighting− Flush centerline AIRPORT REFERENCE POINT (ARP)− The lights spaced at 50-foot intervals beginning 75 feet approximate geometric center of all usable runway from the landing threshold and extending to within 75 surfaces. feet of the opposite end of the runway. AIRPORT RESERVATION OFFICE− Office e. Threshold Lights− Fixed green lights arranged responsible for monitoring the operation of slot symmetrically left and right of the runway centerline, controlled airports. It receives and processes requests identifying the runway threshold. for unscheduled operations at slot controlled airports. f. Runway End Identifier Lights (REIL)− Two AIRPORT ROTATING BEACON− A visual synchronized flashing lights, one on each side of the NAVAID operated at many airports. At civil airports,

PCG A−8 2/9/12 Pilot/Controller Glossary alternating white and green flashes indicate the AIRSPACE FLOW PROGRAM (AFP)− AFP is a location of the airport. At military airports, the Traffic Management (TM) process administered by beacons flash alternately white and green, but are the Air Traffic Control System Command Center differentiated from civil beacons by dualpeaked (two (ATCSCC) where aircraft are assigned an Expect quick) white flashes between the green flashes. Departure Clearance Time (EDCT) in order to (See INSTRUMENT FLIGHT RULES.) manage capacity and demand for a specific area of the (See SPECIAL VFR OPERATIONS.) National Airspace System (NAS). The purpose of the (See ICAO term AERODROME BEACON.) program is to mitigate the effects of en route (Refer to AIM.) constraints. It is a flexible program and may be implemented in various forms depending upon the AIRPORT STREAM FILTER (ASF)− An on/off needs of the air traffic system. filter that allows the conflict notification function to 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 overlap of airspace: Class A preempts Class B, Class AIRPORT SURFACE DETECTION EQUIPMENT B preempts Class C, Class C preempts Class D, Class (ASDE)− Surveillance equipment specifically de- D preempts Class E, and Class E preempts Class G. signed to detect aircraft, vehicular traffic, and other AIRSPEED− The speed of an aircraft relative to its objects, on the surface of an airport, and to present the surrounding air mass. The unqualified term image on a tower display. Used to augment visual “airspeed” means one of the following: observation by tower personnel of aircraft and/or 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 pilot/controller communications under the general a. ASDE−3− a Surface Movement Radar. term “airspeed.” b. ASDE−X− a system that uses a X−band Surface (Refer to 14 CFR Part 1.) Movement Radar and multilateration. Data from b. True Airspeed− The airspeed of an aircraft these two sources are fused and presented on a digital relative to undisturbed air. Used primarily in flight display. planning and en route portion of flight. When used in c. ASDE−3X− an ASDE−X system that uses the pilot/controller communications, it is referred to as ASDE−3 Surface Movement Radar. “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 AIRWAY− A Class E airspace area established in the data. Coverage of the ASR can extend up to 60 miles. form of a corridor, the centerline of which is defined AIRPORT TAXI CHARTS− by radio navigational aids. (See AERONAUTICAL CHART.) (See FEDERAL AIRWAYS.) (See ICAO term AIRWAY.) AIRPORT TRAFFIC CONTROL SERVICE− A (Refer to 14 CFR Part 71.) service provided by a control tower for aircraft (Refer to AIM.) operating on the movement area and in the vicinity of AIRWAY [ICAO]− A control area or portion thereof an airport. established in the form of corridor equipped with (See MOVEMENT AREA.) radio navigational aids. (See TOWER.) (See ICAO term AERODROME CONTROL AIRWAY BEACON− Used to mark airway segments SERVICE.) in remote mountain areas. The light flashes Morse Code to identify the beacon site. AIRPORT TRAFFIC CONTROL TOWER− (Refer to AIM.) (See TOWER.) AIT− AIRSPACE CONFLICT− Predicted conflict of an (See AUTOMATED INFORMATION aircraft and active Special Activity Airspace (SAA). TRANSFER.)

PCG A−9 Pilot/Controller Glossary 2/9/12

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

PCG A−10 2/9/12 Pilot/Controller Glossary

APD− APPROACH SEQUENCE [ICAO]− The order in (See AUTOMATED PROBLEM DETECTION.) which two or more aircraft are cleared to approach to land at the aerodrome. APDIA− (See AUTOMATED PROBLEM DETECTION APPROACH SPEED− The recommended speed INHIBITED AREA.) contained in aircraft manuals used by pilots when making an approach to landing. This speed will vary APPROACH CLEARANCE− Authorization by for different segments of an approach as well as for ATC for a pilot to conduct an instrument approach. aircraft weight and configuration. The type of instrument approach for which a clearance and other pertinent information is provided APPROPRIATE ATS AUTHORITY [ICAO]− The in the approach clearance when required. relevant authority designated by the State responsible (See CLEARED APPROACH.) for providing air traffic services in the airspace (See INSTRUMENT APPROACH concerned. In the United States, the “appropriate ATS PROCEDURE.) authority” is the Program Director for Air Traffic (Refer to AIM.) Planning and Procedures, ATP-1. (Refer to 14 CFR Part 91.) APPROPRIATE AUTHORITY− APPROACH CONTROL FACILITY− A terminal a. Regarding flight over the high seas: the relevant ATC facility that provides approach control service in authority is the State of Registry. a terminal area. b. Regarding flight over other than the high seas: (See APPROACH CONTROL SERVICE.) the relevant authority is the State having sovereignty (See RADAR APPROACH CONTROL over the territory being overflown. FACILITY.) APPROPRIATE OBSTACLE CLEARANCE APPROACH CONTROL SERVICE− Air traffic MINIMUM ALTITUDE− Any of the following: control service provided by an approach control (See MINIMUM EN ROUTE IFR ALTITUDE.) facility for arriving and departing VFR/IFR aircraft (See MINIMUM IFR ALTITUDE.) and, on occasion, en route aircraft. At some airports (See MINIMUM OBSTRUCTION CLEARANCE not served by an approach control facility, the ALTITUDE.) ARTCC provides limited approach control service. (See MINIMUM VECTORING ALTITUDE.) (See ICAO term APPROACH CONTROL SERVICE.) APPROPRIATE TERRAIN CLEARANCE (Refer to AIM.) MINIMUM ALTITUDE− Any of the following: (See MINIMUM EN ROUTE IFR ALTITUDE.) APPROACH CONTROL SERVICE [ICAO]− Air (See MINIMUM IFR ALTITUDE.) traffic control service for arriving or departing (See MINIMUM OBSTRUCTION CLEARANCE controlled flights. ALTITUDE.) APPROACH GATE− An imaginary point used (See MINIMUM VECTORING ALTITUDE.) within ATC as a basis for vectoring aircraft to the APRON− A defined area on an airport or heliport final approach course. The gate will be established intended to accommodate aircraft for purposes of along the final approach course 1 mile from the final loading or unloading passengers or cargo, refueling, approach fix on the side away from the airport and parking, or maintenance. With regard to seaplanes, a will be no closer than 5 miles from the landing ramp is used for access to the apron from the water. threshold. (See ICAO term APRON.) APPROACH LIGHT SYSTEM− APRON [ICAO]− A defined area, on a land (See AIRPORT LIGHTING.) aerodrome, intended to accommodate aircraft for APPROACH SEQUENCE− The order in which purposes of loading or unloading passengers, mail or aircraft are positioned while on approach or awaiting cargo, refueling, parking or maintenance. approach clearance. ARC− The track over the ground of an aircraft flying (See LANDING SEQUENCE.) at a constant distance from a navigational aid by (See ICAO term APPROACH SEQUENCE.) reference to distance measuring equipment (DME).

PCG A−11 Pilot/Controller Glossary 2/9/12

AREA CONTROL CENTER [ICAO]− An air traffic 1. STRAIGHT-IN AREA− A 30NM arc control facility primarily responsible for ATC centered on the IF bounded by a straight line services being provided IFR aircraft during the en extending through the IF perpendicular to the route phase of flight. The U.S. equivalent facility is intermediate course. an air route traffic control center (ARTCC). 2. LEFT BASE AREA− A 30NM arc centered on the right corner IAF. The area shares a boundary AREA NAVIGATION (RNAV)− A method of with the straight-in area except that it extends out for navigation which permits aircraft operation on any 30NM from the IAF and is bounded on the other side desired flight path within the coverage of ground− or by a line extending from the IF through the FAF to the space−based navigation aids or within the limits of arc. the capability of self-contained aids, or a combination 3. RIGHT BASE AREA− A 30NM arc centered of these. on the left corner IAF. The area shares a boundary Note: Area navigation includes performance− with the straight-in area except that it extends out for based navigation as well as other operations that 30NM from the IAF and is bounded on the other side do not meet the definition of performance−based by a line extending from the IF through the FAF to the navigation. arc. ARINC− An acronym for Aeronautical Radio, Inc., AREA NAVIGATION (RNAV) APPROACH a corporation largely owned by a group of airlines. CONFIGURATION: ARINC is licensed by the FCC as an aeronautical a. STANDARD T− An RNAV approach whose station and contracted by the FAA to provide design allows direct flight to any one of three initial communications support for air traffic control and approach fixes (IAF) and eliminates the need for meteorological services in portions of international procedure turns. The standard design is to align the airspace. procedure on the extended centerline with the missed ARMY AVIATION FLIGHT INFORMATION approach point (MAP) at the runway threshold, the BULLETIN− A bulletin that provides air operation final approach fix (FAF), and the initial approach/ data covering Army, National Guard, and Army intermediate fix (IAF/IF). The other two IAFs will be Reserve aviation activities. established perpendicular to the IF. ARO− b. MODIFIED T− An RNAV approach design for (See AIRPORT RESERVATION OFFICE.) single or multiple runways where terrain or ARRESTING SYSTEM− A safety device consisting operational constraints do not allow for the standard of two major components, namely, engaging or T. The “T” may be modified by increasing or catching devices and energy absorption devices for decreasing the angle from the corner IAF(s) to the IF the purpose of arresting both tailhook and/or or by eliminating one or both corner IAFs. nontailhook-equipped aircraft. It is used to prevent c. STANDARD I− An RNAV approach design for aircraft from overrunning runways when the aircraft a single runway with both corner IAFs eliminated. cannot be stopped after landing or during aborted Course reversal or radar vectoring may be required at takeoff. Arresting systems have various names; e.g., busy terminals with multiple runways. arresting gear, hook device, wire barrier cable. (See ABORT.) d. TERMINAL ARRIVAL AREA (TAA)− The (Refer to AIM.) TAA is controlled airspace established in conjunction ARRIVAL AIRCRAFT INTERVAL− An internally with the Standard or Modified T and I RNAV generated program in hundredths of minutes based approach configurations. In the standard TAA, there upon the AAR. AAI is the desired optimum interval are three areas: straight-in, left base, and right base. between successive arrival aircraft over the vertex. The arc boundaries of the three areas of the TAA are published portions of the approach and allow aircraft ARRIVAL CENTER− The ARTCC having jurisdic- to transition from the en route structure direct to the tion for the impacted airport. nearest IAF. TAAs will also eliminate or reduce ARRIVAL DELAY− A parameter which specifies a feeder routes, departure extensions, and procedure period of time in which no aircraft will be metered for turns or course reversal. arrival at the specified airport.

PCG A−12 2/9/12 Pilot/Controller Glossary

ARRIVAL SECTOR− An operational control sector ATC− containing one or more meter fixes. (See AIR TRAFFIC CONTROL.) ARRIVAL SECTOR ADVISORY LIST− An ATC ADVISES− Used to prefix a message of ordered list of data on arrivals displayed at the noncontrol information when it is relayed to an PVD/MDM of the sector which controls the meter aircraft by other than an air traffic controller. fix. (See ADVISORY.) ATC ASSIGNED AIRSPACE− Airspace of defined ARRIVAL SEQUENCING PROGRAM− The auto- vertical/lateral limits, assigned by ATC, for the mated program designed to assist in sequencing purpose of providing air traffic segregation between aircraft destined for the same airport. the specified activities being conducted within the ARRIVAL TIME− The time an aircraft touches down assigned airspace and other IFR air traffic. on arrival. (See SPECIAL USE AIRSPACE.) ARSR− ATC CLEARANCE− (See AIR ROUTE SURVEILLANCE RADAR.) (See AIR TRAFFIC CLEARANCE.) ATC CLEARS− Used to prefix an ATC clearance ARTCC− when it is relayed to an aircraft by other than an air (See AIR ROUTE TRAFFIC CONTROL traffic controller. CENTER.) ATC INSTRUCTIONS− Directives issued by air ARTS− traffic control for the purpose of requiring a pilot to (See AUTOMATED RADAR TERMINAL take specific actions; e.g., “Turn left heading two five SYSTEMS.) zero,” “Go around,” “Clear the runway.” ASDA− (Refer to 14 CFR Part 91.) (See ACCELERATE-STOP DISTANCE ATC PREFERRED ROUTE NOTIFICATION− AVAILABLE.) URET notification to the appropriate controller of the ASDA [ICAO]− need to determine if an ATC preferred route needs to be applied, based on destination airport. (See ICAO Term ACCELERATE-STOP DISTANCE AVAILABLE.) (See ROUTE ACTION NOTIFICATION.) (See USER REQUEST EVALUATION TOOL.) ASDE− ATC PREFERRED ROUTES− Preferred routes that (See AIRPORT SURFACE DETECTION are not automatically applied by Host. EQUIPMENT.) ATC REQUESTS− Used to prefix an ATC request ASF− when it is relayed to an aircraft by other than an air (See AIRPORT STREAM FILTER.) traffic controller. ASLAR− ATC SECURITY SERVICES − Communications (See AIRCRAFT SURGE LAUNCH AND and security tracking provided by an ATC facility in RECOVERY.) support of the DHS, the DOD, or other Federal security elements in the interest of national security. ASP− Such security services are only applicable within (See ARRIVAL SEQUENCING PROGRAM.) designated areas. ATC security services do not ASR− include ATC basic radar services or flight following. (See AIRPORT SURVEILLANCE RADAR.) ATC SECURITY SERVICES POSITION − The ASR APPROACH− position responsible for providing ATC security services as defined. This position does not provide (See SURVEILLANCE APPROACH.) ATC, IFR separation, or VFR flight following ASSOCIATED− A radar target displaying a data services, but is responsible for providing security block with flight identification and altitude services in an area comprising airspace assigned to information. one or more ATC operating sectors. This position (See UNASSOCIATED.) may be combined with control positions.

PCG A−13 Pilot/Controller Glossary 2/9/12

ATC SECURITY TRACKING − The continuous facility directives, during which a transfer of altitude tracking of aircraft movement by an ATC facility in control and/or radar identification is accomplished support of the DHS, the DOD, or other security without verbal coordination between controllers elements for national security using radar (i.e., radar using information communicated in a full data block. tracking) or other means (e.g., manual tracking) AUTOMATED MUTUAL-ASSISTANCE VESSEL without providing basic radar services (including RESCUE SYSTEM− A facility which can deliver, in traffic advisories) or other ATC services not defined a matter of minutes, a surface picture (SURPIC) of in this section. vessels in the area of a potential or actual search and ATCAA− rescue incident, including their predicted positions (See ATC ASSIGNED AIRSPACE.) and their characteristics. (See FAAO JO 7110.65, Para 10−6−4, INFLIGHT ATCRBS− CONTINGENCIES.) (See RADAR.) AUTOMATED PROBLEM DETECTION (APD)− ATCSCC− An Automation Processing capability that compares (See AIR TRAFFIC CONTROL SYSTEM trajectories in order to predict conflicts. COMMAND CENTER.) AUTOMATED PROBLEM DETECTION ATCT− BOUNDARY (APB)− The adapted distance beyond (See TOWER.) a facilities boundary defining the airspace within which URET performs conflict detection. ATD− (See USER REQUEST EVALUATION TOOL.) (See ALONG−TRACK DISTANCE.) AUTOMATED PROBLEM DETECTION IN- ATIS− HIBITED AREA (APDIA)− Airspace surrounding a (See AUTOMATIC TERMINAL INFORMATION terminal area within which APD is inhibited for all SERVICE.) flights within that airspace. ATIS [ICAO]− AUTOMATED RADAR TERMINAL SYSTEMS (See ICAO Term AUTOMATIC TERMINAL (ARTS)− A generic term for several tracking systems INFORMATION SERVICE.) included in the Terminal Automation Systems (TAS). ARTS plus a suffix roman numeral denotes a major ATS ROUTE [ICAO]− A specified route designed for modification to that system. channelling the flow of traffic as necessary for the provision of air traffic services. a. ARTS IIIA. The Radar Tracking and Beacon Tracking Level (RT&BTL) of the modular, Note: The term “ATS Route” is used to mean vari- ously, airway, advisory route, controlled or programmable automated radar terminal system. uncontrolled route, arrival or departure, etc. ARTS IIIA detects, tracks, and predicts primary as well as secondary radar-derived aircraft targets. This AUTOLAND APPROACH− An autoland approach more sophisticated computer-driven system up- is a precision instrument approach to touchdown and, grades the existing ARTS III system by providing in some cases, through the landing rollout. An improved tracking, continuous data recording, and autoland approach is performed by the aircraft fail-soft capabilities. autopilot which is receiving position information b. Common ARTS. Includes ARTS IIE, ARTS and/or steering commands from onboard navigation IIIE; and ARTS IIIE with ACD (see DTAS) which equipment. combines functionalities of the previous ARTS Note: Autoland and coupled approaches are flown systems. in VFR and IFR. It is common for carriers to require c. Programmable Indicator Data Processor their crews to fly coupled approaches and autoland approaches (if certified) when the weather condi- (PIDP). The PIDP is a modification to the tions are less than approximately 4,000 RVR. AN/TPX−42 interrogator system currently installed in fixed RAPCONs. The PIDP detects, tracks, and (See COUPLED APPROACH.) predicts secondary radar aircraft targets. These are AUTOMATED INFORMATION TRANSFER− A displayed by means of computer−generated symbols precoordinated process, specifically defined in and alphanumeric characters depicting flight identifi-

PCG A−14 2/9/12 Pilot/Controller Glossary

cation, aircraft altitude, ground speed, and flight plan information such as velocity over the data link, which data. Although primary radar targets are not tracked, is received by a ground−based transmitter/receiver they are displayed coincident with the secondary (transceiver) for processing and display at an air radar targets as well as with the other symbols and traffic control facility. alphanumerics. The system has the capability of (See GLOBAL POSITIONING SYSTEM.) interfacing with ARTCCs. (See GROUND−BASED TRANSCEIVER.) AUTOMATED WEATHER SYSTEM− Any of the AUTOMATIC DEPENDENT SURVEILLANCE− automated weather sensor platforms that collect CONTRACT (ADS−C)− A data link position weather data at airports and disseminate the weather reporting system, controlled by a ground station, that information via radio and/or landline. The systems establishes contracts with an aircraft’s avionics that currently consist of the Automated Surface Observ- occur automatically whenever specific events occur, ing System (ASOS), Automated Weather Sensor or specific time intervals are reached. System (AWSS) and Automated Weather Observa- tion System (AWOS). AUTOMATIC DIRECTION FINDER− An aircraft radio navigation system which senses and indicates AUTOMATED UNICOM− Provides completely the direction to a L/MF nondirectional radio beacon automated weather, radio check capability and airport (NDB) ground transmitter. Direction is indicated to advisory information on an Automated UNICOM the pilot as a magnetic bearing or as a relative bearing system. These systems offer a variety of features, to the longitudinal axis of the aircraft depending on typically selectable by microphone clicks, on the the type of indicator installed in the aircraft. In certain UNICOM frequency. Availability will be published applications, such as military, ADF operations may in the Airport/Facility Directory and approach charts. be based on airborne and ground transmitters in the VHF/UHF frequency spectrum. AUTOMATIC ALTITUDE REPORT− (See BEARING.) (See ALTITUDE READOUT.) (See NONDIRECTIONAL BEACON.) AUTOMATIC ALTITUDE REPORTING− That AUTOMATIC FLIGHT INFORMATION function of a transponder which responds to Mode C SERVICE (AFIS) − ALASKA FSSs ONLY− The interrogations by transmitting the aircraft’s altitude continuous broadcast of recorded non−control in 100-foot increments. information at airports in Alaska where a FSS AUTOMATIC CARRIER LANDING SYSTEM− provides local airport advisory service. The AFIS U.S. Navy final approach equipment consisting of broadcast automates the repetitive transmission of precision tracking radar coupled to a computer data essential but routine information such as weather, link to provide continuous information to the aircraft, wind, altimeter, favored runway, breaking action, monitoring capability to the pilot, and a backup airport NOTAMs, and other applicable information. approach system. The information is continuously broadcast over a discrete VHF radio frequency (usually the ASOS/ AUTOMATIC DEPENDENT SURVEILLANCE AWSS/AWOS frequency.) (ADS) [ICAO]− A surveillance technique in which aircraft automatically provide, via a data link, data AUTOMATIC TERMINAL INFORMATION derived from on−board navigation and position SERVICE− The continuous broadcast of recorded fixing systems, including aircraft identification, four noncontrol information in selected terminal areas. Its dimensional position and additional data as purpose is to improve controller effectiveness and to appropriate. relieve frequency congestion by automating the repetitive transmission of essential but routine AUTOMATIC DEPENDENT SURVEILLANCE− information; e.g., “Los Angeles information Alfa. BROADCAST (ADS-B)− A surveillance system in One three zero zero Coordinated Universal Time. which an aircraft or vehicle to be detected is fitted Weather, measured ceiling two thousand overcast, with cooperative equipment in the form of a data link visibility three, haze, smoke, temperature seven one, transmitter. The aircraft or vehicle periodically dew point five seven, wind two five zero at five, broadcasts its GPS−derived position and other altimeter two niner niner six. I-L-S Runway Two Five

PCG A−15 Pilot/Controller Glossary 2/9/12

Left approach in use, Runway Two Five Right closed, AVAILABLE LANDING DISTANCE (ALD)− The advise you have Alfa.” portion of a runway available for landing and roll-out (See ICAO term AUTOMATIC TERMINAL for aircraft cleared for LAHSO. This distance is INFORMATION SERVICE.) measured from the landing threshold to the (Refer to AIM.) hold-short point. AUTOMATIC TERMINAL INFORMATION AVIATION WEATHER SERVICE− A service SERVICE [ICAO]− The provision of current, routine provided by the National Weather Service (NWS) and information to arriving and departing aircraft by FAA which collects and disseminates pertinent means of continuous and repetitive broadcasts weather information for pilots, aircraft operators, and throughout the day or a specified portion of the day. ATC. Available aviation weather reports and forecasts are displayed at each NWS office and FAA AUTOROTATION− A rotorcraft flight condition in FSS. which the lifting rotor is driven entirely by action of (See EN ROUTE FLIGHT ADVISORY the air when the rotorcraft is in motion. SERVICE.) a. Autorotative Landing/Touchdown Autorota- (See TRANSCRIBED WEATHER BROADCAST.) tion. Used by a pilot to indicate that the landing will (See WEATHER ADVISORY.) be made without applying power to the rotor. (Refer to AIM.) b. Low Level Autorotation. Commences at an AWW− altitude well below the traffic pattern, usually below (See SEVERE WEATHER FORECAST 100 feet AGL and is used primarily for tactical ALERTS.) military training. AZIMUTH (MLS)− A magnetic bearing extending c. 180 degrees Autorotation. Initiated from a from an MLS navigation facility. downwind heading and is commenced well inside the Note: Azimuth bearings are described as magnetic normal traffic pattern. “Go around” may not be and are referred to as “azimuth” in radio telephone possible during the latter part of this maneuver. communications.

PCG A−16 2/9/12 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 BEACON− due to multiple simultaneous radio transmissions. (See AERONAUTICAL BEACON.) BOUNDARY LIGHTS− (See AIRPORT ROTATING BEACON.) (See AIRPORT LIGHTING.) (See AIRWAY BEACON.) BRAKING ACTION (GOOD, FAIR, POOR, OR (See MARKER BEACON.) NIL)− A report of conditions on the airport (See NONDIRECTIONAL BEACON.) movement area providing a pilot with a degree/ (See RADAR.) quality of braking that he/she might expect. Braking BEARING− The horizontal direction to or from any action is reported in terms of good, fair, poor, or nil. point, usually measured clockwise from true north, (See RUNWAY CONDITION READING.) magnetic north, or some other reference point BRAKING ACTION ADVISORIES− When tower through 360 degrees. controllers have received runway braking action (See NONDIRECTIONAL BEACON.) reports which include the terms “fair,” “poor,” or BELOW MINIMUMS− Weather conditions below “nil,” or whenever weather conditions are conducive the minimums prescribed by regulation for the to deteriorating or rapidly changing runway braking particular action involved; e.g., landing minimums, conditions, the tower will include on the ATIS takeoff minimums. broadcast the statement, “Braking action advisories are in effect” on the ATIS broadcast. During the time BLAST FENCE− A barrier that is used to divert or braking action advisories are in effect, ATC will issue dissipate jet or propeller blast. the latest braking action report for the runway in use to each arriving and departing aircraft. Pilots should BLAST PAD− A surface adjacent to the ends of a be prepared for deteriorating braking conditions and runway provided to reduce the erosive effect of jet should request current runway condition information blast and propeller wash. if not volunteered by controllers. Pilots should also BLIND SPEED− The rate of departure or closing of be prepared to provide a descriptive runway a target relative to the radar antenna at which condition report to controllers after landing. cancellation of the primary radar target by moving BREAKOUT− A technique to direct aircraft out of target indicator (MTI) circuits in the radar equipment the approach stream. In the context of close parallel causes a reduction or complete loss of signal. operations, a breakout is used to direct threatened (See ICAO term BLIND VELOCITY.) aircraft away from a deviating aircraft. BLIND SPOT− An area from which radio BROADCAST− Transmission of information for transmissions and/or radar echoes cannot be which an acknowledgement is not expected. received. The term is also used to describe portions (See ICAO term BROADCAST.) of the airport not visible from the control tower. BROADCAST [ICAO]− A transmission of informa- BLIND TRANSMISSION− tion relating to air navigation that is not addressed to (See TRANSMITTING IN THE BLIND.) a specific station or stations.

PCG B−1

2/9/12 Pilot/Controller Glossary C

CALCULATED LANDING TIME− A term that may CENRAP-PLUS− be used in place of tentative or actual calculated (See CENTER RADAR ARTS landing time, whichever applies. PRESENTATION/PROCESSING-PLUS.) CALL FOR RELEASE− Wherein the overlying CENTER− ARTCC requires a terminal facility to initiate verbal (See AIR ROUTE TRAFFIC CONTROL coordination to secure ARTCC approval for release CENTER.) of a departure into the en route environment. CENTER’S AREA− The specified airspace within CALL UP− Initial voice contact between a facility which an air route traffic control center (ARTCC) and an aircraft, using the identification of the unit provides air traffic control and advisory service. being called and the unit initiating the call. (See AIR ROUTE TRAFFIC CONTROL CENTER.) (Refer to AIM.) (Refer to AIM.) CANADIAN MINIMUM NAVIGATION PERFOR- CENTER RADAR ARTS PRESENTATION/ MANCE SPECIFICATION AIRSPACE− That PROCESSING− A computer program developed to portion of Canadian domestic airspace within which provide a back-up system for airport surveillance MNPS separation may be applied. radar in the event of a failure or malfunction. The CARDINAL ALTITUDES− “Odd” or “Even” program uses air route traffic control center radar for thousand-foot altitudes or flight levels; e.g., 5,000, the processing and presentation of data on the ARTS 6,000, 7,000, FL 250, FL 260, FL 270. IIA or IIIA displays. (See ALTITUDE.) CENTER RADAR ARTS PRESENTATION/ (See FLIGHT LEVEL.) PROCESSING-PLUS− A computer program CARDINAL FLIGHT LEVELS− developed to provide a back-up system for airport (See CARDINAL ALTITUDES.) surveillance radar in the event of a terminal secondary radar system failure. The program uses a combination CAT− of Air Route Traffic Control Center Radar and (See CLEAR-AIR TURBULENCE.) terminal airport surveillance radar primary targets CATCH POINT− A fix/waypoint that serves as a displayed simultaneously for the processing and transition point from the high altitude waypoint presentation of data on the ARTS IIA or IIIA navigation structure to an arrival procedure (STAR) displays. or the low altitude ground−based navigation CENTER TRACON AUTOMATION SYSTEM structure. (CTAS)− A computerized set of programs designed to aid Air Route Traffic Control Centers and CEILING− The heights above the earth’s surface of TRACONs in the management and control of air the lowest layer of clouds or obscuring phenomena traffic. that is reported as “broken,” “overcast,” or “obscuration,” and not classified as “thin” or CENTER WEATHER ADVISORY− An unsched- “partial.” uled weather advisory issued by Center Weather (See ICAO term CEILING.) Service Unit meteorologists for ATC use to alert pilots of existing or anticipated adverse weather CEILING [ICAO]− The height above the ground or conditions within the next 2 hours. A CWA may water of the base of the lowest layer of cloud below modify or redefine a SIGMET. 6,000 meters (20,000 feet) covering more than half (See AWW.) the sky. (See AIRMET.) CENRAP− (See CONVECTIVE SIGMET.) (See CENTER RADAR ARTS (See SIGMET.) PRESENTATION/PROCESSING.) (Refer to AIM.)

PCG C−1 Pilot/Controller Glossary 2/9/12

CENTRAL EAST PACIFIC− An organized route obtained and the pilot has established required visual system between the U.S. West Coast and Hawaii. reference to the airport. (See CIRCLE TO RUNWAY.) CEP− (See LANDING MINIMUMS.) (See CENTRAL EAST PACIFIC.) (Refer to AIM.) CIRCLE TO RUNWAY (RUNWAY NUMBER)− CERAP− Used by ATC to inform the pilot that he/she must (See COMBINED CENTER-RAPCON.) circle to land because the runway in use is other than CERTIFIED TOWER RADAR DISPLAY (CTRD)− the runway aligned with the instrument approach A FAA radar display certified for use in the NAS. procedure. When the direction of the circling maneuver in relation to the airport/runway is CFR− required, the controller will state the direction (eight (See CALL FOR RELEASE.) cardinal compass points) and specify a left or right downwind or base leg as appropriate; e.g., “Cleared CHAFF− Thin, narrow metallic reflectors of various VOR Runway Three Six Approach circle to Runway lengths and frequency responses, used to reflect radar Two Two,” or “Circle northwest of the airport for a energy. These reflectors when dropped from aircraft right downwind to Runway Two Two.” and allowed to drift downward result in large targets (See CIRCLE-TO-LAND MANEUVER.) on the radar display. (See LANDING MINIMUMS.) (Refer to AIM.) CHARTED VFR FLYWAYS− Charted VFR Fly- CIRCLING APPROACH− ways are flight paths recommended for use to bypass (See CIRCLE-TO-LAND MANEUVER.) areas heavily traversed by large turbine-powered aircraft. Pilot compliance with recommended CIRCLING MANEUVER− flyways and associated altitudes is strictly voluntary. (See CIRCLE-TO-LAND MANEUVER.) VFR Flyway Planning charts are published on the CIRCLING MINIMA− back of existing VFR Terminal Area charts. (See LANDING MINIMUMS.) CLASS A AIRSPACE− CHARTED VISUAL FLIGHT PROCEDURE (See CONTROLLED AIRSPACE.) APPROACH− An approach conducted while operating on an instrument flight rules (IFR) flight CLASS B AIRSPACE− plan which authorizes the pilot of an aircraft to (See CONTROLLED AIRSPACE.) proceed visually and clear of clouds to the airport via CLASS C AIRSPACE− visual landmarks and other information depicted on (See CONTROLLED AIRSPACE.) a charted visual flight procedure. This approach must CLASS D AIRSPACE− be authorized and under the control of the appropriate (See CONTROLLED AIRSPACE.) air traffic control facility. Weather minimums CLASS E AIRSPACE− required are depicted on the chart. (See CONTROLLED AIRSPACE.) CHASE− An aircraft flown in proximity to another CLASS G AIRSPACE− That airspace not designated aircraft normally to observe its performance during as Class A, B, C, D or E. training or testing. CLEAR AIR TURBULENCE (CAT)− Turbulence encountered in air where no clouds are present. This CHASE AIRCRAFT− term is commonly applied to high-level turbulence (See CHASE.) associated with wind shear. CAT is often encountered CIRCLE-TO-LAND MANEUVER− A maneuver in the vicinity of the jet stream. initiated by the pilot to align the aircraft with a (See WIND SHEAR.) runway for landing when a straight-in landing from (See JET STREAM.) an instrument approach is not possible or is not CLEAR OF THE RUNWAY− desirable. At tower controlled airports, this maneuver a. Taxiing aircraft, which is approaching a is made only after ATC authorization has been runway, is clear of the runway when all parts of the

PCG C−2 2/9/12 Pilot/Controller Glossary

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

PCG C−3 Pilot/Controller Glossary 2/9/12

CLOSE PARALLEL RUNWAYS− Two parallel COMMON POINT− A significant point over which runways whose extended centerlines are separated by two or more aircraft will report passing or have less than 4,300 feet, having a Precision Runway reported passing before proceeding on the same or Monitoring (PRM) system that permits simultaneous diverging tracks. To establish/maintain longitudinal independent ILS approaches. separation, a controller may determine a common point not originally in the aircraft’s flight plan and CLOSED RUNWAY− A runway that is unusable for then clear the aircraft to fly over the point. aircraft operations. Only the airport management/ (See SIGNIFICANT POINT.) military operations office can close a runway. COMMON PORTION− CLOSED TRAFFIC− Successive operations involv- (See COMMON ROUTE.) ing takeoffs and landings or low approaches where COMMON ROUTE− That segment of a North the aircraft does not exit the traffic pattern. American Route between the inland navigation CLOUD− A cloud is a visible accumulation of facility and the coastal fix. minute water droplets and/or ice particles in the OR atmosphere above the Earth’s surface. Cloud differs COMMON ROUTE− Typically the portion of a from ground fog, fog, or ice fog only in that the latter RNAV STAR between the en route transition end are, by definition, in contact with the Earth’s surface. point and the runway transition start point; however, CLT− the common route may only consist of a single point (See CALCULATED LANDING TIME.) that joins the en route and runway transitions. COMMON TRAFFIC ADVISORY FREQUENCY CLUTTER− In radar operations, clutter refers to the (CTAF)− A frequency designed for the purpose of reception and visual display of radar returns caused carrying out airport advisory practices while by precipitation, chaff, terrain, numerous aircraft operating to or from an airport without an operating targets, or other phenomena. Such returns may limit control tower. The CTAF may be a UNICOM, or preclude ATC from providing services based on Multicom, FSS, or tower frequency and is identified radar. in appropriate aeronautical publications. (See CHAFF.) (Refer to AC 90-42, Traffic Advisory Practices at (See GROUND CLUTTER.) Airports Without Operating Control Towers.) (See PRECIPITATION.) COMPASS LOCATOR− A low power, low or (See TARGET.) medium frequency (L/MF) radio beacon installed at (See ICAO term RADAR CLUTTER.) the site of the outer or middle marker of an instrument CMNPS− landing system (ILS). It can be used for navigation at (See CANADIAN MINIMUM NAVIGATION distances of approximately 15 miles or as authorized PERFORMANCE SPECIFICATION AIRSPACE.) in the approach procedure. a. Outer Compass Locator (LOM)− A compass COASTAL FIX− A navigation aid or intersection locator installed at the site of the outer marker of an where an aircraft transitions between the domestic instrument landing system. route structure and the oceanic route structure. (See OUTER MARKER.) CODES− The number assigned to a particular b. Middle Compass Locator (LMM)− A compass multiple pulse reply signal transmitted by a locator installed at the site of the middle marker of an transponder. instrument landing system. (See DISCRETE CODE.) (See MIDDLE MARKER.) (See ICAO term LOCATOR.) COMBINED CENTER-RAPCON− An air traffic facility which combines the functions of an ARTCC COMPASS ROSE− A circle, graduated in degrees, and a radar approach control facility. printed on some charts or marked on the ground at an (See AIR ROUTE TRAFFIC CONTROL airport. It is used as a reference to either true or CENTER.) magnetic direction. (See RADAR APPROACH CONTROL COMPLY WITH RESTRICTIONS− An ATC FACILITY.) instruction that requires an aircraft being vectored

