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SUBJ: Air Traffic Control: Order JO 7110.65W
SUBJ: Air Traffic Control: Order JO 7110.65W
SUBJ: Air Traffic Control: Order JO 7110.65W
JO 7110.65W
Air Traffic Organization Policy
Effective Date:
December 10, 2015
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.
1. Purpose of This Change. This change transmits revised pages to Federal Aviation
Administration Order JO 7110.65W, Air Traffic Control, and the Briefing Guide.
2. Audience. This change applies to all Air Traffic Organization (ATO) personnel and anyone
using ATO directives.
3. Where Can I Find This Change? This change is available on the FAA Web site at
http://faa.gov/air_traffic/publications and https://employees.faa.gov/tools_resources/orders_notices/.
4. Explanation of Policy Change. See the Explanation of Changes attachment which has
editorial corrections and changes submitted through normal procedures. The Briefing Guide lists
only new or modified material, along with background.
6. Disposition of Transmittal. Retain this transmittal until superseded by a new basic order.
Elizabeth L. Ray
Vice President, Mission Support Services
Air Traffic Organization
Date: __________________________
Explanation of Changes
Change 1
Direct questions through appropriate facility/service center office staff
to the Office of Primary Interest (OPI)
E of C−2
5/26/16 JO 7110.65W CHG 1
change also permits use of procedures using specific directions to facilities as to duties and
radius-to-fix legs that intercept final in lieu of responsibilities.
30-degree intercept provisions otherwise contained
in this paragraph. ad. 13-1-9. ACKNOWLEDGEMENT OF
AUTOMATED NOTIFICATION
z. 8-7-3. LONGITUDINAL SEPARATION
8-8-3. LONGITUDINAL SEPARATION
8-9-3. LONGITUDINAL SEPARATION This change adds the requirement for the first sector
8-10-3. LONGITUDINAL SEPARATION displaying the Embedded Route Text (ERT) coding
to issue and acknowledge the ERT coding unless
This change implements ADS-B ITP to allow climb otherwise coordinated or specified in appropriate
and descent of appropriately equipped aircraft using facility directives.
reduced separation in the oceanic domain upon pilot
request. ae. Appendix A - Aircraft Information
Fixed-Wing Aircraft
aa. 9-1-2. SPECIAL HANDLING
Appendix B - Aircraft Information
This change increases Air Traffic awareness that Helicopters/Rotorcrafts
aircraft using the call sign FLIGHT VAL will be Appendix C - Aircraft Information
performing Flight Validation activities that are Specific Amateur−Built/Experimental Aircraft
similar to Flight Check activities, but no additional
priority is granted. This change directs readers to a new source of
ab. 10-2-13. MANPADS ALERT aircraft information and deletes Appendices A, B,
This change identifies the DEN as the FAA and C.
Headquarters office for MANPADS notifications, af. Entire publication
adds a clarification edit, and a reference to FAA
Order JO 7610.4.
A global search and replace was conducted on the
ac. 11-1-1. DUTY RESPONSIBILITY term “A/FD − Airport/Facility Directory.” This
11-1-2. DUTIES AND RESPONSIBIL- term is now being referred to as “Chart Supplement
ITIES U.S.”
11-1-3. TIME−BASED FLOW
MANAGEMENT (TBFM)
Additional editorial/format changes were made
This change incorporates responsibilities for the use where necessary. Revision bars were not used
of TBFM into FAA Order JO 7110.65. It provides because of the insignificant nature of these changes.
ERRATA SHEET
SUBJECT: FAA Order JO 7110.65W, Air Traffic Control, effective December 10, 2015.
This errata sheet transmits the revised pages to the subject order.
Attachment
12/10/15 JO 7110.65W
Explanation of Changes
Basic
Direct questions through appropriate facility/service center office staff
to the Office of Primary Interest (OPI)
E of C−2
12/10/15 JO 7110.65W
minima behind the B757 aircraft, and adds a new 3,600 foot standard. There are no additional
requirement to provide 10 NM separation in front of conditions or procedures required when utilizing
and behind an aircraft when the data block indicates the 1 NM minimum separation standard.
“NOWGT.” Paragraph 3-9-7 has been edited to av. 5-9-7. SIMULTANEOUS
define the requirements of the procedure in a INDEPENDENT APPROACHES – DUAL
progressive format for easier readability. AND TRIPLE
ao. 3-9-9. NONINTERSECTING
This change incorporates the latest AFS guidance
CONVERGING RUNWAY OPERATIONS
concerning centerline spacing in the conduct of
The change describes the conditions where an simultaneous parallel approaches. This change also
independent safety analysis specific to Converging articulates specific AFS mitigations not previously
Runway Operations could provide an equivalent included. Lastly, the paragraph has been
level of safety and improve efficiency. re-organized by moving monitoring requirement
ap. 4-3-2. DEPARTURE CLEARANCES from the runway spacing provisions, and specifies
that FUSION is not to be used when conducting
This change adds directive guidance not to solicit a final monitoring activities.
VCOA from the pilot. It also adds a new NOTE
specifying that pilots will advise ATC of their intent aw. 5-9-8. SIMULTANEOUS
to utilize the VCOA option. INDEPENDENT CLOSE PARALLEL
APPROACHES-HIGH UPDATE RADAR
aq. 4-8-1. APPROACH CLEARANCE 5-9-9. SIMULTANEOUS
This change reorganizes content to provide clarity. INDEPENDENT CLOSE PARALLEL
ar. 4-8-11. PRACTICE APPROACHES APPROACHES – HIGH UPDATE RADAR
7-3-1. VFR-ON-TOP NOT REQUIRED
10-6-5. SERVICES TO RESCUE 5-9-10. SIMULTANEOUS OFFSET
AIRCRAFT INSTRUMENT APPROACHES
(SOIA)−HIGH UPDATE RADAR
This change removes the word “standard” while 5-9-11. SIMULTANEOUS
ensuring the application of IFR separation. INDEPENDENT APPROACHES TO
as. 5-4-2. TERMS WIDELY−SPACED PARALLEL RUNWAYS
WITHOUT FINAL MONITORS
The change revises the term “point out” for
consistency and added clarity. This change revises paragraph 5−9−8 to include
at. 5-6-1. APPLICATION PRM Approaches to better articulate the
appropriate circumstances when PRM approaches
This change removes the last sentence from need to be assigned to users which is lacking today.
paragraph 5-6-1a due to misapplication related to This change also deletes paragraph 5−9−9, and
the vectoring and rerouting of RNAV aircraft. All renumbers 5−9−10 and 5−9−11.
aircraft should be allowed to remain on their own
ax. 5-9-11. TRANSITIONAL
navigation to the extent possible, consistent with
PROCEDURES
operational needs and pilot requests.
au. 5-9-6. SIMULTANEOUS DEPENDENT This new paragraph allows a controller to issue
APPROACHES control instructions without incurring a loss of
separation which results in a low MOC.
This change introduces the use of 1 mile radar
ay. Entire Publication
separation diagonally on simultaneous dependent
approaches when runway centerlines are separated Additional editorial/format changes were made
by at least 2,500 feet but no more than 3,600 feet; where necessary. Revision bars were not used
and it alters the existing paragraph to account for the because of the insignificant nature of these changes.
Table of Contents
Chapter 1. General
Section 1. Introduction
Paragraph Page
1−1−1. PURPOSE OF THIS ORDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1−1
1−1−2. AUDIENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1−1
1−1−3. WHERE TO FIND THIS ORDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1−1
1−1−4. WHAT THIS ORDER CANCELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1−1
1−1−5. EXPLANATION OF CHANGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1−1
1−1−6. SUBMISSION CUTOFF AND EFFECTIVE DATES . . . . . . . . . . . . . . . . . . . . . . . . . 1−1−1
1−1−7. DELIVERY DATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1−1
1−1−8. RECOMMENDATIONS FOR PROCEDURAL CHANGES . . . . . . . . . . . . . . . . . . . . 1−1−1
1−1−9. REQUESTS FOR INTERPRETATIONS OR CLARIFICATIONS TO THIS ORDER 1−1−2
1−1−10. PROCEDURAL LETTERS OF AGREEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1−2
1−1−11. CONSTRAINTS GOVERNING SUPPLEMENTS AND PROCEDURAL
DEVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1−2
1−1−12. SAFETY MANAGEMENT SYSTEM (SMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1−3
1−1−13. REFERENCES TO FAA NON−AIR TRAFFIC ORGANIZATIONS . . . . . . . . . . . . 1−1−3
1−1−14. DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1−3
Table of Contents i
JO 7110.65W CHG 1 05/26/16
Paragraph Page
2−1−16. SURFACE AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−1−7
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
2−1−30. “BLUE LIGHTNING” EVENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−1−13
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05/26/16 JO 7110.65W CHG 1
Paragraph Page
2−4−3. PILOT ACKNOWLEDGMENT/READ BACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−1
2−4−4. AUTHORIZED INTERRUPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−1
2−4−5. AUTHORIZED TRANSMISSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−1
2−4−6. FALSE OR DECEPTIVE COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−2
2−4−7. AUTHORIZED RELAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−2
2−4−8. RADIO MESSAGE FORMAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−2
2−4−9. ABBREVIATED TRANSMISSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−2
2−4−10. INTERPHONE TRANSMISSION PRIORITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−2
2−4−11. PRIORITY INTERRUPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−3
2−4−12. INTERPHONE MESSAGE FORMAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−3
2−4−13. INTERPHONE MESSAGE TERMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−4
2−4−14. WORDS AND PHRASES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−4
2−4−15. EMPHASIS FOR CLARITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−4
2−4−16. ICAO PHONETICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−5
2−4−17. NUMBERS USAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−5
2−4−18. NUMBER CLARIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−7
2−4−19. FACILITY IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−8
2−4−20. AIRCRAFT IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−8
2−4−21. DESCRIPTION OF AIRCRAFT TYPES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−11
2−4−22. AIRSPACE CLASSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−11
Section 5. Route and NAVAID Description
2−5−1. AIR TRAFFIC SERVICE (ATS) ROUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−5−1
2−5−2. NAVAID TERMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−5−1
2−5−3. NAVAID FIXES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−5−2
Section 6. Weather Information
2−6−1. FAMILIARIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−6−1
2−6−2. 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−6−5
2−6−6. REPORTING WEATHER CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−6−5
2−6−7. DISSEMINATING WEATHER INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−6−6
Section 7. Altimeter Settings
2−7−1. CURRENT SETTINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−7−1
2−7−2. ALTIMETER SETTING ISSUANCE BELOW LOWEST USABLE FL . . . . . . . . . . 2−7−1
Section 8. Runway Visibility Reporting− Terminal
2−8−1. FURNISH RVR/RVV VALUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−8−1
2−8−2. ARRIVAL/DEPARTURE RUNWAY VISIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−8−1
2−8−3. TERMINOLOGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−8−1
Section 9. Automatic Terminal Information Service Procedures
2−9−1. APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−9−1
2−9−2. OPERATING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−9−1
2−9−3. CONTENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−9−2
Section 10. Team Position Responsibilities
2−10−1. EN ROUTE OR OCEANIC SECTOR TEAM POSITION RESPONSIBILITIES . . 2−10−1
Paragraph Page
2−10−2. TERMINAL RADAR/NONRADAR TEAM POSITION RESPONSIBILITIES . . . 2−10−2
2−10−3. TOWER TEAM POSITION RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . 2−10−4
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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
3−4−20. RUNWAY STATUS LIGHTS (RWSL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−4−5
Table of Contents v
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Chapter 4. IFR
Section 1. NAVAID Use Limitations
4−1−1. ALTITUDE AND DISTANCE LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−1−1
4−1−2. EXCEPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−1−1
4−1−3. CROSSING ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−1−2
4−1−4. VFR-ON-TOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−1−2
4−1−5. FIX USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−1−2
Section 2. Clearances
4−2−1. CLEARANCE ITEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−1
4−2−2. CLEARANCE PREFIX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−1
4−2−3. DELIVERY INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−1
4−2−4. CLEARANCE RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−1
4−2−5. ROUTE OR ALTITUDE AMENDMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−1
4−2−6. THROUGH CLEARANCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−3
4−2−7. ALTRV CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−3
4−2−8. IFR−VFR AND VFR−IFR FLIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−3
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Paragraph Page
4−2−9. CLEARANCE ITEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−3