PCG C−4 2/9/12 Pilot/Controller Glossary

back onto an arrival or departure procedure to comply traffic advisories shall be issued when this procedure with all altitude and/or speed restrictions depicted on is applied. the procedure. This term may be used in lieu of Note: This procedure shall not be provided utilizing repeating each remaining restriction that appears on mosaic radar systems. the procedure. CONFORMANCE− The condition established when an aircraft’s actual position is within the conformance COMPOSITE FLIGHT PLAN− A flight plan which region constructed around that aircraft at its position, specifies VFR operation for one portion of flight and according to the trajectory associated with the IFR for another portion. It is used primarily in aircraft’s Current Plan. military operations. (Refer to AIM.) CONFORMANCE REGION− A volume, bounded laterally, vertically, and longitudinally, within which COMPOSITE ROUTE SYSTEM− An organized an aircraft must be at a given time in order to be in oceanic route structure, incorporating reduced lateral conformance with the Current Plan Trajectory for that spacing between routes, in which composite aircraft. At a given time, the conformance region is separation is authorized. determined by the simultaneous application of the lateral, vertical, and longitudinal conformance COMPOSITE SEPARATION− A method of separat- bounds for the aircraft at the position defined by time ing aircraft in a composite route system where, by and aircraft’s trajectory. management of route and altitude assignments, a CONSOLAN− A low frequency, long-distance combination of half the lateral minimum specified for NAVAID used principally for transoceanic naviga- the area concerned and half the vertical minimum is tions. applied. CONTACT− COMPULSORY REPORTING POINTS− Reporting a. Establish communication with (followed by the points which must be reported to ATC. They are name of the facility and, if appropriate, the frequency designated on aeronautical charts by solid triangles or to be used). filed in a flight plan as fixes selected to define direct b. A flight condition wherein the pilot ascertains routes. These points are geographical locations the attitude of his/her aircraft and navigates by visual which are defined by navigation aids/fixes. Pilots reference to the surface. should discontinue position reporting over compul- (See CONTACT APPROACH.) sory reporting points when informed by ATC that (See RADAR CONTACT.) their aircraft is in “radar contact.” CONTACT APPROACH− An approach wherein an CONFIDENCE MANEUVER− A confidence man- aircraft on an IFR flight plan, having an air traffic euver consists of one or more turns, a climb or control authorization, operating clear of clouds with descent, or other maneuver to determine if the pilot at least 1 mile flight visibility and a reasonable in command (PIC) is able to receive and comply with expectation of continuing to the destination airport in ATC instructions. those conditions, may deviate from the instrument approach procedure and proceed to the destination CONFLICT ALERT− A function of certain air traffic airport by visual reference to the surface. This control automated systems designed to alert radar approach will only be authorized when requested by controllers to existing or pending situations between the pilot and the reported ground visibility at the tracked targets (known IFR or VFR aircraft) that destination airport is at least 1 statute mile. require his/her immediate attention/action. (Refer to AIM.) (See MODE C INTRUDER ALERT.) CONTAMINATED RUNWAY− A runway is considered contaminated whenever standing water, CONFLICT RESOLUTION− The resolution of ice, snow, slush, frost in any form, heavy rubber, or potential conflictions between aircraft that are radar other substances are present. A runway is contami- identified and in communication with ATC by nated with respect to rubber deposits or other ensuring that radar targets do not touch. Pertinent friction-degrading substances when the average

PCG C−5 Pilot/Controller Glossary 2/9/12

friction value for any 500-foot segment of the runway Part 91). For IFR operations in any class of controlled within the ALD fails below the recommended airspace, a pilot must file an IFR flight plan and minimum friction level and the average friction value receive an appropriate ATC clearance. Each Class B, in the adjacent 500-foot segments falls below the Class C, and Class D airspace area designated for an maintenance planning friction level. airport contains at least one primary airport around which the airspace is designated (for specific CONTERMINOUS U.S.− The 48 adjoining States designations and descriptions of the airspace classes, and the District of Columbia. please refer to 14 CFR Part 71). CONTINENTAL UNITED STATES− The 49 States c. Controlled airspace in the United States is located on the continent of North America and the designated as follows: District of Columbia. 1. CLASS A− Generally, that airspace from CONTINUE− When used as a control instruction 18,000 feet MSL up to and including FL 600, should be followed by another word or words including the airspace overlying the waters within 12 clarifying what is expected of the pilot. Example: nautical miles of the coast of the 48 contiguous States “continue taxi,” “continue descent,” “continue and Alaska. Unless otherwise authorized, all persons inbound,” etc. must operate their aircraft under IFR. CONTROL AREA [ICAO]− A controlled airspace 2. CLASS B− Generally, that airspace from the extending upwards from a specified limit above the surface to 10,000 feet MSL surrounding the nation’s earth. busiest airports in terms of airport operations or CONTROL SECTOR− An airspace area of defined passenger enplanements. The configuration of each horizontal and vertical dimensions for which a Class B airspace area is individually tailored and controller or group of controllers has air traffic consists of a surface area and two or more layers control responsibility, normally within an air route (some Class B airspaces areas resemble upside-down traffic control center or an approach control facility. wedding cakes), and is designed to contain all Sectors are established based on predominant traffic published instrument procedures once an aircraft flows, altitude strata, and controller workload. enters the airspace. An ATC clearance is required for Pilot-communications during operations within a all aircraft to operate in the area, and all aircraft that sector are normally maintained on discrete frequen- are so cleared receive separation services within the cies assigned to the sector. airspace. The cloud clearance requirement for VFR (See DISCRETE FREQUENCY.) operations is “clear of clouds.” CONTROL SLASH− A radar beacon slash repre- 3. CLASS C− Generally, that airspace from the senting the actual position of the associated aircraft. surface to 4,000 feet above the airport elevation Normally, the control slash is the one closest to the (charted in MSL) surrounding those airports that interrogating radar beacon site. When ARTCC radar have an operational control tower, are serviced by a is operating in narrowband (digitized) mode, the radar approach control, and that have a certain control slash is converted to a target symbol. number of IFR operations or passenger enplanements. Although the configuration of each Class C CONTROLLED AIRSPACE− An airspace of area is individually tailored, the airspace usually defined dimensions within which air traffic control consists of a surface area with a 5 nautical mile (NM) service is provided to IFR flights and to VFR flights radius, a circle with a 10NM radius that extends no in accordance with the airspace classification. lower than 1,200 feet up to 4,000 feet above the a. Controlled airspace is a generic term that covers airport elevation and an outer area that is not charted. Class A, Class B, Class C, Class D, and Class E Each person must establish two-way radio commu- airspace. nications with the ATC facility providing air traffic b. Controlled airspace is also that airspace within services prior to entering the airspace and thereafter which all aircraft operators are subject to certain pilot maintain those communications while within the qualifications, operating rules, and equipment airspace. VFR aircraft are only separated from IFR requirements in 14 CFR Part 91 (for specific aircraft within the airspace. operating requirements, please refer to 14 CFR (See OUTER AREA.)

PCG C−6 2/9/12 Pilot/Controller Glossary

4. CLASS D− Generally, that airspace from the CONTROLLER [ICAO]− A person authorized to surface to 2,500 feet above the airport elevation provide air traffic control services. (charted in MSL) surrounding those airports that CONTROLLER PILOT DATA LINK COMMU- have an operational control tower. The configuration NICATIONS (CPDLC)− A two−way digital very of each Class D airspace area is individually tailored high frequency (VHF) air/ground communications and when instrument procedures are published, the system that conveys textual air traffic control airspace will normally be designed to contain the messages between controllers and pilots. procedures. Arrival extensions for instrument approach procedures may be Class D or Class E CONVECTIVE SIGMET− A weather advisory airspace. Unless otherwise authorized, each person concerning convective weather significant to the must establish two-way radio communications with safety of all aircraft. Convective SIGMETs are issued the ATC facility providing air traffic services prior to for tornadoes, lines of thunderstorms, embedded entering the airspace and thereafter maintain those thunderstorms of any intensity level, areas of communications while in the airspace. No separation thunderstorms greater than or equal to VIP level 4 4 services are provided to VFR aircraft. with an area coverage of /10 (40%) or more, and hail 3 /4 inch or greater. 5. CLASS E− Generally, if the airspace is not (See AIRMET.) Class A, Class B, Class C, or Class D, and it is (See AWW.) controlled airspace, it is Class E airspace. Class E (See CWA.) airspace extends upward from either the surface or a (See SIGMET.) designated altitude to the overlying or adjacent (Refer to AIM.) controlled airspace. When designated as a surface area, the airspace will be configured to contain all CONVECTIVE SIGNIFICANT METEOROLOG- instrument procedures. Also in this class are Federal ICAL INFORMATION− airways, airspace beginning at either 700 or 1,200 (See CONVECTIVE SIGMET.) feet AGL used to transition to/from the terminal or en COORDINATES− The intersection of lines of route environment, en route domestic, and offshore reference, usually expressed in degrees/minutes/ airspace areas designated below 18,000 feet MSL. seconds of latitude and longitude, used to determine Unless designated at a lower altitude, Class E position or location. airspace begins at 14,500 MSL over the United States, including that airspace overlying the waters COORDINATION FIX− The fix in relation to which within 12 nautical miles of the coast of the 48 facilities will handoff, transfer control of an aircraft, contiguous States and Alaska, up to, but not or coordinate flight progress data. For terminal including 18,000 feet MSL, and the airspace above facilities, it may also serve as a clearance for arriving FL 600. aircraft. COPTER− CONTROLLED AIRSPACE [ICAO]− An airspace (See HELICOPTER.) of defined dimensions within which air traffic control service is provided to IFR flights and to VFR flights CORRECTION− An error has been made in the in accordance with the airspace classification. transmission and the correct version follows. Note: Controlled airspace is a generic term which COUPLED APPROACH− A coupled approach is an covers ATS airspace Classes A, B, C, D, and E. instrument approach performed by the aircraft autopilot which is receiving position information and/or steering commands from onboard navigation CONTROLLED TIME OF ARRIVAL− Arrival time equipment. In general, coupled nonprecision ap- assigned during a Traffic Management Program. This proaches must be discontinued and flown manually time may be modified due to adjustments or user at altitudes lower than 50 feet below the minimum options. descent altitude, and coupled precision approaches must be flown manually below 50 feet AGL. CONTROLLER− Note: Coupled and autoland approaches are flown (See AIR TRAFFIC CONTROL SPECIALIST.) in VFR and IFR. It is common for carriers to require

PCG C−7 Pilot/Controller Glossary 2/9/12

their crews to fly coupled approaches and autoland CROSSWIND− approaches (if certified) when the weather a. When used concerning the traffic pattern, the conditions are less than approximately 4,000 RVR. word means “crosswind leg.” (See AUTOLAND APPROACH.) (See TRAFFIC PATTERN.) COURSE− b. When used concerning wind conditions, the word means a wind not parallel to the runway or the a. The intended direction of flight in the horizontal path of an aircraft. plane measured in degrees from north. (See CROSSWIND COMPONENT.) b. The ILS localizer signal pattern usually CROSSWIND COMPONENT− The wind compo- specified as the front course or the back course. nent measured in knots at 90 degrees to the c. The intended track along a straight, curved, or longitudinal axis of the runway. segmented MLS path. CRUISE− Used in an ATC clearance to authorize a (See BEARING.) pilot to conduct flight at any altitude from the (See INSTRUMENT LANDING SYSTEM.) minimum IFR altitude up to and including the (See MICROWAVE LANDING SYSTEM.) altitude specified in the clearance. The pilot may (See RADIAL.) level off at any intermediate altitude within this block of airspace. Climb/descent within the block is to be CPDLC− made at the discretion of the pilot. However, once the (See CONTROLLER PILOT DATA LINK pilot starts descent and verbally reports leaving an COMMUNICATIONS.) altitude in the block, he/she may not return to that CPL [ICAO]− altitude without additional ATC clearance. Further, it is approval for the pilot to proceed to and make an (See ICAO term CURRENT FLIGHT PLAN.) approach at destination airport and can be used in CRITICAL ENGINE− The engine which, upon conjunction with: failure, would most adversely affect the performance a. An airport clearance limit at locations with a or handling qualities of an aircraft. standard/special instrument approach procedure. The CFRs require that if an instrument letdown to an CROSS (FIX) AT (ALTITUDE)− Used by ATC airport is necessary, the pilot shall make the letdown when a specific altitude restriction at a specified fix in accordance with a standard/special instrument is required. approach procedure for that airport, or CROSS (FIX) AT OR ABOVE (ALTITUDE)− Used b. An airport clearance limit at locations that are by ATC when an altitude restriction at a specified fix within/below/outside controlled airspace and with- is required. It does not prohibit the aircraft from out a standard/special instrument approach crossing the fix at a higher altitude than specified; procedure. Such a clearance is NOT AUTHORIZA- however, the higher altitude may not be one that will TION for the pilot to descend under IFR conditions violate a succeeding altitude restriction or altitude below the applicable minimum IFR altitude nor does assignment. it imply that ATC is exercising control over aircraft (See ALTITUDE RESTRICTION.) in Class G airspace; however, it provides a means for (Refer to AIM.) the aircraft to proceed to destination airport, descend, and land in accordance with applicable CFRs CROSS (FIX) AT OR BELOW (ALTITUDE)− governing VFR flight operations. Also, this provides Used by ATC when a maximum crossing altitude at search and rescue protection until such time as the a specific fix is required. It does not prohibit the IFR flight plan is closed. aircraft from crossing the fix at a lower altitude; (See INSTRUMENT APPROACH however, it must be at or above the minimum IFR PROCEDURE.) altitude. CRUISE CLIMB− A climb technique employed by (See ALTITUDE RESTRICTION.) aircraft, usually at a constant power setting, resulting (See MINIMUM IFR ALTITUDES.) in an increase of altitude as the aircraft weight (Refer to 14 CFR Part 91.) decreases.

PCG C−8 2/9/12 Pilot/Controller Glossary

CRUISING ALTITUDE− An altitude or flight level CTAF− maintained during en route level flight. This is a (See COMMON TRAFFIC ADVISORY constant altitude and should not be confused with a FREQUENCY.) cruise clearance. (See ALTITUDE.) CTAS− (See ICAO term CRUISING LEVEL.) (See CENTER TRACON AUTOMATION SYSTEM.) CRUISING LEVEL− (See CRUISING ALTITUDE.) CTRD− CRUISING LEVEL [ICAO]− A level maintained (See CERTIFIED TOWER RADAR DISPLAY.) during a significant portion of a flight. CURRENT FLIGHT PLAN [ICAO]− The flight CT MESSAGE− An EDCT time generated by the plan, including changes, if any, brought about by ATCSCC to regulate traffic at arrival airports. subsequent clearances. Normally, a CT message is automatically transferred from the traffic management system computer to the CURRENT PLAN− The ATC clearance the aircraft NAS en route computer and appears as an EDCT. In has received and is expected to fly. the event of a communication failure between the traffic management system computer and the NAS, CVFP APPROACH− the CT message can be manually entered by the TMC (See CHARTED VISUAL FLIGHT PROCEDURE at the en route facility. APPROACH.) CTA− CWA− (See CONTROLLED TIME OF ARRIVAL.) (See CENTER WEATHER ADVISORY and (See ICAO term CONTROL AREA.) WEATHER ADVISORY.)

PCG C−9

2/9/12 Pilot/Controller Glossary D

D-ATIS− approach to either continue the approach or to execute (See DIGITAL-AUTOMATIC TERMINAL a missed approach. INFORMATION SERVICE.) (See ICAO term DECISION ALTITUDE/DECISION HEIGHT.) DA [ICAO]− DECODER− The device used to decipher signals (See ICAO Term DECISION received from ATCRBS transponders to effect their ALTITUDE/DECISION HEIGHT.) display as select codes. DAIR− (See CODES.) (See DIRECT ALTITUDE AND IDENTITY (See RADAR.) READOUT.) DEFENSE VISUAL FLIGHT RULES− Rules applicable to flights within an ADIZ conducted under DANGER AREA [ICAO]− An airspace of defined the visual flight rules in 14 CFR Part 91. dimensions within which activities dangerous to the flight of aircraft may exist at specified times. (See AIR DEFENSE IDENTIFICATION ZONE.) (Refer to 14 CFR Part 91.) Note: The term “Danger Area” is not used in (Refer to 14 CFR Part 99.) reference to areas within the United States or any of its possessions or territories. DELAY ASSIGNMENT (DAS)− Delays are distributed to aircraft based on the traffic management DAS− program parameters. The delay assignment is (See DELAY ASSIGNMENT.) calculated in 15−minute increments and appears as a table in Traffic Flow Management System (TFMS). DATA BLOCK− DELAY INDEFINITE (REASON IF KNOWN) (See ALPHANUMERIC DISPLAY.) EXPECT FURTHER CLEARANCE (TIME)− Used DEAD RECKONING− Dead reckoning, as applied by ATC to inform a pilot when an accurate estimate to flying, is the navigation of an airplane solely by of the delay time and the reason for the delay cannot means of computations based on airspeed, course, immediately be determined; e.g., a disabled aircraft heading, wind direction, and speed, groundspeed, on the runway, terminal or center area saturation, and elapsed time. weather below landing minimums, etc. (See EXPECT FURTHER CLEARANCE (TIME).) DECISION ALTITUDE/DECISION HEIGHT [ICAO]− A specified altitude or height (A/H) in the DELAY TIME− The amount of time that the arrival precision approach at which a missed approach must must lose to cross the meter fix at the assigned meter be initiated if the required visual reference to fix time. This is the difference between ACLT and continue the approach has not been established. VTA. Note 1:Decision altitude [DA] is referenced to DEPARTURE CENTER− The ARTCC having mean sea level [MSL] and decision height [DH] is jurisdiction for the airspace that generates a flight to referenced to the threshold elevation. the impacted airport. Note 2: The required visual reference means that DEPARTURE CONTROL− A function of an section of the visual aids or of the approach area approach control facility providing air traffic control which should have been in view for sufficient time service for departing IFR and, under certain for the pilot to have made an assessment of the conditions, VFR aircraft. aircraft position and rate of change of position, in (See APPROACH CONTROL FACILITY.) relation to the desired flight path. (Refer to AIM.) DECISION HEIGHT− With respect to the operation DEPARTURE SEQUENCING PROGRAM− A of aircraft, means the height at which a decision must program designed to assist in achieving a specified be made during an ILS, MLS, or PAR instrument interval over a common point for departures.

PCG D−1 Pilot/Controller Glossary 2/9/12

DEPARTURE TIME− The time an aircraft becomes a predetermined point such as the DF station or an airborne. airport. DF guidance is given to aircraft in distress or to other aircraft which request the service. Practice DESCENT SPEED ADJUSTMENTS− Speed decel- DF guidance is provided when workload permits. eration calculations made to determine an accurate (See DIRECTION FINDER.) VTA. These calculations start at the transition point (See DF FIX.) and use arrival speed segments to the vertex. (Refer to AIM.) DESIRED COURSE− DF STEER− a. True− A predetermined desired course direction (See DF GUIDANCE.) to be followed (measured in degrees from true north). DH− b. Magnetic− A predetermined desired course (See DECISION HEIGHT.) direction to be followed (measured in degrees from DH [ICAO]− local magnetic north). (See ICAO Term DECISION ALTITUDE/ DESIRED TRACK− The planned or intended track DECISION HEIGHT.) between two waypoints. It is measured in degrees DIGITAL-AUTOMATIC TERMINAL INFORMA- from either magnetic or true north. The instantaneous TION SERVICE (D-ATIS)− The service provides angle may change from point to point along the great text messages to aircraft, airlines, and other users circle track between waypoints. outside the standard reception range of conventional DETRESFA (DISTRESS PHASE) [ICAO]− The ATIS via landline and data link communications to code word used to designate an emergency phase the cockpit. Also, the service provides a computer− wherein there is reasonable certainty that an aircraft synthesized voice message that can be transmitted to and its occupants are threatened by grave and all aircraft within range of existing transmitters. The imminent danger or require immediate assistance. Terminal Data Link System (TDLS) D-ATIS application uses weather inputs from local automated DEVIATIONS− weather sources or manually entered meteorological a. A departure from a current clearance, such as an data together with preprogrammed menus to provide off course maneuver to avoid weather or turbulence. standard information to users. Airports with D-ATIS b. Where specifically authorized in the CFRs and capability are listed in the Airport/Facility Directory. requested by the pilot, ATC may permit pilots to DIGITAL TARGET− A computer−generated symbol deviate from certain regulations. representing an aircraft’s position, based on a primary (Refer to AIM.) return or radar beacon reply, shown on a digital display. DF− (See DIRECTION FINDER.) DIGITAL TERMINAL AUTOMATION SYSTEM (DTAS)− A system where digital radar and beacon DF APPROACH PROCEDURE− Used under data is presented on digital displays and the emergency conditions where another instrument operational program monitors the system perfor- approach procedure cannot be executed. DF guidance mance on a real−time basis. for an instrument approach is given by ATC facilities DIGITIZED TARGET− A computer−generated with DF capability. indication shown on an analog radar display resulting (See DF GUIDANCE.) from a primary radar return or a radar beacon reply. (See DIRECTION FINDER.) (Refer to AIM.) DIRECT− Straight line flight between two navigational aids, fixes, points, or any combination thereof. DF FIX− The geographical location of an aircraft When used by pilots in describing off-airway routes, obtained by one or more direction finders. points defining direct route segments become (See DIRECTION FINDER.) compulsory reporting points unless the aircraft is DF GUIDANCE− Headings provided to aircraft by under radar contact. facilities equipped with direction finding equipment. DIRECT ALTITUDE AND IDENTITY READ- These headings, if followed, will lead the aircraft to OUT− The DAIR System is a modification to the

PCG D−2 2/9/12 Pilot/Controller Glossary

AN/TPX-42 Interrogator System. The Navy has two discrete decoding capability and for other purposes adaptations of the DAIR System-Carrier Air Traffic such as emergencies (7700), VFR aircraft (1200), etc. Control Direct Altitude and Identification Readout (See RADAR.) System for Aircraft Carriers and Radar Air Traffic (Refer to AIM.) Control Facility Direct Altitude and Identity Readout System for land-based terminal operations. The DISCRETE FREQUENCY− A separate radio DAIR detects, tracks, and predicts secondary radar frequency for use in direct pilot-controller commu- aircraft targets. Targets are displayed by means of nications in air traffic control which reduces computer-generated symbols and alphanumeric frequency congestion by controlling the number of characters depicting flight identification, altitude, aircraft operating on a particular frequency at one ground speed, and flight plan data. The DAIR System time. Discrete frequencies are normally designated is capable of interfacing with ARTCCs. for each control sector in en route/terminal ATC facilities. Discrete frequencies are listed in the DIRECTION FINDER− A radio receiver equipped Airport/Facility Directory and the DOD FLIP IFR En with a directional sensing antenna used to take Route Supplement. bearings on a radio transmitter. Specialized radio (See CONTROL SECTOR.) direction finders are used in aircraft as air navigation aids. Others are ground-based, primarily to obtain a DISPLACED THRESHOLD− A threshold that is “fix” on a pilot requesting orientation assistance or to located at a point on the runway other than the locate downed aircraft. A location “fix” is established designated beginning of the runway. by the intersection of two or more bearing lines (See THRESHOLD.) plotted on a navigational chart using either two (Refer to AIM.) separately located Direction Finders to obtain a fix on DISTANCE MEASURING EQUIPMENT− Equip- an aircraft or by a pilot plotting the bearing ment (airborne and ground) used to measure, in indications of his/her DF on two separately located nautical miles, the slant range distance of an aircraft ground-based transmitters, both of which can be from the DME navigational aid. identified on his/her chart. UDFs receive signals in (See MICROWAVE LANDING SYSTEM.) the ultra high frequency radio broadcast band; VDFs (See TACAN.) in the very high frequency band; and UVDFs in both (See VORTAC.) bands. ATC provides DF service at those air traffic control towers and flight service stations listed in the DISTRESS− A condition of being threatened by Airport/Facility Directory and the DOD FLIP IFR En serious and/or imminent danger and of requiring Route Supplement. immediate assistance. (See DF FIX.) DIVE BRAKES− (See DF GUIDANCE.) (See SPEED BRAKES.) DIRECTLY BEHIND− An aircraft is considered to DIVERSE VECTOR AREA− In a radar environ- be operating directly behind when it is following the ment, that area in which a prescribed departure route actual flight path of the lead aircraft over the surface is not required as the only suitable route to avoid of the earth except when applying wake turbulence obstacles. The area in which random radar vectors separation criteria. below the MVA/MIA, established in accordance with DISCRETE BEACON CODE− the TERPS criteria for diverse departures, obstacles and terrain avoidance, may be issued to departing (See DISCRETE CODE.) aircraft. DISCRETE CODE− As used in the Air Traffic DIVERSION (DVRSN)− Flights that are required to Control Radar Beacon System (ATCRBS), any one land at other than their original destination for of the 4096 selectable Mode 3/A aircraft transponder reasons beyond the control of the pilot/company, e.g. codes except those ending in zero zero; e.g., discrete periods of significant weather. codes: 0010, 1201, 2317, 7777; nondiscrete codes: 0100, 1200, 7700. Nondiscrete codes are normally DME− reserved for radar facilities that are not equipped with (See DISTANCE MEASURING EQUIPMENT.)

PCG D−3 Pilot/Controller Glossary 2/9/12

DME FIX− A geographical position determined by DRAG CHUTE− A parachute device installed on reference to a navigational aid which provides certain aircraft which is deployed on landing roll to distance and azimuth information. It is defined by a assist in deceleration of the aircraft. specific distance in nautical miles and a radial, DSP− azimuth, or course (i.e., localizer) in degrees (See DEPARTURE SEQUENCING PROGRAM.) magnetic from that aid. (See DISTANCE MEASURING EQUIPMENT.) DT− (See FIX.) (See DELAY TIME.) (See MICROWAVE LANDING SYSTEM.) DTAS− DME SEPARATION− Spacing of aircraft in terms of (See DIGITAL TERMINAL AUTOMATION distances (nautical miles) determined by reference to SYSTEM.) distance measuring equipment (DME). DUE REGARD− A phase of flight wherein an (See DISTANCE MEASURING EQUIPMENT.) aircraft commander of a State-operated aircraft DOD FLIP− Department of Defense Flight Informa- assumes responsibility to separate his/her aircraft tion Publications used for flight planning, en route, from all other aircraft. and terminal operations. FLIP is produced by the (See also FAAO JO 7110.65, Para 1−2−1, WORD National Geospatial−Intelligence Agency (NGA) for MEANINGS.) world-wide use. United States Government Flight DUTY RUNWAY− Information Publications (en route charts and (See RUNWAY IN USE/ACTIVE RUNWAY/DUTY instrument approach procedure charts) are incorpo- RUNWAY.) rated in DOD FLIP for use in the National Airspace DVA− System (NAS). (See DIVERSE VECTOR AREA.) DOMESTIC AIRSPACE− Airspace which overlies the continental land mass of the United States plus DVFR− Hawaii and U.S. possessions. Domestic airspace (See DEFENSE VISUAL FLIGHT RULES.) extends to 12 miles offshore. DVFR FLIGHT PLAN− A flight plan filed for a VFR DOWNBURST− A strong downdraft which induces aircraft which intends to operate in airspace within an outburst of damaging winds on or near the ground. which the ready identification, location, and control Damaging winds, either straight or curved, are highly of aircraft are required in the interest of national divergent. The sizes of downbursts vary from 1/2 security. mile or less to more than 10 miles. An intense DVRSN− downburst often causes widespread damage. Damag- (See DIVERSION.) ing winds, lasting 5 to 30 minutes, could reach speeds DYNAMIC− Continuous review, evaluation, and as high as 120 knots. change to meet demands. DOWNWIND LEG− DYNAMIC RESTRICTIONS− Those restrictions (See TRAFFIC PATTERN.) imposed by the local facility on an “as needed” basis DP− to manage unpredictable fluctuations in traffic (See INSTRUMENT DEPARTURE PROCEDURE.) demands.

PCG D−4 2/9/12 Pilot/Controller Glossary E

EAS− EN ROUTE CHARTS− (See EN ROUTE AUTOMATION SYSTEM.) (See AERONAUTICAL CHART.) EDCT− EN ROUTE DESCENT− Descent from the en route (See EXPECT DEPARTURE CLEARANCE cruising altitude which takes place along the route of TIME.) flight. EFC− EN ROUTE FLIGHT ADVISORY SERVICE− A (See EXPECT FURTHER CLEARANCE (TIME).) service specifically designed to provide, upon pilot request, timely weather information pertinent to ELT− his/her type of flight, intended route of flight, and (See EMERGENCY LOCATOR TRANSMITTER.) altitude. The FSSs providing this service are listed in EMERGENCY− A distress or an urgency condition. the Airport/Facility Directory. (See FLIGHT WATCH.) EMERGENCY LOCATOR TRANSMITTER− A (Refer to AIM.) radio transmitter attached to the aircraft structure which operates from its own power source on EN ROUTE HIGH ALTITUDE CHARTS− 121.5 MHz and 243.0 MHz. It aids in locating (See AERONAUTICAL CHART.) downed aircraft by radiating a downward sweeping EN ROUTE LOW ALTITUDE CHARTS− audio tone, 2-4 times per second. It is designed to (See AERONAUTICAL CHART.) function without human action after an accident. (Refer to 14 CFR Part 91.) EN ROUTE MINIMUM SAFE ALTITUDE WARN- (Refer to AIM.) ING− A function of the EAS that aids the controller by providing an alert when a tracked aircraft is below E-MSAW− or predicted by the computer to go below a (See EN ROUTE MINIMUM SAFE ALTITUDE predetermined minimum IFR altitude (MIA). WARNING.) EN ROUTE SPACING PROGRAM (ESP)− A EN ROUTE AIR TRAFFIC CONTROL SER- program designed to assist the exit sector in VICES− Air traffic control service provided aircraft achieving the required in-trail spacing. on IFR flight plans, generally by centers, when these aircraft are operating between departure and EN ROUTE TRANSITION− destination terminal areas. When equipment, capa- a. Conventional STARs/SIDs. The portion of a bilities, and controller workload permit, certain SID/STAR that connects to one or more en route advisory/assistance services may be provided to VFR airway/jet route. aircraft. b. RNAV STARs/SIDs. The portion of a STAR (See AIR ROUTE TRAFFIC CONTROL preceding the common route or point, or for a SID the CENTER.) portion following, that is coded for a specific en route (Refer to AIM.) fix, airway or jet route. EN ROUTE AUTOMATION SYSTEM (EAS)− The ESP− complex integrated environment consisting of (See EN ROUTE SPACING PROGRAM.) situation display systems, surveillance systems and flight data processing, remote devices, decision ESTABLISHED−To be stable or fixed on a route, support tools, and the related communications route segment, altitude, heading, etc. equipment that form the heart of the automated IFR ESTIMATED ELAPSED TIME [ICAO]− The air traffic control system. It interfaces with automated estimated time required to proceed from one terminal systems and is used in the control of en route significant point to another. IFR aircraft. (See ICAO Term TOTAL ESTIMATED ELAPSED (Refer to AIM.) TIME.)

PCG E−1 Pilot/Controller Glossary 2/9/12

ESTIMATED OFF-BLOCK TIME [ICAO]− The upon receiving instructions to “execute missed estimated time at which the aircraft will commence approach.” movement associated with departure. (Refer to AIM.) ESTIMATED POSITION ERROR (EPE)− EXPECT (ALTITUDE) AT (TIME) or (FIX)− Used (See Required Navigation Performance) under certain conditions to provide a pilot with an altitude to be used in the event of two-way ESTIMATED TIME OF ARRIVAL− The time the communications failure. It also provides altitude flight is estimated to arrive at the gate (scheduled information to assist the pilot in planning. operators) or the actual runway on times for (Refer to AIM.) nonscheduled operators. EXPECT DEPARTURE CLEARANCE TIME ESTIMATED TIME EN ROUTE− The estimated (EDCT)− The runway release time assigned to an flying time from departure point to destination aircraft in a traffic management program and shown (lift-off to touchdown). on the flight progress strip as an EDCT. ETA− (See GROUND DELAY PROGRAM.) (See ESTIMATED TIME OF ARRIVAL.) EXPECT FURTHER CLEARANCE (TIME)− The ETE− time a pilot can expect to receive clearance beyond a (See ESTIMATED TIME EN ROUTE.) clearance limit. EXPECT FURTHER CLEARANCE VIA (AIR- EXECUTE MISSED APPROACH− Instructions WAYS, ROUTES OR FIXES)− Used to inform a issued to a pilot making an instrument approach pilot of the routing he/she can expect if any part of the which means continue inbound to the missed route beyond a short range clearance limit differs approach point and execute the missed approach from that filed. procedure as described on the Instrument Approach Procedure Chart or as previously assigned by ATC. EXPEDITE− Used by ATC when prompt com- The pilot may climb immediately to the altitude pliance is required to avoid the development of an specified in the missed approach procedure upon imminent situation. Expedite climb/descent normal- making a missed approach. No turns should be ly indicates to a pilot that the approximate best rate initiated prior to reaching the missed approach point. of climb/descent should be used without requiring an When conducting an ASR or PAR approach, execute exceptional change in aircraft handling characteris- the assigned missed approach procedure immediately tics.

PCG E−2 2/9/12 Pilot/Controller Glossary F

FAF− flight which require special flight plan filing and (See FINAL APPROACH FIX.) 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. FEATHERED PROPELLER− A propeller whose FILED FLIGHT PLAN− The flight plan as filed with blades have been rotated so that the leading and an ATS unit by the pilot or his/her designated trailing edges are nearly parallel with the aircraft representative without any subsequent changes or flight path to stop or minimize drag and engine clearances. 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. FEDERAL AIRWAYS− (See FINAL APPROACH COURSE.) (See LOW ALTITUDE AIRWAY STRUCTURE.) (See FINAL APPROACH-IFR.) (See SEGMENTS OF AN INSTRUMENT FEEDER FIX− The fix depicted on Instrument APPROACH PROCEDURE.) Approach Procedure Charts which establishes the starting point of the feeder route. FINAL APPROACH [ICAO]− That part of an instrument approach procedure which commences at FEEDER ROUTE− A route depicted on instrument the specified final approach fix or point, or where approach procedure charts to designate routes for such a fix or point is not specified. aircraft to proceed from the en route structure to the a. At the end of the last procedure turn, base turn initial approach fix (IAF). or inbound turn of a racetrack procedure, if specified; (See INSTRUMENT APPROACH or PROCEDURE.) b. At the point of interception of the last track FERRY FLIGHT− A flight for the purpose of: specified in the approach procedure; and ends at a a. Returning an aircraft to base. point in the vicinity of an aerodrome from which: b. Delivering an aircraft from one location to 1. A landing can be made; or another. 2. A missed approach procedure is initiated. c. Moving an aircraft to and from a maintenance FINAL APPROACH COURSE− A bearing/radial/ base.− Ferry flights, under certain conditions, may be track of an instrument approach leading to a runway conducted under terms of a special flight permit. or an extended runway centerline all without regard FIELD ELEVATION− to distance. (See AIRPORT ELEVATION.) FINAL APPROACH FIX− The fix from which the final approach (IFR) to an airport is executed and FILED− Normally used in conjunction with flight which identifies the beginning of the final approach plans, meaning a flight plan has been submitted to segment. It is designated on Government charts by ATC. the Maltese Cross symbol for nonprecision FILED EN ROUTE DELAY− Any of the following approaches and the lightning bolt symbol for preplanned delays at points/areas along the route of precision approaches; or when ATC directs a

PCG F−1 Pilot/Controller Glossary 2/9/12

lower-than-published glideslope/path intercept alti- FINAL MONITOR AID− A high resolution color tude, it is the resultant actual point of the display that is equipped with the controller alert glideslope/path intercept. system hardware/software which is used in the (See FINAL APPROACH POINT.) precision runway monitor (PRM) system. The (See GLIDESLOPE INTERCEPT ALTITUDE.) display includes alert algorithms providing the target (See SEGMENTS OF AN INSTRUMENT predictors, a color change alert when a target APPROACH PROCEDURE.) penetrates or is predicted to penetrate the no transgression zone (NTZ), a color change alert if the FINAL APPROACH-IFR− The flight path of an aircraft transponder becomes inoperative, synthe- aircraft which is inbound to an airport on a final sized voice alerts, digital mapping, and like features instrument approach course, beginning at the final contained in the PRM system. 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.) and simultaneous close parallel ILS approach (See FINAL APPROACH POINT.) operations. Each runway is assigned a final monitor (See SEGMENTS OF AN INSTRUMENT controller during simultaneous parallel and simulta- APPROACH PROCEDURE.) neous close parallel ILS approaches. Final monitor (See ICAO term FINAL APPROACH.) controllers shall utilize the Precision Runway Monitor (PRM) system during simultaneous close FINAL APPROACH POINT− The point, applicable parallel ILS approaches. only to a nonprecision approach with no depicted FAF (such as an on airport VOR), where the aircraft FIR− is established inbound on the final approach course (See FLIGHT INFORMATION REGION.) from the procedure turn and where the final approach FIRST TIER CENTER− The ARTCC immediately descent may be commenced. The FAP serves as the adjacent to the impacted center. FAF and identifies the beginning of the final approach segment. FIS−B− (See FLIGHT INFORMATION (See FINAL APPROACH FIX.) SERVICE−BROADCAST.) (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) FIX− A geographical position determined by visual reference to the surface, by reference to one or more FINAL APPROACH SEGMENT− radio NAVAIDs, by celestial plotting, or by another (See SEGMENTS OF AN INSTRUMENT navigational device. APPROACH PROCEDURE.) FIX BALANCING− A process whereby aircraft are FINAL APPROACH SEGMENT [ICAO]− That evenly distributed over several available arrival fixes segment of an instrument approach procedure in reducing delays and controller workload. which alignment and descent for landing are FLAG− A warning device incorporated in certain accomplished. airborne navigation and flight instruments indicating that: FINAL CONTROLLER− The controller providing information and final approach guidance during PAR a. Instruments are inoperative or otherwise not and ASR approaches utilizing radar equipment. operating satisfactorily, or (See RADAR APPROACH.) b. Signal strength or quality of the received signal falls below acceptable values. FINAL GUARD SERVICE− A value added service provided in conjunction with LAA/RAA only during FLAG ALARM− periods of significant and fast changing weather (See FLAG.) conditions that may affect landing and takeoff FLAMEOUT− An emergency condition caused by a operations. loss of engine power.

PCG F−2 2/9/12 Pilot/Controller Glossary

FLAMEOUT PATTERN− An approach normally FLIGHT INSPECTION− Inflight investigation and conducted by a single-engine military aircraft evaluation of a navigational aid to determine whether experiencing loss or anticipating loss of engine it meets established tolerances. power or control. The standard overhead approach (See FLIGHT CHECK.) starts at a relatively high altitude over a runway (See NAVIGATIONAL AID.) (“high key”) followed by a continuous 180 degree turn to a high, wide position (“low key”) followed by FLIGHT LEVEL− A level of constant atmospheric a continuous 180 degree turn final. The standard pressure related to a reference datum of 29.92 inches straight-in pattern starts at a point that results in a of mercury. Each is stated in three digits that represent straight-in approach with a high rate of descent to the hundreds of feet. For example, flight level (FL) 250 runway. Flameout approaches terminate in the type represents a barometric altimeter indication of approach requested by the pilot (normally fullstop). 25,000 feet; FL 255, an indication of 25,500 feet. (See ICAO term FLIGHT LEVEL.) FLIGHT CHECK− A call-sign prefix used by FAA aircraft engaged in flight inspection/certification of FLIGHT LEVEL [ICAO]− A surface of constant navigational aids and flight procedures. The word atmospheric pressure which is related to a specific “recorded” may be added as a suffix; e.g., “Flight pressure datum, 1013.2 hPa (1013.2 mb), and is Check 320 recorded” to indicate that an automated separated from other such surfaces by specific flight inspection is in progress in terminal areas. pressure intervals. (See FLIGHT INSPECTION.) Note 1:A pressure type altimeter calibrated in (Refer to AIM.) accordance with the standard atmosphere: a. When set to a QNH altimeter setting, will FLIGHT FOLLOWING− indicate altitude; b. When set to a QFE altimeter setting, will (See TRAFFIC ADVISORIES.) indicate height above the QFE reference datum; and FLIGHT INFORMATION REGION− An airspace of c. When set to a pressure of 1013.2 hPa defined dimensions within which Flight Information (1013.2 mb), may be used to indicate flight levels. Service and Alerting Service are provided. Note 2: The terms ‘height’ and ‘altitude,’ used in a. Flight Information Service. A service provided Note 1 above, indicate altimetric rather than for the purpose of giving advice and information geometric heights and altitudes. useful for the safe and efficient conduct of flights. FLIGHT LINE− A term used to describe the precise b. Alerting Service. A service provided to notify movement of a civil photogrammetric aircraft along appropriate organizations regarding aircraft in need a predetermined course(s) at a predetermined altitude of search and rescue aid and to assist such during the actual photographic run. 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. network over the UAT data link that operates on 978 MHz. The FIS−B system provides pilots and flight FLIGHT MANAGEMENT SYSTEM PROCE- crews of properly equipped aircraft with a cockpit DURE− An arrival, departure, or approach procedure display of certain aviation weather and aeronautical developed for use by aircraft with a slant (/) E or slant information. (/) F equipment suffix.

PCG F−3 Pilot/Controller Glossary 2/9/12

FLIGHT PATH− A line, course, or track along which Airport Advisory Service (AAS) and takes airport an aircraft is flying or intended to be flown. weather observations. (See COURSE.) (See FLIGHT PLAN AREA.) (See TRACK.) (See TIE-IN FACILITY.) FLIGHT STANDARDS DISTRICT OFFICE− An FLIGHT PLAN− Specified information relating to FAA field office serving an assigned geographical the intended flight of an aircraft that is filed orally or area and staffed with Flight Standards personnel who in writing with an FSS or an ATC facility. serve the aviation industry and the general public on (See FAST FILE.) matters relating to the certification and operation of (See FILED.) air carrier and general aviation aircraft. Activities (Refer to AIM.) include general surveillance of operational safety, certification of airmen and aircraft, accident FLIGHT PLAN AREA (FPA)− The geographical prevention, investigation, enforcement, etc. area assigned to a flight service station (FSS) for the FLIGHT TEST− A flight for the purpose of: purpose of establishing primary responsibility for 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 b. Evaluating an applicant for a pilot certificate or services, flight data processing, international opera- rating. tions, and aviation weather services. Large FLIGHT VISIBILITY− consolidated FSS facilities may combine FPAs into (See VISIBILITY.) larger areas of responsibility (AOR). (See FLIGHT SERVICE STATION.) FLIGHT WATCH− A shortened term for use in air-ground contacts to identify the flight service (See TIE-IN FACILITY.) station providing En Route Flight Advisory Service; FLIGHT RECORDER− A general term applied to e.g., “Oakland Flight Watch.” any instrument or device that records information (See EN ROUTE FLIGHT ADVISORY about the performance of an aircraft in flight or about SERVICE.) conditions encountered in flight. Flight recorders FLIP− may make records of airspeed, outside air (See DOD FLIP.) temperature, vertical acceleration, engine RPM, manifold pressure, and other pertinent variables for a FLY HEADING (DEGREES)− Informs the pilot of given flight. the heading he/she should fly. The pilot may have to turn to, or continue on, a specific compass direction (See ICAO term FLIGHT RECORDER.) in order to comply with the instructions. The pilot is expected to turn in the shorter direction to the heading FLIGHT RECORDER [ICAO]− Any type of unless otherwise instructed by ATC. recorder installed in the aircraft for the purpose of complementing accident/incident investigation. FLY-BY WAYPOINT− A fly-by waypoint requires Note: See Annex 6 Part I, for specifications relating the use of turn anticipation to avoid overshoot of the to flight recorders. next flight segment. FLY-OVER WAYPOINT− A fly-over waypoint FLIGHT SERVICE STATION (FSS) − An air traffic precludes any turn until the waypoint is overflown facility which provides pilot briefings, flight plan and is followed by an intercept maneuver of the next processing, en route radio communications, search flight segment. and rescue services, and assistance to lost aircraft and FLY VISUAL TO AIRPORT− aircraft in emergency situations. FSS also relays ATC clearances, processes Notices to Airmen, and (See PUBLISHED INSTRUMENT APPROACH PROCEDURE VISUAL SEGMENT.) broadcasts aviation weather and aeronautical information. In addition, at selected locations, FSS provides FMA− En Route Flight Advisory Service (Flight Watch) and (See FINAL MONITOR AID.)

PCG F−4 2/9/12 Pilot/Controller Glossary

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

PCG F−5

2/9/12 Pilot/Controller Glossary G

GATE HOLD PROCEDURES− Procedures at b. Visual ground aids, such as VASI, which selected airports to hold aircraft at the gate or other provide vertical guidance for a VFR approach or for ground location whenever departure delays exceed or the visual portion of an instrument approach and are anticipated to exceed 15 minutes. The sequence landing. for departure will be maintained in accordance with c. PAR. Used by ATC to inform an aircraft making initial call-up unless modified by flow control a PAR approach of its vertical position (elevation) restrictions. Pilots should monitor the ground relative to the descent profile. control/clearance delivery frequency for engine (See ICAO term GLIDEPATH.) start/taxi advisories or new proposed start/taxi time GLIDESLOPE INTERCEPT ALTITUDE− The if the delay changes. minimum altitude to intercept the glideslope/path on GBT− a precision approach. The intersection of the (See GROUND−BASED TRANSCEIVER.) published intercept altitude with the glideslope/path, designated on Government charts by the lightning GCA− bolt symbol, is the precision FAF; however, when the (See GROUND CONTROLLED APPROACH.) approach chart shows an alternative lower glideslope GDP− intercept altitude, and ATC directs a lower altitude, the resultant lower intercept position is then the FAF. (See GROUND DELAY PROGRAM.) (See FINAL APPROACH FIX.) GENERAL AVIATION− That portion of civil (See SEGMENTS OF AN INSTRUMENT aviation which encompasses all facets of aviation APPROACH PROCEDURE.) except air carriers holding a certificate of public GLOBAL POSITIONING SYSTEM (GPS)− A convenience and necessity from the Civil Aeronau- space-base radio positioning, navigation, and tics Board and large aircraft commercial operators. time-transfer system. The system provides highly (See ICAO term GENERAL AVIATION.) accurate position and velocity information, and GENERAL AVIATION [ICAO]− All civil aviation precise time, on a continuous global basis, to an operations other than scheduled air services and unlimited number of properly equipped users. The nonscheduled air transport operations for remunera- system is unaffected by weather, and provides a tion or hire. worldwide common grid reference system. The GPS concept is predicated upon accurate and continuous GEO MAP− The digitized map markings associated knowledge of the spatial position of each satellite in with the ASR-9 Radar System. the system with respect to time and distance from a transmitting satellite to the user. The GPS receiver GLIDEPATH− automatically selects appropriate signals from the (See GLIDESLOPE.) satellites in view and translates these into three- GLIDEPATH [ICAO]− A descent profile determined dimensional position, velocity, and time. System for vertical guidance during a final approach. accuracy for civil users is normally 100 meters horizontally. GLIDEPATH INTERCEPT ALTITUDE− GO AHEAD− Proceed with your message. Not to be (See GLIDESLOPE INTERCEPT ALTITUDE.) used for any other purpose. GLIDESLOPE− Provides vertical guidance for GO AROUND− Instructions for a pilot to abandon aircraft during approach and landing. The glideslope/ his/her approach to landing. Additional instructions glidepath is based on the following: may follow. Unless otherwise advised by ATC, a a. Electronic components emitting signals which VFR aircraft or an aircraft conducting visual provide vertical guidance by reference to airborne approach should overfly the runway while climbing instruments during instrument approaches such as to traffic pattern altitude and enter the traffic pattern ILS/MLS, or via the crosswind leg. A pilot on an IFR flight plan

PCG G−1 Pilot/Controller Glossary 2/9/12

making an instrument approach should execute the Pilots will use four “key clicks” on the VHF radio to published missed approach procedure or proceed as contact the appropriate ATC facility or six “key instructed by ATC; e.g., “Go around” (additional clicks” to contact the FSS. The GCO system is instructions if required). intended to be used only on the ground. (See LOW APPROACH.) GROUND CONTROLLED APPROACH− A radar (See MISSED APPROACH.) approach system operated from the ground by air GPD− traffic control personnel transmitting instructions to (See GRAPHIC PLAN DISPLAY.) the pilot by radio. The approach may be conducted with surveillance radar (ASR) only or with both GPS− surveillance and precision approach radar (PAR). (See GLOBAL POSITIONING SYSTEM.) Usage of the term “GCA” by pilots is discouraged GRAPHIC PLAN DISPLAY (GPD)− A view except when referring to a GCA facility. Pilots should available with URET that provides a graphic display specifically request a “PAR” approach when a of aircraft, traffic, and notification of predicted precision radar approach is desired or request an conflicts. Graphic routes for Current Plans and Trial “ASR” or “surveillance” approach when a nonpreci- Plans are displayed upon controller request. sion radar approach is desired. (See USER REQUEST EVALUATION TOOL.) (See RADAR APPROACH.) GROUND−BASED TRANSCEIVER (GBT)− The GROUND DELAY PROGRAM (GDP)− A traffic ground−based transmitter/receiver (transceiver) re- management process administered by the ATCSCC; ceives automatic dependent surveillance−broadcast when aircraft are held on the ground. The purpose of messages, which are forwarded to an air traffic the program is to support the TM mission and limit control facility for processing and display with other airborne holding. It is a flexible program and may be radar targets on the plan position indicator (radar implemented in various forms depending upon the display). needs of the AT system. Ground delay programs (See AUTOMATIC DEPENDENT provide for equitable assignment of delays to all SURVEILLANCE-BROADCAST.) system users. GROUND CLUTTER− A pattern produced on the GROUND SPEED− The speed of an aircraft relative radar scope by ground returns which may degrade to the surface of the earth. other radar returns in the affected area. The effect of GROUND STOP (GS)− The GS is a process that ground clutter is minimized by the use of moving requires aircraft that meet a specific criteria to remain target indicator (MTI) circuits in the radar equipment on the ground. The criteria may be airport specific, resulting in a radar presentation which displays only airspace specific, or equipment specific; for example, targets which are in motion. all departures to San Francisco, or all departures (See CLUTTER.) entering Yorktown sector, or all Category I and II GROUND COMMUNICATION OUTLET (GCO)− aircraft going to Charlotte. GSs normally occur with An unstaffed, remotely controlled, ground/ground little or no warning. communications facility. Pilots at uncontrolled GROUND VISIBILITY− airports may contact ATC and FSS via VHF to a (See VISIBILITY.) telephone connection to obtain an instrument clearance or close a VFR or IFR flight plan. They may GS− also get an updated weather briefing prior to takeoff. (See GROUND STOP.)

PCG G−2 2/9/12 Pilot/Controller Glossary H

HAA− HEIGHT ABOVE LANDING− The height above a (See HEIGHT ABOVE AIRPORT.) designated helicopter landing area used for helicopter instrument approach procedures. HAL− (Refer to 14 CFR Part 97.) (See HEIGHT ABOVE LANDING.) HEIGHT ABOVE TOUCHDOWN− The height of HANDOFF− An action taken to transfer the radar the Decision Height or Minimum Descent Altitude identification of an aircraft from one controller to above the highest runway elevation in the touchdown another if the aircraft will enter the receiving zone (first 3,000 feet of the runway). HAT is controller’s airspace and radio communications with published on instrument approach charts in conjunc- the aircraft will be transferred. tion with all straight-in minimums. (See DECISION HEIGHT.) HAR− (See MINIMUM DESCENT ALTITUDE.) (See HIGH ALTITUDE REDESIGN.) HELICOPTER− A heavier-than-air aircraft sup- HAT− ported in flight chiefly by the reactions of the air on one or more power-driven rotors on substantially (See HEIGHT ABOVE TOUCHDOWN.) vertical axes. HAVE NUMBERS− Used by pilots to inform ATC HELIPAD− A small, designated area, usually with a that they have received runway, wind, and altimeter prepared surface, on a heliport, airport, landing/take- information only. off area, apron/ramp, or movement area used for takeoff, landing, or parking of helicopters. HAZARDOUS INFLIGHT WEATHER ADVISO- RY SERVICE− Continuous recorded hazardous HELIPORT− An area of land, water, or structure used inflight weather forecasts broadcasted to airborne or intended to be used for the landing and takeoff of pilots over selected VOR outlets defined as an helicopters and includes its buildings and facilities if HIWAS BROADCAST AREA. any. HELIPORT REFERENCE POINT (HRP)− The HAZARDOUS WEATHER INFORMATION− geographic center of a heliport. Summary of significant meteorological information (SIGMET/WS), convective significant meteorologi- HERTZ− The standard radio equivalent of frequency cal information (convective SIGMET/WST), urgent in cycles per second of an electromagnetic wave. pilot weather reports (urgent PIREP/UUA), center Kilohertz (kHz) is a frequency of one thousand cycles weather advisories (CWA), airmen’s meteorological per second. Megahertz (MHz) is a frequency of one information (AIRMET/WA) and any other weather million cycles per second. such as isolated thunderstorms that are rapidly HF− developing and increasing in intensity, or low (See HIGH FREQUENCY.) ceilings and visibilities that are becoming widespread which is considered significant and are not HF COMMUNICATIONS− included in a current hazardous weather advisory. (See HIGH FREQUENCY COMMUNICATIONS.) HIGH ALTITUDE REDESIGN (HAR)− A level of HEAVY (AIRCRAFT)− non−restrictive routing (NRR) service for aircraft (See AIRCRAFT CLASSES.) that have all waypoints associated with the HAR HEIGHT ABOVE AIRPORT− The height of the program in their flight management systems or Minimum Descent Altitude above the published RNAV equipage. airport elevation. This is published in conjunction HIGH FREQUENCY− The frequency band between with circling minimums. 3 and 30 MHz. (See MINIMUM DESCENT ALTITUDE.) (See HIGH FREQUENCY COMMUNICATIONS.)

PCG H−1 Pilot/Controller Glossary 2/9/12

HIGH FREQUENCY COMMUNICATIONS− High altitude that will permit a normal descent to the final radio frequencies (HF) between 3 and 30 MHz used approach fix altitude. The hold in lieu of procedure for air-to-ground voice communication in overseas turn is a required maneuver (the same as a procedure operations. turn) unless the aircraft is being radar vectored to the final approach course, when “NoPT” is shown on the HIGH SPEED EXIT− approach chart, or when the pilot requests or the (See HIGH SPEED TAXIWAY.) controller advises the pilot to make a “straight−in” HIGH SPEED TAXIWAY− A long radius taxiway approach. designed and provided with lighting or marking to HOLD PROCEDURE− A predetermined maneuver define the path of aircraft, traveling at high speed (up which keeps aircraft within a specified airspace while to 60 knots), from the runway center to a point on the awaiting further clearance from air traffic control. center of a taxiway. Also referred to as long radius Also used during ground operations to keep aircraft exit or turn-off taxiway. The high speed taxiway is within a specified area or at a specified point while designed to expedite aircraft turning off the runway awaiting further clearance from air traffic control. after landing, thus reducing runway occupancy time. (See HOLDING FIX.) HIGH SPEED TURNOFF− (Refer to AIM.) (See HIGH SPEED TAXIWAY.) HOLDING FIX− A specified fix identifiable to a HIWAS− pilot by NAVAIDs or visual reference to the ground (See HAZARDOUS INFLIGHT WEATHER used as a reference point in establishing and ADVISORY SERVICE.) maintaining the position of an aircraft while holding. (See FIX.) HIWAS AREA− (See VISUAL HOLDING.) (See HAZARDOUS INFLIGHT WEATHER (Refer to AIM.) ADVISORY SERVICE.) HOLDING POINT [ICAO]− A specified location, HIWAS BROADCAST AREA− A geographical area identified by visual or other means, in the vicinity of of responsibility including one or more HIWAS which the position of an aircraft in flight is outlet areas assigned to a FSS for hazardous weather maintained in accordance with air traffic control advisory broadcasting. clearances. HIWAS OUTLET AREA− An area defined as a 150 HOLDING PROCEDURE− NM radius of a HIWAS outlet, expanded as necessary to provide coverage. (See HOLD PROCEDURE.) HOLD FOR RELEASE− Used by ATC to delay an HOLD-SHORT POINT− A point on the runway aircraft for traffic management reasons; i.e., weather, beyond which a landing aircraft with a LAHSO traffic volume, etc. Hold for release instructions clearance is not authorized to proceed. This point (including departure delay information) are used to may be located prior to an intersecting runway, inform a pilot or a controller (either directly or taxiway, predetermined point, or approach/departure through an authorized relay) that an IFR departure flight path. clearance is not valid until a release time or additional HOLD-SHORT POSITION LIGHTS− Flashing instructions have been received. in-pavement white lights located at specified (See ICAO term HOLDING POINT.) hold-short points. HOLD IN LIEU OF PROCEDURE TURN− A hold HOLD-SHORT POSITION MARKING− The in lieu of procedure turn shall be established over a painted runway marking located at the hold-short final or intermediate fix when an approach can be point on all LAHSO runways. made from a properly aligned holding pattern. The hold in lieu of procedure turn permits the pilot to HOLD-SHORT POSITION SIGNS− Red and white align with the final or intermediate segment of the holding position signs located alongside the approach and/or descend in the holding pattern to an hold-short point.

PCG H−2 2/9/12 Pilot/Controller Glossary

HOMING− Flight toward a NAVAID, without HOVER TAXI− Used to describe a helicopter/VTOL correcting for wind, by adjusting the aircraft heading aircraft movement conducted above the surface and to maintain a relative bearing of zero degrees. in ground effect at airspeeds less than approximately (See BEARING.) 20 knots. The actual height may vary, and some (See ICAO term HOMING.) helicopters may require hover taxi above 25 feet AGL to reduce ground effect turbulence or provide HOMING [ICAO]− The procedure of using the clearance for cargo slingloads. direction-finding equipment of one radio station with the emission of another radio station, where at least (See AIR TAXI.) one of the stations is mobile, and whereby the mobile (See HOVER CHECK.) station proceeds continuously towards the other (Refer to AIM.) station. HOW DO YOU HEAR ME?− A question relating to HOVER CHECK− Used to describe when a the quality of the transmission or to determine how helicopter/VTOL aircraft requires a stabilized hover well the transmission is being received. to conduct a performance/power check prior to hover taxi, air taxi, or takeoff. Altitude of the hover will HZ− vary based on the purpose of the check. (See HERTZ.)

PCG H−3

2/9/12 Pilot/Controller Glossary I

I SAY AGAIN− The message will be repeated. controller to confirm an aircraft identity or to identify an aircraft. IAF− (Refer to AIM.) (See INITIAL APPROACH FIX.) IDENT FEATURE− The special feature in the Air IAP− Traffic Control Radar Beacon System (ATCRBS) (See INSTRUMENT APPROACH equipment. It is used to immediately distinguish one PROCEDURE.) displayed beacon target from other beacon targets. IAWP− Initial Approach Waypoint (See IDENT.) IF− ICAO− (See INTERMEDIATE FIX.) (See ICAO Term INTERNATIONAL CIVIL AVIATION ORGANIZATION.) IFIM− (See INTERNATIONAL FLIGHT INFORMATION ICING− The accumulation of airframe ice. MANUAL.) Types of icing are: IF NO TRANSMISSION RECEIVED FOR a. Rime Ice− Rough, milky, opaque ice formed by (TIME)− Used by ATC in radar approaches to prefix the instantaneous freezing of small supercooled procedures which should be followed by the pilot in water droplets. event of lost communications. b. Clear Ice− A glossy, clear, or translucent ice (See LOST COMMUNICATIONS.) formed by the relatively slow freezing or large IFR− supercooled water droplets. (See INSTRUMENT FLIGHT RULES.) c. Mixed− A mixture of clear ice and rime ice. IFR AIRCRAFT− An aircraft conducting flight in accordance with instrument flight rules. Intensity of icing: a. Trace− Ice becomes perceptible. Rate of IFR CONDITIONS− Weather conditions below the accumulation is slightly greater than the rate of minimum for flight under visual flight rules. sublimation. Deicing/anti-icing equipment is not (See INSTRUMENT METEOROLOGICAL utilized unless encountered for an extended period of CONDITIONS.) time (over 1 hour). IFR DEPARTURE PROCEDURE− b. Light− The rate of accumulation may create a (See IFR TAKEOFF MINIMUMS AND problem if flight is prolonged in this environment DEPARTURE PROCEDURES.) (over 1 hour). Occasional use of deicing/anti-icing (Refer to AIM.) equipment removes/prevents accumulation. It does IFR FLIGHT− not present a problem if the deicing/anti-icing (See IFR AIRCRAFT.) equipment is used. IFR LANDING MINIMUMS− c. Moderate− The rate of accumulation is such that (See LANDING MINIMUMS.) even short encounters become potentially hazardous IFR MILITARY TRAINING ROUTES (IR)− Routes and use of deicing/anti-icing equipment or flight used by the Department of Defense and associated diversion is necessary. Reserve and Air Guard units for the purpose of d. Severe− The rate of accumulation is such that conducting low-altitude navigation and tactical deicing/anti-icing equipment fails to reduce or training in both IFR and VFR weather conditions control the hazard. Immediate flight diversion is below 10,000 feet MSL at airspeeds in excess of 250 necessary. knots IAS. IDENT− A request for a pilot to activate the aircraft IFR TAKEOFF MINIMUMS AND DEPARTURE transponder identification feature. This will help the PROCEDURES− Title 14 Code of Federal

PCG I−1 Pilot/Controller Glossary 2/9/12

Regulations Part 91, prescribes standard takeoff rules than 100 feet and with runway visual range of not less for certain civil users. At some airports, obstructions than 1,200 feet with autoland or HUD to touchdown or other factors require the establishment of and noted on authorization (no touchdown zone and nonstandard takeoff minimums, departure proce- centerline lighting are required).− 5. Category III: dures, or both to assist pilots in avoiding obstacles a. IIIA.−An ILS approach procedure which during climb to the minimum en route altitude. Those provides for approach without a decision height airports are listed in FAA/DOD Instrument Approach minimum and with runway visual range of not less Procedures (IAPs) Charts under a section entitled than 700 feet. “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 there are no departure procedures, DPs, or ATC c. IIIC.−An ILS approach procedure which facilities available, pilots should advise ATC of any provides for approach without a decision height departure limitations. Controllers may query a pilot minimum and without runway visual range to determine acceptable departure directions, turns, minimum. or headings after takeoff. Pilots should be familiar ILS PRM APPROACH− An instrument landing with the departure procedures and must assure that system (ILS) approach conducted to parallel runways their aircraft can meet or exceed any specified climb whose extended centerlines are separated by less than gradients. 4,300 feet and the parallel runways have a Precision Runway Monitoring (PRM) system that permits IF/IAWP− Intermediate Fix/Initial Approach Way- simultaneous independent ILS approaches. point. The waypoint where the final approach course of a T approach meets the crossbar of the T. When IM− designated (in conjunction with a TAA) this (See INNER MARKER.) waypoint will be used as an IAWP when approaching the airport from certain directions, and as an IFWP IMC− when beginning the approach from another IAWP. (See INSTRUMENT METEOROLOGICAL CONDITIONS.) IFWP− Intermediate Fix Waypoint IMMEDIATELY− Used by ATC or pilots when such ILS− action compliance is required to avoid an imminent situation. (See INSTRUMENT LANDING SYSTEM.) INCERFA (Uncertainty Phase) [ICAO]− A situation ILS CATEGORIES− 1. Category I. An ILS approach wherein uncertainty exists as to the safety of an procedure which provides for approach to a height aircraft and its occupants. above touchdown of not less than 200 feet and with runway visual range of not less than 1,800 feet.− INCREASE SPEED TO (SPEED)− 2. Special Authorization Category I. An ILS (See SPEED ADJUSTMENT.) approach procedure which provides for approach to INERTIAL NAVIGATION SYSTEM− An RNAV a height above touchdown of not less than 150 feet system which is a form of self-contained navigation. and with runway visual range of not less than 1,400 (See Area Navigation/RNAV.) feet, HUD to DH. 3. Category II. An ILS approach procedure which provides for approach to a height INFLIGHT REFUELING− above touchdown of not less than 100 feet and with (See AERIAL REFUELING.) runway visual range of not less than 1,200 feet (with INFLIGHT WEATHER ADVISORY− autoland or HUD to touchdown and noted on (See WEATHER ADVISORY.) authorization, RVR 1,000 feet).− 4. Special Authorization Category II with Reduced Lighting. INFORMATION REQUEST− A request originated An ILS approach procedure which provides for by an FSS for information concerning an overdue approach to a height above touchdown of not less VFR aircraft.

PCG I−2 2/9/12 Pilot/Controller Glossary

INITIAL APPROACH FIX− The fixes depicted on be made visually. It is prescribed and approved for a instrument approach procedure charts that identify specific airport by competent authority. the beginning of the initial approach segment(s). (See SEGMENTS OF AN INSTRUMENT (See FIX.) APPROACH PROCEDURE.) (See SEGMENTS OF AN INSTRUMENT (Refer to 14 CFR Part 91.) APPROACH PROCEDURE.) (Refer to AIM.) a. U.S. civil standard instrument approach INITIAL APPROACH SEGMENT− procedures are approved by the FAA as prescribed (See SEGMENTS OF AN INSTRUMENT under 14 CFR Part 97 and are available for public APPROACH PROCEDURE.) use. INITIAL APPROACH SEGMENT [ICAO]− That b. U.S. military standard instrument approach segment of an instrument approach procedure procedures are approved and published by the between the initial approach fix and the intermediate Department of Defense. approach fix or, where applicable, the final approach c. Special instrument approach procedures are fix or point. approved by the FAA for individual operators but are not published in 14 CFR Part 97 for public use. INLAND NAVIGATION FACILITY− A navigation (See ICAO term INSTRUMENT APPROACH aid on a North American Route at which the common PROCEDURE.) route and/or the noncommon route begins or ends. INSTRUMENT APPROACH PROCEDURE INNER MARKER− A marker beacon used with an [ICAO]− A series of predetermined maneuvers by ILS (CAT II) precision approach located between the reference to flight instruments with specified middle marker and the end of the ILS runway, protection from obstacles from the initial approach transmitting a radiation pattern keyed at six dots per fix, or where applicable, from the beginning of a second and indicating to the pilot, both aurally and defined arrival route to a point from which a landing visually, that he/she is at the designated decision can be completed and thereafter, if a landing is not height (DH), normally 100 feet above the touchdown completed, to a position at which holding or en route zone elevation, on the ILS CAT II approach. It also obstacle clearance criteria apply. marks progress during a CAT III approach. INSTRUMENT APPROACH PROCEDURES (See INSTRUMENT LANDING SYSTEM.) CHARTS− (Refer to AIM.) (See AERONAUTICAL CHART.) INNER MARKER BEACON− INSTRUMENT DEPARTURE PROCEDURE (See INNER MARKER.) (DP)− A preplanned instrument flight rule (IFR) departure procedure published for pilot use, in INREQ− graphic or textual format, that provides obstruction (See INFORMATION REQUEST.) clearance from the terminal area to the appropriate en route structure. There are two types of DP, Obstacle INS− Departure Procedure (ODP), printed either textually (See INERTIAL NAVIGATION SYSTEM.) or graphically, and, Standard Instrument Departure (SID), which is always printed graphically. INSTRUMENT APPROACH− (See IFR TAKEOFF MINIMUMS AND (See INSTRUMENT APPROACH DEPARTURE PROCEDURES.) PROCEDURE.) (See OBSTACLE DEPARTURE PROCEDURES.) (See STANDARD INSTRUMENT DEPARTURES.) INSTRUMENT APPROACH PROCEDURE− A (Refer to AIM.) series of predetermined maneuvers for the orderly transfer of an aircraft under instrument flight INSTRUMENT DEPARTURE PROCEDURE (DP) conditions from the beginning of the initial approach CHARTS− to a landing or to a point from which a landing may (See AERONAUTICAL CHART.)

PCG I−3 Pilot/Controller Glossary 2/9/12

INSTRUMENT FLIGHT RULES− Rules governing INSTRUMENT RUNWAY [ICAO]− One of the the procedures for conducting instrument flight. Also following types of runways intended for the a term used by pilots and controllers to indicate type operation of aircraft using instrument approach of flight plan. procedures: (See INSTRUMENT METEOROLOGICAL a. Nonprecision Approach Runway−An instru- CONDITIONS.) ment runway served by visual aids and a nonvisual (See VISUAL FLIGHT RULES.) aid providing at least directional guidance adequate (See VISUAL METEOROLOGICAL for a straight-in approach. CONDITIONS.) b. Precision Approach Runway, Category I−An (See ICAO term INSTRUMENT FLIGHT instrument runway served by ILS and visual aids RULES.) intended for operations down to 60 m (200 feet) (Refer to AIM.) decision height and down to an RVR of the order of INSTRUMENT FLIGHT RULES [ICAO]− A set of 800 m. rules governing the conduct of flight under c. Precision Approach Runway, Category II−An instrument meteorological conditions. instrument runway served by ILS and visual aids intended for operations down to 30 m (100 feet) INSTRUMENT LANDING SYSTEM− A precision decision height and down to an RVR of the order of instrument approach system which normally consists 400 m. of the following electronic components and visual d. Precision Approach Runway, Category III−An aids: instrument runway served by ILS to and along the a. Localizer. surface of the runway and: (See LOCALIZER.) 1. Intended for operations down to an RVR of b. Glideslope. the order of 200 m (no decision height being (See GLIDESLOPE.) applicable) using visual aids during the final phase of c. Outer Marker. landing; (See OUTER MARKER.) 2. Intended for operations down to an RVR of the order of 50 m (no decision height being d. Middle Marker. applicable) using visual aids for taxiing; (See MIDDLE MARKER.) 3. Intended for operations without reliance on e. Approach Lights. visual reference for landing or taxiing. (See AIRPORT LIGHTING.) Note 1: See Annex 10 Volume I, Part I, Chapter 3, (Refer to 14 CFR Part 91.) for related ILS specifications. (Refer to AIM.) Note 2:Visual aids need not necessarily be INSTRUMENT METEOROLOGICAL CONDI- matched to the scale of nonvisual aids provided. The criterion for the selection of visual aids is the TIONS− Meteorological conditions expressed in conditions in which operations are intended to be terms of visibility, distance from cloud, and ceiling conducted. less than the minima specified for visual meteorological conditions. INTEGRITY− The ability of a system to provide (See INSTRUMENT FLIGHT RULES.) timely warnings to users when the system should not (See VISUAL FLIGHT RULES.) be used for navigation. (See VISUAL METEOROLOGICAL INTERMEDIATE APPROACH SEGMENT− CONDITIONS.) (See SEGMENTS OF AN INSTRUMENT INSTRUMENT RUNWAY− A runway equipped APPROACH PROCEDURE.) with electronic and visual navigation aids for which INTERMEDIATE APPROACH SEGMENT a precision or nonprecision approach procedure [ICAO]− That segment of an instrument approach having straight-in landing minimums has been procedure between either the intermediate approach approved. fix and the final approach fix or point, or between the (See ICAO term INSTRUMENT RUNWAY.) end of a reversal, race track or dead reckoning track

PCG I−4 2/9/12 Pilot/Controller Glossary

procedure and the final approach fix or point, as navigation and to foster planning and development of appropriate. international civil air transport. a. Regions include: INTERMEDIATE FIX− The fix that identifies the beginning of the intermediate approach segment of an 1. African-Indian Ocean Region instrument approach procedure. The fix is not 2. Caribbean Region normally identified on the instrument approach chart 3. European Region as an intermediate fix (IF). 4. Middle East/Asia Region (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) 5. North American Region 6. North Atlantic Region INTERMEDIATE LANDING− On the rare occasion 7. Pacific Region that this option is requested, it should be approved. The departure center, however, must advise the 8. South American Region ATCSCC so that the appropriate delay is carried over INTERNATIONAL FLIGHT INFORMATION and assigned at the intermediate airport. An MANUAL− A publication designed primarily as a intermediate landing airport within the arrival center pilot’s preflight planning guide for flights into will not be accepted without coordination with and foreign airspace and for flights returning to the U.S. the approval of the ATCSCC. from foreign locations. INTERNATIONAL AIRPORT− Relating to interna- INTERROGATOR− The ground-based surveillance tional flight, it means: radar beacon transmitter-receiver, which normally scans in synchronism with a primary radar, a. An airport of entry which has been designated transmitting discrete radio signals which repetitious- by the Secretary of Treasury or Commissioner of ly request all transponders on the mode being used to Customs as an international airport for customs reply. The replies received are mixed with the service. primary radar returns and displayed on the same plan b. A landing rights airport at which specific position indicator (radar scope). Also, applied to the permission to land must be obtained from customs airborne element of the TACAN/DME system. authorities in advance of contemplated use. (See TRANSPONDER.) c. Airports designated under the Convention on (Refer to AIM.) International Civil Aviation as an airport for use by INTERSECTING RUNWAYS− Two or more international commercial air transport and/or interna- runways which cross or meet within their lengths. tional general aviation. (See INTERSECTION.) (See ICAO term INTERNATIONAL AIRPORT.) INTERSECTION− (Refer to AIRPORT/FACILITY DIRECTORY.) (Refer to IFIM.) a. A point defined by any combination of courses, radials, or bearings of two or more navigational aids. INTERNATIONAL AIRPORT [ICAO]− Any airport b. Used to describe the point where two runways, designated by the Contracting State in whose a runway and a taxiway, or two taxiways cross or territory it is situated as an airport of entry and meet. departure for international air traffic, where the INTERSECTION DEPARTURE− A departure from formalities incident to customs, immigration, public any runway intersection except the end of the runway. health, animal and plant quarantine and similar procedures are carried out. (See INTERSECTION.) INTERSECTION TAKEOFF− INTERNATIONAL CIVIL AVIATION ORGA- (See INTERSECTION DEPARTURE.) NIZATION [ICAO]− A specialized agency of the United Nations whose objective is to develop the IR− principles and techniques of international air (See IFR MILITARY TRAINING ROUTES.)