4−2−10. CANCELLATION OF IFR FLIGHT PLAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−4
Paragraph Page
4−7−4. RADIO FREQUENCY AND RADAR BEACON CHANGES FOR MILITARY
AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−7−2
4−7−5. MILITARY TURBOJET EN ROUTE DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−7−2
4−7−6. ARRIVAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−7−3
4−7−7. WEATHER INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−7−3
4−7−8. BELOW MINIMA REPORT BY PILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−7−4
4−7−9. TRANSFER OF JURISDICTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−7−4
4−7−10. APPROACH INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−7−4
4−7−11. ARRIVAL INFORMATION BY APPROACH CONTROL FACILITIES . . . . . . . . . 4−7−5
4−7−12. AIRPORT CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−7−5
4−7−13. SWITCHING ILS RUNWAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−7−6
Chapter 5. Radar
Section 1. General
5−1−1. PRESENTATION AND EQUIPMENT PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 5−1−1
5−1−2. ALIGNMENT ACCURACY CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−1−1
5−1−3. ATC SURVEILLANCE SOURCEUSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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
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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
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−2−8
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−2−9
5−2−24. INOPERATIVE OR MALFUNCTIONING ADS-B TRANSMITTER . . . . . . . . . . . 5−2−9
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5−5−2. TARGET SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−5−1
5−5−3. TARGET RESOLUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−5−2
5−5−4. MINIMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−5−2
5−5−5. VERTICAL APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−5−5
5−5−6. EXCEPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−5−5
5−5−7. PASSING OR DIVERGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−5−5
5−5−8. ADDITIONAL SEPARATION FOR FORMATION FLIGHTS . . . . . . . . . . . . . . . . . . 5−5−6
5−5−9. SEPARATION FROM OBSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−5−7
5−5−10. ADJACENT AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−5−7
5−5−11. EDGE OF SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−5−7
5−5−12. BEACON TARGET DISPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−5−8
Section 6. Vectoring
5−6−1. APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−6−1
5−6−2. METHODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−6−1
5−6−3. VECTORS BELOW MINIMUM ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−6−2
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5−10−3. NO-GYRO APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−10−2
5−10−4. LOST COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−10−2
5−10−5. RADAR CONTACT LOST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−10−3
5−10−6. LANDING CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−10−3
5−10−7. POSITION INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−10−3
5−10−8. FINAL CONTROLLER CHANGEOVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−10−3
5−10−9. COMMUNICATIONS CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−10−4
5−10−10. TRANSMISSION ACKNOWLEDGMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−10−4
5−10−11. MISSED APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−10−4
5−10−12. LOW APPROACH AND TOUCH-AND-GO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−10−4
5−10−13. TOWER CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−10−4
5−10−14. FINAL APPROACH ABNORMALITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−10−5
5−10−15. MILITARY SINGLE FREQUENCY APPROACHES . . . . . . . . . . . . . . . . . . . . . . . 5−10−5
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5−14−9. ERAM COMPUTER ENTRY OF HOLD INFORMATION . . . . . . . . . . . . . . . . . . . 5−14−3
5−14−10. ERAM VISUAL INDICATOR OF SPECIAL ACTIVITY AIRSPACE (SAA)
STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−14−3
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
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6−6−2. EXCEPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−6−1
6−6−3. SEPARATION BY PILOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−6−1
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 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−4−4
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7−6−2. SERVICE AVAILABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−6−1
7−6−3. INITIAL CONTACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−6−1
7−6−4. IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−6−1
7−6−5. HOLDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−6−1
7−6−6. APPROACH SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−6−1
7−6−7. SEQUENCING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−6−1
7−6−8. CONTROL TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−6−2
7−6−9. ABANDONED APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−6−2
7−6−10. VFR DEPARTURE INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−6−2
7−6−11. TERMINATION OF SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−6−2
7−6−12. SERVICE PROVIDED WHEN TOWER IS INOPERATIVE . . . . . . . . . . . . . . . . . . 7−6−3
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8−1−5. ALTIMETER SETTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−1−1
8−1−6. RECEIPT OF POSITION REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−1−1
8−1−7. OCEANIC ERROR REPORT PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−1−1
8−1−8. USE OF CONTROL ESTIMATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−1−1
8−1−9. RVSM OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−1−1
Section 2. Coordination
8−2−1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−2−1
8−2−2. TRANSFER OF CONTROL AND COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . 8−2−1
8−2−3. AIR TRAFFIC SERVICES INTERFACILITY DATA COMMUNICATIONS (AIDC) 8−2−1
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10−2−5. EMERGENCY SITUATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−2−1
10−2−6. HIJACKED AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−2−2
10−2−7. VFR AIRCRAFT IN WEATHER DIFFICULTY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−2−2
10−2−8. RADAR ASSISTANCE TO VFR AIRCRAFT IN WEATHER DIFFICULTY . . . . . 10−2−2
10−2−9. RADAR ASSISTANCE TECHNIQUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−2−3
10−2−10. EMERGENCY LOCATOR TRANSMITTER (ELT) SIGNALS . . . . . . . . . . . . . . . 10−2−3
10−2−11. AIRCRAFT BOMB THREATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−2−4
10−2−12. EXPLOSIVE DETECTION K−9 TEAMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−2−5
10−2−13. MANPADS ALERT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−2−5
10−2−14. UNAUTHORIZED LASER ILLUMINATION OF AIRCRAFT . . . . . . . . . . . . . . . 10−2−5
10−2−15. EMERGENCY AIRPORT RECOMMENDATION . . . . . . . . . . . . . . . . . . . . . . . . . 10−2−6
10−2−16. GUIDANCE TO EMERGENCY AIRPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−2−6
10−2−17. EMERGENCY OBSTRUCTION VIDEO MAP (EOVM) . . . . . . . . . . . . . . . . . . . . 10−2−6
10−2−18. VOLCANIC ASH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−2−6
10−2−19. REPORTING DEATH, ILLNESS, OR OTHER PUBLIC HEALTH RISK ON
BOARD AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−2−7
Section 3. Overdue Aircraft
10−3−1. OVERDUE AIRCRAFT/OTHER SITUATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−3−1
10−3−2. INFORMATION TO BE FORWARDED TO ARTCC . . . . . . . . . . . . . . . . . . . . . . . . 10−3−1
10−3−3. INFORMATION TO BE FORWARDED TO RCC . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−3−1
10−3−4. ALNOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−3−2
10−3−5. RESPONSIBILITY TRANSFER TO RCC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−3−2
10−3−6. LAST KNOWN POSITION DETERMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−3−3
10−3−7. ALNOT CANCELLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−3−3
Section 4. Control Actions
10−4−1. TRAFFIC RESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−4−1
10−4−2. LIGHTING REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−4−1
10−4−3. TRAFFIC RESUMPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−4−1
10−4−4. COMMUNICATIONS FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−4−1
Section 5. Miscellaneous Operations
10−5−1. EXPLOSIVE CARGO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−5−1
Section 6. Oceanic Emergency Procedures
10−6−1. APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−6−1
10−6−2. PHASES OF EMERGENCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−6−1
10−6−3. ALERTING SERVICE AND SPECIAL ASSISTANCE . . . . . . . . . . . . . . . . . . . . . . 10−6−1
10−6−4. INFLIGHT CONTINGENCIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−6−2
10−6−5. SERVICES TO RESCUE AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−6−3
Section 7. Ground Missile Emergencies
10−7−1. INFORMATION RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−7−1
10−7−2. IFR AND SVFR MINIMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−7−1
10−7−3. VFR MINIMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−7−1
10−7−4. SMOKE COLUMN AVOIDANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−7−1
10−7−5. EXTENDED NOTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−7−1
Paragraph Page
11−1−2. DUTIES AND RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−1−1
11−1−3. TIME BASED FLOW MANAGEMENT (TBFM) . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−1−2
Appendices
Appendix A. Standard Operating Practice (SOP) for the Transfer of Position Responsibility Appendix A−1
PILOT/CONTROLLER GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PCG−1
xx Table of Contents
12/10/15 JO 7110.65W
Chapter 1. General
Section 1. Introduction
Introduction 1−1−1
7110.65R
JO CHGCHG
JO 7110.65W
7110.65W 2 1 3/15/07
5/26/16
12/10/15
b. Recommendations from other sources should requestor and forward the response to the Air Traffic
be submitted through appropriate FAA, military, or Procedures Directorate.
industry/user channels.
c. Interpretation requests from all other sources
c. Proposed changes must be submitted, must be submitted, in writing, to the Air Traffic
electronically, to the Air Traffic Procedures Procedures Directorate through the Air Traffic
Correspondence Mailbox at Procedures correspondence mailbox.
9−AJV−8−HQ−Correspondence@faa.gov. The NOTE−
submission should include a description of the Interpretations can be accessed through the Air
recommended change, and the proposed language to Traffic Control Interpretation link at the following
be used in the order. website: https://my.faa.gov/org/linebusiness/ato/
d. Procedural changes will not be made to this mission_support/air_traffic_procedures.html.
order until the operational system software has been
adapted to accomplish the revised procedures 1−1−10. PROCEDURAL LETTERS OF
AGREEMENT
1−1−9. REQUESTS FOR INTERPRETA- Procedures/minima which are applied jointly or
TIONS OR CLARIFICATIONS TO THIS otherwise require the cooperation or concurrence of
ORDER more than one facility/organization must be docu-
a. Interpretation requests from field air traffic mented in a letter of agreement. Letters of agreement
personnel must be submitted as follows: only supplement this order. Any minima they specify
must not be less than that specified herein unless
1. The request must be submitted, in writing, by appropriate military authority has authorized applica-
an Air Traffic Facility/District manager to their tion of reduced separation between military aircraft.
Service Area Director.
REFERENCE−
2. The Service Area Director must review the FAAO JO 7110.65, Para 2−1−1 , ATC Service.
FAAO JO 7210.3, Para 4−3−1, Letters of Agreement.
request and determine if more than one interpretation
on the intent of the language can be inferred.
1−1−11. CONSTRAINTS GOVERNING
3. If it is determined that an interpretation is SUPPLEMENTS AND PROCEDURAL
required, the Service Area Director must submit the DEVIATIONS
request, in writing, to the Air Traffic Procedures
Directorate, for a response. a. Exceptional or unusual requirements may
dictate procedural deviations or supplementary
b. If a request does not require an interpretation procedures to this order. Prior to implementing
but further clarification is needed it must be supplemental or any procedural deviation that alters
forwarded to the Service Center Operations Support the level, quality, or degree of service, obtain prior
Group for a response. approval from the Vice President, Mission Support
1. The Service Center Operations Support Services.
Group may consult with the Air Traffic Procedures
b. If military operations or facilities are involved,
Directorate when preparing their response.
prior approval by the following appropriate
2. The Service Center Operations Support headquarters is required for subsequent interface with
Group must provide a written response to the FAA. (See TBL 1−1−3.)
1−1−2 Introduction
5/26/16 JO 7110.65W CHG 1
12/10/15 JO 7110.65W
Introduction 1−1−3
12/10/15 JO 7110.65W
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
conducted under ICAO flight procedures.
courses. (See Pilot/Controller Glossary terms –
Runway and Helipad.) p. “CFR” means Code of Federal Regulations.