PCG I−5

2/9/12 Pilot/Controller Glossary J

JAMMING− Electronic or mechanical interference route; e.g., J105. which may disrupt the display of aircraft on radar or (See Class A AIRSPACE.) the transmission/reception of radio communications/ (Refer to 14 CFR Part 71.) navigation. JET STREAM− A migrating stream of high-speed winds present at high altitudes. JET BLAST− Jet engine exhaust (thrust stream turbulence). JETTISONING OF EXTERNAL STORES− Air- (See WAKE TURBULENCE.) borne release of external stores; e.g., tiptanks, ordnance. (See FUEL DUMPING.) JET ROUTE− A route designed to serve aircraft (Refer to 14 CFR Part 91.) operations from 18,000 feet MSL up to and including flight level 450. The routes are referred to as “J” JOINT USE RESTRICTED AREA− routes with numbering to identify the designated (See RESTRICTED AREA.)

PCG J−1

2/9/12 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

2/9/12 Pilot/Controller Glossary L

LAA− LANDING DISTANCE AVAILABLE [ICAO]− The (See LOCAL AIRPORT ADVISORY.) length of runway which is declared available and suitable for the ground run of an aeroplane landing. LAAS− (See LOW ALTITUDE ALERT SYSTEM.) LANDING MINIMUMS− The minimum visibility prescribed for landing a civil aircraft while using an LAHSO− An acronym for “Land and Hold Short instrument approach procedure. The minimum Operation.” These operations include landing and applies with other limitations set forth in 14 CFR holding short of an intersecting runway, a taxiway, a Part 91 with respect to the Minimum Descent predetermined point, or an approach/departure Altitude (MDA) or Decision Height (DH) prescribed flightpath. in the instrument approach procedures as follows: LAHSO-DRY− Land and hold short operations on a. Straight-in landing minimums. A statement of runways that are dry. MDA and visibility, or DH and visibility, required for LAHSO-WET− Land and hold short operations on a straight-in landing on a specified runway, or runways that are wet (but not contaminated). b. Circling minimums. A statement of MDA and LAND AND HOLD SHORT OPERATIONS− visibility required for the circle-to-land maneuver. Operations which include simultaneous takeoffs and Note: Descent below the established MDA or DH is landings and/or simultaneous landings when a not authorized during an approach unless the landing aircraft is able and is instructed by the aircraft is in a position from which a normal approach to the runway of intended landing can be controller to hold-short of the intersecting runway/ made and adequate visual reference to required taxiway or designated hold-short point. Pilots are visual cues is maintained. expected to promptly inform the controller if the hold short clearance cannot be accepted. (See CIRCLE-TO-LAND MANEUVER.) (See DECISION HEIGHT.) (See PARALLEL RUNWAYS.) (See INSTRUMENT APPROACH (Refer to AIM.) PROCEDURE.) LANDING AREA− Any locality either on land, (See MINIMUM DESCENT ALTITUDE.) water, or structures, including airports/heliports and (See STRAIGHT-IN LANDING.) intermediate landing fields, which is used, or (See VISIBILITY.) intended to be used, for the landing and takeoff of (Refer to 14 CFR Part 91.) aircraft whether or not facilities are provided for the shelter, servicing, or for receiving or discharging LANDING ROLL− The distance from the point of passengers or cargo. touchdown to the point where the aircraft can be (See ICAO term LANDING AREA.) brought to a stop or exit the runway. LANDING AREA [ICAO]− That part of a movement LANDING SEQUENCE− The order in which area intended for the landing or take-off of aircraft. aircraft are positioned for landing. (See APPROACH SEQUENCE.) LANDING DIRECTION INDICATOR− A device which visually indicates the direction in which LAST ASSIGNED ALTITUDE− The last altitude/ landings and takeoffs should be made. flight level assigned by ATC and acknowledged by (See TETRAHEDRON.) the pilot. (Refer to AIM.) (See MAINTAIN.) (Refer to 14 CFR Part 91.) LANDING DISTANCE AVAILABLE (LDA)− The runway length declared available and suitable for a LATERAL NAVIGATION (LNAV)– A function of landing airplane. area navigation (RNAV) equipment which calculates, (See ICAO term LANDING DISTANCE displays, and provides lateral guidance to a profile or AVAILABLE.) path.

PCG L−1 Pilot/Controller Glossary 2/9/12

LATERAL SEPARATION− The lateral spacing of LOCALIZER− The component of an ILS which aircraft at the same altitude by requiring operation on provides course guidance to the runway. different routes or in different geographical locations. (See INSTRUMENT LANDING SYSTEM.) (See SEPARATION.) (See ICAO term LOCALIZER COURSE.) (Refer to AIM.) LDA− LOCALIZER COURSE [ICAO]− The locus of (See LOCALIZER TYPE DIRECTIONAL AID.) points, in any given horizontal plane, at which the (See LANDING DISTANCE AVAILABLE.) DDM (difference in depth of modulation) is zero. (See ICAO Term LANDING DISTANCE AVAILABLE.) LOCALIZER OFFSET− An angular offset of the localizer from the runway extended centerline in a LF− direction away from the no transgression zone (NTZ) (See LOW FREQUENCY.) that increases the normal operating zone (NOZ) width. An offset requires a 50 foot increase in DH and LIGHTED AIRPORT− An airport where runway and is not authorized for CAT II and CAT III approaches. obstruction lighting is available. LOCALIZER TYPE DIRECTIONAL AID− A (See AIRPORT LIGHTING.) NAVAID used for nonprecision instrument ap- (Refer to AIM.) proaches with utility and accuracy comparable to a LIGHT GUN− A handheld directional light signaling localizer but which is not a part of a complete ILS and device which emits a brilliant narrow beam of white, is not aligned with the runway. green, or red light as selected by the tower controller. (Refer to AIM.) The color and type of light transmitted can be used to LOCALIZER USABLE DISTANCE− The maxi- approve or disapprove anticipated pilot actions where mum distance from the localizer transmitter at a radio communication is not available. The light gun specified altitude, as verified by flight inspection, at is used for controlling traffic operating in the vicinity which reliable course information is continuously of the airport and on the airport movement area. received. (Refer to AIM.) (Refer to AIM.) LINE UP AND WAIT (LUAW)− Used by ATC to LOCATOR [ICAO]− An LM/MF NDB used as an aid inform a pilot to taxi onto the departure runway to line to final approach. up and wait. It is not authorization for takeoff. It is Note: A locator usually has an average radius of rated coverage of between 18.5 and 46.3 km (10 used when takeoff clearance cannot immediately be and 25 NM). issued because of traffic or other reasons. (See CLEARED FOR TAKEOFF.) LONG RANGE NAVIGATION− (See LORAN.) LOCAL AIRPORT ADVISORY (LAA)− A service LONGITUDINAL SEPARATION− The longitudi- provided by facilities, which are located on the nal spacing of aircraft at the same altitude by a landing airport, have a discrete ground−to−air minimum distance expressed in units of time or communication frequency or the tower frequency miles. when the tower is closed, automated weather (See SEPARATION.) reporting with voice broadcasting, and a continuous (Refer to AIM.) ASOS/AWSS/AWOS data display, other continuous LORAN− An electronic navigational system by direct reading instruments, or manual observations which hyperbolic lines of position are determined by available to the specialist. measuring the difference in the time of reception of (See AIRPORT ADVISORY AREA.) synchronized pulse signals from two fixed transmit- LOCAL TRAFFIC− Aircraft operating in the traffic ters. Loran A operates in the 1750-1950 kHz pattern or within sight of the tower, or aircraft known frequency band. Loran C and D operate in the to be departing or arriving from flight in local practice 100-110 kHz frequency band. areas, or aircraft executing practice instrument (Refer to AIM.) approaches at the airport. LOST COMMUNICATIONS− Loss of the ability to (See TRAFFIC PATTERN.) communicate by radio. Aircraft are sometimes

PCG L−2 2/9/12 Pilot/Controller Glossary referred to as NORDO (No Radio). Standard pilot predetermined minimum safe altitude. If requested procedures are specified in 14 CFR Part 91. Radar by the pilot, Low Altitude Alert System monitoring controllers issue procedures for pilots to follow in the is also available to VFR Mode C transponder event of lost communications during a radar approach equipped aircraft. when weather reports indicate that an aircraft will LOW APPROACH− An approach over an airport or likely encounter IFR weather conditions during the runway following an instrument approach or a VFR approach. approach including the go-around maneuver where (Refer to 14 CFR Part 91.) the pilot intentionally does not make contact with the (Refer AIM.) runway. LOW ALTITUDE AIRWAY STRUCTURE− The (Refer to AIM.) network of airways serving aircraft operations up to but not including 18,000 feet MSL. LOW FREQUENCY− The frequency band between (See AIRWAY.) 30 and 300 kHz. (Refer to AIM.) (Refer to AIM.) LOW ALTITUDE ALERT, CHECK YOUR ALTI- LPV− A type of approach with vertical guidance TUDE IMMEDIATELY− (APV) based on WAAS, published on RNAV (GPS) (See SAFETY ALERT.) approach charts. This procedure takes advantage of the precise lateral guidance available from WAAS. LOW ALTITUDE ALERT SYSTEM− An auto- The minima is published as a decision altitude (DA). mated function of the TPX-42 that alerts the controller when a Mode C transponder equipped LUAW− aircraft on an IFR flight plan is below a (See LINE UP AND WAIT.)

PCG L−3

2/9/12 Pilot/Controller Glossary M

MAA− requires familiarity with the subject. Terrorists (See MAXIMUM AUTHORIZED ALTITUDE.) choose MANPADS because the weapons are low cost, highly mobile, require minimal set−up time, and MACH NUMBER− The ratio of true airspeed to the are easy to use and maintain. Although the weapons speed of sound; e.g., MACH .82, MACH 1.6. have limited range, and their accuracy is affected by (See AIRSPEED.) poor visibility and adverse weather, they can be fired MACH TECHNIQUE [ICAO]− Describes a control from anywhere on land or from boats where there is technique used by air traffic control whereby turbojet 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, shoul- navigation aid signals is assured. der−launched, missile systems used to bring down aircraft and create mass casualties. The potential for MAYDAY− The international radiotelephony distress MANPADS use against airborne aircraft is real and signal. When repeated three times, it indicates

PCG M−1 Pilot/Controller Glossary 2/9/12

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 display of a metering position list. A maximum of MEARTS− four PVDs/MDMs may be adapted. (See MICRO-EN ROUTE AUTOMATED RADAR TRACKING SYSTEM.) METERING POSITION LIST− An ordered list of data on arrivals for a selected metering airport METEOROLOGICAL IMPACT STATEMENT− displayed on a metering position PVD/MDM. An unscheduled planning forecast describing conditions expected to begin within 4 to 12 hours MFT− which may impact the flow of air traffic in a specific (See METER FIX TIME/SLOT TIME.) center’s (ARTCC) area. MHA− METER FIX ARC− A semicircle, equidistant from (See MINIMUM HOLDING ALTITUDE.) a meter fix, usually in low altitude relatively close to MIA− the meter fix, used to help CTAS/HOST calculate a (See MINIMUM IFR ALTITUDES.) meter time, and determine appropriate sector meter MICROBURST− A small downburst with outbursts list assignments for aircraft not on an established of damaging winds extending 2.5 miles or less. In arrival route or assigned a meter fix. spite of its small horizontal scale, an intense METER FIX TIME/SLOT TIME− A calculated time microburst could induce wind speeds as high as 150 to depart the meter fix in order to cross the vertex at knots the ACLT. This time reflects descent speed (Refer to AIM.) adjustment and any applicable time that must be MICRO-EN ROUTE AUTOMATED RADAR absorbed prior to crossing the meter fix. TRACKING SYSTEM (MEARTS)− An automated METER LIST− radar and radar beacon tracking system capable of employing both short-range (ASR) and long-range (See ARRIVAL SECTOR ADVISORY LIST.) (ARSR) radars. This microcomputer driven system METER LIST DISPLAY INTERVAL− A dynamic provides improved tracking, continuous data record- parameter which controls the number of minutes ing, and use of full digital radar displays. prior to the flight plan calculated time of arrival at the MICROWAVE LANDING SYSTEM− A precision meter fix for each aircraft, at which time the TCLT is instrument approach system operating in the frozen and becomes an ACLT; i.e., the VTA is microwave spectrum which normally consists of the updated and consequently the TCLT modified as following components: appropriate until frozen at which time updating is a. Azimuth Station. suspended and an ACLT is assigned. When frozen, the flight entry is inserted into the arrival sector’s b. Elevation Station. meter list for display on the sector PVD/MDM. c. Precision Distance Measuring Equipment. MLDI is used if filed true airspeed is less than or (See MLS CATEGORIES.) equal to freeze speed parameters (FSPD). MID RVR− METERING− A method of time-regulating arrival (See VISIBILITY.) traffic flow into a terminal area so as not to exceed a MIDDLE COMPASS LOCATOR− predetermined terminal acceptance rate. (See COMPASS LOCATOR.)

PCG M−2 2/9/12 Pilot/Controller Glossary

MIDDLE MARKER− A marker beacon that defines standard instrument approach procedure where no a point along the glideslope of an ILS normally electronic glideslope is provided. located at or near the point of decision height (ILS (See NONPRECISION APPROACH Category I). It is keyed to transmit alternate dots and PROCEDURE.) dashes, with the alternate dots and dashes keyed at the MINIMUM EN ROUTE IFR ALTITUDE (MEA)− rate of 95 dot/dash combinations per minute on a The lowest published altitude between radio fixes 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− A MINIMUM FRICTION LEVEL− The friction level condition whereby the military services involved specified in AC 150/5320-12, Measurement, assume responsibility for separation between Construction, and Maintenance of Skid Resistant participating military aircraft in the ATC system. It is Airport Pavement Surfaces, that represents the used only for required IFR operations which are minimum recommended wet pavement surface specified in letters of agreement or other appropriate friction value for any turbojet aircraft engaged in FAA or military documents. LAHSO. This value will vary with the particular friction measurement equipment used. MILITARY LANDING ZONE− A landing strip used exclusively by the military for training. A military MINIMUM FUEL− Indicates that an aircraft’s fuel landing zone does not carry a runway designation. supply has reached a state where, upon reaching the destination, it can accept little or no delay. This is not MILITARY OPERATIONS AREA− an emergency situation but merely indicates an (See SPECIAL USE AIRSPACE.) emergency situation is possible should any undue delay occur. MILITARY TRAINING ROUTES− Airspace of (Refer to AIM.) defined vertical and lateral dimensions established for the conduct of military flight training at airspeeds MINIMUM HOLDING ALTITUDE− The lowest in excess of 250 knots IAS. altitude prescribed for a holding pattern which (See IFR MILITARY TRAINING ROUTES.) assures navigational signal coverage, communica- (See VFR MILITARY TRAINING ROUTES.) tions, and meets obstacle clearance requirements. MINIMUM IFR ALTITUDES (MIA)− Minimum MINIMA− altitudes for IFR operations as prescribed in 14 CFR (See MINIMUMS.) Part 91. These altitudes are published on aeronautical MINIMUM CROSSING ALTITUDE− The lowest charts and prescribed in 14 CFR Part 95 for airways altitude at certain fixes at which an aircraft must cross and routes, and in 14 CFR Part 97 for standard when proceeding in the direction of a higher instrument approach procedures. If no applicable minimum en route IFR altitude (MEA). minimum altitude is prescribed in 14 CFR Part 95 or 14 CFR Part 97, the following minimum IFR (See MINIMUM EN ROUTE IFR ALTITUDE.) altitude applies: MINIMUM DESCENT ALTITUDE− The lowest a. In designated mountainous areas, 2,000 feet altitude, expressed in feet above mean sea level, to above the highest obstacle within a horizontal which descent is authorized on final approach or distance of 4 nautical miles from the course to be during circle-to-land maneuvering in execution of a flown; or

PCG M−3 Pilot/Controller Glossary 2/9/12

b. Other than mountainous areas, 1,000 feet above MINIMUM RECEPTION ALTITUDE− The lowest the highest obstacle within a horizontal distance of 4 altitude at which an intersection can be determined. nautical miles from the course to be flown; or (Refer to 14 CFR Part 95.) c. As otherwise authorized by the Administrator MINIMUM SAFE ALTITUDE− or assigned by ATC. a. The minimum altitude specified in 14 CFR (See MINIMUM CROSSING ALTITUDE.) Part 91 for various aircraft operations. (See MINIMUM EN ROUTE IFR ALTITUDE.) b. Altitudes depicted on approach charts which (See MINIMUM OBSTRUCTION CLEARANCE provide at least 1,000 feet of obstacle clearance for ALTITUDE.) emergency use within a specified distance from the (See MINIMUM SAFE ALTITUDE.) navigation facility upon which a procedure is (See MINIMUM VECTORING ALTITUDE.) predicated. These altitudes will be identified as (Refer to 14 CFR Part 91.) Minimum Sector Altitudes or Emergency Safe Altitudes and are established as follows: MINIMUM NAVIGATION PERFORMANCE 1. Minimum Sector Altitudes. Altitudes de- SPECIFICATION− A set of standards which require picted on approach charts which provide at least aircraft to have a minimum navigation performance 1,000 feet of obstacle clearance within a 25-mile capability in order to operate in MNPS designated radius of the navigation facility upon which the airspace. In addition, aircraft must be certified by procedure is predicated. Sectors depicted on their State of Registry for MNPS operation. approach charts must be at least 90 degrees in scope. MINIMUM NAVIGATION PERFORMANCE These altitudes are for emergency use only and do not SPECIFICATION AIRSPACE− Designated airspace necessarily assure acceptable navigational signal in which MNPS procedures are applied between coverage. MNPS certified and equipped aircraft. Under certain (See ICAO term Minimum Sector Altitude.) conditions, non-MNPS aircraft can operate in 2. Emergency Safe Altitudes. Altitudes de- MNPSA. However, standard oceanic separation picted on approach charts which provide at least minima is provided between the non-MNPS aircraft 1,000 feet of obstacle clearance in nonmountainous and other traffic. Currently, the only designated areas and 2,000 feet of obstacle clearance in MNPSA is described as follows: designated mountainous areas within a 100-mile a. Between FL 285 and FL 420; radius of the navigation facility upon which the procedure is predicated and normally used only in _ b. Between latitudes 27 N and the North Pole; military procedures. These altitudes are identified on c. In the east, the eastern boundaries of the CTAs published procedures as “Emergency Safe Alti- Santa Maria Oceanic, Shanwick Oceanic, and tudes.” Reykjavik; MINIMUM SAFE ALTITUDE WARNING− A d. In the west, the western boundaries of CTAs function of the ARTS III computer that aids the Reykjavik and Gander Oceanic and New York controller by alerting him/her when a tracked Mode Oceanic excluding the area west of 60_W and south C equipped aircraft is below or is predicted by the of 38_30’N. computer to go below a predetermined minimum safe altitude. MINIMUM OBSTRUCTION CLEARANCE ALTI- (Refer to AIM.) TUDE (MOCA)− The lowest published altitude in effect between radio fixes on VOR airways, MINIMUM SECTOR ALTITUDE [ICAO]− The off-airway routes, or route segments which meets lowest altitude which may be used under emergency obstacle clearance requirements for the entire route conditions which will provide a minimum clearance segment and which assures acceptable navigational of 300 m (1,000 feet) above all obstacles located in signal coverage only within 25 statute (22 nautical) an area contained within a sector of a circle of 46 km miles of a VOR. (25 NM) radius centered on a radio aid to navigation. (Refer to 14 CFR Part 91.) MINIMUMS− Weather condition requirements (Refer to 14 CFR Part 95.) established for a particular operation or type of

PCG M−4 2/9/12 Pilot/Controller Glossary

operation; e.g., IFR takeoff or landing, alternate MISSED APPROACH POINT− A point prescribed airport for IFR flight plans, VFR flight, etc. in each instrument approach procedure at which a (See IFR CONDITIONS.) missed approach procedure shall be executed if the (See IFR TAKEOFF MINIMUMS AND required visual reference does not exist. DEPARTURE PROCEDURES.) (See MISSED APPROACH.) (See LANDING MINIMUMS.) (See SEGMENTS OF AN INSTRUMENT APPROACH PROCEDURE.) (See VFR CONDITIONS.) (Refer to 14 CFR Part 91.) MISSED APPROACH PROCEDURE [ICAO]− The (Refer to AIM.) procedure to be followed if the approach cannot be continued. MINIMUM VECTORING ALTITUDE (MVA)− MISSED APPROACH SEGMENT− The lowest MSL altitude at which an IFR aircraft will (See SEGMENTS OF AN INSTRUMENT be vectored by a radar controller, except as otherwise APPROACH PROCEDURE.) authorized for radar approaches, departures, and missed approaches. The altitude meets IFR obstacle MLDI− clearance criteria. It may be lower than the published (See METER LIST DISPLAY INTERVAL.) MEA along an airway or J-route segment. It may be utilized for radar vectoring only upon the controller’s MLS− determination that an adequate radar return is being (See MICROWAVE LANDING SYSTEM.) received from the aircraft being controlled. Charts MLS CATEGORIES− depicting minimum vectoring altitudes are normally available only to the controllers and not to pilots. a. MLS Category I. An MLS approach procedure which provides for an approach to a height above (Refer to AIM.) touchdown of not less than 200 feet and a runway visual range of not less than 1,800 feet. MINUTES-IN-TRAIL− A specified interval between aircraft expressed in time. This method would b. MLS Category II. Undefined until data gather- more likely be utilized regardless of altitude. ing/analysis completion. c. MLS Category III. Undefined until data MIS− gathering/analysis completion. (See METEOROLOGICAL IMPACT STATEMENT.) MM− (See MIDDLE MARKER.) MISSED APPROACH− MNPS− a. A maneuver conducted by a pilot when an (See MINIMUM NAVIGATION PERFORMANCE instrument approach cannot be completed to a SPECIFICATION.) landing. The route of flight and altitude are shown on MNPSA− instrument approach procedure charts. A pilot (See MINIMUM NAVIGATION PERFORMANCE− executing a missed approach prior to the Missed SPECIFICATION AIRSPACE.) Approach Point (MAP) must continue along the final approach to the MAP. MOA− b. A term used by the pilot to inform ATC that (See MILITARY OPERATIONS AREA.) he/she is executing the missed approach. MOCA− c. At locations where ATC radar service is (See MINIMUM OBSTRUCTION CLEARANCE provided, the pilot should conform to radar vectors ALTITUDE.) when provided by ATC in lieu of the published MODE− The letter or number assigned to a specific missed approach procedure. pulse spacing of radio signals transmitted or received (See MISSED APPROACH POINT.) by ground interrogator or airborne transponder (Refer to AIM.) components of the Air Traffic Control Radar Beacon

PCG M−5 Pilot/Controller Glossary 2/9/12

System (ATCRBS). Mode A (military Mode 3) and radar sort box according to the hierarchy of the Mode C (altitude reporting) are used in air traffic sources assigned. control. MOVEMENT AREA− The runways, taxiways, and (See INTERROGATOR.) other areas of an airport/heliport which are utilized (See RADAR.) for taxiing/hover taxiing, air taxiing, takeoff, and (See TRANSPONDER.) landing of aircraft, exclusive of loading ramps and (See ICAO term MODE.) parking areas. At those airports/heliports with a (Refer to AIM.) tower, specific approval for entry onto the movement MODE (SSR MODE) [ICAO]− The letter or number area must be obtained from ATC. assigned to a specific pulse spacing of the (See ICAO term MOVEMENT AREA.) interrogation signals transmitted by an interrogator. MOVEMENT AREA [ICAO]− That part of an There are 4 modes, A, B, C and D specified in Annex aerodrome to be used for the takeoff, landing and 10, corresponding to four different interrogation taxiing of aircraft, consisting of the maneuvering area pulse spacings. and the apron(s). MODE C INTRUDER ALERT− A function of MOVING TARGET INDICATOR− An electronic certain air traffic control automated systems designed device which will permit radar scope presentation to alert radar controllers to existing or pending only from targets which are in motion. A partial situations between a tracked target (known IFR or remedy for ground clutter. VFR aircraft) and an untracked target (unknown IFR or VFR aircraft) that requires immediate attention/ MRA− action. (See MINIMUM RECEPTION ALTITUDE.) (See CONFLICT ALERT.) MSA− MONITOR− (When used with communication (See MINIMUM SAFE ALTITUDE.) transfer) listen on a specific frequency and stand by for instructions. Under normal circumstances do not MSAW− establish communications. (See MINIMUM SAFE ALTITUDE WARNING.) MONITOR ALERT (MA)− A function of the TFMS MTI− that provides traffic management personnel with a (See MOVING TARGET INDICATOR.) tool for predicting potential capacity problems in MTR− individual operational sectors. The MA is an (See MILITARY TRAINING ROUTES.) indication that traffic management personnel need to analyze a particular sector for actual activity and to MULTICOM− A mobile service not open to public determine the required action(s), if any, needed to correspondence used to provide communications control the demand. essential to conduct the activities being performed by or directed from private aircraft. MONITOR ALERT PARAMETER (MAP)− The number designated for use in monitor alert MULTIPLE RUNWAYS− The utilization of a processing by the TFMS. The MAP is designated for dedicated arrival runway(s) for departures and a each operational sector for increments of 15 minutes. dedicated departure runway(s) for arrivals when feasible to reduce delays and enhance capacity. MOSAIC/MULTI−SENSOR MODE− Accepts posi- tional data from multiple radar or ADS−B sites. MVA− Targets are displayed from a single source within a (See MINIMUM VECTORING ALTITUDE.)

PCG M−6 2/9/12 Pilot/Controller Glossary N

NAS− c. H− High altitude. (See NATIONAL AIRSPACE SYSTEM.) Note: The normal service range for T, L, and H class aids is found in the AIM. Certain operational NATIONAL AIRSPACE SYSTEM− The common requirements make it necessary to use some of network of U.S. airspace; air navigation facilities, these aids at greater service ranges than equipment and services, airports or landing areas; specified. Extended range is made possible aeronautical charts, information and services; rules, through flight inspection determinations. Some regulations and procedures, technical information, aids also have lesser service range due to location, and manpower and material. Included are system terrain, frequency protection, etc. Restrictions to components shared jointly with the military. service range are listed in Airport/Facility Directory. NATIONAL BEACON CODE ALLOCATION PLAN AIRSPACE− Airspace over United States NAVIGABLE AIRSPACE− Airspace at and above territory located within the North American continent the minimum flight altitudes prescribed in the CFRs between Canada and Mexico, including adjacent including airspace needed for safe takeoff and territorial waters outward to about boundaries of landing. oceanic control areas (CTA)/Flight Information (Refer to 14 CFR Part 91.) Regions (FIR). NAVIGATION REFERENCE SYSTEM (NRS)− (See FLIGHT INFORMATION REGION.) The NRS is a system of waypoints developed for use NATIONAL FLIGHT DATA CENTER− A facility in within the United States for flight planning and Washington D.C., established by FAA to operate a navigation without reference to ground based central aeronautical information service for the navigational aids. The NRS waypoints are located in collection, validation, and dissemination of aeronau- a grid pattern along defined latitude and longitude tical data in support of the activities of government, lines. The initial use of the NRS will be in the high industry, and the aviation community. The informa- altitude environment in conjunction with the High tion is published in the National Flight Data Digest. Altitude Redesign initiative. The NRS waypoints are (See NATIONAL FLIGHT DATA DIGEST.) intended for use by aircraft capable of point−to−point navigation. NATIONAL FLIGHT DATA DIGEST− A daily (except weekends and Federal holidays) publication NAVIGATION SPECIFICATION [ICAO]− A set of of flight information appropriate to aeronautical aircraft and flight crew requirements needed to charts, aeronautical publications, Notices to Airmen, support performance−based navigation operations or other media serving the purpose of providing within a defined airspace. There are two kinds of operational flight data essential to safe and efficient navigation specifications: aircraft operations. a. RNP specification. A navigation specification based on area navigation that includes the NATIONAL SEARCH AND RESCUE PLAN− An requirement for performance monitoring and alert- interagency agreement which provides for the ing, designated by the prefix RNP; e.g., RNP 4, RNP effective utilization of all available facilities in all APCH. types of search and rescue missions. b. RNAV specification. A navigation specifica- NAVAID− tion based on area navigation that does not include the (See NAVIGATIONAL AID.) requirement for performance monitoring and alert- NAVAID CLASSES− VOR, VORTAC, and TACAN ing, designated by the prefix RNAV; e.g., RNAV 5, aids are classed according to their operational use. RNAV 1. The three classes of NAVAIDs are: Note: The Performance−based Navigation Manual (Doc 9613), Volume II contains detailed guidance a. T− Terminal. on navigation specifications. b. L− Low altitude.

PCG N−1 Pilot/Controller Glossary 2/9/12

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

PCG N−2 2/9/12 Pilot/Controller Glossary approach is not provided by ground-based precision NORMAL OPERATING ZONE (NOZ)− The NOZ or surveillance radar. Radar vectors to the final is the operating zone within which aircraft flight approach course may or may not be provided by ATC. remains during normal independent simultaneous Examples of nonradar approaches are VOR, NDB, parallel ILS approaches. TACAN, and ILS/MLS approaches. NORTH AMERICAN ROUTE− A numerically (See FINAL APPROACH COURSE.) coded route preplanned over existing airway and (See FINAL APPROACH-IFR.) route systems to and from specific coastal fixes (See INSTRUMENT APPROACH serving the North Atlantic. North American Routes PROCEDURE.) consist of the following: (See RADAR APPROACH.) a. Common 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 the coastal fix. radar. b. Noncommon Route/Portion. That segment of a (See APPROACH CONTROL FACILITY.) North American Route between the inland navigation (See APPROACH CONTROL SERVICE.) facility and a designated North American terminal. c. Nonradar Arrival. An aircraft arriving at an c. Inland Navigation Facility. A navigation aid on airport without radar service or at an airport served by a North American Route at which the common route a radar facility and radar contact has not been and/or the noncommon route begins or ends. established or has been terminated due to a lack of radar service to the airport. d. Coastal Fix. A navigation aid or intersection (See RADAR ARRIVAL.) where an aircraft transitions between the domestic route structure and the oceanic route structure. (See RADAR SERVICE.) d. Nonradar Route. A flight path or route over NORTH AMERICAN ROUTE PROGRAM (NRP)− which the pilot is performing his/her own navigation. The NRP is a set of rules and procedures which are The pilot may be receiving radar separation, radar designed to increase the flexibility of user flight monitoring, or other ATC services while on a planning within published guidelines. nonradar route. NORTH MARK− A beacon data block sent by the (See RADAR ROUTE.) host computer to be displayed by the ARTS on a 360 e. Nonradar Separation. The spacing of aircraft in degree bearing at a locally selected radar azimuth and accordance with established minima without the use distance. The North Mark is used to ensure correct of radar; e.g., vertical, lateral, or longitudinal range/azimuth orientation during periods of separation. CENRAP. (See RADAR SEPARATION.) NORTH PACIFIC− An organized route system (See ICAO term NONRADAR SEPARATION.) between the Alaskan west coast and Japan. NONRADAR SEPARATION [ICAO]− The separa- NOTAM− tion used when aircraft position information is (See NOTICE TO AIRMEN.) derived from sources other than radar. NOTAM [ICAO]− A notice containing information NON−RESTRICTIVE ROUTING (NRR)− Portions concerning the establishment, condition or change in of a proposed route of flight where a user can flight any aeronautical facility, service, procedure or plan the most advantageous flight path with no hazard, the timely knowledge of which is essential to requirement to make reference to ground−based personnel concerned with flight operations. NAVAIDs. a. I Distribution− Distribution by means of NOPAC− telecommunication. (See NORTH PACIFIC.) b. II Distribution− Distribution by means other NORDO (No Radio)− Aircraft that cannot or do not than telecommunications. communicate by radio when radio communication is NOTICE TO AIRMEN− A notice containing required are referred to as “NORDO.” information (not known sufficiently in advance to (See LOST COMMUNICATIONS.) publicize by other means) concerning the

PCG N−3 Pilot/Controller Glossary 2/9/12

establishment, condition, or change in any compo- information considered essential to the safety of nent (facility, service, or procedure of, or hazard in flight as well as supplemental data to other the National Airspace System) the timely knowledge aeronautical publications. The contraction NTAP is of which is essential to personnel concerned with used in NOTAM text. flight operations. (See NOTICE TO AIRMEN.) a. NOTAM(D)− A NOTAM given (in addition to NRR− local dissemination) distant dissemination beyond (See NON−RESTRICTIVE ROUTING.) the area of responsibility of the Flight Service Station. These NOTAMs will be stored and available NRS− until canceled. (See NAVIGATION REFERENCE SYSTEM.) b. FDC NOTAM− A NOTAM regulatory in NTAP− nature, transmitted by USNOF and given system (See NOTICES TO AIRMEN PUBLICATION.) wide dissemination. NUMEROUS TARGETS VICINITY (LOCA- (See ICAO term NOTAM.) TION)− A traffic advisory issued by ATC to advise NOTICES TO AIRMEN PUBLICATION− A pilots that targets on the radar scope are too numerous publication issued every 28 days, designed primarily to issue individually. for the pilot, which contains current NOTAM (See TRAFFIC ADVISORIES.)

PCG N−4 2/9/12 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 three surface OFZ is a defined volume of airspace along the dimensional volume of airspace which protects for sides of the runway and inner-approach OFZ and the transition of aircraft to and from the runway. The applies only to precision instrument runways. The OFZ clearing standard precludes taxiing and parked inner-transitional surface OFZ slopes 3 (horizontal) airplanes and object penetrations, except for to 1 (vertical) out from the edges of the runway OFZ frangible NAVAID locations that are fixed by and inner-approach OFZ to a height of 150 feet above function. Additionally, vehicles, equipment, and the established airport elevation. personnel may be authorized by air traffic control to (Refer to AC 150/5300-13, Chapter 3.) enter the area using the provisions of FAAO JO (Refer to FAAO JO 7110.65, Para 3−1−5, 7110.65, Para 3−1−5, VEHICLES/EQUIPMENT/ VEHICLES/EQUIPMENT/PERSONNEL ON PERSONNEL ON RUNWAYS. The runway OFZ RUNWAYS.) and when applicable, the inner-approach OFZ, and OBSTRUCTION− Any object/obstacle exceeding the inner-transitional OFZ, comprise the OFZ. the obstruction standards specified by 14 CFR a. Runway OFZ. The runway OFZ is a defined Part 77, Subpart C. volume of airspace centered above the runway. The OBSTRUCTION LIGHT− A light or one of a group runway OFZ is the airspace above a surface whose of lights, usually red or white, frequently mounted on elevation at any point is the same as the elevation of a surface structure or natural terrain to warn pilots of the nearest point on the runway centerline. The the presence of an obstruction. runway OFZ extends 200 feet beyond each end of the 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 2/9/12

service in this airspace is delegated to various OM− countries, based generally upon geographic proximi- (See OUTER MARKER.) ty and the availability of the required resources. OMEGA− An RNAV system designed for long-range OCEANIC DISPLAY AND PLANNING SYS- navigation based upon ground-based electronic TEM− An automated digital display system which navigational aid signals. provides flight data processing, conflict probe, and ON COURSE− situation display for oceanic air traffic control. a. Used to indicate that an aircraft is established on OCEANIC NAVIGATIONAL ERROR REPORT− A the route centerline. report filed when an aircraft exiting oceanic airspace b. Used by ATC to advise a pilot making a radar has been observed by radar to be off course. ONER approach that his/her aircraft is lined up on the final reporting parameters and procedures are contained in approach course. FAAO 7110.82, Monitoring of Navigational Perfor- (See ON-COURSE INDICATION.) mance In Oceanic Areas. ON-COURSE INDICATION− An indication on an OCEANIC PUBLISHED ROUTE− A route estab- instrument, which provides the pilot a visual means lished in international airspace and charted or of determining that the aircraft is located on the described in flight information publications, such as centerline of a given navigational track, or an Route Charts, DOD Enroute Charts, Chart Supple- indication on a radar scope that an aircraft is on a ments, NOTAMs, and Track Messages. given track. OCEANIC TRANSITION ROUTE− An ATS route ONE-MINUTE WEATHER− The most recent one established for the purpose of transitioning aircraft minute updated weather broadcast received by a pilot to/from an organized track system. from an uncontrolled airport ASOS/AWSS/AWOS. ODAPS− ONER− (See OCEANIC DISPLAY AND PLANNING (See OCEANIC NAVIGATIONAL ERROR SYSTEM.) REPORT.) OPERATIONAL− ODP− (See DUE REGARD.) (See OBSTACLE DEPARTURE PROCEDURE.) OPERATIONS SPECIFICATIONS [ICAO]− The OFF COURSE− A term used to describe a situation authorizations, conditions and limitations associated where an aircraft has reported a position fix or is with the air operator certificate and subject to the observed on radar at a point not on the ATC-approved conditions in the operations manual. route of flight. OPPOSITE DIRECTION AIRCRAFT− Aircraft are OFF-ROUTE VECTOR− A vector by ATC which operating in opposite directions when: takes an aircraft off a previously assigned route. a. They are following the same track in reciprocal Altitudes assigned by ATC during such vectors directions; or provide required obstacle clearance. b. Their tracks are parallel and the aircraft are OFFSET PARALLEL RUNWAYS− Staggered flying in reciprocal directions; or runways having centerlines which are parallel. c. Their tracks intersect at an angle of more than OFFSHORE/CONTROL AIRSPACE AREA− That 135_. portion of airspace between the U.S. 12 NM limit and OPTION APPROACH− An approach requested and the oceanic CTA/FIR boundary within which air conducted by a pilot which will result in either a traffic control is exercised. These areas are touch-and-go, missed approach, low approach, established to provide air traffic control services. stop-and-go, or full stop landing. Offshore/Control Airspace Areas may be classified (See CLEARED FOR THE OPTION.) as either Class A airspace or Class E airspace. (Refer to AIM.) OFT− ORGANIZED TRACK SYSTEM− A series of ATS (See OUTER FIX TIME.) routes which are fixed and charted; i.e., CEP,

PCG O−2 2/9/12 Pilot/Controller Glossary

NOPAC, or flexible and described by NOTAM; i.e., OUTER FIX− An adapted fix along the converted NAT TRACK MESSAGE. route of flight, prior to the meter fix, for which crossing times are calculated and displayed in the OROCA− An off-route altitude which provides metering position list. obstruction clearance with a 1,000 foot buffer in OUTER FIX ARC− A semicircle, usually about a nonmountainous terrain areas and a 2,000 foot buffer 50−70 mile radius from a meter fix, usually in high in designated mountainous areas within the United altitude, which is used by CTAS/HOST to calculate States. This altitude may not provide signal coverage outer fix times and determine appropriate sector from ground-based navigational aids, air traffic meter list assignments for aircraft on an established control radar, or communications coverage. arrival route that will traverse the arc. OTR− OUTER FIX TIME− A calculated time to depart the (See OCEANIC TRANSITION ROUTE.) outer fix in order to cross the vertex at the ACLT. The time reflects descent speed adjustments and any OTS− applicable delay time that must be absorbed prior to (See ORGANIZED TRACK SYSTEM.) crossing the meter fix.