FIG 1−2−1
Divergence
Abbreviation Meaning
USA . . . . . . . United States Army
USAF . . . . . . United States Air Force
USN . . . . . . . United States Navy
UTC . . . . . . . Coordinated universal time
UTM . . . . . . . Unsuccessful transmission message
UUA . . . . . . . Urgent pilot weather report
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
General 2−1−1
JO 7110.65W 12/10/15
2−1−2 General
12/10/15 JO 7110.65W
General 2−1−3
JO 7110.65W 12/10/15
3. Once the alert is issued, it is solely the pilot’s 2−1−7. INFLIGHT EQUIPMENT
prerogative to determine what course of action, if any, will MALFUNCTIONS
be taken.
a. When a pilot reports an inflight equipment
a. Terrain/Obstruction Alert. Immediately issue/ malfunction, determine the nature and extent of any
initiate an alert to an aircraft if you are aware the special handling desired.
aircraft is at an altitude that, in your judgment, places NOTE−
it in unsafe proximity to terrain and/or obstructions. Inflight equipment malfunctions include partial or
Issue the alert as follows: complete failure of equipment, which may affect either
safety, separation standards, and/or the ability of the flight
PHRASEOLOGY− to proceed under IFR, or in Reduced Vertical Separation
LOW ALTITUDE ALERT (call sign), Minimum (RVSM) airspace, in the ATC system. Control-
lers may expect reports from pilots regarding VOR,
CHECK YOUR ALTITUDE IMMEDIATELY. TACAN, ADF, GPS, RVSM capability, or low frequency
navigation receivers, impairment of air−ground commu-
and, if the aircraft is not yet on final approach, 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
REFERENCE−
P/CG Term − Final Approach − IFR consistent with equipment, workload, and any special
handling requested.
b. Aircraft Conflict/Mode C Intruder Alert. c. Relay to other controllers or facilities who will
Immediately issue/initiate an alert to an aircraft if you subsequently handle the aircraft, all pertinent details
are aware of another aircraft at an altitude that you concerning the aircraft and any special handling
believe places them in unsafe proximity. If feasible, required or being provided.
offer the pilot an alternate course of action. When an
alternate course of action is given, end the
2−1−8. MINIMUM FUEL
transmission with the word “immediately.”
If an aircraft declares a state of “minimum fuel,”
PHRASEOLOGY− inform any facility to whom control jurisdiction is
TRAFFIC ALERT (call sign) (position of aircraft) ADVISE transferred of the minimum fuel problem and be alert
YOU TURN LEFT/RIGHT (heading), for any occurrence which might delay the aircraft
en route.
and/or
NOTE−
CLIMB/DESCEND (specific altitude if appropriate) Use of the term “minimum fuel” indicates recognition by
IMMEDIATELY. a pilot that his/her fuel supply has reached a state where,
upon reaching destination, he/she cannot accept any undue
EXAMPLE− delay. This is not an emergency situation but merely an
“Traffic Alert, Cessna Three Four Juliet, 12’o clock, 1 mile advisory that indicates an emergency situation is possible
advise you turn left immediately.” should any undue delay occur. A minimum fuel advisory
or does not imply a need for traffic priority. Common sense
“Traffic Alert, Cessna Three-Four Juliet, 12’o clock, 1 and good judgment will determine the extent of assistance
mile advise you turn left and climb immediately.” to be given in minimum fuel situations. If, at any time, the
2−1−4 General
12/10/15 JO 7110.65W
remaining usable fuel supply suggests the need for traffic b. When an aircraft reports a GPS or WAAS
priority to ensure a safe landing, the pilot should declare anomaly, request the following information and/or
an emergency and report fuel remaining in minutes. take the following actions:
1. Record the following minimum information:
2−1−9. REPORTING ESSENTIAL FLIGHT
INFORMATION (a) Aircraft make, model, and call sign.
Report as soon as possible to the appropriate FSS, (b) Location or position, and altitude at the
airport manager’s office, ARTCC, approach control time where GPS or WAAS anomaly was observed.
facility, operations office, or military operations (c) Date/time of occurrence.
office any information concerning components of the
2. Request a report from a second aircraft.
NAS or any flight conditions which may have an
adverse effect on air safety. 3. Record the incident on FAA Form 7230−4 or
appropriate military form.
NOTE−
FSSs are responsible for classifying and disseminating 4. Inform other aircraft of the anomaly as
Notices to Airmen. specified in paragraph 4-8-1j or k, as applicable.
REFERENCE−
PHRASEOLOGY−
FAAO JO 7110.65, Para 3−3−3, Timely Information.
FAAO JO 7110.65, Para 5−1−6, Service Limitations. ATTENTION ALL AIRCRAFT, GPS REPORTED
FAAO JO 7210.3, Para 3−1−2, Periodic Maintenance. UNRELIABLE (OR WAAS UNAVAILABLE) IN
USN, See OPNAVINST 3721.30. VICINITY/AREA (position).
EXAMPLE−
2−1−10. NAVAID MALFUNCTIONS “Attention all aircraft, GPS reported unreliable (or WAAS
unavailable) in the area 30 miles south of Waco VOR.”
a. When an aircraft reports a ground−based
NAVAID malfunction, take the following actions: c. When a pilot reports a WAAS anomaly,
determine from the pilot what indications he or she
1. Request a report from a second aircraft. observes and record the information in accordance
2. If the second aircraft reports normal with sub-paragraph b above.
operations, continue use and inform the first aircraft.
Record the incident on FAA Form 7230−4 or 2−1−11. USE OF MARSA
appropriate military form. a. MARSA may only be applied to military
3. If the second aircraft confirms the malfunc- operations specified in a letter of agreement or other
tion or in the absence of a second aircraft report, appropriate FAA or military document.
activate the standby equipment or request the monitor NOTE−
facility to activate. Application of MARSA is a military command prerogative.
It will not be invoked indiscriminately by individual units
4. If normal operation is reported after the or pilots. It will be used only for IFR operations requiring
standby equipment is activated, continue use, record its use. Commands authorizing MARSA will ensure that its
the incident on FAA Form 7230−4 or appropriate implementation and terms of use are documented and
military form, and notify technical operations coordinated with the control agency having jurisdiction
personnel (the Systems Engineer of the ARTCC over the area in which the operations are conducted. Terms
when an en route aid is involved). of use will assign responsibility and provide for separation
among participating aircraft.
5. If continued malfunction is reported after the
standby equipment is activated or the standby b. ATC facilities do not invoke or deny MARSA.
equipment cannot be activated, inform technical Their sole responsibility concerning the use of
operations personnel and request advice on whether MARSA is to provide separation between military
or not the aid should be shut down. In the absence of aircraft engaged in MARSA operations and other
a second aircraft report, advise the technical nonparticipating IFR aircraft.
operations personnel of the time of the initial aircraft c. DOD must ensure that military pilots requesting
report and the estimated time a second aircraft report special-use airspace/ATCAAs have coordinated with
could be obtained. the scheduling agency, have obtained approval for
General 2−1−5
JO 7110.65W 12/10/15
entry, and are familiar with the appropriate MARSA 2−1−13. FORMATION FLIGHTS
procedures. ATC is not responsible for determining a. Control formation flights as a single aircraft.
which military aircraft are authorized to enter When individual control is requested, issue advisory
special-use airspace/ATCAAs. information which will assist the pilots in attaining
REFERENCE− separation. When pilot reports indicate separation has
FAAO JO 7110.65, Para 9−2−13, Military Aerial Refueling. been established, issue control instructions as
required.
2−1−12. MILITARY PROCEDURES NOTE−
1. Separation responsibility between aircraft within the
Military procedures in the form of additions, formation during transition to individual control rests with
modifications, and exceptions to the basic FAA the pilots concerned until approved separation has been
procedure are prescribed herein when a common attained.
procedure has not been attained or to fulfill a specific 2. Formation join-up and breakaway will be conducted in
requirement. They must be applied by: VFR weather conditions unless prior authorization has
been obtained from ATC or individual control has been
a. ATC facilities operated by that military service. approved.
EXAMPLE− REFERENCE−
1. An Air Force facility providing service for an Air Force FAAO JO 7110.65, Para 5−5−8, Additional Separation for Formation
Flights.
base would apply USAF procedures to all traffic regardless P/CG Term− Formation Flight.
of class.
b. Military and civil formation flights in RVSM
2. A Navy facility providing service for a Naval Air Station airspace.
would apply USN procedures to all traffic regardless of
class.
1. Utilize RVSM separation standards for a
formation flight, which consists of all RVSM
b. ATC facilities, regardless of their parent approved aircraft.
organization (FAA, USAF, USN, USA), supporting 2. Utilize non−RVSM separation standards for
a designated military airport exclusively. This a formation flight above FL 290, which does not
designation determines which military procedures consist of all RVSM approved aircraft.
are to be applied.
3. If aircraft are requesting to form a formation
EXAMPLE− flight to FL 290 or above, the controller who issues
1. An FAA facility supports a USAF base exclusively; the clearance creating the formation flight is
USAF procedures are applied to all traffic at that base. responsible for ensuring that the proper equipment
2. An FAA facility provides approach control service for a suffix is entered for the lead aircraft.
Naval Air Station as well as supporting a civil airport;
4. If the flight departs as a formation, and is
basic FAA procedures are applied at both locations by the
requesting FL 290 or above, the first center sector
FAA facility.
must ensure that the proper equipment suffix is
3. A USAF facility supports a USAF base and provides entered.
approach control service to a satellite civilian airport;
USAF procedures are applied at both locations by the 5. If the formation flight is below FL 290 and
USAF facility. later requests FL 290 or above, the controller
receiving the RVSM altitude request must ensure the
REFERENCE−
FAAO JO 7110.65, Para 1−2−5, Annotations. proper equipment suffix is entered.
c. Other ATC facilities when specified in a letter of 6. Upon break−up of the formation flight, the
agreement. controller initiating the break−up must ensure that all
aircraft or flights are assigned their proper equipment
EXAMPLE− suffix.
A USAF unit is using a civil airport supported by an FAA
facility− USAF procedures will be applied as specified in 2−1−14. COORDINATE USE OF AIRSPACE
a letter of agreement between the unit and the FAA facility
to the aircraft of the USAF unit. Basic FAA procedures will a. Ensure that the necessary coordination has been
be applied to all other aircraft. accomplished before you allow an aircraft under your
2−1−6 General
12/10/15 JO 7110.65W
control to enter another controller’s area of ated or as specified by letter of agreement or a facility
jurisdiction. directive.
b. Before you issue a control instruction directly to
a pilot that will change the aircraft’s heading, route, 2−1−16. SURFACE AREAS
speed, or altitude, you must ensure that coordination a. Coordinate with the appropriate nonapproach
has been completed with all controllers whose area of control tower on an individual aircraft basis before
jurisdiction is affected by those instructions unless issuing a clearance which would require flight within
otherwise specified by a letter of agreement or facility a surface area for which the tower has responsibility
directive. If your control instruction will be relayed to unless otherwise specified in a letter of agreement.
the pilot through a source other than another radar
REFERENCE−
controller (FSS, ARINC, another pilot, etc.), you are FAAO JO 7210.3, Para 4−3−1, Letters of Agreement.
still responsible to ensure that all required coordina- 14 CFR Section 91.127, Operating on or in the Vicinity of an Airport
tion is completed. in Class E Airspace.
P/CG Term− Surface Area.
NOTE−
b. Coordinate with the appropriate control tower
1. It is good operating practice for controllers to confirm
that required coordination has been/will be effected, for transit authorization when you are providing radar
especially in unusual circumstances, such as recently traffic advisory service to an aircraft that will enter
modified sector configurations, airspace changes, route another facility’s airspace.
changes, etc. NOTE−
2. Ensuring that all required coordination has been The pilot is not expected to obtain his/her own
completed does not necessarily imply that the controller authorization through each area when in contact with a
issuing the control instruction directly to the pilot has to radar facility.
perform the coordination action. c. Transfer communications to the appropriate
REFERENCE− facility, if required, prior to operation within a surface
FAAO JO 7110.65, Para 2−1−15, Control Transfer. area for which the tower has responsibility.
FAAO JO 7110.65, Para 5−5−10, Adjacent Airspace.
FAAO JO 7110.65, Para 5−4−5, Transferring Controller Handoff. REFERENCE−
FAAO JO 7110.65, Para 5−4−6, Receiving Controller Handoff. FAAO JO 7110.65, Para 2−1−17, Radio Communications Transfer.
FAAO JO 7110.65, Para 3−1−11, Surface Area Restrictions.
FAAO JO 7110.65, Para 7−6−1, Application.