OUT− The conversation is ended and no response is OUTER MARKER− A marker beacon at or near the expected. glideslope intercept altitude of an ILS approach. It is keyed to transmit two dashes per second on a 400 Hz OUTER AREA (associated with Class C airspace)− tone, which is received aurally and visually by Nonregulatory airspace surrounding designated compatible airborne equipment. The OM is normally Class C airspace airports wherein ATC provides radar located four to seven miles from the runway threshold vectoring and sequencing on a full-time basis for all on the extended centerline of the runway. IFR and participating VFR aircraft. The service (See INSTRUMENT LANDING SYSTEM.) provided in the outer area is called Class C service (See MARKER BEACON.) which includes: IFR/IFR−standard IFR separation; (Refer to AIM.) IFR/VFR−traffic advisories and conflict resolution; OVER− My transmission is ended; I expect a and VFR/VFR−traffic advisories and, as appropriate, response. 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 cancelled 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 e. A break point at which the first 180 degree turn Approach Control Facility. Aircraft are normally is started. cleared from these fixes to the final approach fix or final approach course. f. The direction of turns. g. Altitude (at least 500 feet above the convention- OR al pattern).

PCG O−3 Pilot/Controller Glossary 2/9/12

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

PCG O−4 2/9/12 Pilot/Controller Glossary P

P TIME− PDC− (See PROPOSED DEPARTURE TIME.) (See PRE−DEPARTURE CLEARANCE.) P-ACP− PERFORMANCE−BASED NAVIGATION (PBN) (See PREARRANGED COORDINATION [ICAO]− Area navigation based on performance PROCEDURES.) requirements for aircraft operating along an ATS route, on an instrument approach procedure or in a PAN-PAN− The international radio-telephony urgen- designated airspace. cy signal. When repeated three times, indicates Note: Performance requirements are expressed in uncertainty or alert followed by the nature of the navigation specifications (RNAV specification, urgency. RNP specification) in terms of accuracy, integrity, (See MAYDAY.) continuity, availability, and functionality needed for (Refer to AIM.) the proposed operation in the context of a particular airspace concept. PAR− (See PRECISION APPROACH RADAR.) PERMANENT ECHO− Radar signals reflected from fixed objects on the earth’s surface; e.g., buildings, PAR [ICAO]− towers, terrain. Permanent echoes are distinguished (See ICAO Term PRECISION APPROACH from “ground clutter” by being definable locations RADAR.) rather than large areas. Under certain conditions they PARALLEL ILS APPROACHES− Approaches to may be used to check radar alignment. parallel runways by IFR aircraft which, when PHOTO RECONNAISSANCE− Military activity established inbound toward the airport on the that requires locating individual photo targets and adjacent final approach courses, are radar-separated navigating to the targets at a preplanned angle and by at least 2 miles. altitude. The activity normally requires a lateral route (See FINAL APPROACH COURSE.) width of 16 NM and altitude range of 1,500 feet to (See SIMULTANEOUS ILS APPROACHES.) 10,000 feet AGL. PARALLEL MLS APPROACHES− PILOT BRIEFING− A service provided by the FSS (See PARALLEL ILS APPROACHES.) to assist pilots in flight planning. Briefing items may include weather information, NOTAMS, military PARALLEL OFFSET ROUTE− A parallel track to activities, flow control information, and other items the left or right of the designated or established as requested. airway/route. Normally associated with Area Navi- (Refer to AIM.) gation (RNAV) operations. (See AREA NAVIGATION.) PILOT IN COMMAND− The pilot responsible for the operation and safety of an aircraft during flight PARALLEL RUNWAYS− Two or more runways at time. the same airport whose centerlines are parallel. In (Refer to 14 CFR Part 91.) addition to runway number, parallel runways are 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. (Refer to AIM.) PBCT− PILOT’S DISCRETION− When used in conjunc- (See PROPOSED BOUNDARY CROSSING tion with altitude assignments, means that ATC has TIME.) offered the pilot the option of starting climb or PBN descent whenever he/she wishes and conducting the (See ICAO Term PERFORMANCE−BASED climb or descent at any rate he/she wishes. He/she NAVIGATION.) may temporarily level off at any intermediate

PCG P−1 Pilot/Controller Glossary 2/9/12

altitude. However, once he/she has vacated an PREARRANGED COORDINATION− A standard- altitude, he/she may not return to that altitude. ized procedure which permits an air traffic controller to enter the airspace assigned to another air traffic PIREP− controller without verbal coordination. The proce- (See PILOT WEATHER REPORT.) dures are defined in a facility directive which ensures PITCH POINT− A fix/waypoint that serves as a standard separation between aircraft. transition point from a departure procedure or the low PREARRANGED COORDINATION PROCE- altitude ground−based navigation structure into the DURES− A facility’s standardized procedure that high altitude waypoint system. describes the process by which one controller shall PLANS DISPLAY− A display available in URET allow an aircraft to penetrate or transit another that provides detailed flight plan and predicted controller’s airspace in a manner that assures standard conflict information in textual format for requested separation without individual coordination for each Current Plans and all Trial Plans. aircraft. (See USER REQUEST EVALUATION TOOL.) PRECIPITATION− Any or all forms of water POFZ− particles (rain, sleet, hail, or snow) that fall from the (See PRECISION OBSTACLE FREE ZONE.) atmosphere and reach the surface. POINT OUT− PRECIPITATION RADAR WEATHER DE- (See RADAR POINT OUT.) SCRIPTIONS − Existing radar systems cannot detect POINT−TO−POINT (PTP)− A level of NRR service turbulence. However, there is a direct correlation for aircraft that is based on traditional waypoints in between the degree of turbulence and other weather their FMSs or RNAV equipage. features associated with thunderstorms and the weather radar precipitation intensity. Controllers will POLAR TRACK STRUCTURE− A system of issue (where capable) precipitation intensity as organized routes between Iceland and Alaska which observed by radar when using weather and radar overlie Canadian MNPS Airspace. processor (WARP) or NAS ground based digital POSITION REPORT− A report over a known radars with weather capabilities. When precipitation location as transmitted by an aircraft to ATC. intensity information is not available, the intensity (Refer to AIM.) will be described as UNKNOWN. When intensity levels can be determined, they shall be described as: POSITION SYMBOL− A computer-generated a. LIGHT (< 30 dBZ) indication shown on a radar display to indicate the mode of tracking. b. MODERATE (30 to 40 dBZ) c. HEAVY (> 40 to 50 dBZ) POSITIVE CONTROL− The separation of all air traffic within designated airspace by air traffic d. EXTREME (> 50 dBZ) control. (Refer to AC 00−45, Aviation Weather Services.) PRACTICE INSTRUMENT APPROACH− An PRECISION APPROACH− instrument approach procedure conducted by a VFR (See PRECISION APPROACH PROCEDURE.) or an IFR aircraft for the purpose of pilot training or PRECISION APPROACH PROCEDURE− A stan- proficiency demonstrations. dard instrument approach procedure in which an PRE−DEPARTURE CLEARANCE− An application electronic glideslope/glidepath is provided; e.g., ILS, with the Terminal Data Link System (TDLS) that MLS, and PAR. provides clearance information to subscribers, (See INSTRUMENT LANDING SYSTEM.) through a service provider, in text to the cockpit or (See MICROWAVE LANDING SYSTEM.) gate printer. (See PRECISION APPROACH RADAR.)

PCG P−2 2/9/12 Pilot/Controller Glossary

PRECISION APPROACH RADAR− Radar equip- PREDICTIVE WIND SHEAR ALERT SYSTEM ment in some ATC facilities operated by the FAA (PWS)− A self−contained system used onboard some and/or the military services at joint-use civil/military aircraft to alert the flight crew to the presence of a locations and separate military installations to detect potential wind shear. PWS systems typically monitor and display azimuth, elevation, and range of aircraft 3 miles ahead and 25 degrees left and right of the on the final approach course to a runway. This aircraft’s heading at or below 1200’ AGL. Departing equipment may be used to monitor certain nonradar flights may receive a wind shear alert after they start approaches, but is primarily used to conduct a the takeoff roll and may elect to abort the takeoff. precision instrument approach (PAR) wherein the Aircraft on approach receiving an alert may elect to controller issues guidance instructions to the pilot go around or perform a wind shear escape maneuver. based on the aircraft’s position in relation to the final PREFERENTIAL ROUTES− Preferential routes approach course (azimuth), the glidepath (elevation), (PDRs, PARs, and PDARs) are adapted in ARTCC and the distance (range) from the touchdown point on computers to accomplish inter/intrafacility controller the runway as displayed on the radar scope. coordination and to assure that flight data is posted at Note: The abbreviation “PAR” is also used to the proper control positions. Locations having a need denote preferential arrival routes in ARTCC for these specific inbound and outbound routes computers. normally publish such routes in local facility (See GLIDEPATH.) bulletins, and their use by pilots minimizes flight (See PAR.) plan route amendments. When the workload or traffic (See PREFERENTIAL ROUTES.) situation permits, controllers normally provide radar (See ICAO term PRECISION APPROACH vectors or assign requested routes to minimize RADAR.) circuitous routing. Preferential routes are usually (Refer to AIM.) confined to one ARTCC’s area and are referred to by the following names or acronyms: PRECISION APPROACH RADAR [ICAO]− Pri- a. mary radar equipment used to determine the position Preferential Departure Route (PDR). A specific of an aircraft during final approach, in terms of lateral departure route from an airport or terminal area to an and vertical deviations relative to a nominal approach en route point where there is no further need for flow path, and in range relative to touchdown. control. It may be included in an Instrument Departure Procedure (DP) or a Preferred IFR Route. Note: Precision approach radars are designed to enable pilots of aircraft to be given guidance by b. Preferential Arrival Route (PAR). A specific radio communication during the final stages of the arrival route from an appropriate en route point to an approach to land. airport or terminal area. It may be included in a Standard Terminal Arrival (STAR) or a Preferred IFR PRECISION OBSTACLE FREE ZONE (POFZ)− Route. The abbreviation “PAR” is used primarily An 800 foot wide by 200 foot long area centered on within the ARTCC and should not be confused with the runway centerline adjacent to the threshold the abbreviation for Precision Approach Radar. designed to protect aircraft flying precision c. Preferential Departure and Arrival Route approaches from ground vehicles and other aircraft (PDAR). A route between two terminals which are when ceiling is less than 250 feet or visibility is less within or immediately adjacent to one ARTCC’s area. than 3/4 statute mile (or runway visual range below PDARs are not synonymous with Preferred IFR 4,000 feet.) Routes but may be listed as such as they do PRECISION RUNWAY MONITOR (PRM)− Pro- accomplish essentially the same purpose. vides air traffic controllers with high precision (See PREFERRED IFR ROUTES.) secondary surveillance data for aircraft on final PREFERRED IFR ROUTES− Routes established approach to parallel runways that have extended between busier airports to increase system efficiency centerlines separated by less than 4,300 feet. High and capacity. They normally extend through one or resolution color monitoring displays (FMA) are more ARTCC areas and are designed to achieve required to present surveillance track data to balanced traffic flows among high density terminals. controllers along with detailed maps depicting IFR clearances are issued on the basis of these routes approaches and no transgression zone. except when severe weather avoidance procedures or

PCG P−3 Pilot/Controller Glossary 2/9/12

other factors dictate otherwise. Preferred IFR Routes descending, according to the circumstances of are listed in the Airport/Facility Directory. If a flight each individual approach procedure. is planned to or from an area having such routes but the departure or arrival point is not listed in the PROCEDURE TURN INBOUND− That point of a Airport/Facility Directory, pilots may use that part of procedure turn maneuver where course reversal has a Preferred IFR Route which is appropriate for the been completed and an aircraft is established inbound departure or arrival point that is listed. Preferred IFR on the intermediate approach segment or final Routes are correlated with DPs and STARs and may approach course. A report of “procedure turn be defined by airways, jet routes, direct routes inbound” is normally used by ATC as a position between NAVAIDs, Waypoints, NAVAID radials/ report for separation purposes. DME, or any combinations thereof. (See FINAL APPROACH COURSE.) (See CENTER’S AREA.) (See PROCEDURE TURN.) (See INSTRUMENT DEPARTURE (See SEGMENTS OF AN INSTRUMENT PROCEDURE.) APPROACH PROCEDURE.) (See PREFERENTIAL ROUTES.) PROFILE DESCENT− An uninterrupted descent (See STANDARD TERMINAL ARRIVAL.) (except where level flight is required for speed (Refer to AIRPORT/FACILITY DIRECTORY.) adjustment; e.g., 250 knots at 10,000 feet MSL) from (Refer to NOTICES TO AIRMEN PUBLICATION.) cruising altitude/level to interception of a glideslope PRE-FLIGHT PILOT BRIEFING− or to a minimum altitude specified for the initial or (See PILOT BRIEFING.) intermediate approach segment of a nonprecision instrument approach. The profile descent normally PREVAILING VISIBILITY− terminates at the approach gate or where the (See VISIBILITY.) glideslope or other appropriate minimum altitude is PRIMARY RADAR TARGET− An analog or digital intercepted. target, exclusive of a secondary radar target, PROGRESS REPORT− presented on a radar display. (See POSITION REPORT.) PRM− PROGRESSIVE TAXI− Precise taxi instructions (See ILS PRM APPROACH and PRECISION given to a pilot unfamiliar with the airport or issued RUNWAY MONITOR.) in stages as the aircraft proceeds along the taxi route. PROCEDURE TURN− The maneuver prescribed when it is necessary to reverse direction to establish PROHIBITED AREA− an aircraft on the intermediate approach segment or (See SPECIAL USE AIRSPACE.) final approach course. The outbound course, (See ICAO term PROHIBITED AREA.) direction of turn, distance within which the turn must PROHIBITED AREA [ICAO]− An airspace of be completed, and minimum altitude are specified in defined dimensions, above the land areas or territorial the procedure. However, unless otherwise restricted, waters of a State, within which the flight of aircraft the point at which the turn may be commenced and is prohibited. the type and rate of turn are left to the discretion of the pilot. PROMINENT OBSTACLE– An obstacle that meets (See ICAO term PROCEDURE TURN.) one or more of the following conditions: PROCEDURE TURN [ICAO]− A maneuver in a. An obstacle which stands out beyond the which a turn is made away from a designated track adjacent surface of surrounding terrain and immedi- followed by a turn in the opposite direction to permit ately projects a noticeable hazard to aircraft in flight. the aircraft to intercept and proceed along the b. An obstacle, not characterized as low and close reciprocal of the designated track. in, whose height is no less than 300 feet above the Note 1: Procedure turns are designated “left” or departure end of takeoff runway (DER) elevation, is “right” according to the direction of the initial turn. within 10NM from the DER, and that penetrates that Note 2:Procedure turns may be designated as airport/heliport’s diverse departure obstacle clear- being made either in level flight or while ance surface (OCS).

PCG P−4 2/9/12 Pilot/Controller Glossary

c. An obstacle beyond 10NM from an airport/heli- PTP− port that requires an obstacle departure procedure (See POINT−TO−POINT.) (ODP) to ensure obstacle avoidance. (See OBSTACLE.) PTS− (See OBSTRUCTION.) (See POLAR TRACK STRUCTURE.) PROPOSED BOUNDARY CROSSING TIME− PUBLISHED INSTRUMENT APPROACH Each center has a PBCT parameter for each internal PROCEDURE VISUAL SEGMENT− A segment on airport. Proposed internal flight plans are transmitted an IAP chart annotated as “Fly Visual to Airport” or to the adjacent center if the flight time along the “Fly Visual.” A dashed arrow will indicate the visual proposed route from the departure airport to the flight path on the profile and plan view with an center boundary is less than or equal to the value of associated note on the approximate heading and PBCT or if airport adaptation specifies transmission distance. The visual segment should be flown as a regardless of PBCT. dead reckoning course while maintaining visual conditions. PROPOSED DEPARTURE TIME− The time that the aircraft expects to become airborne. PUBLISHED ROUTE− A route for which an IFR PROTECTED AIRSPACE− The airspace on either altitude has been established and published; e.g., side of an oceanic route/track that is equal to one-half Federal Airways, Jet Routes, Area Navigation the lateral separation minimum except where Routes, Specified Direct Routes. reduction of protected airspace has been authorized. PWS− PT− (See PREDICTIVE WIND SHEAR ALERT (See PROCEDURE TURN.) SYSTEM.)

PCG P−5

2/9/12 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. QNE− The barometric pressure used for the standard altimeter setting (29.92 inches Hg.). QUEUING− (See STAGING/QUEUING.) QNH− The barometric pressure as reported by a particular station. QUICK LOOK− A feature of the EAS and ARTS 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

2/9/12 Pilot/Controller Glossary R

RAA− RADAR APPROACH− An instrument approach (See REMOTE AIRPORT ADVISORY.) procedure which utilizes Precision Approach Radar (PAR) or Airport Surveillance Radar (ASR). RADAR− A device which, by measuring the time (See AIRPORT SURVEILLANCE RADAR.) interval between transmission and reception of radio (See INSTRUMENT APPROACH pulses and correlating the angular orientation of the PROCEDURE.) radiated antenna beam or beams in azimuth and/or (See PRECISION APPROACH RADAR.) elevation, provides information on range, azimuth, (See SURVEILLANCE APPROACH.) and/or elevation of objects in the path of the (See ICAO term RADAR APPROACH.) transmitted pulses. (Refer to AIM.) a. Primary Radar− A radar system in which a RADAR APPROACH [ICAO]− An approach, minute portion of a radio pulse transmitted from a site executed by an aircraft, under the direction of a radar is reflected by an object and then received back at that controller. site for processing and display at an air traffic control facility. RADAR APPROACH CONTROL FACILITY− A terminal ATC facility that uses radar and nonradar b. Secondary Radar/Radar Beacon (ATCRBS)− A capabilities to provide approach control services to radar system in which the object to be detected is aircraft arriving, departing, or transiting airspace fitted with cooperative equipment in the form of a controlled by the facility. radio receiver/transmitter (transponder). Radar (See APPROACH CONTROL SERVICE.) pulses transmitted from the searching transmitter/receiver (interrogator) site are received in the a. Provides radar ATC services to aircraft cooperative equipment and used to trigger a operating in the vicinity of one or more civil and/or distinctive transmission from the transponder. This military airports in a terminal area. The facility may reply transmission, rather than a reflected signal, is provide services of a ground controlled approach then received back at the transmitter/receiver site for (GCA); i.e., ASR and PAR approaches. A radar processing and display at an air traffic control facility. approach control facility may be operated by FAA, USAF, US Army, USN, USMC, or jointly by FAA (See INTERROGATOR.) and a military service. Specific facility nomencla- (See TRANSPONDER.) tures are used for administrative purposes only and (See ICAO term RADAR.) are related to the physical location of the facility and (Refer to AIM.) the operating service generally as follows: RADAR [ICAO]− A radio detection device which 1. Army Radar Approach Control (ARAC) provides information on range, azimuth and/or (Army). elevation of objects. 2. Radar Air Traffic Control Facility (RATCF) a. Primary Radar− Radar system which uses (Navy/FAA). reflected radio signals. 3. Radar Approach Control (RAPCON) (Air b. Secondary Radar− Radar system wherein a Force/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. Air Traffic Control Tower (ATCT) (FAA). (Only those towers delegated approach control RADAR ADVISORY− The provision of advice and authority.) information based on radar observations. (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 2/9/12

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

PCG R−2 2/9/12 Pilot/Controller Glossary

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

PCG R−3 Pilot/Controller Glossary 2/9/12

RANDOM ROUTE− Any route not established or REMOTE AIRPORT ADVISORY (RAA)− A charted/published or not otherwise available to all remote service which may be provided by facilities, users. which are not located on the landing airport, but have a discrete ground−to−air communication frequency RC− or tower frequency when the tower is closed, (See ROAD RECONNAISSANCE.) automated weather reporting with voice available to RCAG− the pilot at the landing airport, and a continuous (See REMOTE COMMUNICATIONS ASOS/AWSS/AWOS data display, other direct AIR/GROUND FACILITY.) reading instruments, or manual observation is available to the FSS specialist. RCC− (See RESCUE COORDINATION CENTER.) REMOTE AIRPORT INFORMATION SERVICE RCO− (RAIS)− A temporary service provided by facilities, (See REMOTE COMMUNICATIONS OUTLET.) which are not located on the landing airport, but have communication capability and automated weather RCR− reporting available to the pilot at the landing airport. (See RUNWAY CONDITION READING.) REMOTE COMMUNICATIONS AIR/GROUND READ BACK− Repeat my message back to me. FACILITY− An unmanned VHF/UHF transmitter/ RECEIVER AUTONOMOUS INTEGRITY MON- receiver facility which is used to expand ARTCC ITORING (RAIM)− A technique whereby a civil air/ground communications coverage and to facilitate GNSS receiver/processor determines the integrity of direct contact between pilots and controllers. RCAG the GNSS navigation signals without reference to facilities are sometimes not equipped with emergen- sensors or non-DoD integrity systems other than the cy frequencies 121.5 MHz and 243.0 MHz. receiver itself. This determination is achieved by a (Refer to AIM.) consistency check among redundant pseudorange measurements. REMOTE COMMUNICATIONS OUTLET− An unmanned communications facility remotely con- RECEIVING CONTROLLER− A controller/facility trolled by air traffic personnel. RCOs serve FSSs. receiving control of an aircraft from another RTRs serve terminal ATC facilities. An RCO or RTR controller/facility. may be UHF or VHF and will extend the RECEIVING FACILITY− communication range of the air traffic facility. There (See RECEIVING CONTROLLER.) are several classes of RCOs and RTRs. The class is determined by the number of transmitters or RECONFORMANCE− The automated process of receivers. Classes A through G are used primarily for bringing an aircraft’s Current Plan Trajectory into air/ground purposes. RCO and RTR class O conformance with its track. facilities are nonprotected outlets subject to REDUCE SPEED TO (SPEED)− undetected and prolonged outages. RCO (O’s) and (See SPEED ADJUSTMENT.) RTR (O’s) were established for the express purpose of providing ground-to-ground communications REIL− between air traffic control specialists and pilots (See RUNWAY END IDENTIFIER LIGHTS.) located at a satellite airport for delivering en route clearances, issuing departure authorizations, and RELEASE TIME− A departure time restriction acknowledging instrument flight rules cancellations issued to a pilot by ATC (either directly or through an or departure/landing times. As a secondary function, authorized relay) when necessary to separate a they may be used for advisory purposes whenever the departing aircraft from other traffic. aircraft is below the coverage of the primary (See ICAO term RELEASE TIME.) air/ground frequency. RELEASE TIME [ICAO]− Time prior to which an aircraft should be given further clearance or prior to REMOTE TRANSMITTER/RECEIVER− which it should not proceed in case of radio failure. (See REMOTE COMMUNICATIONS OUTLET.)

PCG R−4 2/9/12 Pilot/Controller Glossary

REPORT− Used to instruct pilots to advise ATC of f. Vertical Navigation (VNAV). A function of area specified information; e.g., “Report passing Hamil- navigation (RNAV) equipment which calculates, ton VOR.” displays, and provides vertical guidance to a profile or path. REPORTING POINT− A geographical location in relation to which the position of an aircraft is RESCUE COORDINATION CENTER− A search reported. and rescue (SAR) facility equipped and manned to (See COMPULSORY REPORTING POINTS.) coordinate and control SAR operations in an area (See ICAO term REPORTING POINT.) designated by the SAR plan. The U.S. Coast Guard and the U.S. Air Force have responsibility for the (Refer to AIM.) operation of RCCs. REPORTING POINT [ICAO]− A specified geo- (See ICAO term RESCUE CO-ORDINATION graphical location in relation to which the position of CENTRE.) an aircraft can be reported. RESCUE CO-ORDINATION CENTRE [ICAO]− A REQUEST FULL ROUTE CLEARANCE− Used unit responsible for promoting efficient organization by pilots to request that the entire route of flight be of search and rescue service and for coordinating the read verbatim in an ATC clearance. Such request conduct of search and rescue operations within a should be made to preclude receiving an ATC search and rescue region. clearance based on the original filed flight plan when RESOLUTION ADVISORY−A display indication a filed IFR flight plan has been revised by the pilot, given to the pilot by the traffic alert and collision company, or operations prior to departure. avoidance systems (TCAS II) recommending a REQUIRED NAVIGATION PERFORMANCE maneuver to increase vertical separation relative to an (RNP)– A statement of the navigational performance intruding aircraft. Positive, negative, and vertical necessary for operation within a defined airspace. speed limit (VSL) advisories constitute the resolution The following terms are commonly associated with advisories. A resolution advisory is also classified as RNP: corrective or preventive a. Required Navigation Performance Level or RESTRICTED AREA− Type (RNP-X). A value, in nautical miles (NM), from (See SPECIAL USE AIRSPACE.) the intended horizontal position within which an (See ICAO term RESTRICTED AREA.) aircraft would be at least 95-percent of the total flying time. RESTRICTED AREA [ICAO]− An airspace of b. Required Navigation Performance (RNP) defined dimensions, above the land areas or territorial Airspace. A generic term designating airspace, route waters of a State, within which the flight of aircraft (s), leg (s), operation (s), or procedure (s) where is restricted in accordance with certain specified minimum required navigational performance (RNP) conditions. have been established. RESUME NORMAL SPEED− Used by ATC to c. Actual Navigation Performance (ANP). A advise a pilot that previously issued speed control measure of the current estimated navigational restrictions are deleted. An instruction to “resume performance. Also referred to as Estimated Position normal speed” does not delete speed restrictions that Error (EPE). are applicable to published procedures of upcoming d. Estimated Position Error (EPE). A measure of segments of flight, unless specifically stated by ATC. the current estimated navigational performance. Also This does not relieve the pilot of those speed referred to as Actual Navigation Performance (ANP). restrictions which are applicable to 14 CFR Section 91.117. e. Lateral Navigation (LNAV). A function of area navigation (RNAV) equipment which calculates, RESUME OWN NAVIGATION− Used by ATC to displays, and provides lateral guidance to a profile or advise a pilot to resume his/her own navigational path. responsibility. It is issued after completion of a radar

PCG R−5 Pilot/Controller Glossary 2/9/12

vector or when radar contact is lost while the aircraft navigational fixes, two NAVAIDs, or a fix and a is being radar vectored. NAVAID. (See RADAR CONTACT LOST.) (See FIX.) (See RADAR SERVICE TERMINATED.) (See ROUTE.) (See ICAO term ROUTE SEGMENT.) RMI− ROUTE SEGMENT [ICAO]− A portion of a route to (See RADIO MAGNETIC INDICATOR.) be flown, as defined by two consecutive significant points specified in a flight plan. RNAV− RSA− (See AREA NAVIGATION (RNAV).) (See RUNWAY SAFETY AREA.) RNAV APPROACH− An instrument approach RTR− procedure which relies on aircraft area navigation (See REMOTE TRANSMITTER/RECEIVER.) equipment for navigational guidance. RUNWAY− A defined rectangular area on a land (See AREA NAVIGATION (RNAV).) airport prepared for the landing and takeoff run of (See INSTRUMENT APPROACH aircraft along its length. Runways are normally PROCEDURE.) numbered in relation to their magnetic direction rounded off to the nearest 10 degrees; e.g., Runway ROAD RECONNAISSANCE− Military activity 1, Runway 25. requiring navigation along roads, railroads, and (See PARALLEL RUNWAYS.) rivers. Reconnaissance route/route segments are (See ICAO term RUNWAY.) seldom along a straight line and normally require a lateral route width of 10 NM to 30 NM and an altitude RUNWAY [ICAO]− A defined rectangular area on a range of 500 feet to 10,000 feet AGL. land aerodrome prepared for the landing and take-off of aircraft. ROGER− I have received all of your last RUNWAY CENTERLINE LIGHTING− transmission. It should not be used to answer a (See AIRPORT LIGHTING.) question requiring a yes or a no answer. RUNWAY CONDITION READING− Numerical (See AFFIRMATIVE.) decelerometer readings relayed by air traffic (See NEGATIVE.) controllers at USAF and certain civil bases for use by the pilot in determining runway braking action. ROLLOUT RVR− These readings are routinely relayed only to USAF (See VISIBILITY.) and Air National Guard Aircraft. (See BRAKING ACTION.) ROUTE− A defined path, consisting of one or more courses in a horizontal plane, which aircraft traverse RUNWAY END IDENTIFIER LIGHTS− over the surface of the earth. (See AIRPORT LIGHTING.) (See AIRWAY.) RUNWAY GRADIENT− The average slope, mea- (See JET ROUTE.) sured in percent, between two ends or points on a (See PUBLISHED ROUTE.) runway. Runway gradient is depicted on Government (See UNPUBLISHED ROUTE.) aerodrome sketches when total runway gradient exceeds 0.3%. ROUTE ACTION NOTIFICATION− URET notifi- RUNWAY HEADING− The magnetic direction that cation that a PAR/PDR/PDAR has been applied to the corresponds with the runway centerline extended, not flight plan. the painted runway number. When cleared to “fly or (See ATC PREFERRED ROUTE maintain runway heading,” pilots are expected to fly NOTIFICATION.) or maintain the heading that corresponds with the (See USER REQUEST EVALUATION TOOL.) extended centerline of the departure runway. Drift correction shall not be applied; e.g., Runway 4, actual ROUTE SEGMENT− As used in Air Traffic Control, magnetic heading of the runway centerline 044, fly a part of a route that can be defined by two 044.

PCG R−6 2/9/12 Pilot/Controller Glossary

RUNWAY IN USE/ACTIVE RUNWAY/DUTY c. Capable, under dry conditions, of supporting RUNWAY− Any runway or runways currently being snow removal equipment, aircraft rescue and used for takeoff or landing. When multiple runways firefighting equipment, and the occasional passage of are used, they are all considered active runways. In aircraft without causing structural damage to the the metering sense, a selectable adapted item which aircraft; and, specifies the landing runway configuration or d. Free of objects, except for objects that need to direction of traffic flow. The adapted optimum flight be located in the runway safety area because of their plan from each transition fix to the vertex is function. These objects shall be constructed on low determined by the runway configuration for arrival impact resistant supports (frangible mounted struc- metering processing purposes. tures) to the lowest practical height with the frangible RUNWAY LIGHTS− point no higher than 3 inches above grade. (See AIRPORT LIGHTING.) (Refer to AC 150/5300-13, Airport Design, Chapter 3.) RUNWAY MARKINGS− RUNWAY TRANSITION− (See AIRPORT MARKING AIDS.) a. Conventional STARs/SIDs. The portion of a RUNWAY OVERRUN− In military aviation exclu- STAR/SID that serves a particular runway or sively, a stabilized or paved area beyond the end of a runways at an airport. runway, of the same width as the runway plus b. RNAV STARs/SIDs. Defines a path(s) from shoulders, centered on the extended runway the common route to the final point(s) on a STAR. For centerline. a SID, the common route that serves a particular RUNWAY PROFILE DESCENT− An instrument runway or runways at an airport. flight rules (IFR) air traffic control arrival procedure RUNWAY USE PROGRAM− A noise abatement to a runway published for pilot use in graphic and/or runway selection plan designed to enhance noise textual form and may be associated with a STAR. abatement efforts with regard to airport communities Runway Profile Descents provide routing and may for arriving and departing aircraft. These plans are depict crossing altitudes, speed restrictions, and developed into runway use programs and apply to all headings to be flown from the en route structure to the turbojet aircraft 12,500 pounds or heavier; turbojet point where the pilot will receive clearance for and aircraft less than 12,500 pounds are included only if execute an instrument approach procedure. A the airport proprietor determines that the aircraft Runway Profile Descent may apply to more than one creates a noise problem. Runway use programs are runway if so stated on the chart. coordinated with FAA offices, and safety criteria (Refer to AIM.) used in these programs are developed by the Office of RUNWAY SAFETY AREA− A defined surface Flight Operations. Runway use programs are surrounding the runway prepared, or suitable, for administered by the Air Traffic Service as “Formal” reducing the risk of damage to airplanes in the event or “Informal” programs. of an undershoot, overshoot, or excursion from the a. Formal Runway Use Program− An approved runway. The dimensions of the RSA vary and can be noise abatement program which is defined and determined by using the criteria contained within acknowledged in a Letter of Understanding between AC 150/5300-13, Airport Design, Chapter 3. Flight Operations, Air Traffic Service, the airport Figure 3−1 in AC 150/5300-13 depicts the RSA. The proprietor, and the users. Once established, participa- design standards dictate that the RSA shall be: tion in the program is mandatory for aircraft operators a. Cleared, graded, and have no potentially and pilots as provided for in 14 CFR Section 91.129. hazardous ruts, humps, depressions, or other surface b. Informal Runway Use Program− An approved variations; noise abatement program which does not require a b. Drained by grading or storm sewers to prevent Letter of Understanding, and participation in the water accumulation; program is voluntary for aircraft operators/pilots.

PCG R−7 Pilot/Controller Glossary 2/9/12

RUNWAY VISIBILITY VALUE− (See VISIBILITY.) RUNWAY VISUAL RANGE− (See VISIBILITY.)

PCG R−8 2/9/12 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 ASDE−3X, that SAIL BACK− A maneuver during high wind predicts the path of aircraft landing and/or departing, conditions (usually with power off) where float plane and/or vehicular movements on runways. Visual and movement is controlled by water rudders/opening aural alarms are activated when the safety logic and closing cabin doors. projects a potential collision. The Airport Movement SAME DIRECTION AIRCRAFT− Aircraft are Area Safety System (AMASS) is a safety logic operating in the same direction when: system enhancement to the ASDE−3. The Safety a. They are following the same track in the same Logic System for ASDE−X and ASDE−3X is an direction; or integral part of the software program. b. Their tracks are parallel and the aircraft are SAFETY LOGIC SYSTEM ALERTS− flying in the same direction; or a. ALERT− An actual situation involving two real c. Their tracks intersect at an angle of less than 45 safety logic tracks (aircraft/aircraft, aircraft/vehicle, degrees.