2−1−15. CONTROL TRANSFER 14 CFR Section 91.129, Operations in Class D Airspace.
b. Transfer control of an aircraft only after 1. The facility name or location name and
eliminating any potential conflict with other aircraft terminal function to be contacted. TERMINAL: Omit
for which you have separation responsibility. the location name when transferring communications
to another controller within your facility, or, when the
c. Assume control of an aircraft only after it is in tower and TRACON share the same name (for
your area of jurisdiction unless specifically coordin- example, Phoenix Tower and Phoenix TRACON).
General 2−1−7
JO 7110.65W 12/10/15
EXCEPTION. Controllers must include the name of nications include two−way VHF or UHF radio contact,
the facility when instructing an aircraft to change data link, or high frequency (HF) radio through an
frequency for final approach guidance. approved third−party provider such as ARINC.
2. Frequency to use except the following may be d. In situations where an operational advantage
omitted: will be gained, and following coordination with the
receiving controller, you may instruct aircraft on the
(a) FSS frequency. ground to monitor the receiving controller’s
frequency.
(b) Departure frequency if previously given
or published on a SID chart for the procedure issued. EXAMPLE−
“Monitor Tower.”
(c) TERMINAL: “Monitor Ground.”
(1) Ground or local control frequency if in “Monitor Ground Point Seven.”
“Monitor Ground, One Two Zero Point Eight.”
your opinion the pilot knows which frequency is in
use. e. In situations where a sector has multiple
(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 communica-
tion 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
altitude specified. NOTE−
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.
NOTE− PHRASEOLOGY−
For the purposes of this paragraph, a reasonable amount REMAIN THIS FREQUENCY.
of time is considered to be 5 minutes from the time the
REFERENCE−
aircraft enters the controller’s area of jurisdiction or comes FAAO JO 7110.65, Para 4−7−1, Clearance Information.
within range of radio/communications coverage. Commu- FAAO JO 7110.65, Para 5−12−9, Communication Transfer.
2−1−8 General
12/10/15 JO 7110.65W
General 2−1−9
JO 7110.65W 12/10/15
REFERENCE−
AC 90−23, Aircraft Wake Turbulence. (type of aircraft and altitude).
P/CG Term− Aircraft Classes.
P/CG Term− Wake Turbulence.
or
PHRASEOLOGY−
CAUTION WAKE TURBULENCE (traffic information).
When appropriate,
REFERENCE−
FAAO JO 7110.65, Para 7−2−1, Visual Separation.
(type of aircraft and relative position), (number of feet)
FEET ABOVE/BELOW YOU.
2−1−21. TRAFFIC ADVISORIES
If altitude is unknown,
Unless an aircraft is operating within Class A airspace
or omission is requested by the pilot, issue traffic ALTITUDE UNKNOWN.
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,
airspace, or a TRSA, issue traffic advisories to those altitude unknown.”
aircraft on your frequency when in your judgment “Traffic, ten o’clock, one two miles, southeast bound,
their proximity warrants it. Provide this service as one thousand feet below you.”
follows: 6. When requested by the pilot, issue radar
a. To radar identified aircraft: vectors to assist in avoiding the traffic, provided the
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
2. When rapidly maneuvering aircraft prevent operating.
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
3. Distance from aircraft in miles. you have issued is not reported in sight:
4. Direction in which traffic is proceeding (a) The traffic is no factor.
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.
(direction) (number) MILES, (direction)−BOUND and/or b. To aircraft that are not radar identified:
(relative movement), 1. Distance and direction from fix.
and if known, 2. Direction in which traffic is proceeding.
2−1−10 General
12/10/15 JO 7110.65W
General 2−1−11
7110.65R
JO CHGCHG
JO 7110.65W
7110.65W 2 1 3/15/07
5/26/16
12/10/15
operations including, but not limited to, the Responsibility for approved separation resumes
following: when one of the following conditions are met:
a. Weather. 1. The responding aircraft has returned to its
assigned altitude, or
b. Equipment status.
2. A crew member informs you that the TCAS
c. Potential sector overload. maneuver is completed and you observe that
d. Emergency situations. approved separation has been reestablished, or
3. The responding aircraft has executed an
e. Special flights/operations.
alternate clearance and you observe that approved
f. Possible suspicious aircraft/pilot activity as separation has been reestablished.
prescribed in FAA Order JO 7610.4, paragraph NOTE−
7−3−1. 1. AC 120−55C, Air Carrier Operational Approval and
Use of TCAS II, suggests pilots use the following
phraseology to notify controllers during TCAS events.
2−1−26. PILOT DEVIATION NOTIFICATION
When a TCAS RA may affect an ATC clearance, inform
When it appears that the actions of a pilot constitute ATC when beginning the maneuver, or as soon as workload
a pilot deviation, notify the pilot, workload permits.
permitting. EXAMPLE−
1. “New York Center, United 321, TCAS climb.”
PHRASEOLOGY−
(Identification) POSSIBLE PILOT DEVIATION ADVISE NOTE−
YOU CONTACT (facility) AT (telephone number). 2. When the RA has been resolved, the flight crew should
advise ATC they are returning to their previously assigned
REFERENCE−
FAAO 8020.11, Aircraft Accident and Incident Notification,
clearance or subsequent amended clearance.
Investigation, and Reporting, Para 84, Pilot Deviations. EXAMPLE−
2. “New York Center, United 321, clear of conflict,
2−1−27. TCAS RESOLUTION ADVISORIES returning to assigned altitude.”
2−1−12 General
12/10/15 JO 7110.65W
General 2−1−13
12/10/15 JO 7110.65W
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.
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:
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.
REFERENCE−
“United Eight Ten, revised estimate, Front Royal two zero
FAAO JO 7110.65, Para 2−2−6, IFR Flight Progress Data. zero five.”
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.
d. EN ROUTE. Effect manual coordination on any time (or as bilaterally agreed) between any ACC and
interfacility flight plan data that is not passed through ARTCC.
automated means.
b. International. Any route changes (except SIDs)
e. EN ROUTE. When a controller receives a UTM must be forwarded to the appropriate Oceanic/Pre-
notification to an FDIO only facility, they must effect oceanic ACC or ARTCC with an optimum lead time
manual coordination for the flight plan data. In of 30 minutes or as soon as this information becomes
addition, the controller must verify the flight plan available.
data to the receiving facility within three minutes of c. Initially, if a flight goes from U.S. airspace into
the transfer of control point estimate. Canadian airspace and returns to U.S. airspace, the
NOTE− ACC will be responsible for forwarding the flight
FDIO only facilities are facilities with FDIO but without plan data to the appropriate ARTCC by voice
ARTS or STARS. transmission except for flights which traverse
mutually agreed on airways/fixes. These airways/
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
Flight Progress Data, subpara a.
a. Domestic. (Continental U.S./Canadian airspace
except Alaska) Proposed departure flight plans and b. TC’s ACCs will transmit flight data to the FAA
en route estimates will be handled on a 30 minute lead ARTCCs in the following format:
1. NADIN II input format as described in NAS returned to the original filed flight plan/altitude as soon as
MDs for: conditions warrant.
(a) Flight Plan Messages: b. If the route of flight is altered due to a pilot
request, “NRP” must be removed from the remarks
(1) Active.
section of the flight plan.
(2) Proposed.
c. “NRP” must not be entered in the remarks
(b) Amendment messages. section of a flight plan, unless prior coordination is
(c) Cancellation messages. accomplished with the ATCSCC or as prescribed by
international NRP flight operations procedures.
(d) Correction messages.
d. The en route facility within which an
2−2−15. NORTH AMERICAN ROUTE international flight entering the conterminous U.S.
PROGRAM (NRP) INFORMATION requests to participate in the NRP must enter “NRP”
in the remarks section of the flight plan.
a. “NRP” must be retained in the remarks section
REFERENCE−
of the flight plan if the aircraft is moved due to FAAO JO 7110.65, Para 2−1−4, Operational Priority.
weather, traffic, or other tactical reasons. FAAO JO 7110.65, Para 2−3−2, En Route Data Entries.
FAAO JO 7110.65, Para 4−2−5, Route or Altitude Amendments.
NOTE− FAAO JO 7210.3, Chapter 17, Section 16, North American Route
Every effort should be made to ensure the aircraft is Program.
FIG 2−3−1
Standard Recording of Hand-printed Characters
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
2−3−4. 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
FIG 2−3−5
FIG 2−3−6
TBL 2−3−7
2−3−5. AIRCRAFT IDENTITY
Military Mission Prefix
Indicate aircraft identity by one of the following
Prefix Mission
using combinations not to exceed seven alphanumer-
E Medical Air Evacuation
ic characters:
F Flight Check
a. Civil aircraft, including the air-carrier letter-di- L LOGAIR (USAF Contract)
git registration number which can include the letter RCH AMC (Air Mobility Command)
“T” for air taxi, the letter “L” for MEDEVAC, or the S Special Air Mission
3-letter company designator specified in FAA Order
JO 7340.2, Contractions, followed by the trip or flight (b) The service prefix and a digit and a letter
number. Use the operating air carrier’s company (use phonetic alphabet equivalent) followed by 2 or
name in identifying equipment interchange flights. 3 digits.
5. Aircraft carrying the President, Vice change the requirement to use the letter “Z” as a suffix to
President, and/or their family members will use the the aircraft identification.
identifiers in the following tables. See TBL 2−3−8 REFERENCE−
and TBL 2−3−9. FAAO JO 7110.65, Para 2−4−20, Aircraft Identification.
FAAO JO 7610.4, Chapter 12, Section 10, USAF Undergraduate
Flying Training (UFT)/Pilot Instructor Training (PIT)/Introduction To
TBL 2−3−8 Fighter Fundamentals.
President and Family
TBL 2−3−10
Aircraft Equipment Suffixes
Navigation Capability Transponder Capability
Suffix
No transponder /X
No DME Transponder with no Mode C /T
Transponder with Mode C /U
No transponder /D
DME Transponder with no Mode C /B
Transponder with Mode C /A
No transponder /M
No RVSM TACAN Transponder with no Mode C /N
Transponder with Mode C /P
RNAV, No transponder /Y
Transponder with no Mode C /C
No GNSS Transponder with Mode C /I
No transponder /V
GNSS Transponder with no Mode C /S
Transponder with Mode C /G
FIG 2−3−7
Control Information Symbols [Part 1]
FIG 2−3−8
Control Information Symbols [Part 2]
EXAMPLE−
“Attention all aircraft. False ATC instructions have been 2−4−9. ABBREVIATED TRANSMISSIONS
received in the area of Long Beach Airport. Exercise Transmissions may be abbreviated as follows:
extreme caution on all frequencies and verify
instructions.” a. Use the identification prefix and the last 3 digits
or letters of the aircraft identification after
c. Collect pertinent information regarding the
communications have been established. Do not
incident.
abbreviate similar sounding aircraft identifications or
d. Notify the operations supervisor of the false, the identification of an air carrier or other civil aircraft
deceptive, or phantom transmission and report all having an FAA authorized call sign.
relevant information pertaining to the incident. REFERENCE−
FAAO JO 7110.65, Para 2−4−20, Aircraft Identification.
b. Relay official FAA messages as required. d. Omit the word “over” if the message obviously
requires a reply.
NOTE−
The FAA Administrator and Deputy Administrator will
2−4−10. INTERPHONE TRANSMISSION
sometimes use code phrases to identify themselves in
air-to-ground communications as follows: PRIORITIES
Administrator: “SAFEAIR ONE.” Give priority to interphone transmissions as follows:
Deputy Administrator: “SAFEAIR TWO.”
a. First priority. Emergency messages including
EXAMPLE−
essential information on aircraft accidents or
“Miami Center, Jetstar One, this is SAFEAIR ONE,
(message).” suspected accidents. After an actual emergency has
passed, give a lower priority to messages relating to
c. Relay operational information to military that accident.
aircraft operating on, or planning to operate on IRs.
b. Second priority. Clearances and control
instructions.
2−4−8. RADIO MESSAGE FORMAT
c. Third priority. Movement and control messages
Use the following format for radio communications using the following order of preference when
with an aircraft: possible:
a. Sector/position on initial radio contact: 1. Progress reports.
1. Identification of aircraft. 2. Departure or arrival reports.
Receiver: “Denver High.” Receiver: “United Three Sixty−six, radar contact, A.Z.”
g. Identify the interphone voice line on which the 3. In communications with or about super or
call is being made when two or more such lines are heavy aircraft when the separation from a following
collocated at the receiving operating position. aircraft may become less than 5 miles by approved
EXAMPLE−
procedure.