PCG S−1 Pilot/Controller Glossary 2/9/12

SAR− employed during an SAR Mission; e.g., a Civil Air (See SEARCH AND RESCUE.) Patrol Wing, or a Coast Guard Station. (See SEARCH AND RESCUE.) SAY AGAIN− Used to request a repeat of the last transmission. Usually specifies transmission or SECNOT− portion thereof not understood or received; e.g., “Say (See SECURITY NOTICE.) again all after ABRAM VOR.” SECONDARY RADAR TARGET− A target derived SAY ALTITUDE− Used by ATC to ascertain an from a transponder return presented on a radar aircraft’s specific altitude/flight level. When the display. aircraft is climbing or descending, the pilot should SECTIONAL AERONAUTICAL CHARTS− state the indicated altitude rounded to the nearest 100 (See AERONAUTICAL CHART.) feet. SECTOR LIST DROP INTERVAL− A parameter SAY HEADING− Used by ATC to request an aircraft number of minutes after the meter fix time when heading. The pilot should state the actual heading of arrival aircraft will be deleted from the arrival sector the aircraft. list. SCHEDULED TIME OF ARRIVAL (STA)− A STA SECURITY NOTICE (SECNOT) − A SECNOT is a is the desired time that an aircraft should cross a request originated by the Air Traffic Security certain point (landing or metering fix). It takes other Coordinator (ATSC) for an extensive communica- traffic and airspace configuration into account. A tions search for aircraft involved, or suspected of STA time shows the results of the TMA scheduler being involved, in a security violation. that has calculated an arrival time according to A SECNOT will include the aircraft identification, parameters such as optimized spacing, aircraft search area, and expiration time. The search area, as performance, and weather. defined by the ATSC, could be a single airport, SDF− multiple airports, a radius of an airport or fix, or a (See SIMPLIFIED DIRECTIONAL FACILITY.) route of flight. Once the expiration time has been reached, the SECNOT is considered to be cancelled. SEA LANE− A designated portion of water outlined 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 SEE AND AVOID− When weather conditions local agencies. The U.S. Coast Guard is responsible permit, pilots operating IFR or VFR are required to for coordination of search and rescue for the Maritime observe and maneuver to avoid other aircraft. Region, and the U.S. Air Force is responsible for Right-of-way rules are contained in 14 CFR Part 91. search and rescue for the Inland Region. Information 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 directly to the Rescue Coordination Center by information at airports without operating control telephone. towers. (See FLIGHT SERVICE STATION.) (Refer to AIM.) (See RESCUE COORDINATION CENTER.) SEGMENTS OF AN INSTRUMENT APPROACH (Refer to AIM.) PROCEDURE− An instrument approach procedure SEARCH AND RESCUE FACILITY− A facility may have as many as four separate segments responsible for maintaining and operating a search depending on how the approach procedure is and rescue (SAR) service to render aid to persons and structured. property in distress. It is any SAR unit, station, NET, a. Initial Approach− The segment between the or other operational activity which can be usefully initial approach fix and the intermediate fix or the

PCG S−2 2/9/12 Pilot/Controller Glossary point where the aircraft is established on the SEVERE WEATHER FORECAST ALERTS− intermediate course or final approach course. Preliminary messages issued in order to alert users (See ICAO term INITIAL APPROACH that a Severe Weather Watch Bulletin (WW) is being SEGMENT.) issued. These messages define areas of possible severe thunderstorms or tornado activity. The b. Intermediate Approach− The segment between messages are unscheduled and issued as required by the intermediate fix or point and the final approach the Storm Prediction Center (SPC) at Norman, fix. Oklahoma. (See ICAO term INTERMEDIATE APPROACH (See AIRMET.) SEGMENT.) (See CONVECTIVE SIGMET.) c. Final Approach− The segment between the final (See CWA.) approach fix or point and the runway, airport, or (See SIGMET.) missed approach point. (See ICAO term FINAL APPROACH SEGMENT.) SFA− (See SINGLE FREQUENCY APPROACH.) d. Missed Approach− The segment between the missed approach point or the point of arrival at SFO− decision height and the missed approach fix at the (See SIMULATED FLAMEOUT.) prescribed altitude. SHF− (Refer to 14 CFR Part 97.) (See SUPER HIGH FREQUENCY.) (See ICAO term MISSED APPROACH PROCEDURE.) SHORT RANGE CLEARANCE− A clearance issued to a departing IFR flight which authorizes IFR SEPARATION− In air traffic control, the spacing of flight to a specific fix short of the destination while aircraft to achieve their safe and orderly movement in air traffic control facilities are coordinating and flight and while landing and taking off. obtaining the complete clearance. (See SEPARATION MINIMA.) SHORT TAKEOFF AND LANDING AIRCRAFT− (See ICAO term SEPARATION.) An aircraft which, at some weight within its approved operating weight, is capable of operating from a SEPARATION [ICAO]− Spacing between aircraft, runway in compliance with the applicable STOL levels or tracks. characteristics, airworthiness, operations, noise, and pollution standards. SEPARATION MINIMA− The minimum longitudinal, lateral, or vertical distances by which aircraft are (See VERTICAL TAKEOFF AND LANDING AIRCRAFT.) spaced through the application of air traffic control procedures. SIAP− (See SEPARATION.) (See STANDARD INSTRUMENT APPROACH PROCEDURE.) SERVICE− A generic term that designates functions or assistance available from or rendered by air traffic SID− control. For example, Class C service would denote (See STANDARD INSTRUMENT DEPARTURE.) the ATC services provided within a Class C airspace SIDESTEP MANEUVER− A visual maneuver area. accomplished by a pilot at the completion of an instrument approach to permit a straight-in landing SEVERE WEATHER AVOIDANCE PLAN− An on a parallel runway not more than 1,200 feet to either approved plan to minimize the affect of severe side of the runway to which the instrument approach weather on traffic flows in impacted terminal and/or was conducted. ARTCC areas. SWAP is normally implemented to (Refer to AIM.) provide the least disruption to the ATC system when flight through portions of airspace is difficult or SIGMET− A weather advisory issued concerning impossible due to severe weather. weather significant to the safety of all aircraft.

PCG S−3 Pilot/Controller Glossary 2/9/12

SIGMET advisories cover severe and extreme SIMULTANEOUS MLS APPROACHES− turbulence, severe icing, and widespread dust or (See SIMULTANEOUS ILS APPROACHES.) sandstorms that reduce visibility to less than 3 miles. SINGLE DIRECTION ROUTES− Preferred IFR (See AIRMET.) Routes which are sometimes depicted on high (See AWW.) altitude en route charts and which are normally flown (See CONVECTIVE SIGMET.) in one direction only. (See CWA.) (See PREFERRED IFR ROUTES.) (See ICAO term SIGMET INFORMATION.) (Refer to AIRPORT/FACILITY DIRECTORY.) (Refer to AIM.) SINGLE FREQUENCY APPROACH− A service SIGMET INFORMATION [ICAO]− Information provided under a letter of agreement to military issued by a meteorological watch office concerning single-piloted turbojet aircraft which permits use of the occurrence or expected occurrence of specified a single UHF frequency during approach for landing. en-route weather phenomena which may affect the Pilots will not normally be required to change safety of aircraft operations. frequency from the beginning of the approach to SIGNIFICANT METEOROLOGICAL INFOR- touchdown except that pilots conducting an en route MATION− descent are required to change frequency when (See SIGMET.) control is transferred from the air route traffic control center to the terminal facility. The abbreviation SIGNIFICANT POINT− A point, whether a named “SFA” in the DOD FLIP IFR Supplement under intersection, a NAVAID, a fix derived from a “Communications” indicates this service is available NAVAID(s), or geographical coordinate expressed in at an aerodrome. degrees of latitude and longitude, which is established for the purpose of providing separation, SINGLE-PILOTED AIRCRAFT− A military turbo- as a reporting point, or to delineate a route of flight. jet aircraft possessing one set of flight controls, tandem cockpits, or two sets of flight controls but SIMPLIFIED DIRECTIONAL FACILITY− A operated by one pilot is considered single-piloted by NAVAID used for nonprecision instrument ap- ATC when determining the appropriate air traffic proaches. The final approach course is similar to that service to be applied. of an ILS localizer except that the SDF course may be (See SINGLE FREQUENCY APPROACH.) offset from the runway, generally not more than 3 degrees, and the course may be wider than the SKYSPOTTER− A pilot who has received special- localizer, resulting in a lower degree of accuracy. ized training in observing and reporting inflight (Refer to AIM.) weather phenomena. SIMULATED FLAMEOUT− A practice approach SLASH− A radar beacon reply displayed as an by a jet aircraft (normally military) at idle thrust to a elongated target. runway. The approach may start at a runway (high SLDI− key) and may continue on a relatively high and wide (See SECTOR LIST DROP INTERVAL.) downwind leg with a continuous turn to final. It terminates in landing or low approach. The purpose SLOT TIME− of this approach is to simulate a flameout. (See METER FIX TIME/SLOT TIME.) (See FLAMEOUT.) SLOW TAXI− To taxi a float plane at low power or SIMULTANEOUS ILS APPROACHES− An ap- low RPM. proach system permitting simultaneous ILS/MLS SN− approaches to airports having parallel runways (See SYSTEM STRATEGIC NAVIGATION.) separated by at least 4,300 feet between centerlines. Integral parts of a total system are ILS/MLS, radar, SPEAK SLOWER− Used in verbal communications communications, ATC procedures, and appropriate as a request to reduce speech rate. airborne equipment. SPECIAL ACTIVITY AIRSPACE (SAA)− Any (See PARALLEL RUNWAYS.) airspace with defined dimensions within the National (Refer to AIM.) Airspace System wherein limitations may be

PCG S−4 2/9/12 Pilot/Controller Glossary

imposed upon aircraft operations. This airspace may an aircraft without the permission of the using be restricted areas, prohibited areas, military agency. operations areas, air ATC assigned airspace, and any (Refer to AIM.) other designated airspace areas. The dimensions of (Refer to En Route Charts.) this airspace are programmed into URET and can be e. Restricted Area− Airspace designated under designated as either active or inactive by screen entry. 14 CFR Part 73, within which the flight of aircraft, Aircraft trajectories are constantly tested against the while not wholly prohibited, is subject to restriction. dimensions of active areas and alerts issued to the Most restricted areas are designated joint use and applicable sectors when violations are predicted. IFR/VFR operations in the area may be authorized by (See USER REQUEST EVALUATION TOOL.) the controlling ATC facility when it is not being utilized by the using agency. Restricted areas are SPECIAL EMERGENCY− A condition of air piracy depicted on en route charts. Where joint use is or other hostile act by a person(s) aboard an aircraft authorized, the name of the ATC controlling facility which threatens the safety of the aircraft or its is also shown. passengers. (Refer to 14 CFR Part 73.) (Refer to AIM.) SPECIAL INSTRUMENT APPROACH PROCE- f. DURE− Warning Area− A warning area is airspace of defined dimensions extending from 3 nautical miles (See INSTRUMENT APPROACH PROCEDURE.) outward from the coast of the United States, that contains activity that may be hazardous to SPECIAL USE AIRSPACE− Airspace of defined nonparticipating aircraft. The purpose of such dimensions identified by an area on the surface of the warning area is to warn nonparticipating pilots of the earth wherein activities must be confined because of potential danger. A warning area may be located over their nature and/or wherein limitations may be domestic or international waters or both. imposed upon aircraft operations that are not a part of those activities. Types of special use airspace are: SPECIAL VFR CONDITIONS− Meteorological conditions that are less than those required for basic a. Alert Area− Airspace which may contain a high VFR flight in Class B, C, D, or E surface areas and volume of pilot training activities or an unusual type in which some aircraft are permitted flight under of aerial activity, neither of which is hazardous to visual flight rules. aircraft. Alert Areas are depicted on aeronautical (See SPECIAL VFR OPERATIONS.) charts for the information of nonparticipating pilots. All activities within an Alert Area are conducted in (Refer to 14 CFR Part 91.) accordance with Federal Aviation Regulations, and SPECIAL VFR FLIGHT [ICAO]− A VFR flight pilots of participating aircraft as well as pilots cleared by air traffic control to operate within Class transiting the area are equally responsible for B, C, D, and E surface areas in metrological collision avoidance. conditions below VMC. b. Controlled Firing Area− Airspace wherein SPECIAL VFR OPERATIONS− Aircraft operating activities are conducted under conditions so in accordance with clearances within Class B, C, D, controlled as to eliminate hazards to nonparticipating and E surface areas in weather conditions less than the aircraft and to ensure the safety of persons and basic VFR weather minima. Such operations must be property on the ground. requested by the pilot and approved by ATC. c. Military Operations Area (MOA)− A MOA is (See SPECIAL VFR CONDITIONS.) airspace established outside of Class A airspace area (See ICAO term SPECIAL VFR FLIGHT.) to separate or segregate certain nonhazardous SPEED− military activities from IFR traffic and to identify for (See AIRSPEED.) VFR traffic where these activities are conducted. (See GROUND SPEED.) (Refer to AIM.) SPEED ADJUSTMENT− An ATC procedure used to d. Prohibited Area− Airspace designated under request pilots to adjust aircraft speed to a specific 14 CFR Part 73 within which no person may operate value for the purpose of providing desired spacing.

PCG S−5 Pilot/Controller Glossary 2/9/12

Pilots are expected to maintain a speed of plus or workload. ATC clearance must always be received minus 10 knots or 0.02 Mach number of the specified prior to flying a SID. speed. Examples of speed adjustments are: (See IFR TAKEOFF MINIMUMS AND a. “Increase/reduce speed to Mach point (num- DEPARTURE PROCEDURES.) ber.)” (See OBSTACLE DEPARTURE PROCEDURE.) (Refer to AIM.) b. “Increase/reduce speed to (speed in knots)” or STANDARD RATE TURN− A turn of three degrees “Increase/reduce speed (number of knots) knots.” per second. SPEED BRAKES− Moveable aerodynamic devices STANDARD TERMINAL ARRIVAL− A pre- on aircraft that reduce airspeed during descent and planned instrument flight rule (IFR) air traffic control landing. arrival procedure published for pilot use in graphic and/or textual form. STARs provide transition from SPEED SEGMENTS− Portions of the arrival route the en route structure to an outer fix or an instrument between the transition point and the vertex along the approach fix/arrival waypoint in the terminal area. optimum flight path for which speeds and altitudes are specified. There is one set of arrival speed STANDARD TERMINAL ARRIVAL CHARTS− segments adapted from each transition point to each (See AERONAUTICAL CHART.) vertex. Each set may contain up to six segments. STANDARD TERMINAL AUTOMATION RE- PLACEMENT SYSTEM (STARS)− SQUAWK (Mode, Code, Function)− Activate (See DTAS.) specific modes/codes/functions on the aircraft transponder; e.g., “Squawk three/alpha, two one zero STAR− five, low.” (See STANDARD TERMINAL ARRIVAL.) (See TRANSPONDER.) STATE AIRCRAFT− Aircraft used in military, customs and police service, in the exclusive service STA− of any government, or of any political subdivision, (See SCHEDULED TIME OF ARRIVAL.) thereof including the government of any state, territory, or possession of the United States or the STAGING/QUEUING− The placement, integration, District of Columbia, but not including any and segregation of departure aircraft in designated government-owned aircraft engaged in carrying movement areas of an airport by departure fix, EDCT, persons or property for commercial purposes. and/or restriction. STATIC RESTRICTIONS− Those restrictions that STAND BY− Means the controller or pilot must are usually not subject to change, fixed, in place, pause for a few seconds, usually to attend to other and/or published. duties of a higher priority. Also means to wait as in STATIONARY RESERVATIONS− Altitude reserva- “stand by for clearance.” The caller should tions which encompass activities in a fixed area. reestablish contact if a delay is lengthy. “Stand by” is Stationary reservations may include activities, such not an approval or denial. as special tests of weapons systems or equipment, STANDARD INSTRUMENT APPROACH PRO- certain U.S. Navy carrier, fleet, and anti-submarine CEDURE (SIAP)− operations, rocket, missile and drone operations, and certain aerial refueling or similar operations. (See INSTRUMENT APPROACH PROCEDURE.) STEP TAXI− To taxi a float plane at full power or STANDARD INSTRUMENT DEPARTURE (SID)− high RPM. A preplanned instrument flight rule (IFR) air traffic control (ATC) departure procedure printed for STEP TURN− A maneuver used to put a float plane pilot/controller use in graphic form to provide in a planing configuration prior to entering an active obstacle clearance and a transition from the terminal sea lane for takeoff. The STEP TURN maneuver area to the appropriate en route structure. SIDs are should only be used upon pilot request. primarily designed for system enhancement to STEPDOWN FIX− A fix permitting additional expedite traffic flow and to reduce pilot/controller descent within a segment of an instrument approach

PCG S−6 2/9/12 Pilot/Controller Glossary procedure by identifying a point at which a STRAIGHT-IN APPROACH IFR− An instrument controlling obstacle has been safely overflown. approach wherein final approach is begun without first having executed a procedure turn, not STEREO ROUTE− A routinely used route of flight necessarily completed with a straight-in landing or established by users and ARTCCs identified by a made to straight-in landing minimums. coded name; e.g., ALPHA 2. These routes minimize (See LANDING MINIMUMS.) flight plan handling and communications. (See STRAIGHT-IN APPROACH VFR.) STOL AIRCRAFT− (See STRAIGHT-IN LANDING.) (See SHORT TAKEOFF AND LANDING STRAIGHT-IN APPROACH VFR− Entry into the AIRCRAFT.) traffic pattern by interception of the extended runway STOP ALTITUDE SQUAWK− Used by ATC to centerline (final approach course) without executing inform an aircraft to turn-off the automatic altitude any other portion of the traffic pattern. reporting feature of its transponder. It is issued when (See TRAFFIC PATTERN.) the verbally reported altitude varies 300 feet or more STRAIGHT-IN LANDING− A landing made on a from the automatic altitude report. runway aligned within 30_ of the final approach (See ALTITUDE READOUT.) course following completion of an instrument (See TRANSPONDER.) approach. (See STRAIGHT-IN APPROACH IFR.) STOP AND GO− A procedure wherein an aircraft will land, make a complete stop on the runway, and STRAIGHT-IN LANDING MINIMUMS− then commence a takeoff from that point. (See LANDING MINIMUMS.) (See LOW APPROACH.) STRAIGHT-IN MINIMUMS− (See OPTION APPROACH.) (See STRAIGHT-IN LANDING MINIMUMS.) STOP BURST− STRATEGIC PLANNING− Planning whereby (See STOP STREAM.) solutions are sought to resolve potential conflicts. STOP BUZZER− SUBSTITUTE ROUTE− A route assigned to pilots (See STOP STREAM.) when any part of an airway or route is unusable because of NAVAID status. These routes consist of: STOP SQUAWK (Mode or Code)− Used by ATC to a. Substitute routes which are shown on U.S. tell the pilot to turn specified functions of the aircraft Government charts. transponder off. b. Routes defined by ATC as specific NAVAID (See STOP ALTITUDE SQUAWK.) radials or courses. (See TRANSPONDER.) c. Routes defined by ATC as direct to or between STOP STREAM− Used by ATC to request a pilot to NAVAIDs. suspend electronic attack activity. SUNSET AND SUNRISE− The mean solar times of (See JAMMING.) sunset and sunrise as published in the Nautical STOPOVER FLIGHT PLAN− A flight plan format Almanac, converted to local standard time for the which permits in a single submission the filing of a locality concerned. Within Alaska, the end of evening sequence of flight plans through interim full-stop civil twilight and the beginning of morning civil destinations to a final destination. twilight, as defined for each locality. SUPER HIGH FREQUENCY− The frequency band STOPWAY− An area beyond the takeoff runway no between 3 and 30 gigahertz (GHz). The elevation and less wide than the runway and centered upon the azimuth stations of the microwave landing system extended centerline of the runway, able to support the operate from 5031 MHz to 5091 MHz in this airplane during an aborted takeoff, without causing spectrum. structural damage to the airplane, and designated by the airport authorities for use in decelerating the SUPPLEMENTAL WEATHER SERVICE LOCA- airplane during an aborted takeoff. TION− Airport facilities staffed with contract

PCG S−7 Pilot/Controller Glossary 2/9/12

personnel who take weather observations and SURVEILLANCE APPROACH− An instrument provide current local weather to pilots via telephone approach wherein the air traffic controller issues or radio. (All other services are provided by the parent instructions, for pilot compliance, based on aircraft FSS.) position in relation to the final approach course (azimuth), and the distance (range) from the end of SUPPS− Refers to ICAO Document 7030 Regional the runway as displayed on the controller’s radar Supplementary Procedures. SUPPS contain proce- scope. The controller will provide recommended dures for each ICAO Region which are unique to that altitudes on final approach if requested by the pilot. Region and are not covered in the worldwide (Refer to AIM.) provisions identified in the ICAO Air Navigation Plan. Procedures contained in Chapter 8 are based in SWAP− part on those published in SUPPS. (See SEVERE WEATHER AVOIDANCE PLAN.) SWSL− SURFACE AREA− The airspace contained by the (See SUPPLEMENTAL WEATHER SERVICE lateral boundary of the Class B, C, D, or E airspace LOCATION.) designated for an airport that begins at the surface and extends upward. SYSTEM STRATEGIC NAVIGATION− Military activity accomplished by navigating along a SURPIC− A description of surface vessels in the area preplanned route using internal aircraft systems to of a Search and Rescue incident including their maintain a desired track. This activity normally predicted positions and their characteristics. requires a lateral route width of 10 NM and altitude (Refer to FAAO JO 7110.65, Para 10−6−4, range of 1,000 feet to 6,000 feet AGL with some route INFLIGHT CONTINGENCIES.) segments that permit terrain following.

PCG S−8 2/9/12 Pilot/Controller Glossary T

TACAN− TARGET− The indication shown on an analog (See TACTICAL AIR NAVIGATION.) display resulting from a primary radar return or a radar beacon reply. (See ASSOCIATED.) TACAN-ONLY AIRCRAFT− An aircraft, normally (See DIGITAL TARGET.) military, possessing TACAN with DME but no VOR (See DIGITIZED RADAR TARGET.) navigational system capability. Clearances must (See PRIMARY RADAR TARGET.) specify TACAN or VORTAC fixes and approaches. (See RADAR.) (See SECONDARY RADAR TARGET.) TACTICAL AIR NAVIGATION− An ultra-high (See TARGET SYMBOL.) frequency electronic rho-theta air navigation aid (See ICAO term TARGET.) which provides suitably equipped aircraft a (See UNASSOCIATED.) continuous indication of bearing and distance to the TARGET [ICAO]− In radar: TACAN station. a. Generally, any discrete object which reflects or (See VORTAC.) retransmits energy back to the radar equipment. (Refer to AIM.) b. Specifically, an object of radar search or surveillance. TAILWIND− Any wind more than 90 degrees to the TARGET RESOLUTION− A process to ensure that longitudinal axis of the runway. The magnetic correlated radar targets do not touch. Target direction of the runway shall be used as the basis for resolution must be applied as follows: determining the longitudinal axis. a. Between the edges of two primary targets or the edges of the ASR-9/11 primary target symbol. TAKEOFF AREA− b. Between the end of the beacon control slash and (See LANDING AREA.) the edge of a primary target. c. Between the ends of two beacon control slashes. TAKEOFF DISTANCE AVAILABLE (TODA)– The Note 1:Mandatory traffic advisories and safety takeoff run available plus the length of any remaining alerts must be issued when this procedure is used. runway or clearway beyond the far end of the takeoff Note 2: This procedure must not be used when run available. utilizing mosaic radar systems or multi−sensor mode. (See ICAO term TAKEOFF DISTANCE AVAILABLE.) TARGET SYMBOL− A computer-generated indication shown on a radar display resulting from a TAKEOFF DISTANCE AVAILABLE [ICAO]− The primary radar return or a radar beacon reply. length of the takeoff run available plus the length of TARMAC DELAY− The holding of an aircraft on the the clearway, if provided. ground either before departure or after landing with no opportunity for its passengers to deplane. TAKEOFF RUN AVAILABLE (TORA) – The TARMAC DELAY AIRCRAFT− An aircraft whose runway length declared available and suitable for the pilot−in−command has requested to taxi to the ramp, ground run of an airplane taking off. gate, or alternate deplaning area to comply with the (See ICAO term TAKEOFF RUN AVAILABLE.) Three−hour Tarmac Rule. TARMAC DELAY REQUEST− A request by the TAKEOFF RUN AVAILABLE [ICAO]− The length pilot−in−command to taxi to the ramp, gate, or of runway declared available and suitable for the alternate deplaning location to comply with the ground run of an aeroplane take-off. Three−hour Tarmac Rule.

PCG T−1 Pilot/Controller Glossary 2/9/12

TAS− following a disaster. TFRs may also be issued in (See TERMINAL AUTOMATION SYSTEMS.) support of VIP movements; for reasons of national security; or when determined necessary for the TAWS− management of air traffic in the vicinity of aerial (See TERRAIN AWARENESS WARNING demonstrations or major sporting events. NAS users SYSTEM.) or other interested parties should contact a FSS for TAXI− The movement of an airplane under its own TFR information. Additionally, TFR information can power on the surface of an airport (14 CFR be found in automated briefings, NOTAM publica- Section 135.100 [Note]). Also, it describes the tions, and on the internet at http://www.faa.gov. The surface movement of helicopters equipped with FAA also distributes TFR information to aviation wheels. user groups for further dissemination. (See AIR TAXI.) TENTATIVE CALCULATED LANDING TIME− A (See HOVER TAXI.) projected time calculated for adapted vertex for each (Refer to 14 CFR Section 135.100.) arrival aircraft based upon runway configuration, (Refer to AIM.) airport acceptance rate, airport arrival delay period, TAXI PATTERNS− Patterns established to illustrate and other metered arrival aircraft. This time is either the desired flow of ground traffic for the different the VTA of the aircraft or the TCLT/ACLT of the runways or airport areas available for use. previous aircraft plus the AAI, whichever is later. This time will be updated in response to an aircraft’s TCAS− progress and its current relationship to other arrivals. (See TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM.) TERMINAL AREA− A general term used to describe airspace in which approach control service or airport TCH− traffic control service is provided. (See THRESHOLD CROSSING HEIGHT.) TERMINAL AREA FACILITY− A facility provid- TCLT− ing air traffic control service for arriving and (See TENTATIVE CALCULATED LANDING departing IFR, VFR, Special VFR, and on occasion TIME.) en route aircraft. TDLS− (See APPROACH CONTROL FACILITY.) (See TOWER.) (See TERMINAL DATA LINK SYSTEM.) TERMINAL AUTOMATION SYSTEMS (TAS)− TDZE− TAS is used to identify the numerous automated (See TOUCHDOWN ZONE ELEVATION.) tracking systems including ARTS IIE, ARTS IIIA, TELEPHONE INFORMATION BRIEFING SER- ARTS IIIE, STARS, and MEARTS. VICE− A continuous telephone recording of TERMINAL DATA LINK SYSTEM (TDLS)− A meteorological and/or aeronautical information. system that provides Digital Automatic Terminal (Refer to AIM.) 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 territories to restrict certain aircraft from operating a gate printer. In addition, TDLS will emulate the within a defined area on a temporary basis to protect Flight Data Input/Output (FDIO) information within persons or property in the air or on the ground. While the control tower. not all inclusive, TFRs may be issued for disaster or TERMINAL RADAR SERVICE AREA− Airspace hazard situations such as: toxic gas leaks or spills, surrounding designated airports wherein ATC fumes from flammable agents, aircraft accident/in- provides radar vectoring, sequencing, and separation cident sites, aviation or ground resources engaged in on a full-time basis for all IFR and participating VFR wildlife suppression, or aircraft relief activities aircraft. The AIM contains an explanation of TRSA.

PCG T−2 2/9/12 Pilot/Controller Glossary

TRSAs are depicted on VFR aeronautical charts. TERRAIN AWARENESS WARNING SYSTEM Pilot participation is urged but is not mandatory. (TAWS)− An on−board, terrain proximity alerting system providing the aircrew ‘Low Altitude TERMINAL VFR RADAR SERVICE− A national warnings’ to allow immediate pilot action. program instituted to extend the terminal radar services provided instrument flight rules (IFR) TERRAIN FOLLOWING− The flight of a military aircraft to visual flight rules (VFR) aircraft. The aircraft maintaining a constant AGL altitude above program is divided into four types service referred to the terrain or the highest obstruction. The altitude of as basic radar service, terminal radar service area the aircraft will constantly change with the varying (TRSA) service, Class B service and Class C service. terrain and/or obstruction. The type of service provided at a particular location TETRAHEDRON− A device normally located on is contained in the Airport/Facility Directory. uncontrolled airports and used as a landing direction a. Basic Radar Service− These services are indicator. The small end of a tetrahedron points in the provided for VFR aircraft by all commissioned direction of landing. At controlled airports, the terminal radar facilities. Basic radar service includes tetrahedron, if installed, should be disregarded safety alerts, traffic advisories, limited radar because tower instructions supersede the indicator. vectoring when requested by the pilot, and (See SEGMENTED CIRCLE.) sequencing at locations where procedures have been (Refer to AIM.) established for this purpose and/or when covered by a letter of agreement. The purpose of this service is to TF− adjust the flow of arriving IFR and VFR aircraft into (See TERRAIN FOLLOWING.) the traffic pattern in a safe and orderly manner and to THAT IS CORRECT− The understanding you have provide traffic advisories to departing VFR aircraft. is right. b. TRSA Service− This service provides, in THREE−HOUR TARMAC RULE– Rule that relates addition to basic radar service, sequencing of all IFR to Department of Transportation (DOT) requirements and participating VFR aircraft to the primary airport placed on airlines when tarmac delays are anticipated and separation between all participating VFR to reach 3 hours. aircraft. The purpose of this service is to provide separation between all participating VFR aircraft and 360 OVERHEAD− all IFR aircraft operating within the area defined as a (See OVERHEAD MANEUVER.) TRSA. THRESHOLD− The beginning of that portion of the c. Class C Service− This service provides, in runway usable for landing. addition to basic radar service, approved separation (See AIRPORT LIGHTING.) between IFR and VFR aircraft, and sequencing of (See DISPLACED THRESHOLD.) VFR aircraft, and sequencing of VFR arrivals to the THRESHOLD CROSSING HEIGHT− The theoreti- primary airport. cal height above the runway threshold at which the d. Class B Service− This service provides, in aircraft’s glideslope antenna would be if the aircraft addition to basic radar service, approved separation maintains the trajectory established by the mean ILS of aircraft based on IFR, VFR, and/or weight, and glideslope or MLS glidepath. sequencing of VFR arrivals to the primary airport(s). (See GLIDESLOPE.) (See CONTROLLED AIRSPACE.) (See THRESHOLD.) (See TERMINAL RADAR SERVICE AREA.) (Refer to AIM.) THRESHOLD LIGHTS− (Refer to AIRPORT/FACILITY DIRECTORY.) (See AIRPORT LIGHTING.) TERMINAL-VERY HIGH FREQUENCY OMNI- TIBS− DIRECTIONAL RANGE STATION− A very high (See TELEPHONE INFORMATION BRIEFING frequency terminal omnirange station located on or SERVICE.) near an airport and used as an approach aid. TIE-IN FACILITY– The FSS primarily responsible (See NAVIGATIONAL AID.) for providing FSS services, including telecommu- (See VOR.) nications services for landing facilities or

PCG T−3 Pilot/Controller Glossary 2/9/12

navigational aids located within the boundaries of a TOTAL ESTIMATED ELAPSED TIME [ICAO]− flight plan area (FPA). Three-letter identifiers are For IFR flights, the estimated time required from assigned to each FSS/FPA and are annotated as tie-in take-off to arrive over that designated point, defined facilities in A/FDs, the Alaska Supplement, the by reference to navigation aids, from which it is Pacific Supplement, and FAA Order JO 7350.8, intended that an instrument approach procedure will Location Identifiers. Large consolidated FSS be commenced, or, if no navigation aid is associated facilities may have many tie-in facilities or FSS with the destination aerodrome, to arrive over the sectors within one facility. destination aerodrome. For VFR flights, the (See FLIGHT PLAN AREA.) estimated time required from take-off to arrive over (See FLIGHT SERVICE STATION.) the destination aerodrome. (See ICAO term ESTIMATED ELAPSED TIME.) TIME GROUP− Four digits representing the hour TOUCH-AND-GO− An operation by an aircraft that and minutes from the Coordinated Universal Time lands and departs on a runway without stopping or (UTC) clock. FAA uses UTC for all operations. The exiting the runway. term “ZULU” may be used to denote UTC. The word “local” or the time zone equivalent shall be used to TOUCH-AND-GO LANDING− denote local when local time is given during radio and (See TOUCH-AND-GO.) telephone communications. When written, a time TOUCHDOWN− zone designator is used to indicate local time; e.g. a. The point at which an aircraft first makes “0205M” (Mountain). The local time may be based contact with the landing surface. on the 24-hour clock system. The day begins at 0000 and ends at 2359. b. Concerning a precision radar approach (PAR), it is the point where the glide path intercepts the TIS−B− landing surface. (See TRAFFIC INFORMATION (See ICAO term TOUCHDOWN.) SERVICE−BROADCAST.) TOUCHDOWN [ICAO]− The point where the TMA− nominal glide path intercepts the runway. (See TRAFFIC MANAGEMENT ADVISOR.) Note: Touchdown as defined above is only a datum and is not necessarily the actual point at which the TMPA− aircraft will touch the runway. (See TRAFFIC MANAGEMENT PROGRAM TOUCHDOWN RVR− ALERT.) (See VISIBILITY.) TMU− TOUCHDOWN ZONE− The first 3,000 feet of the (See TRAFFIC MANAGEMENT UNIT.) runway beginning at the threshold. The area is used for determination of Touchdown Zone Elevation in TODA− the development of straight-in landing minimums for (See TAKEOFF DISTANCE AVAILABLE.) instrument approaches. (See ICAO term TAKEOFF DISTANCE (See ICAO term TOUCHDOWN ZONE.) AVAILABLE.) TOUCHDOWN ZONE [ICAO]− The portion of a TOI− runway, beyond the threshold, where it is intended (See TRACK OF INTEREST.) landing aircraft first contact the runway. TOUCHDOWN ZONE ELEVATION− The highest TORA− elevation in the first 3,000 feet of the landing surface. (See TAKEOFF RUN AVAILABLE.) TDZE is indicated on the instrument approach (See ICAO term TAKEOFF RUN AVAILABLE.) procedure chart when straight-in landing minimums are authorized. TORCHING− The burning of fuel at the end of an exhaust pipe or stack of a reciprocating aircraft (See TOUCHDOWN ZONE.) engine, the result of an excessive richness in the fuel TOUCHDOWN ZONE LIGHTING− air mixture. (See AIRPORT LIGHTING.)

PCG T−4 2/9/12 Pilot/Controller Glossary

TOWER− A terminal facility that uses air/ground TRACK [ICAO]− The projection on the earth’s communications, visual signaling, and other devices surface of the path of an aircraft, the direction of to provide ATC services to aircraft operating in the which path at any point is usually expressed in vicinity of an airport or on the movement area. degrees from North (True, Magnetic, or Grid). Authorizes aircraft to land or takeoff at the airport TRACK OF INTEREST (TOI)− Displayed data controlled by the tower or to transit the Class D representing an airborne object that threatens or has airspace area regardless of flight plan or weather the potential to threaten North America or National conditions (IFR or VFR). A tower may also provide Security. Indicators may include, but are not limited approach control services (radar or nonradar). to: noncompliance with air traffic control instructions (See AIRPORT TRAFFIC CONTROL SERVICE.) or aviation regulations; extended loss of communica- (See APPROACH CONTROL FACILITY.) tions; unusual transmissions or unusual flight (See APPROACH CONTROL SERVICE.) behavior; unauthorized intrusion into controlled (See MOVEMENT AREA.) airspace or an ADIZ; noncompliance with issued (See TOWER EN ROUTE CONTROL flight restrictions/security procedures; or unlawful SERVICE.) interference with airborne flight crews, up to and (See ICAO term AERODROME CONTROL including hijack. In certain circumstances, an object TOWER.) may become a TOI based on specific and credible (Refer to AIM.) intelligence pertaining to that particular aircraft/ TOWER EN ROUTE CONTROL SERVICE− The object, its passengers, or its cargo. control of IFR en route traffic within delegated TRACK OF INTEREST RESOLUTION− A TOI airspace between two or more adjacent approach will normally be considered resolved when: the control facilities. This service is designed to expedite aircraft/object is no longer airborne; the aircraft traffic and reduce control and pilot communication complies with air traffic control instructions, aviation requirements. regulations, and/or issued flight restrictions/security TOWER TO TOWER− procedures; radio contact is re−established and authorized control of the aircraft is verified; the (See TOWER EN ROUTE CONTROL SERVICE.) aircraft is intercepted and intent is verified to be nonthreatening/nonhostile; TOI was identified based TPX-42− A numeric beacon decoder equipment/ on specific and credible intelligence that was later system. It is designed to be added to terminal radar determined to be invalid or unreliable; or displayed systems for beacon decoding. It provides rapid target data is identified and characterized as invalid. identification, reinforcement of the primary radar TRAFFIC− target, and altitude information from Mode C. (See AUTOMATED RADAR TERMINAL a. A term used by a controller to transfer radar SYSTEMS.) identification of an aircraft to another controller for (See TRANSPONDER.) the purpose of coordinating separation action. Traffic is normally issued: TRACEABLE PRESSURE STANDARD− The 1. In response to a handoff or point out, facility station pressure instrument, with certification/calibration traceable to the National Institute of 2. In anticipation of a handoff or point out, or Standards and Technology. Traceable pressure 3. In conjunction with a request for control of an standards may be mercurial barometers, commis- aircraft. sioned ASOS/AWSS or dual transducer AWOS, or b. A term used by ATC to refer to one or more portable pressure standards or DASI. aircraft. TRACK− The actual flight path of an aircraft over the TRAFFIC ADVISORIES− Advisories issued to alert surface of the earth. pilots to other known or observed air traffic which (See COURSE.) may be in such proximity to the position or intended (See FLIGHT PATH.) route of flight of their aircraft to warrant their (See ROUTE.) attention. Such advisories may be based on: (See ICAO term TRACK.) a. Visual observation.