“Washington Center, Washington Approach on the Fifty
Seven line.” 4. When issuing traffic advisories.
EXAMPLE−
“Chicago Center, O’Hare Tower handoff on the Departure
“United Fifty−Eight Heavy.”
West line.”
NOTE−
h. TERMINAL. The provisions of subparas a, b, c,
Most airlines will use the word “super” or “heavy”
e, f, g, and para 2−4−13, Interphone Message following the company prefix and flight number when
Termination, may be omitted provided: establishing communications or when changing frequen-
1. Abbreviated standard coordination proce- cies within a terminal facility’s area.
dures are contained in a facility directive describing
e. When in radio communications with “Air Force
the specific conditions and positions that may utilize
One” or “Air Force Two,” do not add the heavy
an abbreviated interphone message format; and
designator to the call sign. State only the call sign “Air
2. There will be no possibility of misunder- Force One/Two” regardless of the type aircraft.
standing which positions are using the abbreviated
procedures.
2−4−15. EMPHASIS FOR CLARITY
2−4−13. INTERPHONE MESSAGE
TERMINATION Emphasize appropriate digits, letters, or similar
sounding words to aid in distinguishing between
Terminate interphone messages with your operating similar sounding aircraft identifications.
initials. Additionally:
2. Upon request. The four separate digits of the e. The number “0” as “zero” except where it is
hours and minute/s in terms of UTC followed by the used in approved “group form” for authorized aircraft
local standard time equivalent; or the local time call signs, and in stating altitudes.
equivalent only. Local time may be based on the EXAMPLE−
24−hour clock system, and the word “local” or the
time zone equivalent must be stated when other than
As Zero As Group
UTC is referenced. The term “ZULU” may be used
to denote UTC. “Field elevation one six zero.” “Western five thirty.”
“Heading three zero zero.” “EMAIR One Ten.”
EXAMPLE− “One zero thousand five “Ten thousand five hundred.”
hundred.”
UTC Time Time Statement
(24 hour) (12 hour) f. Altimeter setting. The word “altimeter” fol-
2230 1430 PST 2:30 p.m. “Two two three zero, lowed by the separate digits of the altimeter setting.
one four three zero EXAMPLE−
Pacific or Local.” or
“Two−thirty P−M.”
Setting Statement
3. Time check. The word “time” followed by the 30.01 “Altimeter, three zero zero one.”
four separate digits of the hour and minutes, and
nearest quarter minute. Fractions of a quarter minute g. Surface wind. The word “wind” followed by the
less than eight seconds are stated as the preceding separate digits of the indicated wind direction to the
quarter minute; fractions of a quarter minute of eight nearest 10−degree multiple, the word “at” and the
seconds or more are stated as succeeding quarter separate digits of the indicated velocity in knots, to
minute. include any gusts.
EXAMPLE− EXAMPLE−
“Wind zero three zero at two five.”
Time Statement “Wind two seven zero at one five gusts three five.”
1415:06 “Time, one four one five.”
h. Heading. The word “heading” followed by the
1415:10 “Time, one four one five and three separate digits of the number of degrees,
one−quarter.”
omitting the word “degrees.” Use heading
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.”
i. Radar beacon codes. The separate digits of the 3. Issue TACAN frequencies by stating the
4−digit code. assigned two− or three−digit channel number.
EXAMPLE−
l. Speeds.
Code Statement
1000 “One zero zero zero.”
1. The separate digits of the speed followed by
“knots” except as required by para 5−7−2, Methods.
2100 “Two one zero zero.”
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−
“L−Ten−Eleven.” 2−4−22. AIRSPACE CLASSES
“American MD−Eighty. Seven Thirty−Seven.”
“Boeing Seven Fifty−Seven.” A, B, C, D, E, and G airspace are pronounced in the
ICAO phonetics for clarification. The term “Class”
NOTE−
may be dropped when referring to airspace in
Pilots of “interchange” aircraft are expected to inform the
tower on the first radio contact the name of the operating pilot/controller communications.
company and trip number followed by the company name, EXAMPLE−
as displayed on the aircraft, and the aircraft type. “Cessna 123 Mike Romeo cleared to enter Bravo
c. General Aviation and Air Taxi: airspace.”
“Sikorsky 123 Tango Sierra cleared to enter New York
1. Manufacturer’s model or type designator. Bravo airspace.”
indicating the general width of the area and the area 3. “Area of heavy to extreme precipitation between ten
of coverage in terms of fixes or distance and direction o’clock and two o’clock, one five miles. Area is two five
from fixes. miles in diameter.”
REFERENCE−
NOTE− P/CG Term− Precipitation Radar Weather Descriptions.
Weather significant to the safety of aircraft includes such
conditions as funnel cloud activity, lines of thunderstorms, d. When precipitation intensity information is not
embedded thunderstorms, large hail, wind shear, available.
microbursts, moderate to extreme turbulence (including PHRASEOLOGY−
CAT), and light to severe icing. AREA OF PRECIPITATION BETWEEN (number)
REFERENCE− O’CLOCK AND (number) O’CLOCK, (number) MILES.
AIM, Paragraph 7-1-14, ATC Inflight Weather Avoidance Assistance. MOVING (direction) AT (number) KNOTS, TOPS
PHRASEOLOGY− (altitude). AREA IS (number) MILES IN DIAMETER,
WEATHER/CHAFF AREA BETWEEN INTENSITY UNKNOWN.
(number)O’CLOCK AND (number) O’CLOCK EXAMPLE−
(number) MILES, “Area of precipitation between one o’clock and three
o’clock, three five miles moving south at one five knots, tops
or flight level three three zero. Area is three zero miles in
diameter, intensity unknown.”
(number) MILE BAND OF WEATHER/CHAFF FROM
NOTE−
(fix or number of miles and direction from fix) TO (fix or
Phraseology using precipitation intensity descriptions is
number of miles and direction from fix).
only applicable when the radar precipitation intensity
b. Inform any tower for which you provide information is determined by NWS radar equipment or
approach control services of observed precipitation NAS ground based digitized radar equipment with weather
on radar which is likely to affect their operations. capabilities. This precipitation may not reach the surface.
c. Use the term “precipitation” when describing e. EN ROUTE. When issuing Air Route Surveil-
radar−derived weather. Issue the precipitation lance Radar (ARSR) precipitation intensity use the
intensity from the lowest descriptor (LIGHT) to the following:
highest descriptor (EXTREME) when that informa- 1. Describe the lowest displayable precipitation
tion is available. Do not use the word “turbulence” in intensity as MODERATE.
describing radar−derived weather. 2. Describe the highest displayable
1. LIGHT. precipitation 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.
NOTE− EXAMPLE−
Weather and Radar Processor (WARP) does not display 1. “Area of moderate precipitation between ten o’clock
light intensity. and one o’clock, three zero miles moving east at two zero
PHRASEOLOGY− knots, tops flight level three seven zero.
AREA OF (Intensity) PRECIPITATION BETWEEN 2. “Area of moderate precipitation between ten o’clock
(number) O’CLOCK AND (number) O’CLOCK, (number) and three o’clock, two zero miles. Area is two five miles in
MILES, MOVING (direction) AT (number) KNOTS, TOPS diameter.”
(altitude). AREA IS (number) MILES IN DIAMETER.
f. When operational/equipment limitations exist,
EXAMPLE−
1. “Area of extreme precipitation between eleven o’clock controllers must ensure that the highest available
and one o’clock, one zero miles moving east at two zero level of precipitation intensity within their area of
knots, tops flight level three niner zero.” jurisdiction is displayed.
2. “Area of heavy precipitation between ten o’clock and g. When requested by the pilot, provide radar
two o’clock, one five miles. Area is two five miles in navigational guidance and/or approve deviations
diameter.” around weather or chaff areas. In areas of significant
weather, plan ahead and be prepared to suggest, upon En Route: The corresponding fourth line entry is
pilot request, the use of alternative routes/altitudes. “D20R/ONL” or “D20R/F.”
2. “Deviation 30 degrees left approved, when able fly
1. An approval for lateral deviation authorizes
heading zero niner zero, vector join J324 and advise.”
the pilot to maneuver left or right within the limits of En Route: In this case the free text character limitation
the lateral deviation area. prevents use of fourth line coordination and verbal
REFERENCE− coordination is required.
AIM, Paragraph 7-1-14b, 1. (a) ATC Inflight Weather Avoidance
Assistance 5. If traffic or airspace prevent you from
clearing the aircraft on course at the time of the
2. When approving a weather deviation for an
approval for a weather deviation, instruct the pilot to
aircraft that had previously been issued a crossing
advise when clear of weather.
altitude, including Climb Via or Descend Via
clearances, issue an altitude to maintain along with PHRASEOLOGY−
the clearance to deviate. If you intend on clearing the DEVIATION (restrictions if necessary) APPROVED,
aircraft to resume the procedure, advise the pilot. ADVISE CLEAR OF WEATHER.
EXAMPLE−
PHRASEOLOGY− “Deviation North of course approved, advise clear of
DEVIATION (restrictions if necessary) APPROVED, weather.”
MAINTAIN (altitude), (if applicable) EXPECT TO En Route: In this case the corresponding fourth line entry
RESUME (SID, STAR, etc.) AT (NAVAID, fix, waypoint) is “DN,” and the receiving controller must provide a
NOTE− clearance to rejoin the route in accordance with paragraph
After a Climb Via or Descend Via clearance has been 2-1-15 c.
issued, a vector/deviation off of a SID/STAR cancels the
h. When a deviation cannot be approved as
altitude restrictions on the procedure. The aircraft’s Flight
Management System (FMS) may be unable to process
requested because of traffic, take an alternate course
crossing altitude restrictions once the aircraft leaves the of action that provides positive control for traffic
SID/STAR lateral path. Without an assigned altitude, the resolution and satisfies the pilot’s need to avoid
aircraft’s FMS may revert to leveling off at the altitude set weather.
by the pilot, which may be the SID/STAR’s published top or PHRASEOLOGY−
bottom altitude. UNABLE DEVIATION, FLY HEADING (heading),
REFERENCE− ADVISE CLEAR OF WEATHER
FAAO JO 7110.65, Para 4-2-5, Route or Altitude Amendments or
FAAO JO 7110.65, Para 5-6-2, Methods
UNABLE DEVIATION, TURN (number of degrees)
3. If a pilot enters your area of jurisdiction DEGREES (left or right)FOR TRAFFIC, ADVISE CLEAR
already deviating for weather, advise the pilot of any OF WEATHER,
additional pertinent weather which may affect his EXAMPLE−
route. “Unable deviation, turn thirty degrees right vector for
traffic, advise clear of weather.”
4. If traffic and airspace (i.e., special use
airspace boundaries, LOA constraints) permit, i. When forwarding weather deviation
combine the approval for weather deviation with a information, the transferring controller must clearly
clearance on course. coordinate the nature of the route guidance service
being provided. This coordination should include,
PHRASEOLOGY− but is not limited to: assigned headings, suggested
DEVIATION (restrictions if necessary) APPROVED,
headings, pilot-initiated deviations. Coordination can
WHEN ABLE, PROCEED DIRECT (name of
NAVAID/WAYPOINT/FIX)
be accomplished by: verbal, automated, or
or pre-arranged procedures. Emphasis should be made
DEVIATION (restrictions if necessary) APPROVED, between: controller assigned headings, suggested
WHEN ABLE, FLY HEADING (degrees), VECTOR TO headings, or pilot initiated deviations.
JOIN (airway) AND ADVISE. EXAMPLE−
EXAMPLE− “(call sign) assigned heading 330 for weather
1. “Deviation twenty degrees right approved, when able avoidance”
proceed direct O’Neill VORTAC and advise.” “(call sign) deviating west, pilot requested…”
REFERENCE− NOTE−
FAA Order JO 7110.65 2-1-14 Coordinate Use Of Airspace Anomalous propagation (AP) is a natural occurrence
FAA Order JO 7110.65 5-4-5 Transferring Controller Handoff
FAA Order JO 7110.65 5-4-6 Receiving Controller Handoff affecting radar and does not in itself constitute a weather
FAA Order JO 7110.65 5-4-10 Prearranged Coordination circuit failure.
FAA Order JO 7110.65 5-4-11 En Route Fourth Line Data Block
Usage
2−6−5. CALM WIND CONDITIONS
j. En Route Fourth Line Data Transfer
TERMINAL. Describe the wind as calm when the
1. The inclusion of a NAVAID, waypoint, or /F wind velocity is less than three knots.
in the fourth line data indicates that the pilot has been REFERENCE−
authorized to deviate for weather and must rejoin the FAAO JO 7110.65, Para 3−5−3, Tailwind Components.
FAAO JO 7110.65, Para 3−10−4, Intersecting Runway/Intersecting
route at the next NAVAID or waypoint in the route of Flight Path Separation.
flight.
REFERENCE− 2−6−6. REPORTING WEATHER
FAA Order JO 7110.65 5-4-11 En Route Fourth Line Data Block CONDITIONS
Usage
a. When the prevailing visibility at the usual point
EXAMPLE−
of observation, or at the tower level, is less than
“Deviation twenty degrees right approved, when able
4 miles, tower personnel must take prevailing
proceed direct O’Neill VORTAC and advise.” In this
visibility observations and apply the observations as
case, the corresponding fourth line entry is
“D20R/ONL” or “D20R/F.” follows:
1. Use the lower of the two observations (tower
2. The absence of a NAVAID, waypoint, or /F in
or surface) for aircraft operations.
the fourth line indicates that:
2. Forward tower visibility observations to the
(a) The pilot has been authorized to deviate weather observer.
for weather only, and the receiving controller must
provide a clearance to rejoin the route in accordance 3. Notify the weather observer when the tower
with paragraph 2-1-15c. observes the prevailing visibility decrease to less than
4 miles or increase to 4 miles or more.
EXAMPLE−
“Deviation twenty degrees right approved, advise b. Forward current weather changes to the
clear of weather.” appropriate control facility as follows:
(b) The free text character limitation prevents 1. When the official weather changes to a
the use of fourth line coordination. Verbal condition which is below 1,000−foot ceiling or below
coordination is required. the highest circling minimum, whichever is greater,
or less than 3 miles visibility, and when it improves
EXAMPLE− to a condition which is better than those above.
“Deviation 30 degrees left approved, when able fly
heading zero niner zero, vector join J324 and 2. Changes which are classified as special
advise.” weather observations during the time that weather
conditions are below 1,000−foot ceiling or the
k. The supervisory traffic management highest circling minimum, whichever is greater, or
coordinator-in-charge/operations less than 3 miles visibility.
supervisor/controller-in-charge shall verify the
digitized radar weather information by the best means c. Towers at airports where military turbo-jet
available (e.g., pilot reports, local tower personnel, en route descents are routinely conducted must also
etc.) if the weather data displayed by digitized radar report the conditions to the ARTCC even if it is not the
is reported as questionable or erroneous. Errors in controlling facility.
weather radar presentation shall be reported to the d. If the receiving facility informs you that
technical operations technician and the air traffic weather reports are not required for a specific time
supervisor shall determine if the digitized radar period, discontinue the reports. The time period
derived weather data is to be displayed and a NOTAM specified should not exceed the duration of the
distributed. receiving controller’s tour of duty.
e. EN ROUTE. When you determine that weather b. Specific values, such as ceiling and visibility,
reports for an airport will not be required for a specific may be transmitted if obtained by one of the
time period, inform the FSS or tower of this following means:
determination. The time period specified should not
1. You are properly certificated and acting as
exceed the duration of receiving controller’s tour of
official weather observer for the elements being
duty.
reported.
REFERENCE−
FAAO JO 7110.65, Para 3−10−2, Forwarding Approach Information NOTE−
by Nonapproach Control Facilities. USAF controllers do not serve as official weather
observers.
2−6−7. DISSEMINATING WEATHER 2. You have obtained the information from the
INFORMATION official observer for the elements being reported.
TERMINAL. Observed elements of weather informa- 3. The weather report was composed or verified
tion must be disseminated as follows: by the weather station.
4. The information is obtained from an official
a. General weather information, such as “large
Automated Weather Observation System (AWOS) or
breaks in the overcast,” “visibility lowering to the
an Automated Surface Observation System (ASOS).
south,” or similar statements which do not include
specific values, and any elements derived directly c. Differences between weather elements
from instruments, pilots, or radar may be transmitted observed from the tower and those reported by the
to pilots or other ATC facilities without consulting the weather station must be reported to the official
weather reporting station. observer for the element concerned.
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.
settings” (CFR Exemption 2861A), must be issued ZERO ZERO UNTIL REACHING THE FINAL
altimeter settings in accordance with standard APPROACH FIX.
procedures while the aircraft are en route to and from
the restricted areas, MOAs, and ATC assigned or
airspace areas.
ALTIMETER, THREE ONE ONE ZERO, SET
NOTE− THREE ONE ZERO ZERO PRIOR TO REACHING
The DOD is responsible for conducting all “single ONE THOUSAND THREE HUNDRED.
altimeter setting” operations within the boundaries of
NOTE−
MOAs, restricted areas, and ATCAAs. Under an LOA, the
1. Aircraft with Mode C altitude reporting will be
DOD provides safe altitude clearance between DOD
displayed on the controller’s radar scope with a uniform
aircraft and other aircraft operating within, above, and
altitude offset above the assigned altitude. With an actual
below the MOAs, restricted areas, and ATCAAs with
altimeter of 31.28 inches Hg, the Mode C equipped aircraft
appropriate clearance of terrain. will show 3,300 feet when assigned 3,000 feet. This will
REFERENCE− occur unless local directives authorize entering the
FAAO JO 7610.4, Appendix 20, Grant of Exemption No. 2861A -
Single Altimeter Setting For Frequent Transit of FL180.
altimeter setting 31.00 into the computer system regardless
of the actual barometric pressure.
g. When the barometric pressure is greater than
2. Flight Standards will implement high barometric
31.00 inches Hg., issue the altimeter setting and:
pressure procedures by NOTAM defining the geographic
1. En Route/Arrivals. Advise pilots to remain area affected.
set on altimeter 31.00 until reaching final approach 3. Airports unable to accurately measure barometric
segment. pressures above 31.00 inches Hg. will report the
2. Departures. Advise pilots to set altimeter barometric pressure as “missing” or “in excess of
31.00 prior to reaching any mandatory/crossing 31.00 inches of Hg.” Flight operations to or from those
altitude or 1,500 feet AGL, whichever is lower. airports are restricted to VFR weather conditions.
REFERENCE−
PHRASEOLOGY− AIM, Para 7−2−2, Procedures.
ALTIMETER, THREE ONE TWO FIVE, SET THREE ONE FAAO JO 7110.65, Para 3−10−1, Landing Information.
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; “Runway Two Seven Right RVR One Thousand,
RVV 11/2 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.”
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
EXAMPLE−
appropriate for that operation.
“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.”
b. Man−Portable Air Defense Systems g. Taxiway closures which affect the entrance or
(MANPADS) alert and advisory. Specify the nature exit of active runways, other closures which impact
and location of threat or incident, whether reported or airport operations, other NOTAMs and PIREPs
observed and by whom, time (if known), and pertinent to operations in the terminal area. Inform
notification to pilots to advise ATC if they need to pilots of where hazardous weather is occurring and
divert. how the information may be obtained. Include
available information of known bird activity.
EXAMPLE− REFERENCE−
1. “MANPADS alert. Exercise extreme caution. FAAO JO 7110.65, Para 2−1−22, Bird Activity Information.
MANPADS threat reported by TSA, Chicago area.”
“Advise on initial contact if you want to divert.”
h. When a runway length has been temporarily or
permanently shortened, ensure that the word
2. “MANPADS alert. Exercise extreme caution. “WARNING” prefaces the runway number, and that
MANPADS attack observed by tower one−half mile the word “shortened” is also included in the text of the
northwest of airfield at one−two−five−zero Zulu.” “Advise message.
on initial contact if you want to divert.”
1. Available runway length, as stated in the
REFERENCE−
FAAO JO 7110.65, Para 10−2−13, MANPADS Alert. NOTAM, must be included in the ATIS broadcast.
FAAO JO 7210.3, Para 2−1−9, Handling MANPADS Incidents. This information must be broadcast for the duration
of the construction project.
c. Terminal facilities must include reported
unauthorized laser illumination events on the ATIS 2. For permanently shortened runways, facilit-
broadcast for one hour following the last report. ies must continue to broadcast this information for a
Include the time, location, altitude, color, and minimum of 30 days or until the Chart Supplement
direction of the laser as reported by the pilot. U.S. has been updated, whichever is longer.
2−10−1. EN ROUTE OR OCEANIC SECTOR (f) Assist the radar associate position in
TEAM POSITION RESPONSIBILITIES coordination when needed.
a. En Route or Oceanic Sector Team Concept and (g) Scan radar display. Correlate with flight
Intent: There are no absolute divisions of progress strip information or EDST data, as
responsibilities regarding position operations. The applicable.
tasks to be completed remain the same whether one,
(h) Ensure computer entries are completed on
two, or three people are working positions within a
instructions or clearances you issue or receive.
sector. The team, as a whole, has responsibility for the
safe and efficient operation of that sector. (i) Ensure strip marking and/or electronic
flight data entries are completed on instructions or
b. Terms. The following terms will be used in
clearances you issue or receive.
en route facilities for the purpose of standardization:
(j) Adjust equipment at radar position to be
1. Sector. The area of control responsibility
usable by all members of the team.
(delegated airspace) of the en route sector team, and
the team as a whole. (k) The radar controller must not be respon-
sible for G/G communications when precluded by
2. Radar Position (R). That position which is in
VSCS split functionality.
direct communication with the aircraft and which
uses radar information as the primary means of (l) At ERAM facilities, ensure the situation
separation. display accurately reflects the status of all SAAs that
impact their area of control responsibility.
3. Radar Associate (RA). That position some-
times referred to as “D−Side” or “Manual 2. Radar Associate Position:
Controller.”
(a) Ensure separation.
4. Radar Coordinator Position (RC). That
(b) Where available, use EDST to plan,
position sometimes referred to as “Coordinator,”
organize, and expedite the flow of traffic.
“Tracker,” or “Handoff Controller” (En Route).
(c) Initiate control instructions.
5. Radar Flight Data (FD). That position
commonly referred to as “Assistant Controller” or (d) Operate interphones.
“A−Side” position.
(e) Accept and initiate nonautomated hand-
6. Nonradar Position (NR). That position which offs, and ensure radar position is made aware of the
is usually in direct communication with the aircraft actions.
and which uses nonradar procedures as the primary
(f) Assist the radar position by accepting or
means of separation.
initiating automated handoffs which are necessary for
c. Primary responsibilities of the En Route Sector the continued smooth operation of the sector, and
Team Positions: ensure that the radar position is made immediately
aware of any action taken.
1. Radar Position:
(g) Coordinate, including pointouts.
(a) Ensure separation.
(h) Monitor radios when not performing
(b) Initiate control instructions.
higher priority duties.
(c) Monitor and operate radios.
(i) Scan flight progress strips and/or EDST
(d) Accept and initiate automated handoffs. data. Correlate with radar data.
(e) Assist the radar associate position with (j) Manage flight progress strips and/or
nonautomated handoff actions when needed. electronic flight data.
(k) Ensure computer entries are completed on (e) Request/receive and disseminate weather,
instructions issued or received. Enter instructions NOTAMs, NAS status, traffic management, and
issued or received by the radar position when aware Special Use Airspace status messages.
of those instructions. (f) Manually prepare flight progress strips
(l) As appropriate, ensure strip marking when automation systems are not available.
and/or EDST data entries are completed on (g) Enter flight data into computer.
instructions issued or received, and record instruc-
tions issued or received by the radar position when (h) Forward flight data via computer.
aware of them. (i) Assist facility/sector in meeting situation
(m) Adjust equipment at radar associate objectives.
position to be usable by all members of the team. 5. En Route Nonradar Position:
(n) Where authorized, perform EDST data (a) Ensure separation.
entries to keep the activation status of designated
Airspace Configuration Elements current. (b) Initiate control instructions.