PCG T−5 Pilot/Controller Glossary 2/9/12

b. Observation of radar identified and nonidenti- continue when an aircraft enters an area with fied aircraft targets on an ATC radar display, or inadequate surveillance coverage (radar); nearby c. Verbal reports from pilots or other facilities. aircraft that remain within the adequate broadcast coverage (ADS−B) area will not view the first Note 1: The word “traffic” followed by additional information, if known, is used to provide such aircraft. advisories; e.g., “Traffic, 2 o’clock, one zero miles, TRAFFIC IN SIGHT− Used by pilots to inform a southbound, eight thousand.” controller that previously issued traffic is in sight. Note 2: Traffic advisory service will be provided to (See NEGATIVE CONTACT.) the extent possible depending on higher priority (See TRAFFIC ADVISORIES.) duties of the controller or other limitations; e.g., TRAFFIC MANAGEMENT ADVISOR (TMA)− A radar limitations, volume of traffic, frequency congestion, or controller workload. Radar/ computerized tool which assists Traffic Management nonradar traffic advisories do not relieve the pilot Coordinators to efficiently schedule arrival traffic to of his/her responsibility to see and avoid other a metered airport, by calculating meter fix times and aircraft. Pilots are cautioned that there are many delays then sending that information to the sector times when the controller is not able to give traffic controllers. advisories concerning all traffic in the aircraft’s TRAFFIC MANAGEMENT PROGRAM ALERT− proximity; in other words, when a pilot requests or is receiving traffic advisories, he/she should not A term used in a Notice to Airmen (NOTAM) issued assume that all traffic will be issued. in conjunction with a special traffic management program to alert pilots to the existence of the program (Refer to AIM.) and to refer them to either the Notices to Airmen TRAFFIC ALERT (aircraft call sign), TURN publication or a special traffic management program (left/right) IMMEDIATELY, (climb/descend) AND advisory message for program details. The contrac- MAINTAIN (altitude). tion TMPA is used in NOTAM text. (See SAFETY ALERT.) TRAFFIC MANAGEMENT UNIT− The entity in TRAFFIC ALERT AND COLLISION AVOID- ARTCCs and designated terminals directly involved ANCE SYSTEM− An airborne collision avoidance in the active management of facility traffic. Usually system based on radar beacon signals which operates under the direct supervision of an assistant manager independent of ground-based equipment. TCAS-I for traffic management. generates traffic advisories only. TCAS-II generates TRAFFIC NO FACTOR− Indicates that the traffic traffic advisories, and resolution (collision avoid- described in a previously issued traffic advisory is no ance) advisories in the vertical plane. factor. TRAFFIC INFORMATION− TRAFFIC NO LONGER OBSERVED− Indicates (See TRAFFIC ADVISORIES.) that the traffic described in a previously issued traffic advisory is no longer depicted on radar, but may still TRAFFIC INFORMATION SERVICE− be a factor. BROADCAST (TIS−B)− The broadcast of ATC TRAFFIC PATTERN− The traffic flow that is derived traffic information to ADS−B equipped prescribed for aircraft landing at, taxiing on, or taking (1090ES or UAT) aircraft. The source of this traffic off from an airport. The components of a typical information is derived from ground−based air traffic traffic pattern are upwind leg, crosswind leg, surveillance sensors, typically from radar targets. downwind leg, base leg, and final approach. TIS−B service will be available throughout the NAS where there are both adequate surveillance coverage a. Upwind Leg− A flight path parallel to the (radar) and adequate broadcast coverage from landing runway in the direction of landing. ADS−B ground stations. Loss of TIS−B will occur b. Crosswind Leg− A flight path at right angles to when an aircraft enters an area not covered by the the landing runway off its upwind end. GBT network. If this occurs in an area with adequate c. Downwind Leg− A flight path parallel to the surveillance coverage (radar), nearby aircraft that landing runway in the direction opposite to landing. remain within the adequate broadcast coverage The downwind leg normally extends between the (ADS−B) area will view the first aircraft. TIS−B may crosswind leg and the base leg.

PCG T−6 2/9/12 Pilot/Controller Glossary

d. Base Leg− A flight path at right angles to the TRANSFERRING CONTROLLER− A controller/ landing runway off its approach end. The base leg facility transferring control of an aircraft to another normally extends from the downwind leg to the controller/facility. intersection of the extended runway centerline. (See ICAO term TRANSFERRING e. Final Approach. A flight path in the direction of UNIT/CONTROLLER.) landing along the extended runway centerline. The TRANSFERRING FACILITY− final approach normally extends from the base leg to (See TRANSFERRING CONTROLLER.) the runway. An aircraft making a straight-in approach TRANSFERRING UNIT/CONTROLLER [ICAO]− VFR is also considered to be on final approach. Air traffic control unit/air traffic controller in the (See STRAIGHT-IN APPROACH VFR.) process of transferring the responsibility for (See TAXI PATTERNS.) providing air traffic control service to an aircraft to (See ICAO term AERODROME TRAFFIC the next air traffic control unit/air traffic controller CIRCUIT.) along the route of flight. (Refer to 14 CFR Part 91.) Note: See definition of accepting unit/controller. (Refer to AIM.) TRANSITION− TRAFFIC SITUATION DISPLAY (TSD)− TSD is a a. The general term that describes the change from computer system that receives radar track data from one phase of flight or flight condition to another; e.g., all 20 CONUS ARTCCs, organizes this data into a transition from en route flight to the approach or mosaic display, and presents it on a computer screen. transition from instrument flight to visual flight. The display allows the traffic management coordina- b. A published procedure (DP Transition) used to tor multiple methods of selection and highlighting of connect the basic DP to one of several en route individual aircraft or groups of aircraft. The user has airways/jet routes, or a published procedure (STAR the option of superimposing these aircraft positions Transition) used to connect one of several en route over any number of background displays. These airways/jet routes to the basic STAR. background options include ARTCC boundaries, any (Refer to DP/STAR Charts.) stratum of en route sector boundaries, fixes, airways, military and other special use airspace, airports, and TRANSITION POINT− A point at an adapted geopolitical boundaries. By using the TSD, a number of miles from the vertex at which an arrival coordinator can monitor any number of traffic aircraft would normally commence descent from its situations or the entire systemwide traffic flows. en route altitude. This is the first fix adapted on the arrival speed segments. TRAJECTORY− A URET representation of the path TRANSITION WAYPOINT− The waypoint that an aircraft is predicted to fly based upon a Current defines the beginning of a runway or en route Plan or Trial Plan. transition on an RNAV SID or STAR. (See USER REQUEST EVALUATION TOOL.) TRANSITIONAL AIRSPACE− That portion of TRAJECTORY MODELING− The automated pro- controlled airspace wherein aircraft change from one cess of calculating a trajectory. phase of flight or flight condition to another. TRANSCRIBED WEATHER BROADCAST− A TRANSMISSOMETER− An apparatus used to continuous recording of meteorological and aeronau- determine visibility by measuring the transmission of tical information that is broadcast on L/MF and VOR light through the atmosphere. It is the measurement facilities for pilots. (Provided only in Alaska.) source for determining runway visual range (RVR) (Refer to AIM.) and runway visibility value (RVV). (See VISIBILITY.) TRANSFER OF CONTROL− That action whereby the responsibility for the separation of an aircraft is TRANSMITTING IN THE BLIND− A transmis- transferred from one controller to another. sion from one station to other stations in circumstances where two-way communication (See ICAO term TRANSFER OF CONTROL.) cannot be established, but where it is believed that the TRANSFER OF CONTROL [ICAO]− Transfer of called stations may be able to receive the responsibility for providing air traffic control service. transmission.

PCG T−7 Pilot/Controller Glossary 2/9/12

TRANSPONDER− The airborne radar beacon TRIAL PLAN− A proposed amendment which receiver/transmitter portion of the Air Traffic Control utilizes automation to analyze and display potential Radar Beacon System (ATCRBS) which automati- conflicts along the predicted trajectory of the selected cally receives radio signals from interrogators on the aircraft. ground, and selectively replies with a specific reply TRSA− pulse or pulse group only to those interrogations (See TERMINAL RADAR SERVICE AREA.) being received on the mode to which it is set to respond. TSD− (See INTERROGATOR.) (See TRAFFIC SITUATION DISPLAY.) (See ICAO term TRANSPONDER.) TURBOJET AIRCRAFT− An aircraft having a jet (Refer to AIM.) engine in which the energy of the jet operates a turbine which in turn operates the air compressor. TRANSPONDER [ICAO]− A receiver/transmitter TURBOPROP AIRCRAFT− An aircraft having a jet which will generate a reply signal upon proper engine in which the energy of the jet operates a interrogation; the interrogation and reply being on turbine which drives the propeller. different frequencies. TURN ANTICIPATION− (maneuver anticipation). TRANSPONDER CODES− TVOR− (See CODES.) (See TERMINAL-VERY HIGH FREQUENCY OMNIDIRECTIONAL RANGE STATION.) TRANSPONDER OBSERVED − Phraseology used TWEB− to inform a VFR pilot the aircraft’s assigned beacon (See TRANSCRIBED WEATHER BROADCAST.) code and position have been observed. Specifically, this term conveys to a VFR pilot the transponder TWO-WAY RADIO COMMUNICATIONS FAIL- reply has been observed and its position correlated for URE− transit through the designated area. (See LOST COMMUNICATIONS.)

PCG T−8 2/9/12 Pilot/Controller Glossary U

UDF− airports. Locations and frequencies of UNICOMs are (See DIRECTION FINDER.) shown on aeronautical charts and publications. (See AIRPORT/FACILITY DIRECTORY.) UHF− (Refer to AIM.) (See ULTRAHIGH FREQUENCY.) UNPUBLISHED ROUTE− A route for which no ULTRAHIGH FREQUENCY− The frequency band minimum altitude is published or charted for pilot between 300 and 3,000 MHz. The bank of radio use. It may include a direct route between NAVAIDs, frequencies used for military air/ground voice a radial, a radar vector, or a final approach course communications. In some instances this may go as beyond the segments of an instrument approach low as 225 MHz and still be referred to as UHF. procedure. (See PUBLISHED ROUTE.) ULTRALIGHT VEHICLE− An aeronautical vehicle (See ROUTE.) operated for sport or recreational purposes which does not require FAA registration, an airworthiness UNRELIABLE (GPS/WAAS)− An advisory to certificate, nor pilot certification. They are primarily pilots indicating the expected level of service of the single occupant vehicles, although some two-place GPS and/or WAAS may not be available. Pilots must vehicles are authorized for training purposes. then determine the adequacy of the signal for desired Operation of an ultralight vehicle in certain airspace use. requires authorization from ATC. UPWIND LEG− (Refer to 14 CFR Part 103.) (See TRAFFIC PATTERN.) UNABLE− Indicates inability to comply with a URET− specific instruction, request, or clearance. (See USER REQUEST EVALUATION TOOL.) UNASSOCIATED− A radar target that does not URGENCY− A condition of being concerned about display a data block with flight identification and safety and of requiring timely but not immediate altitude information. assistance; a potential distress condition. (See ASSOCIATED.) (See ICAO term URGENCY.)

UNDER THE HOOD− Indicates that the pilot is URGENCY [ICAO]− A condition concerning the using a hood to restrict visibility outside the cockpit safety of an aircraft or other vehicle, or of person on while simulating instrument flight. An appropriately board or in sight, but which does not require rated pilot is required in the other control seat while immediate assistance. this operation is being conducted. USAFIB− (Refer to 14 CFR Part 91.) (See ARMY AVIATION FLIGHT INFORMATION BULLETIN.) UNFROZEN− The Scheduled Time of Arrival (STA) tags, which are still being rescheduled by traffic USER REQUEST EVALUATION TOOL (URET)− management advisor (TMA) calculations. The User Request Evaluation Tool is an automated tool aircraft will remain unfrozen until the time the provided at each Radar Associate position in selected corresponding estimated time of arrival (ETA) tag En Route facilities. This tool utilizes flight and radar passes the preset freeze horizon for that aircraft’s data to determine present and future trajectories for stream class. At this point the automatic rescheduling all active and proposal aircraft and provides will stop, and the STA becomes “frozen.” enhanced, automated flight data management. UNICOM− A nongovernment communication facil- UVDF− ity which may provide airport information at certain (See DIRECTION FINDER.)

PCG U−1

2/9/12 Pilot/Controller Glossary V

VASI− VERTICAL TAKEOFF AND LANDING AIR- (See VISUAL APPROACH SLOPE INDICATOR.) CRAFT− Aircraft capable of vertical climbs and/or descents and of using very short runways or small VCOA− areas for takeoff and landings. These aircraft include, (See VISUAL CLIMB OVER AIRPORT.) but are not limited to, helicopters. VDF− (See SHORT TAKEOFF AND LANDING AIRCRAFT.) (See DIRECTION FINDER.) VERY HIGH FREQUENCY− The frequency band VDP− between 30 and 300 MHz. Portions of this band, 108 (See VISUAL DESCENT POINT.) to 118 MHz, are used for certain NAVAIDs; 118 to VECTOR− A heading issued to an aircraft to provide 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− (See VOR.) VERIFY SPECIFIC DIRECTION OF TAKEOFF (OR TURNS AFTER TAKEOFF)− Used by ATC to VERY LOW FREQUENCY− The frequency band ascertain an aircraft’s direction of takeoff and/or 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 FAAO JO 7110.65. When VERTICAL SEPARATION− Separation between used as an ATC clearance/instruction, the term aircraft expressed in units of vertical distance. may be abbreviated “VFR;” e.g., “MAINTAIN (See SEPARATION.) VFR,” “CLIMB/DESCEND VFR,” etc.

PCG V−1 Pilot/Controller Glossary 2/9/12

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

PCG V−2 2/9/12 Pilot/Controller Glossary

3. Rollout RVR− The RVR readout values procedures are developed to avoid obstacles greater obtained from RVR equipment located nearest the than 3 statute miles from the departure end of the rollout end of the runway. runway as an alternative to complying with climb (See ICAO term FLIGHT VISIBILITY.) gradients greater than 200 feet per nautical mile. (See ICAO term GROUND VISIBILITY.) These procedures are published in the ‘Take−Off (See ICAO term RUNWAY VISUAL RANGE.) Minimums and (Obstacle) Departure Procedures’ (See ICAO term VISIBILITY.) section of the Terminal Procedures Publications. (See AIM.) VISIBILITY [ICAO]− The ability, as determined by atmospheric conditions and expressed in units of VISUAL DESCENT POINT− A defined point on the distance, to see and identify prominent unlighted final approach course of a nonprecision straight-in objects by day and prominent lighted objects by approach procedure from which normal descent from night. the MDA to the runway touchdown point may be a. Flight Visibility−The visibility forward from commenced, provided the approach threshold of that the cockpit of an aircraft in flight. runway, or approach lights, or other markings identifiable with the approach end of that runway are b. Ground Visibility−The visibility at an aero- clearly visible to the pilot. drome as reported by an accredited observer. c. Runway Visual Range [RVR]−The range over VISUAL FLIGHT RULES− Rules that govern the which the pilot of an aircraft on the centerline of a procedures for conducting flight under visual runway can see the runway surface markings or the conditions. The term “VFR” is also used in the lights delineating the runway or identifying its United States to indicate weather conditions that are centerline. equal to or greater than minimum VFR requirements. In addition, it is used by pilots and controllers to VISUAL APPROACH− An approach conducted on indicate type of flight plan. an instrument flight rules (IFR) flight plan which (See INSTRUMENT FLIGHT RULES.) authorizes the pilot to proceed visually and clear of (See INSTRUMENT METEOROLOGICAL clouds to the airport. The pilot must, at all times, have CONDITIONS.) either the airport or the preceding aircraft in sight. (See VISUAL METEOROLOGICAL This approach must be authorized and under the CONDITIONS.) control of the appropriate air traffic control facility. (Refer to 14 CFR Part 91.) Reported weather at the airport must be ceiling at or (Refer to AIM.) above 1,000 feet and visibility of 3 miles or greater. VISUAL HOLDING− The holding of aircraft at (See ICAO term VISUAL APPROACH.) selected, prominent geographical fixes which can be VISUAL APPROACH [ICAO]− An approach by an easily recognized from the air. IFR flight when either part or all of an instrument (See HOLDING FIX.) approach procedure is not completed and the VISUAL METEOROLOGICAL CONDITIONS− approach is executed in visual reference to terrain. Meteorological conditions expressed in terms of VISUAL APPROACH SLOPE INDICATOR− visibility, distance from cloud, and ceiling equal to or (See AIRPORT LIGHTING.) better than specified minima. VISUAL CLIMB OVER AIRPORT (VCOA)− A (See INSTRUMENT FLIGHT RULES.) departure option for an IFR aircraft, operating in (See INSTRUMENT METEOROLOGICAL visual meteorological conditions equal to or greater CONDITIONS.) than the specified visibility and ceiling, to visually (See VISUAL FLIGHT RULES.) conduct climbing turns over the airport to the VISUAL SEGMENT− published “climb−to” altitude from which to proceed (See PUBLISHED INSTRUMENT APPROACH with the instrument portion of the departure. VCOA PROCEDURE VISUAL SEGMENT.)

PCG V−3 Pilot/Controller Glossary 2/9/12

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

PCG V−4 2/9/12 Pilot/Controller Glossary W

WA− augments the GPS Standard Positioning Service (See AIRMET.) (SPS). The WAAS provides enhanced integrity, (See WEATHER ADVISORY.) accuracy, availability, and continuity over and above GPS SPS. The differential correction function WAAS− provides improved accuracy required for precision (See WIDE-AREA AUGMENTATION SYSTEM.) approach. WAKE TURBULENCE− Phenomena resulting from WILCO− I have received your message, understand the passage of an aircraft through the atmosphere. it, and will comply with it. The term includes vortices, thrust stream turbulence, jet blast, jet wash, propeller wash, and rotor wash WIND GRID DISPLAY− A display that presents the both on the ground and in the air. latest forecasted wind data overlaid on a map of the (See AIRCRAFT CLASSES.) ARTCC area. Wind data is automatically entered and (See JET BLAST.) updated periodically by transmissions from the (See VORTICES.) National Weather Service. Winds at specific (Refer to AIM.) altitudes, along with temperatures and air pressure can be viewed. WARNING AREA− (See SPECIAL USE AIRSPACE.) WIND SHEAR− A change in wind speed and/or wind direction in a short distance resulting in a tearing or WAYPOINT− A predetermined geographical posi- shearing effect. It can exist in a horizontal or vertical tion used for route/instrument approach definition, direction and occasionally in both. progress reports, published VFR routes, visual reporting points or points for transitioning and/or WIND SHEAR ESCAPE– An unplanned abortive circumnavigating controlled and/or special use maneuver initiated by the pilot in command (PIC) as airspace, that is defined relative to a VORTAC station a result of onboard cockpit systems. Wind shear or in terms of latitude/longitude coordinates. escapes are characterized by maximum thrust climbs in the low altitude terminal environment until wind WEATHER ADVISORY− In aviation weather shear conditions are no longer detected. forecast practice, an expression of hazardous weather conditions not predicted in the area forecast, as they WING TIP VORTICES− affect the operation of air traffic and as prepared by (See VORTICES.) the NWS. WORDS TWICE− (See AIRMET.) (See SIGMET.) a. As a request: “Communication is difficult. Please say every phrase twice.” WHEN ABLE− When used in conjunction with ATC b. As information: “Since communications are instructions, gives the pilot the latitude to delay difficult, every phrase in this message will be spoken compliance until a condition or event has been twice.” reconciled. Unlike “pilot discretion,” when instructions are prefaced “when able,” the pilot is expected WORLD AERONAUTICAL CHARTS− to seek the first opportunity to comply. Once a (See AERONAUTICAL CHART.) maneuver has been initiated, the pilot is expected to continue until the specifications of the instructions WS− have been met. “When able,” should not be used (See SIGMET.) when expeditious compliance is required. (See WEATHER ADVISORY.) WIDE-AREA AUGMENTATION SYSTEM WST− (WAAS)− The WAAS is a satellite navigation system (See CONVECTIVE SIGMET.) consisting of the equipment and software which (See WEATHER ADVISORY.)

PCG W−1

2/9/12 JO 7110.65U

INDEX [References are to page numbers] A ALNOT, 10−3−2 ALNOT Cancellation, 10−3−2 Abbreviated Departure Clearance, 4−3−3 ALS Intensity Settings, 3−4−2 Abbreviated Transmissions, 2−4−2 ALSF−2/SSALR, 3−4−3 Abbreviations, 1−2−3 Alternative Routes, 4−4−3 Additional Separation for Formation Flights, 5−5−4 Altimeter Setting (Oceanic), 8−1−1 Adjacent Airspace, 5−5−5 Altimeter Settings, 2−7−1 Adjusted Minimum Flight Level, 4−5−2 Altitude Amendments, 4−2−1 Advance Descent Clearance, 4−7−1 Altitude and Distance Limitations, 4−1−1 Aerial Refueling, 9−2−6 Altitude Assignment and Verification, 4−5−1 Air Defense Exercise Beacon Code Assignment, 5−2−4 Altitude Assignment for Military High Altitude Instrument Approaches, 4−8−5 Air Traffic Service (ATS) Routes, 2−5−1 Altitude Confirmation − Mode C, 5−2−7 Air Traffic Services Interfacility Data Communications Altitude Confirmation − Non−Mode C, 5−2−7 (AIDC), 8−2−1 Altitude Confirmation − Nonradar, 4−5−7 Airborne Military Flights, 2−2−4 Altitude Filters (Beacon), 5−2−8 Aircraft Bomb Threats, 10−2−4 Altitude for Direction of Flight (IFR), 4−5−1 Aircraft Carrying Dangerous Materials, 9−2−1 Altitude for Direction of Flight (OTP), 7−3−2 Aircraft Equipment Suffix (Strips), 2−3−10 Altitude Instructions, 4−5−3 Aircraft Identification, 2−4−8 Altitude Restricted Low Approach, 3−10−8 Aircraft Identity (Strips), 2−3−9 ALTRV Clearance, 4−2−2 Aircraft Information (Experimental), Appendix C−1 ALTRV Information, 2−2−2 Aircraft Information (Fixed−Wing), Appendix A−1 Annotations, 1−2−3 Aircraft Information (Helicopters), Appendix B−1 Anticipated Altitude Changes, 4−5−6 Aircraft Information (Homebuilt), Appendix C−1 Anticipating Separation (ATCT − Arrival), 3−10−7 Aircraft Information (Rotorcraft), Appendix B−1 Anticipating Separation (ATCT − Departure), 3−9−4 Aircraft Orientation, 10−2−1 Approach Clearance Information, 4−8−6 Aircraft Position Plots, 10−3−2 Approach Clearance Procedures, 4−8−1 Aircraft Type (Strips), 2−3−10 Approach Control Service for VFR Arriving Aircraft, 7−1−1 Aircraft Types, 2−4−11 Approach Information (Arrivals), 4−7−4 Airport Conditions, 3−3−1, 4−7−5 Approach Lights, 3−4−2 Airport Ground Emergency, 10−1−2 Approach Separation Responsibility, 5−9−5 Airport Lighting, 3−4−1 Approaches to Multiple Runways (Visual), 7−4−2 Airport Surface Detection Procedures, 3−6−1 Arctic CTA, 8−10−1 Radar−Only Mode, 3−6−2 Arresting System Operations, 3−3−3 Airspace Classes, 2−4−11 Arrival Information, 4−7−3 AIT, 5−4−5 Arrival Information by Approach Control Facilities, Alignment Accuracy Check (Radar), 5−1−1 4−7−5

Index I−1 JO 7110.65U 2/9/12

[References are to page numbers]

Arrival Instructions (Radar), 5−9−2 Canadian Airspace Procedures, 12−1−1 Arrival Procedures, 4−7−1 Cancellation of Takeoff Clearance, 3−9−10 Arrival Procedures and Separation (ATCT), 3−10−1 Caribbean ICAO Region, 8−8−1 Arrivals on Parallel or Nonintersecting Diverging Celestial Navigation Training, 9−2−1 Runways (Radar), 5−8−3 Charted Visual Flight Procedures, 7−4−3 ARTS, 5−15−1 ATC Assigned Airspace, 9−3−1 Circling Approach, 4−8−5 ATC Service, 2−1−1 Class A Airspace Restrictions, 7−1−1 ATIS Application, 2−9−1 Class B Separation, 7−9−2 ATIS Content, 2−9−2 Class B Service Area (Terminal), 7−9−1 ATIS Procedures, 2−9−1 Class C Separation, 7−8−1 Authorized Interruptions, 2−4−1 Class C Service (Terminal), 7−8−1 Authorized Relays, 2−4−2 Clearance Beyond Fix, 4−6−2 Authorized Transmissions, 2−4−1 Clearance Delivery Instructions, 4−2−1 Automated Information Transfer, 5−4−5 Clearance for Visual Approach, 7−4−1 Automated Radar Terminal Systems − Terminal, 5−15−1 Clearance Information (Arrivals), 4−7−1 Automatic Altitude Reporting, 5−2−7 Clearance Items, 4−2−1 Automation − En Route, 5−14−1 Clearance Items (Airfile), 4−2−3 Avoidance of Areas of Nuclear Radiation, 9−2−8 Clearance Limit, 4−8−5 AWACS Special Flights, 9−2−9 Clearance Prefix, 4−2−1 Clearance Relay, 4−2−1 B Clearance Status (Strips), 2−3−10 Clearance to Holding Fix, 4−6−1 Balloons, Unmanned Free, 9−6−1 Beacon Code for Pressure Suit Flights and Flights Clearance Void Times, 4−3−5 Above FL 600, 5−2−4 Closed Runway Information, 3−3−1 Beacon Code Monitor, 5−2−5 Closed Traffic, 3−10−8 Beacon Identification Methods, 5−3−1 Coast Tracks, 5−14−2 Beacon Range Accuracy, 5−1−2 Communications Failure, 10−4−1 Beacon Systems, 5−2−1 Communications Release (Approaches), 4−8−6 Beacon Target Displacement, 5−5−6 Composite Separation Minima (Oceanic), 8−9−2 Beacon Termination, 5−2−8 Computer Entry of Assigned Altitude, 5−14−2 Below Minima Report by Pilot, 4−7−4 Computer Message Verification, 2−2−2 Braking Action, 3−3−2 Braking Action Advisories, 3−3−2 Conflict Alert (Host), 5−14−1 Conflict Alert/Mode C Intruder (MCI) (ARTS), 5−15−2 Constraints Governing Supplements and Procedural C Deviations, 1−1−2 Calm Wind Conditions, 2−6−4 Contact Approach, 7−4−3

I−2 Index 2/9/12 JO 7110.65U

[References are to page numbers] Control Estimates, 8−1−1 E Control Symbology (Strip), 2−3−12 E−MSAW, 5−14−1 Control Transfer, 2−1−7 Controller Initiated Coast Tracks, 5−14−2 Edge of Scope, 5−5−5 Controller Pilot Data Link Communications (CPDLC), Electronic Attack (EA) Activity, 5−1−2 2−4−4, 4−5−4, 13−2−3 Electronic Cursor, 5−1−3 Coordinate Use of Airspace, 2−1−7 ELP Operations, 3−10−10 Coordination Between Local and Ground Controllers, ELT, 10−2−3 3−1−2 Emergencies, 10−1−1 Coordination with Receiving Facility (Departures), 4−3−6 Emergencies Involving Military Fighter−Type Aircraft, 10−1−2 Course Definitions, 1−2−2 Emergency Airport Recommendation, 10−2−6 Crossing Altitude, 4−1−2 Emergency Assistance, 10−2−1 CVFP, 7−4−3 Emergency Code Assignment, 5−2−3 Emergency Control Actions, 10−4−1 D Emergency Landing Pattern (ELP) Operations, 3−10−10 Decision Support Tools, 13−1−1 Emergency Lighting, 3−4−1 Degree − Distance Route Definition for Military Emergency Locator Transmitter Signals, 10−2−3 Operations, 4−4−2 Emergency Obstruction Video Map, 10−2−6 Delay Sequencing (Departures), 4−3−6 Emergency Procedures (Oceanic), 10−6−1 Department of Energy Special Flights, 9−2−1 Emergency Situations, 10−2−1 Departure and Arrival (Radar Separation), 5−8−3 Emphasis for Clarity, 2−4−4 Departure Clearances, 4−3−1 En Route Data Entries (Strips), 2−3−3 Departure Control Instructions (ATCT), 3−9−2 En Route Fourth Line Data Block Usage, 5−4−5 Departure Delay Information (ATCT), 3−9−1 Departure Information (ATCT), 3−9−1 En Route Minimum Safe Altitude Warning, 5−14−1 Departure Procedures, 4−3−1 En Route Sector Team Responsibilities, 2−10−1 Departure Procedures and Separation (ATCT), 3−9−1 Entry of Reported Altitude, 5−14−2 Departure Restrictions, 4−3−5 EOVM, 10−2−6 Departure Terminology, 4−3−1 Equipment on Runways, 3−1−2 Departures on Parallel or Nonintersecting Diverging Establishing Two−Way Communications (Class D), Runways (Radar), 5−8−3 3−1−6 Deviation Advisories (Protected Airspace), 5−1−4 Evasive Action Maneuvers, 9−2−9 Discrete Environment (Beacon), 5−2−1 Expeditious Compliance, 2−1−3 Disseminating Weather Information, 2−6−4 Experimental Aircraft Operations, 9−2−2 DOE, 9−2−1 Explosive Cargo, 10−5−1 Duty Priority, 2−1−1 Explosive Detection K−9 Teams, 10−2−5

Index I−3 JO 7110.65U 2/9/12

[References are to page numbers] F H FAA Research and Development Flights, 9−2−2 Helicopter Arrival Separation, 3−11−3 Facility Identification, 2−4−8 Helicopter Departure Separation, 3−11−2 Failed Transponder in Class A Airspace, 5−2−6 Helicopter Landing Clearance, 3−11−4 Failure to Display Assigned Beacon Code, 5−2−5 Helicopter Operations, 3−11−1 False or Deceptive Communications, 2−4−1 Helicopter Takeoff Clearance, 3−11−1 Far Field Monitor (FFM) Remote Status Unit, 3−3−4 High Intensity Runway Lights, 3−4−4 Final Approach Course Interception, 5−9−1 High Speed Turnoff Lights, 3−4−5 Final Approach Obstacle Clearance Surfaces (OCS), Hijacked Aircraft, 10−2−2 3−7−5 HIRL, 3−4−4 Fix Use, 4−1−2 HIRL Associated with MALSR, 3−4−4 Flight Check Aircraft, 9−1−1 HIRL Changes Affecting RVR, 3−4−4 Flight Direction Exceptions, 4−5−1 HIWAS, 2−6−1 Flight Plans and Control Information, 2−2−1 Hold for Release, 4−3−5 Flight Progress Strips, 2−3−1 Holding Aircraft, 4−6−1 FLYNET, 9−2−2 Holding Delays, 4−6−2 Formation Flight Additional Separation, 5−5−4 Holding Flight Path Deviation, 4−6−3 Formation Flights, 2−1−6 Holding Instructions, 4−6−3 Forward Departure Delay Information, 4−3−6 Holding Pattern Surveillance, 5−1−4 Forwarding Amended and UTM Data, 2−2−3 Holding Points (Visual), 4−6−3 Forwarding Approach Information by Nonapproach Control Facilities, 3−10−1 Forwarding Departure Times, 4−3−7 I Forwarding Flight Plan Data Between U.S. ARTCCs ICAO Phonetics, 2−4−5 and Canadian ACCs, 2−2−4 IFR − VFR Flights, 4−2−3 Forwarding Information, 2−2−1 IFR Flight Progress Data, 2−2−1 Forwarding VFR Data, 2−2−1 IFR to VFR Flight Plan Change, 2−2−1 Fuel Dumping, 9−4−1 ILS Protection/Critical Areas (Holding), 4−6−3 Function Code Assignments, 5−2−2 Inflight Deviations from Transponder/Mode C Requirements Between 10,000 Feet and 18,000 G Feet, 5−2−8 Inflight Equipment Malfunctions, 2−1−4 GPA 102/103 Correction Factor, 5−5−6 Inhibiting Low Altitude Alert System (TPX−42), Ground Missile Emergencies, 10−7−1 5−16−1 Ground Operations, 3−7−4 Inhibiting Minimum Safe Altitude Warning (ARTS), 5−15−2 Ground Operations When Volcanic Ash is Present, 3−1−6 Initial Heading, 5−8−1 Ground Stop, 4−3−6 Inoperative Interrogator, 5−2−6 Ground Traffic Movement, 3−7−1 Inoperative/Malfunctioning Transponder, 5−2−5

I−4 Index 2/9/12 JO 7110.65U

[References are to page numbers]

Interceptor Operations, 9−2−4 Man−Portable Air Defense Systems (MANPADS) Alert, 10−2−5 Interfacility Automated Information Transfer, 5−4−5 Manual Input of Computer Assigned Beacon Codes, Interphone Message Format, 2−4−3 2−2−2 Interphone Message Termination, 2−4−4 Medium Intensity Runway Lights, 3−4−4 Interphone Transmission Priorities, 2−4−2 Merging Target Procedures, 5−1−3 Intersecting Runway Separation (Arrival), 3−10−3 Military DVFR Departures, 2−2−1 Intersecting Runway Separation (Departure), 3−9−7 Military Operations above FL 600, 9−2−7 Military Procedures, 2−1−6 J Military Single Frequency Approaches, 5−10−5 Jettisoning of External Stores, 9−5−1 Military Special Use Frequencies, 9−2−8 Military Training Routes, 9−2−2 K Minimum En Route Altitudes, 4−5−2 Minimum Fuel, 2−1−4 K−9 Teams, 10−2−5 MIRL, 3−4−4 Missed Approach, 4−8−6 L Missed Approach (Radar Approach), 5−10−4 LAAS, 5−16−1 Mixed Environment (Beacon), 5−2−1 Landing Area Condition, 3−3−1 Mode C Intruder Alert (Host), 5−14−1 Landing Clearance, 3−10−6 Monitoring Radios, 2−4−1 Landing Clearance Without Visual Observation, 3−10−7 MSAW, 5−15−2 Landing Information (ATCT), 3−10−1 Lateral Separation (Nonradar), 6−5−1 N Lateral Separation (Oceanic), 8−4−1 NAVAID Fixes, 2−5−2 Law Enforcement Operations by Civil and Military Organizations, 9−2−5 NAVAID Malfunctions, 2−1−5 Light Signals (ATCT), 3−2−1 NAVAID Terms, 2−5−1 Line Up and Wait (LUAW), 3−9−2 NAVAID Use Limitations, 4−1−1 Longitudinal Separation (Nonradar), 6−4−1 Navy Fleet Support Missions, 10−5−1 Longitudinal Separation (Oceanic), 8−3−1 No−Gyro Approach, 5−10−2 Low Approach, 4−8−7 Nondiscrete Environment (Beacon), 5−2−1 Low Level Wind Shear/Microburst Advisories, 3−1−3 Nonradar, 6−1−1 Lowest Usable Flight Level, 4−5−2 Nonradar Initial Separation of Departing and Arriving Aircraft, 6−3−1 Nonradar Initial Separation of Successive Departing M Aircraft, 6−2−1 Mach Number Technique, 8−3−2 Nonradar Timed Approaches, 6−7−1 Malfunctioning Interrogator, 5−2−6 Nonstandard Formation/Cell Operations, 9−2−10 MALSR/ODALS, 3−4−2 NORAD Special Flights, 9−2−9

Index I−5 JO 7110.65U 2/9/12

[References are to page numbers]