(o) At ERAM facilities, scan the radar (c) Monitor and operate radios.
associate display for electronically distributed (d) Accept and initiate transfer of control,
information, evaluate the information, and take communications, and flight data.
action as appropriate.
(e) Ensure computer entries are completed on
3. Radar Coordinator Position: instructions or clearances issued or received.
(a) Perform interfacility/intrafacility/sector/ (f) Ensure strip marking is completed on
position coordination of traffic actions. instructions or clearances issued or received.
(b) Advise the radar position and the radar (g) Facilities utilizing nonradar positions may
associate position of sector actions required to modify the standards contained in the radar associate,
accomplish overall objectives. radar coordinator, and radar flight data sections to
accommodate facility/sector needs, i.e., nonradar
(c) Perform any of the functions of the
coordinator, nonradar data positions.
en route sector team which will assist in meeting
situation objectives.
2−10−2. TERMINAL RADAR/NONRADAR
(d) The RC controller must not be responsible TEAM POSITION RESPONSIBILITIES
for monitoring or operating radios when precluded by
VSCS split functionality. a. Terminal Radar Team Concept and Intent:
There are no absolute divisions of responsibilities
NOTE− regarding position operations. The tasks to be
The Radar Position has the responsibility for managing the
completed remain the same whether one, two, or
overall sector operations, including aircraft separation
and traffic flows. The Radar Coordinator Position assumes three people are working positions within a
responsibility for managing traffic flows and the Radar facility/sector. The team, as a whole, has
Position retains responsibility for aircraft separation when responsibility for the safe and efficient operation of
the Radar Coordinator Position is staffed. that facility/sector.
4. Radar Flight Data: b. Terms. The following terms will be used in
terminal facilities for the purposes of standardization.
(a) Operate interphone.
1. Facility/Sector. The area of control responsi-
(b) Assist Radar Associate Position in
bility (delegated airspace) of the radar team, and the
managing flight progress strips.
team as a whole.
(c) Receive/process and distribute flight
2. Radar Position (R). That position which is in
progress strips.
direct communication with the aircraft and which
(d) Ensure flight data processing equipment uses radar information as the primary means of
is operational, except for EDST capabilities. separation.
3. Radar Associate Position (RA). That position the continued smooth operation of the facility/sector
commonly referred to as “Handoff Controller” or and ensure that the Radar Position is made
“Radar Data Controller.” immediately aware of any actions taken.
4. Radar Coordinator Position (RC). That (g) Coordinate, including point outs.
position commonly referred to as “Coordinator,” (h) Scan flight progress strips. Correlate with
“Tracker,” “Sequencer,” or “Overhead.” radar data.
5. Radar Flight Data (FD). That position (i) Manage flight progress strips.
commonly referred to as “Flight Data.”
(j) Ensure computer entries are completed on
6. Nonradar Position (NR). That position which instructions issued or received, and enter instructions
is usually in direct communication with the aircraft issued or received by the Radar Position when aware
and which uses nonradar procedures as the primary of those instructions.
means of separation.
(k) Ensure strip marking is completed on
c. Primary Responsibilities of the Terminal Radar instructions issued or received, and write instructions
Team Positions: issued or received by the Radar Position when aware
1. Radar Position: of them.
(a) Ensure separation. (l) 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
(e) Assist the Radar Associate Position with coordination of traffic actions.
nonautomated handoff actions when needed. (b) Advise the Radar Position and the Radar
(f) Assist the Radar Associate Position in Associate Position of facility/sector actions required
coordination when needed. to accomplish overall objectives.
(g) Scan radar display. Correlate with flight (c) Perform any of the functions of the Radar
progress strip information. Team which will assist in meeting situation
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
(i) Ensure strip marking is completed on overall sector operations, including aircraft separation
instructions or clearances you issue or receive. and traffic flows. The Radar Coordinator Position assumes
responsibility for managing traffic flows and the Radar
(j) Adjust equipment at Radar Position to be Position retains responsibility for aircraft separation when
usable by all members of the team. the Radar Coordinator Position is staffed.
2. Radar Associate Position: 4. Radar Flight Data:
(a) Ensure separation. (a) Operate interphones.
(b) Initiate control instructions. (b) Process and forward flight plan
information.
(c) Operate interphones.
(c) Compile statistical data.
(d) Maintain awareness of facility/sector
activities. (d) Assist facility/sector in meeting situation
objectives.
(e) Accept and initiate nonautomated
handoffs. 5. Terminal Nonradar Position:
(c) Perform any of the functions of the Tower (f) Utilize alphanumerics.
Team which will assist in meeting situation
5. Clearance Delivery:
objectives.
(a) Operate communications equipment.
NOTE−
The Tower Positions have the responsibility for aircraft (b) Process and forward flight plan
separation and traffic flows. The Tower Coordinator information.
Position assumes responsibility for managing traffic flows
and the Tower Positions retain responsibility for aircraft (c) Issue clearances and ensure accuracy of
separation when the Tower Coordinator Position is staffed. pilot read back.
4. Flight Data: (d) Assist tower cab in meeting situation
objectives.
(a) Operate interphones.
(e) Operate tower equipment.
(b) Process and forward flight plan
information. (f) Utilize alphanumerics.
NOTE−
(c) Compile statistical data.
The Tower Positions have the responsibility for aircraft
(d) Assist tower cab in meeting situation separation and traffic flows. The Tower Coordinator
objectives. Position assumes responsibility for managing traffic flows
and the Tower Positions retain responsibility for aircraft
(e) Observe and report weather information. separation when the Tower Coordinator Position is staffed.
General 3−1−1
JO 7110.65W 12/10/15
3−1−2 General
12/10/15 JO 7110.65W
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
QUADRANTS. AIRPORT WIND (direction) AT (velocity).
systems such as LLWAS NE++, LLWAS−RS, WSP,
(Location of sensor) BOUNDARY WIND (direction) AT
or TDWR, controllers must issue the alert to all (velocity).
arriving and departing aircraft. Continue the alert to
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,
(location).
controller must provide wind information as follows:
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 7110.65W 12/10/15
3−1−4 General
12/10/15 JO 7110.65W
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 7110.65W 12/10/15
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 reques-
ted service cannot be accommodated because it
b. Ground control must assist local control in
would create a significant disruption to air traffic
visually scanning runways, especially when runways
operations.
are in close proximity to other movement areas.
NOTE−
Facility procedures, including actions that constitute a
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
or
have been established and the pilot can enter the
Class D airspace. If workload or traffic conditions (Identification) EXPECT A (number) MINUTE DELAY
prevent immediate provision of Class D services, DUE TO (ground and/or landing and/or departing)
inform the pilot to remain outside the Class D TRAFFIC,
airspace until conditions permit the services to be
provided. or
3−1−6 General
12/10/15 JO 7110.65W
General 3−1−7
12/10/15 JO 7110.65W
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
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 super or heavy aircraft an arresting system to be raised for immediate engagement
when the arriving or departing aircraft is a super or is:
heavy.
“BARRIER − BARRIER − BARRIER”
2. If no report has been received for the runway
of intended use, issue an advisory to that effect. or
e. When arresting system operation has been inoperative or an out-of-tolerance localizer signal;
requested, inform the pilot of the indicated e.g., the course may have shifted due to equipment
barrier/cable position. malfunction or vehicle/aircraft encroachment into the
PHRASEOLOGY− critical area.
(Identification), BARRIER/CABLE INDICATES d. Operation of the FFM remote sensing unit will
UP/DOWN. CLEARED FOR TAKEOFF/TO LAND. be based on the prevailing weather. The FFM remote
f. Time permitting, advise pilots of the availability sensing unit must be operational when the weather is
of all arresting systems on the runway in question below CAT I ILS minimums.
when a pilot requests barrier information. e. When the remote status unit indicates that the
g. If an aircraft engages a raised barrier/cable, localizer FFM is in alarm (aural warning following
initiate crash alarm procedures immediately. the preset delay) and:
h. For preplanned practice engagements not 1. The aircraft is outside the middle marker
associated with emergencies, crash alarm systems (MM) or in the absence of a MM, ½ mile final, check
need not be activated if, in accordance with local for encroachment of those portions of the critical area
military operating procedures, all required notifica- that can be seen from the tower. It is understood that
tions are made before the practice engagement. the entire critical area may not be visible due to low
REFERENCE−
ceilings and poor visibility. The check is strictly to
FAAO JO 7110.65, Para 4−7−12, Airport Conditions. determine possible causal factors for the out-of-toler-
ance situation. If the alarm has not cleared prior to the
3−3−7. FAR FIELD MONITOR (FFM) aircraft’s arriving at the MM or in the absence of a
REMOTE STATUS UNIT MM, ½ mile final, immediately issue an advisory that
the FFM remote status sensing unit indicates the
a. To meet the demand for more facilities capable localizer is unreliable.
of operating under CAT III weather, Type II
equipment is being upgraded to Integrity Level 3. 2. The aircraft is between the MM or ½ mile
This integrity level will support operations which final and the inner marker (IM), or if the IM is not
place a high degree of reliance on ILS guidance for installed, the CAT II Missed Approach Point (MAP),
positioning through touchdown. immediately issue an advisory that the FFM remote
status sensing unit indicates the localizer is
b. Installation of the FFM remote status indicating unreliable.
units is necessary to attain the integrity necessary to
PHRASEOLOGY−
meet internationally agreed upon reliability values in CAUTION, MONITOR INDICATES RUNWAY (number)
support of CAT III operations on Type II ILS LOCALIZER UNRELIABLE.
equipment. The remote status indicating unit used in
conjunction with Type II equipment adds a third 3. The aircraft has passed the IM or the CAT II
integrity test; thereby, producing an approach aid MAP (if the IM is not installed) there is no action
which has integrity capable of providing Level 3 requirement. Although the FFM has been modified
service. with filters which dampen the effect of false alarms,
you may expect alarms when aircraft are located
c. The remote status sensing unit, when installed in between the FFM and the localizer antenna either on
the tower cab, will give immediate indications of landing or on takeoff.
localizer out-of-tolerance conditions. The alarm in REFERENCE−
the FFM remote status sensing unit indicates an FAAO JO 7110.65, Para 4−7−12, Airport Conditions.
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.
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.
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.
b. As required by facility directives to meet local If controls are provided, turn the lights on between
conditions. sunset and sunrise.
3−4−17. TAXIWAY LIGHTS If controls are provided, turn the rotating beacon on:
a. Between sunset and sunrise.
Operate taxiway lights in accordance with
TBL 3−4−11, TBL 3−4−12, or TBL 3−4−13 except: b. Between sunrise and sunset when the reported
ceiling or visibility is below basic VFR minima.
a. Where a facility directive specifies other
settings or times to meet local conditions.
3−4−20. RUNWAY STATUS LIGHTS (RWSL)
b. As requested by the pilot.
TERMINAL
c. As you deem necessary, if not contrary to pilot
request. RWSL is equipped with automatic intensity settings
and must be operated on a continuous basis except
TBL 3−4−11 under the following conditions:
Three Step Taxiway Lights
a. If a pilot or vehicle report indicates any portion
Step Visibility of the RWSL system is on and is not able to accept an
Day Night ATC clearance; then
3 Less than 1 mile When requested 1. ATC must visually scan the entire runway. If
2 When requested Less than 1 mile the runway is observed to be clear and the lights are
1 When requested 1 mile of more still illuminated, then the lights must be turned off and
clearance re-issued.
TBL 3−4−12
2. If a portion of the runway is not visible from
Five Step Taxiway Lights
the tower, ATC must visually scan the ASDE-X. If the
Step Visibility runway is observed to be clear and the lights are still
Day Night illuminated, then the lights must be turned off and
5 Less than 1 mile When requested
clearance re-issued.
4 When requested Less than 1 mile b. When the RWSL Operational Status displays
3 When requested 1 mile or more “Lost Comm with System,” consider the RWSL
1&2 When requested When requested system out of service until checked and confirmed to
be operational by technical operations personnel.
TBL 3−4−13
c. Once RWSL systems are turned off, they must
One Step Taxiway Lights
remain off until returned to service by technical
Day Night operations personnel.