North American ICAO Region, 8−10−1 Position Determination (Airports), 3−1−2 North American Route Program (NRP), 2−2−5 Position Information (Radar), 5−3−2 North Atlantic ICAO Region, 8−7−1 Position Report (Oceanic), 8−1−1 Notes, 1−2−2 Position Reporting (Radar), 5−1−4 Number Clarification, 2−4−7 Position Responsibilities, 2−10−1 Numbers Usage, 2−4−5 Practice Approaches, 4−8−6 Practice Precautionary Approaches, 3−10−10 O Prearranged Coordination, 5−4−5 Precision Approach Critical Area, 3−7−4 Observed Abnormalities, 3−1−5 Precision Approach Path Indicators (PAPI), 3−4−1 Obstruction Lights, 3−4−5 Precision Obstacle Free Zone (POFZ), 3−7−5 Ocean21 ATC System, 13−2−1 Preventive Control (Airports), 3−1−1 Oceanic Coordination, 8−2−1 Primary Radar Identification Methods, 5−3−1 Oceanic Data Entries, 2−3−5 Priority Interruptions, 2−4−2 Oceanic Navigational Error Reporting (ONER) Procedures, 8−1−1 Procedural Letters of Agreement, 1−1−2 Oceanic Procedures, 8−1−1 Procedural Preference, 2−1−1 Oceanic Separation, 8−1−1 Oceanic Transition Procedures, 8−5−1 Q Oceanic VFR Flight Plans, 8−1−1 Questionable Identification, 5−3−2 Offshore Procedures, 8−1−1 Offshore Transition Procedures, 8−5−1 Open Skies Treaty Aircraft, 9−2−10 R Operational Priority, 2−1−2 Radar Approaches − Terminal, 5−10−1 Operational Requests, 2−1−9 Radar Arrivals, 5−9−1 Overdue Aircraft, 10−3−1 Radar Beacon Changes for Military Aircraft, 4−7−2 Overhead Maneuver, 3−10−8 Radar Beacon Code Changes, 5−2−2 Radar Departures, 5−8−1 P Radar Fix Posting, 5−1−4 Pacific ICAO Region, 8−9−1 Radar Identification, 5−3−1 PAR Approaches − Terminal, 5−12−1 Radar Identification Status, 5−3−2 Parachute Operations, 9−7−1 Radar Presentation and Equipment Performance, 5−1−1 Parallel Dependent ILS/MLS Approaches, 5−9−7 Radar Separation, 5−5−1 Passing or Diverging, 5−5−4 Radar Separation Application, 5−5−1 Personnel on Runways, 3−1−2 Radar Separation Minima, 5−5−2 Pilot Acknowledgment/Read Back, 2−4−1 Radar Separation Vertical Application, 5−5−3 PIREP Information, 2−6−1 Radar Service Limitations, 5−1−3 Point Out, 5−4−4 Radar Service Termination, 5−1−4

I−6 Index 2/9/12 JO 7110.65U

[References are to page numbers] Radar Use, 5−1−1 S Radar−Only Mode, 3−6−2 Safety Alert, 2−1−3 Radio and Interphone Communications, 2−4−1 Safety Management System (SMS), 1−1−2 Radio Communications, 2−1−7, 2−4−1 Same Runway Separation (Arrival), 3−10−2 Radio Failure (Beacon), 5−2−3 Same Runway Separation (Departure), 3−9−4 Radio Frequency Changes for Military Aircraft, 4−7−2 SAR, 10−3−1 Radio Message Format, 2−4−2 SAR Information to be Forwarded to ARTCC, 10−3−1 Receiver−Only Acknowledgment (ATCT), 3−2−1 SAR Information to be Forwarded to RCC, 10−3−1 Receiving Controller Handoff, 5−4−3 Sea Lane Operations, 3−12−1 Recording Information, 2−2−1 Search and Rescue, 10−3−1 Reduced Vertical Separation Minimum (RVSM), Sector Eligibility, 5−14−2 2−1−12 Security Notice (SECNOT), 9−2−5 Reduction of Route Protected Airspace (Oceanic), Selected Altitude Limits, 5−14−2 8−4−3 Separation from Airspace Reservations, 8−6−1 References, 1−2−3 Separation from Obstructions, 5−5−5 REIL, 3−4−1 Sequence/Spacing Application, 3−8−1 Relayed Approach Clearance, 4−8−5 Sequenced Flashing Lights, 3−4−2 Release Times, 4−3−5 SFA, 4−7−1 Reporting Essential Flight Information, 2−1−4 Side−Step Maneuver, 4−8−6 Reporting Weather Conditions, 2−6−4 Simulated Flameout (SFO) Approaches, 3−10−10 Responsibility Transfer to RCC, 10−3−2 Simultaneous Approach and Runway Edge Light Operation, 3−4−4 Rotating Beacon, 3−4−5 Simultaneous Departures (Radar), 5−8−1 Route Amendments, 4−2−1 Simultaneous Independent Dual ILS/MLS Approaches Route and NAVAID Description, 2−5−1 − High Update Radar, 5−9−9 Route Assignment, 4−4−1 Simultaneous Independent ILS/MLS Approaches − Dual & Triple, 5−9−8 Route Structure Transitions, 4−4−2 Simultaneous Landings or Takeoffs (Helicopter), Route Use, 4−4−1 3−11−3 Routes in Class G Airspace, 4−4−3 Simultaneous Offset Instrument Approaches (SOIA)− High Update Radar, 5−9−11 Runway Centerline Lights, 3−4−4 Simultaneous Opposite Direction Operation, 3−8−2 Runway Edge Lights, 3−4−3 Simultaneous Same Direction Operation, 3−8−1 Runway End Identifier Lights, 3−4−1 Single Frequency Approaches, 4−7−1 Runway Exiting, 3−10−7 Spacing and Sequencing (ATCT), 3−8−1 Runway Proximity, 3−7−4 Special Flights, 9−1−1 Runway Selection, 3−5−1 Special Interest Sites, 9−2−4 RVR/RVV, 2−8−1 Special Operations, 9−2−1 RVSM, 2−1−12 Special Use Airspace, 9−3−1

Index I−7 JO 7110.65U 2/9/12

[References are to page numbers]

Special VFR, 7−5−1 Timely Information (ATCT), 3−3−1 Specifying Altitude (Approaches), 4−8−5 Touch−and−Go Approach, 4−8−7 Speed Adjustment, 5−7−1 Touch−and−Go Low Approach, 3−8−1 Speed Adjustment Minima, 5−7−3 Touchdown Zone Lights, 3−4−4 Speed Adjustment Termination, 5−7−3 Tower Team Position Responsibilities, 2−10−4 Standby or Low Sensitivity Operation, 5−2−5 TPX−42 − Terminal, 5−16−1 STOL Runways, 3−5−1 Track Separation (Oceanic), 8−4−4 Stop−and−Go Low Approach, 3−8−1 Track Suspend Function (ARTS), 5−15−2 Successive Departures (Radar), 5−8−1 Traffic Advisories, 2−1−9 Surface Area Restrictions, 3−1−5 Traffic Information (Airports), 3−1−2 Surface Areas, 2−1−7 Traffic Management Procedures, 11−1−1 Surveillance Approaches − Terminal, 5−11−1 Transfer of Jurisdiction, 4−7−4 SVFR, 7−5−1 Transfer of Position (SOP), Appendix D−1 Switching ILS/MLS Runways, 4−7−6 Transfer of Radar Identification, 5−4−1 Transfer of Radar Identification − Methods, 5−4−1 T Transfer of Radar Identification − Terms, 5−4−1 Transfer of Radar Identification − Traffic, 5−4−2 Tailwind Components, 3−5−1 Transferring Controller Handoff, 5−4−2 Takeoff Clearance, 3−9−9 Transmit Proposed Flight Plan, 2−2−3 Target Markers, 5−3−3 TRSA, 7−7−1 Target Resolution, 5−5−1 TRSA Separation, 7−7−1 Target Separation, 5−5−1 Taxi and Ground Movement Operations, 3−7−1 Taxi and Ground Movement Procedures, 3−7−1 U

Taxiway Lights, 3−4−5 Unauthorized Laser Illumination of Aircraft, 2−9−2, Teletype Flight Data Format − U.S. ARTCCs − 10−2−6 Canadian ACCs, 2−2−4 Unidentified Flying Object (UFO) Reports, 9−8−1 Temporary Moving Airspace Reservations, 8−6−1 Unmanned Free Balloons, 9−6−1 Temporary Stationary Airspace Reservations, 8−6−1 Unmonitored NAVAIDs (Holding), 4−6−3 Terminal Automation Systems Identification Methods, Unsafe Runway Information, 3−3−1 5−3−2 USAF/USN Undergraduate Pilots (Strips), 2−3−10 Terminal Data Entries (Strips), 2−3−6 Use of Active Runways, 3−1−1 Terminal Radar Service Area, 7−7−1 Use of MARSA, 2−1−5 Terminal Radar/Nonradar Team Position Responsibilities, 2−10−2 Use of PAR for Approach Monitoring − Terminal, 5−13−1 Terrain Awareness Warning System (TAWS) Alerts, 2−1−13 Use of Tower Radar Displays, 3−1−5 Through Clearances, 4−2−2 User Request Evaluation Tool (URET), 13−1−1

I−8 Index 2/9/12 JO 7110.65U

[References are to page numbers] V Visual Separation, 7−2−1 Visual Signals (ATCT), 3−2−1 Validation of Mode C Readout, 5−2−6 Visually Scanning Runways, 3−1−6 VASI, 3−4−1 Volcanic Ash, 10−2−7 Vectoring, 5−6−1 Vectors Across Final Approach Course, 5−9−2 Vectors Below Minimum Altitude, 5−6−2 W Vectors for Visual Approach, 7−4−1 Wake Turbulence, 2−1−9 Vectors to Final Approach Course, 5−9−1 Wake Turbulence Cautionary Advisories, 2−1−9 Vehicles on Runways, 3−1−2 Wake Turbulence Separation for Intersection Vertical Application Exceptions, 5−5−4 Departures, 3−9−6 Vertical Separation (Nonradar), 6−6−1 Warning Signal (ATCT), 3−2−1 Vertical Separation Minima, 4−5−1 Washington, DC, Special Flight Rules Area (DC VFR − IFR Flights, 4−2−3 SFRA), 9−2−4 VFR Aircraft in Weather Difficulty, 10−2−2 Weather and Chaff Services, 2−6−2 VFR Basic Radar Service (Terminal), 7−6−1 Weather Deviations, 8−9−4 VFR Code Assignments, 5−2−3 Weather Deviations in North Atlantic (NAT) Airspace, 8−7−2 VFR Conditions, 7−1−1 VFR Release of IFR Departure, 4−3−7 Weather Familiarization, 2−6−1 VFR−on−top, 7−3−1 Weather Information, 2−6−1 VFR−on−top (NAVAID Use), 4−1−2 Weather Information (Arrivals), 4−7−3 Visual, 7−1−1 Weather Reconnaissance Flights, 9−2−9 Visual Approach Slope Indicators, 3−4−1 Withholding Landing Clearance, 3−10−7 Visual Approaches, 7−4−1 Word Meanings, 1−2−1 Visual Holding of VFR Aircraft, 7−1−1 Words and Phrases (Communications), 2−4−4

Index I−9

Federal Aviation JO 7110.65U Administration 2/9/12

BRIEFING GUIDE

U.S. DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION

Initiated By: AJR−0 Vice President, System Operations Services JO 7110.65U 2/9/12

Table of Contents

Paragraph Title Page Number 2−5−2 NAVAID TERMS ...... 3 2−9−3 CONTENT ...... 6 3−7−1 GROUND TRAFFIC MOVEMENT ...... 6 3−9−1 DEPARTURE INFORMATION ...... 6 3−9−4 LINE UP AND WAIT (LUAW) ...... 6 3−9−9 TAKEOFF CLEARANCE ...... 6 3−10−1 LANDING FORMATION ...... 6 3−10−5 LANDING CLEARANCE ...... 6 4−2−1 CLEARANCE ITEMS ...... 3 4−2−5 ROUTE OR ALTITUDE AMENDMENTS ...... 3 4−2−9 CLEARANCE ITEMS ...... 3 4−3−2 DEPARTURE CLEARANCE ...... 3 4−3−3 ABBREVIATED DEPARTURE CLEARANCE ...... 3 4−7−1 CLEARANCE INFORMATION ...... 3 4−7−12 AIRPORT CONDITIONS ...... 11 4−8−2 CLEARANCE LIMIT ...... 3 5−9−10 SIMULTANEOUS INDEPENDENT APPROACHES TO WIDELY− SPACED PARALLEL RUNWAYS WITHOUT FINAL MONITORS . . 11 9−2−22 OPEN SKIES TREATY AIRCRAFT ...... 14

BG−2 Briefing Guide 2/9/12 JO 7110.65U

1. PARAGRAPH NUMBER AND TITLE: 2−5−2. NAVAID TERMS 4−2−1. CLEARANCE ITEMS 4−2−5. ROUTE OR ALTITUDE AMENDMENTS 4−2−9. CLEARANCE ITEMS 4−3−2. DEPARTURE CLEARANCES 4−3−3. ABBREVIATED DEPARTURE CLEARANCE 4−7−1. CLEARANCE INFORMATION 4−8−2. CLEARANCE LIMIT 2. BACKGROUND: Field facilities have raised concerns that directives and phraseology are not clear and consistent when it comes to issuing clearances to airports and NAVAIDs. In some cases, the directives simply state destination airport without any supporting phraseology, and this leaves open the possibility that a clearance could contain only the airport name without the following word “airport.” In some cases, when an airport and a NAVAID might have the same name, the clearance limit is not clear. 3. CHANGE: OLD NEW 2-5-2. NAVAID TERMS 2-5-2. NAVAID TERMS Add a. Describe NAVAIDs as follows: Add 1. State the name or phonetic alphabet equivalent (location identifier) of a NAVAID when using it in a routing. Add EXAMPLE- “V6 Victor Whiskey Victor (Waterville) V45 Jackson” Add 2. When utilized as the clearance limit, state the name of the NAVAID followed by the type of NAVAID if the type is known. Add PHRASEOLOGY− CLEARED TO (NAVAID name and type) Add EXAMPLE- “Cleared to Grand Rapids VOR” Describe radials, arcs, courses, bearings, and b. Describe radials, arcs, courses, bearings, and quadrants of NAVAIDs as follows: quadrants of NAVAIDs as follows: a.VOR/VORTAC/TACAN/MLS/GPS Waypoint. 1.VOR/VORTAC/TACAN/MLS/GPS State the name of the NAVAID or GPS Waypoint Waypoint. State the name of the NAVAID or GPS followed by the separate digits of the Waypoint followed by the separate digits of the radial/azimuth/bearing (omitting the word radial/azimuth/bearing (omitting the word “degrees”) and the word “radial/azimuth/bearing.” “degrees”) and the word “radial/azimuth/bearing.” Paragraph b thru f Renumber 2 thru 6 OLD NEW 4−2−1. CLEARANCE ITEMS 4−2−1. CLEARANCE ITEMS title through a No Change b. Clearance limit. b. Clearance limit. Add 1. When the clearance limit is an airport, the word “airport” must follow the airport name. PHRASEOLOGY− CLEARED TO (destination) AIRPORT. Add

Briefing Guide BG−3 JO 7110.65U 2/9/12

Add 2. When the clearance limit is a NAVAID, and the NAVAID type is known, the type of NAVAID must follow the NAVAID name. PHRASEOLOGY− CLEARED TO (NAVAID name and type). Add 3. When the clearance limit is an intersection Add or waypoint, and the type is known, the type must follow the intersection or waypoint name. Add PHRASEOLOGY− CLEARED TO (intersection or waypoint name and type).

OLD NEW 4−2−5. ROUTE OR ALTITUDE 4−2−5. ROUTE OR ALTITUDE AMENDMENTS AMENDMENTS title through a2 No Change 3. Issue a clearance “direct” to a point on the 3. Issue a clearance “direct” to a point on the previously issued route. previously issued route. PHRASEOLOGY− PHRASEOLOGY− CLEARED DIRECT (fix). CLEARED DIRECT (fix, waypoint). Add Or Add CLEARED DIRECT (destination) AIRPORT.

OLD NEW 4−2−9. CLEARANCE ITEMS 4−2−9. CLEARANCE ITEMS title through b No Change c. Issue clearance to destination, short range c. Issue clearance to destination, short range clearance, or an instruction to the pilot to contact a clearance, or an instruction to the pilot to contact an FSS or AFSS if the flight plan cannot be processed. FSS if the flight plan cannot be processed. If clearance is to destination airport, the phraseology CLEARED TO (destination) AIRPORT must be used. If clearance is to a NAVAID, state the name of the NAVAID followed by the type of NAVAID, if the type is known. If clearance is to an intersection or waypoint and the type is known, the type must follow the intersection or waypoint name.

OLD NEW 4−3−2. DEPARTURE CLEARANCES 4−3−2. DEPARTURE CLEARANCES title thru a No Change b. Clearance Limit. b. Clearance Limit. 1. Specify the destination airport when 1. Specify the destination airport when practicable, even though it is outside controlled practicable, even though it is outside controlled airspace. Issue short range clearances as provided airspace. Issue short range clearances as provided for in any procedures established for their use. for in any procedures established for their use.

BG−4 Briefing Guide 2/9/12 JO 7110.65U

Add (a) When the clearance limit is an airport, the word “airport” must follow the airport name. Add PHRASEOLOGY− CLEARED TO (destination) AIRPORT Add (b) When the clearance limit is a NAVAID and the NAVAID type is known, the type of NAVAID must follow the NAVAID name. Add PHRASEOLOGY− CLEARED TO (NAVAID name and type) Add (c) When the clearance limit is an intersection or waypoint and the type is known, the type must follow the intersection or waypoint name. Add PHRASEOLOGY− CLEARED TO (intersection or waypoint name and type)

OLD NEW 4−3−3. ABBREVIATED DEPARTURE 4−3−3. ABBREVIATED DEPARTURE CLEARANCE CLEARANCE title through e1 No Change 2. If it reduces verbiage, state the phrase: 2. If it reduces verbiage, state the phrase: “Cleared to (destination) airport, (SID and SID “Cleared to (destination) airport or cleared transition, as appropriate), then as filed, except . . ..” NAVAID, intersection, or waypoint (type if Specify the necessary revision, then the assigned known), (SID and SID transition, as appropriate), altitude; and if required, add any additional then as filed, except . . ..” Specify the necessary instructions or information. If a SID is not assigned, revision, then the assigned altitude; and if required, state: “Cleared to (destination) airport as filed, add any additional instructions or information. If a except . . ..” Specify the necessary revision, the SID is not assigned, state: “Cleared to (destination) assigned altitude; and if required, add any airport or cleared to NAVAID, intersection, or additional instructions or information. waypoint (type if known) as filed, except . . ..” Specify the necessary revision, the assigned altitude; and if required, add any additional instructions or information. PHRASEOLOGY− PHRASEOLOGY− CLEARED TO (destination) AIRPORT; CLEARED TO (destination) AIRPORT. Add Or Add CLEARED TO (NAVAID name and type). Add Or Add CLEARED TO (intersection or waypoint name and type). Remaining PHRASEOLOGY and EXAMPLES No Change f. In a nonradar environment specify one, two, or f. In a nonradar environment specify one, two, or more fixes, as necessary, to identify the initial route more fixes, as necessary, to identify the initial of flight. route of flight. Add 1. Specify the destination airport, when practicable, followed by the word “airport” even though it is outside controlled airspace.

Briefing Guide BG−5 JO 7110.65U 2/9/12

Add PHRASEOLOGY− CLEARED TO (destination) AIRPORT Add 2. When the clearance limit is a NAVAID, the type of NAVAID must follow the NAVAID name. Add PHRASEOLOGY− CLEARED TO (NAVAID name and type) Add 3. When the clearance limit is an intersection or waypoint and the type is known, the type must follow the intersection or waypoint name. Add PHRASEOLOGY− CLEARED TO (intersection or waypoint name and type)

OLD NEW 4−7−1. CLEARANCE INFORMATION 4−7−1. CLEARANCE INFORMATION title through a No Change Add PHRASEOLOGY− CLEARED TO (destination) AIRPORT. Or CLEARED TO (NAVAID name and type if known). Or CLEARED TO (intersection or waypoint name and type if known).

OLD NEW 4−8−2. CLEARANCE LIMIT 4−8−2. CLEARANCE LIMIT Issue approach or other clearances, as required, Issue approach or other clearances, as required, specifying the destination airport as the clearance specifying the destination airport as the clearance limit if airport traffic control service is not provided limit if airport traffic control service is not provided even though this is a repetition of the initial even though this is a repetition of the initial clearance. clearance. Add PHRASEOLOGY− CLEARED TO (destination) AIRPORT

1. PARAGRAPH NUMBER AND TITLE: 2−9−3. CONTENT 3−7−1. GROUND TRAFFIC MOVEMENT 3−9−1. DEPARTURE INFORMATION 3−9−4. LINE UP AND WAIT (LUAW) 3−9−9. TAKEOFF CLEARANCE 3−10−1. LANDING INFORMATION 3−10−5. LANDING CLEARANCE

2. BACKGROUND: This change establishes requirements for aircraft landing on or departing from runways that have a temporary or permanent change in runway length due to construction. Changes include: the requirement to use the term “warning” and/or “shortened” on the ATIS; use of the term “shortened” in conjunction with all takeoff and landing clearances for a specified period; and prohibits use of the term “full length” when runway lengths have been temporarily shortened.

BG−6 Briefing Guide 2/9/12 JO 7110.65U

3. CHANGE:

OLD NEW 2−9−3. CONTENT 2−9−3. CONTENT Title thru g No change Add h. When a runway length has been temporarily or permanently shortened, ensure that the word “WARNING” prefaces the runway number, and that the word “shortened” is also included in the text of the message. Add 1. Available runway length, as stated in the NOTAM, must be included in the ATIS broadcast. This information must be broadcast for the duration of the construction project. Add 2. For permanently shortened runways, facilities must continue to broadcast this information for a minimum of 30 days or until the Airport/Facility Directory (A/FD) has been updated, whichever is longer. Add PHRASEOLOGY− WARNING, RUNWAY (number) HAS BEEN SHORTENED, (length in feet) FEET AVAILABLE. Add EXAMPLE- “Warning, Runway One-Zero has been shortened, niner-thousand eight hundred and fifty feet available.” h thru l Re-letter i thru m

OLD NEW 3−7−1. GROUND TRAFFIC MOVEMENT 3−7−1. GROUND TRAFFIC MOVEMENT title through d No Change Add e. Do not use the term “full length” when the runway length available for departures has been temporarily shortened. On permanently shortened runways, do not use the term “full length” until the Airport/Facility Directory is updated to include the change(s). Add REFERENCE− FAAO JO 7210.3, Para 10-3-11, Airport Construction FAAO JO 7210.3, Para 10-3-12, Change in Runway Length Due to Construction

OLD NEW 3−9−1. DEPARTURE INFORMATION 3−9−1. DEPARTURE INFORMATION title through g No Change Add h. When the ATIS is unavailable, and when the runway length available for departure has been temporarily shortened, controllers must ensure that pilots receive the runway number combined with a shortened announcement for all departing aircraft.

Briefing Guide BG−7 JO 7110.65U 2/9/12

Add PHRASEOLOGY− RUNWAY (NUMBER) SHORTENED Add EXAMPLE – “Runway Two-Seven shortened.”

OLD NEW 3−9−4. LINE UP AND WAIT (LUAW) 3−9−4. LINE UP AND WAIT (LUAW) title through o No Change Add p. Do not use the term “full length” when the runway length available for departure has been temporarily shortened. On permanently shortened runways, do not use the term “full length” until the A/FD is updated to include the change(s). Add NOTE− The use of the term “full length” could be interpreted by the pilot(s) as the available runway length prior to the runway being shortened. Add q. Whenever a runway length has been temporarily or permanently shortened, state the word “shortened” immediately following the runway number as part of the line up and wait clearance. Add 1. The addition of “shortened” must be included in the line up and wait clearance for the duration of the construction project when the runway is temporarily shortened. Add 2. The addition of “shortened” must be included in the line up and wait clearance until the A/FD is updated to include the change(s) when the runway is permanently shortened. Add PHRASEOLOGY− RUNWAY (number) SHORTENED, LINE UP AND WAIT. Add EXAMPLE- “Runway Two-Seven shortened, line up and wait.” Add REFERENCE− FAAO JO 7210.3, Para 10-3-11, Airport Construction FAAO JO 7210.3, Para 10-3-12, Change in Runway Length Due to Construction

OLD NEW 3−9−9. TAKEOFF CLEARANCE 3−9−9. TAKEOFF CLEARANCE title through e No Change Add f. Do not use the term “full length” when the runway length available for departure has been temporarily shortened. On permanently shortened runways, do not use the term “full length” until the Airport/Facility Directory is updated to include the change(s).

BG−8 Briefing Guide 2/9/12 JO 7110.65U

Add NOTE− The use of the term “full length” could be interpreted by the pilot(s) as the available runway length prior to the runway being shortened. Add g. Whenever a runway length has been temporarily or permanently shortened, state the word “shortened” immediately following the runway number as part of the takeoff clearance. This information must be issued in conjunction with the takeoff clearance. Add 1. The addition of “shortened” must be included in the takeoff clearance for the duration of the construction project when the runway is temporarily shortened. Add 2. The addition of “shortened” must be included in the takeoff clearance until the Airport/Facility Directory is updated to include the change(s) when the runway is permanently shortened. Add PHRASEOLOGY− RUNWAY (number) SHORTENED, CLEARED FOR TAKEOFF. Add EXAMPLE- “Runway Two-Seven shortened, cleared for takeoff.” Add PHRASEOLOGY− RUNWAY (number) AT (taxiway designator) INTERSEC- TION DEPARTURE (remaining length) FEET AVAIL- ABLE. Add EXAMPLE- “Runway Two-Seven at Juliet, intersection departure, 5600 feet available” Add REFERENCE− FAAO JO 7210.3, Para 10-3-11, Airport Construction FAAO JO 7210.3, Para 10-3-12, Change in Runway Length Due to Construction f through g Re−letter h thru i

OLD NEW 3−10−1. LANDING INFORMATION 3−10−1. LANDING INFORMATION title through j No Change Add k. If the pilot does not indicate the appropriate ATIS code, and when a runway has been shortened, controllers must ensure that pilots receive the runway number combined with a shortened announcement for all arriving aircraft.

Briefing Guide BG−9 JO 7110.65U 2/9/12

OLD NEW 3−10−5. LANDING CLEARANCE 3−10−5. LANDING CLEARANCE title through d No Change Add e. Whenever a runway length has been temporarily or permanently shortened, state the word “shortened” immediately following the runway number as part of the landing clearance. This information must be issued in conjunction with the landing clearance. Add 1. The addition of “shortened” must be included in the landing clearance for the duration of the construction project when the runway is temporarily shortened. Add 2. The addition of “shortened” must be included in the landing clearance until the A/FD is updated to include the change(s) when the runway is permanently shortened. Add PHRASEOLOGY− RUNWAY (number) SHORTENED, CLEARED TO LAND. Add EXAMPLE− “Runway Two-Seven shortened, cleared to land.” Add f. If landing clearance is temporarily withheld, insert the word “shortened” immediately after the runway number to advise the pilot to continue. Add PHRASEOLOGY− RUNWAY (number) SHORTENED, CONTINUE. Add EXAMPLE− “Runway TwoSeven shortened, continue.” Add REFERENCE− FAAO JO 7210.3, Para 10311, Airport Construction FAAO JO 7210.3, Para 10312, Change in Runway Length Due to Construction

1. PARAGRAPH NUMBER AND TITLE: 4−7−12. AIRPORT CONDITIONS 2. BACKGROUND: This change clarifies the responsibilities of En Route controllers regarding information contained in Notices to Airmen (NOTAMs) related to the abnormal operation of approach and landing aids or destination airport conditions which might restrict an approach or landing. When providing En Route approach control service, there is no requirement to disseminate information to the pilot pertaining to the airport surface environment other than the landing area. Additionally, obstruction information contained in non-FDC NOTAMs are not required to be issued if the aircraft will be cleared for an instrument approach.

With respect to information regarding Special Use Airspace (SUA) or military training route (MTR) activities contained in NOTAMs, En Route controllers are required to take appropriate action to separate nonparticipating IFR aircraft from those activities when required, and to issue appropriate advisories to IFR and to any VFR aircraft being provided advisory service. In meeting those requirements, there is no requirement for controllers to additionally issue the associated D NOTAM related to that SUA or MTR to the pilot.

BG−10 Briefing Guide 2/9/12 JO 7110.65U

3. CHANGE: OLD NEW 4−7−12. AIRPORT CONDITIONS 4−7−12. AIRPORT CONDITIONS a. EN ROUTE. Before issuing an approach a. EN ROUTE. Before issuing an approach clearance or en route descent, and subsequently as clearance or en route descent, and subsequently as changes occur, inform an aircraft of any abnormal changes occur, inform an aircraft of any abnormal operation of approach and landing aids and of operation of approach and landing aids and of destination airport conditions that you know of destination airport conditions that you know of which might restrict an approach or landing. which might restrict an approach or landing. Add NOTE− 1. Airport conditions information, in the provision of en route approach control service, does not include information pertaining to the airport surface environment other than the landing area(s) or obstruction information for aircraft that will be cleared for an instrument approach. Accordingly, D NOTAMs that contain the keywords TAXIWAY (TXY), RAMP, AP- RON, or SERVICE (SVC) are not required to be issued. Additionally, Obstruction NOTAMs (OBST) are not required to be issued if an aircraft will be cleared for an instrument approach. Add 2. When advised of special use airspace (SUA) or military training route (MTR) activation, appropriate action is taken to separate nonparticipating IFR aircraft from those activities when required, and/or to issue applicable advisories as warranted. When meeting this requirement, there is no requirement for controllers to additionally issue the associated D NOTAM activating that SUA or MTR to the pilot. Accordingly, D NOTAMs for SUA that contain the accountability codes SUAE, SUAC, and SUAW are not required to be issued.

1. PARAGRAPH NUMBER AND TITLE: 5−9−10. SIMULTANEOUS INDEPENDENT AP- PROACHES TO WIDELY-SPACED PARALLEL RUNWAYS WITHOUT FINAL MONITORS 2. BACKGROUND: Currently, 11 waivers exist in the NAS which allow for widely−spaced parallel operations to exist without final monitors. There is a May 2009 SRMD which establishes the criteria for those waivers. In order to alleviate the necessity for future waivers, a new paragraph is being added to FAA Order JO 7110.65 which captures all of the requirements of the SRMD. Additionally, no mention is made to the types of approaches as: (1) the approach charts must allow for it, and (2) a January 2011 SRMD allows for parallel dependent and simultaneous independent GPS-RNAV/RNP and ILS approaches or any combination of the two. FAA Order JO 7210.3 is being updated to reflect this change as well. 3. CHANGE: OLD NEW Add 5-9-10. SIMULTANEOUS INDEPENDENT APPROACHES TO WIDELY-SPACED PAR- ALLEL RUNWAYS WITHOUT FINAL MON- ITORS

Briefing Guide BG−11 JO 7110.65U 2/9/12

Add Simultaneous independent approaches to widely-spaced parallel runways may only be conducted where instrument approach charts specifically authorize simultaneous approaches to adjacent runways. Add TERMINAL Add a. Apply the following minimum separation when conducting simultaneous independent approaches to runway centerlines that are separated by more than 9,000 feet with a field elevation at or below 5,000 feet MSL, or 9,200 feet between runway centerlines with a field elevation above 5,000 feet MSL: Add 1. Provide a minimum of 1,000 feet vertical or a minimum of 3 miles radar separation between aircraft during turn-on to parallel final approach. Add 2. Provide the minimum applicable radar separation between aircraft on the same final approach course. Add REFERENCE− FAAO JO 7110.65, para 554, Minima. Add b. The following conditions are required when applying the minimum separation on widely spaced parallel courses allowed in subpara a: Add 1. Straight-in landings will be made. Add 2. The approach system, radar, and appropriate frequencies are operating normally. Add 3. Inform aircraft that simultaneous approaches are in use prior to aircraft departing an outer fix. This information may be provided through the ATIS. Add 4. Clear an aircraft to descend to the appropriate glideslope/glidepath intercept altitude soon enough to provide a period of level flight to dissipate excess speed. Provide at least 1 mile of straight flight prior to the final approach course intercept. Add 5. Separate final and local controllers are required for each final. Aircraft on the final must be on the appropriate final controller frequency for that runway. Add 6. Transfer of communication and monitor responsibility to the tower controller’s frequency must be specified in a facility directive and/or Letter of Agreement. Add c. The following procedures must be used by the final approach controllers:

BG−12 Briefing Guide 2/9/12 JO 7110.65U

Add NOTE− There is no requirement for the establishment of a NTZ. Add 1. Instruct the aircraft to return to the correct final approach course when that aircraft is observed to overshoot the turnon or continue on a track which deviates from the final approach course in the direction of the adjacent approach course. Add PHRASEOLOGY− YOU HAVE CROSSED THE FINAL APPROACH COURSE. TURN (left/right) IMMEDIATELY AND RETURN TO LOCALIZER/AZIMUTH COURSE, or TURN (left/right) AND RETURN TO THE LOCAL IZER/AZIMUTH COURSE. Add 2. Instruct aircraft on adjacent final approach course to alter course to avoid the deviating aircraft when an aircraft is observed, or in the controller s judgment, has deviated from the final approach course in the direction of the adjacent approach course. Add PHRASEOLOGY− TRAFFIC ALERT, (call sign), TURN (left/right) IM- MEDIATELY HEADING (degrees), CLIMB AND MAINTAIN (altitude) Add 3. Terminate radar monitoring when one of the following occurs: Add (a) Visual separation is applied. Add (b) The aircraft reports the approach lights or runway in sight. Add (c) The aircraft is 1 mile or less from the runway threshold, if procedurally required, and contained in facility directives. Add 4. Do not inform the aircraft when radar monitoring is terminated. Add d. Consideration should be given to known factors that may in any way affect the safety of the instrument approach phase of flight when simultaneous approaches are being conducted to parallel runways. Factors include, but are not limited to, wind direction/velocity, wind-shear alerts/reports, severe weather activity, etc. Closely monitor weather activity that could impact the final approach course. Weather conditions in the vicinity of the final approach course may dictate a change of approach in use. Add REFERENCE− FAAO JO 7110.65, Para 5113, Radar Service Termination. FAAO JO 7110.65, Para 592, Final Approach Course Interception.

Briefing Guide BG−13 JO 7110.65U 2/9/12

1. PARAGRAPH NUMBER AND TITLE: 9−2−22. OPEN SKIES TREATY AIRCRAFT

2. BACKGROUND: There has been some confusion on the type of OPEN SKIES flight that get priority handling. This change clarifies which type of flights require priority handling (F and D). Additionally, notification of using/scheduling agencies of special use airspace (SUA) has only been accomplished 15 minutes prior to the OPEN SKIES aircraft reaching the boundary. This has caused problems with the DOD in planning and using SUA.

3. CHANGE: OLD NEW 9−2−22. OPEN SKIES TREATY AIRCRAFT 9−2−22. OPEN SKIES TREATY AIRCRAFT title through b No Change c. OPEN SKIES aircraft, while maintaining c. OPEN SKIES (F and D) Treaty aircraft, while compliance with ATC procedures, shall have maintaining compliance with ATC procedures, priority over activities in Special Use Airspace must have priority over activities in special use (SUA) and shall be allowed to transit such airspace airspace (SUA) and must be allowed to transit such as filed after appropriate and timely coordination airspace as filed after appropriate and timely has been accomplished between the using agency coordination has been accomplished between the and controlling agency. using agency and controlling agency. 1. OPEN SKIES Treaty flights transiting SUA 1. F and D Treaty flights transiting SUA will be will be handled in the following manner: handled in the following manner: (a) The ATC facility controlling the OPEN (a) The ATC facility controlling the F and D SKIES flight shall advise the using/scheduling Treaty flight must advise the using/scheduling agency or appropriate ATC facility when the OPEN agency or appropriate ATC facility upon initial SKIES aircraft is fifteen (15) minutes from the SUA notification and when the aircraft is 15 minutes boundary; and from the SUA boundary; and c1(a)(1) thru c1(a)(2) No Change (b) If the controlling facility/using agency is (b) If the controlling facility/using agency is unable to confirm that all conflicting activities in unable to confirm that all conflicting activities in the SUA have ceased, the OPEN SKIES aircraft the SUA have ceased, the OPEN SKIES aircraft shall not be permitted access to the SUA. must not be permitted access to the SUA. 2. Return SUA to the using agency, if 2. Return SUA to the using agency, if appropriate, within fifteen (15) minutes after the appropriate, within 15 minutes after the F and D OPEN SKIES aircraft clears the SUA. Treaty aircraft clears the SUA.

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TBL A−1 ...... Appendix A−2

Briefing Guide BG−15