Less than 1 mile On d. Upon pilot request, adjust the light intensity.
NOTE− REFERENCE−
The intent of this paragraph is that an aircraft does not land FAAO JO 7110.65, Para 3−9−8, Intersecting Runway/Intersecting
Flight Path Operations.
on the runway, on that approach, when the safety logic FAAO JO 7110.65, Para 3−10−4, Intersecting Runway/Intersecting
system has generated a warning alert. A side−step Flight Path Separation.
maneuver or circle to land on another runway satisfies this
c. For other safety logic system alerts, issue
requirement.
instructions/clearances based on good judgment and
REFERENCE−
FAAO JO 7110.65, Para 3−8−1, Sequence/Spacing Application.
evaluation of the situation at hand.
FAAO JO 7110.65, Para 3−9−6, Same Runway Separation.
FAAO JO 7110.65, Para 3−10−3, Same Runway Separation.
P/CG Term− Go Around.
3−6−5. RADAR−ONLY MODE
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.
3−7−1. 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.
REFERENCE− d. Intersection departures may be initiated by a
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
with an ATC clearance/instruction and in such a exercising operational control of such aircraft ensures that
manner that the instructions to follow are not all pilots are thoroughly familiar with these procedures,
ambiguous. including the usable runway length from the applicable
intersection.
b. Do not issue unconditional instructions when
authorizing movement on a runway/taxiway for the 2. Some airports publish “declared distances” for a
purpose of airfield checks or other airport operations. particular runway. These are published in the Chart
Instructions must ensure positive control with Supplement U.S. or the Aeronautical Information
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
movement area, and as necessary, hold short
of satisfying airport design criteria and are intended to be
instructions. used by pilots and/or operators for preflight performance
REFERENCE− planning only. There are no special markings, signing, or
FAAO JO 7110.65, Para 3−1−3, USE OF ACTIVE RUNWAYS lighting associated with declared distances and they do not
FAAO JO 7110.65, Para 3−7−2, TAXI AND GROUND MOVEMENT
OPERATIONS limit the actual runway available for use by an aircraft.
Therefore, they cannot be used for any air traffic control
EXAMPLE−
purpose. If pilots inquire about the existence of declared
“Airport 1, proceed on Runway 26R, hold short of Runway
18L.” distances, refer them to the Chart Supplement U.S. or AIP.
PHRASEOLOGY−
“(Tower), Airport 1 at taxiway B8, request to inspect RUNWAY (number) AT (taxiway designator)
Runway 26R.” “Airport 1 proceed as requested, hold short INTERSECTION DEPARTURE (remaining length) FEET
of Runway 18L.” AVAILABLE.
REFERENCE−
“Airport 1 proceed on taxi way B, hold short of Runway FAAO JO 7110.65, Para 3−9−4, Line Up and Wait (LUAW).
18L.”
e. Do not use the term “full length” when the
NOTE−
The following are examples of unconditional instructions runway length available for departures has been
and are not approved for use: “THE FIELD IS YOURS,” temporarily shortened. On permanently shortened
“CLEARED ON ALL SURFACES,” “THE AIRPORT IS runways, do not use the term “full length” until the
YOURS,” and “PROCEED ON ALL RUNWAYS AND Chart Supplement U.S. is updated to include the
TAXIWAYS.” change(s).
REFERENCE−
FAAO JO 7210.3, Para 10-3-11, Airport Construction or
FAAO JO 7210.3, Para 10-3-12, Change in Runway Length Due to
Construction
(direction),
3−7−2. TAXI AND GROUND MOVEMENT or
OPERATIONS
Issue the route for the aircraft/vehicle to follow on the ACROSS RUNWAY (number).
movement area in concise and easy to understand
or
terms. The taxi clearance must include the specific
route to follow. When a taxi clearance to a runway is VIA (route), HOLD SHORT OF (location)
issued to an aircraft, confirm the aircraft has the
correct runway assignment. or
NOTE−
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
HOLD FOR (reason)
restrictions when an aircraft will be required to hold
short of a runway or other points along the taxi route.
CROSS (runway/taxiway) NOTE−
If the specific taxi route ends into a connecting taxiway with
or the same identifier (for example, taxiway “A” connects
with Taxiway “A1”) at the approach end of the runway, the
TAXI/CONTINUE TAXIING/PROCEED/VIA (route), connecting taxiway may be omitted from the clearance.
or PHRASEOLOGY−
RUNWAY (number), TAXI VIA (route as necessary).
ON (runway number or taxiways, etc.),
or
or
RUNWAY (number), TAXI VIA (route as necessary)(hold
TO (location), short instructions as necessary).”
“Runway Three−Six Left, taxi via Alpha, hold short of f. Request a read back of runway hold short
Charlie.” instructions when it is not received from the
pilot/vehicle operator.
or
PHRASEOLOGY−
“Runway Three−Six Left, taxi via taxiway Alpha, hold READ BACK HOLD INSTRUCTIONS.
short of Runway Two−Seven Right.” EXAMPLE−
1. “American Four Ninety Two, Runway Three Six Left,
or taxi via taxiway Charlie, hold short of Runway Two Seven
Right.”
“Runway Three−Six Left, taxi via Charlie, cross Runway
Two−Seven Left, hold short of Runway Two−Seven Right.” or
or
“American Four Ninety Two, Runway Three Six Left, taxi
via Charlie, hold short of Runway Two Seven Right.”
“Runway Three−Six Left, taxi via Alpha, Charlie, cross
Runway One−Zero.”
“American Four Ninety Two, Roger.”
c. Aircraft/vehicles must receive a clearance for
each runway their route crosses. An aircraft/vehicle “American Four Ninety Two, read back hold instructions.”
must have crossed a previous runway before another 2. “Cleveland Tower, American Sixty Three is ready for
runway crossing clearance may be issued. departure.”
NOTE−
“American Sixty Three, hold short of Runway Two Three
A clearance is required for aircraft/vehicles to operate on
Left, traffic one mile final.”
any active, inactive, or closed runway except for vehicles
operating on closed runways in accordance with a Letter
of Agreement (LOA). “American Sixty Three, Roger.”
2. The specialist deems it necessary due to b. Instruct aircraft or vehicle to hold at a specified
traffic or field conditions, e.g., construction or closed point.
taxiways.
c. Issue traffic information as necessary.
3. Necessary during reduced visibility, PHRASEOLOGY−
especially when the taxi route is not visible from the HOLD SHORT OF/AT (runway number or specific point),
tower. (traffic or other information).
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,
PHRASEOLOGY− remain valid as appropriate.
TAXI WITHOUT DELAY (traffic if necessary). REFERENCE−
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.
i. Issue instructions to aircraft/vehicle to hold
short of an approach hold area.
3−7−5. PRECISION APPROACH CRITICAL
PHRASEOLOGY− AREA
HOLD SHORT OF (runway) APPROACH
a. ILS critical area dimensions are described in
FAA Order 6750.16, Siting Criteria for Instrument
3−7−3. GROUND OPERATIONS Landing Systems. Aircraft and vehicle access to the
ILS critical area must be controlled to ensure the
WAKE TURBULENCE APPLICATION integrity of ILS course signals whenever conditions
are less than reported ceiling 800 feet or visibility less
Avoid clearances which require: than 2 miles. Do not authorize vehicles/aircraft to
operate in or over the critical area, except as specified
a. Super or heavy aircraft to use greater than in subparagraph a1, whenever an arriving aircraft is
normal taxiing power. inside the ILS outer marker (OM) or the fix used in
lieu of the OM unless the arriving aircraft has
b. Small aircraft or helicopters to taxi in close
reported the runway in sight or is circling to land on
proximity to taxiing or hover-taxi helicopters.
another runway.
NOTE− PHRASEOLOGY−
Use caution when taxiing smaller aircraft/helicopters in HOLD SHORT OF (runway) ILS CRITICAL AREA.
the vicinity of larger aircraft.
REFERENCE−
1. LOCALIZER CRITICAL AREA
AC 90−23, Aircraft Wake Turbulence, Para 10 and Para 11.
(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.
REFERENCE−
FAAO JO 7110.65, Para 3−1−6, Traffic Information.
FIG 3−7−1
Precision Obstacle Free Zone (POFZ)
b. Two-way radio communication is maintained or on a runway and a parallel landing strip only when
with the aircraft involved and pertinent traffic the following conditions are met:
information is issued.
a. Operations are conducted in VFR conditions.
c. The distance between the runways or landing
b. Two-way radio communication is maintained
strips is in accordance with the minima in TBL 3−8−1
with the aircraft involved and pertinent traffic
(use the greater minimum if two categories are
information is issued.
involved).
PHRASEOLOGY−
TBL 3−8−1 TRAFFIC (description) ARRIVING/DEPARTING/LOW
Same Direction Distance Minima APPROACH, OPPOSITE DIRECTION ON PARALLEL
RUNWAY/LANDING STRIP.
Minimum distance (feet)
Aircraft category between parallel c. The distance between the runways or landing
Edges of strips is in accordance with the minima in
Runway
centerlines
adjacent strips or TBL 3−8−2.
runway and strip
Lightweight, 300 200 TBL 3−8−2
single−engine, Opposite Direction Distance Minima
propeller driven
Minimum distance (feet)
Twin−engine, 500 400 Type of Operation between parallel
propeller driven
Edges of
All others 700 600
Runway adjacent strips
centerlines or runway and
strip
3−8−4. SIMULTANEOUS OPPOSITE
Between sunrise and 1,400 1,400
DIRECTION OPERATION sunset
Authorize simultaneous opposite direction opera- Between sunset and 2,800 Not authorized
tions on parallel runways, on parallel landing strips, sunrise
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.
P/CG Term− Braking Action Advisories.
b. Issue departure information by including the
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,
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.
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,
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
departing Runway Four.”
up and wait on the same runway.
“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/Intersecting
at INT of RWY (number) and TWY (name) IN Flight Path Operations.
EFFECT” when using runway as a departure−only FAAO JO 7110.65, Para 3−10−4, Intersecting Runway/Intersecting
runway. “LUAW at INT of RWY (number) and TWY Flight Path Separation.
(name) SUSPENDED” when runway is not used as l. When a local controller delivers or amends an
a departure−only runway. ATC clearance to an aircraft awaiting departure and
that aircraft is holding short of a runway or is holding
h. Do not authorize an aircraft to line up and wait
in position on a runway, an additional clearance must
at anytime when the intersection is not visible from
be issued to prevent the possibility of the aircraft
the tower.
inadvertently taxiing onto the runway and/or
i. Do not authorize aircraft to simultaneously line beginning takeoff roll. In such cases, append one of
up and wait on the same runway, between sunrise and the following ATC instructions as appropriate:
PHRASEOLOGY−
3−9−6. SAME RUNWAY SEPARATION
RUNWAY (number), FULL−LENGTH, LINE UP AND
WAIT. Separate a departing aircraft from a preceding
EXAMPLE− departing or arriving aircraft using the same runway
“American Four Eighty Two, Runway Three−Zero full by ensuring that it does not begin takeoff roll until:
length, line up and wait.” a. The other aircraft has departed and crossed the
NOTE− runway end or turned to avert any conflict. (See
The controller need not state the location of the aircraft FIG 3−9−1.) If you can determine distances by
departing the full length of the runway if there are no reference to suitable landmarks, the other aircraft
aircraft holding for departure at an intersection for that needs only be airborne if the following minimum
same runway. distance exists between aircraft: (See FIG 3−9−2.)
p. Do not use the term “full length” when the 1. When only Category I aircraft are involved−
runway length available for departure has been 3,000 feet.
temporarily shortened. On permanently shortened
runways, do not use the term “full length” until the 2. When a Category I aircraft is preceded by a
Chart Supplement U.S. is updated to include the Category II aircraft− 3,000 feet.
change(s). 3. When either the succeeding or both are
Category II aircraft− 4,500 feet.
NOTE−
The use of the term “full length” could be interpreted by the 4. When either is a Category III aircraft−
pilot(s) as the available runway length prior to the runway 6,000 feet.
being shortened.
5. When the succeeding aircraft is a helicopter,
q. Whenever a runway length has been temporar- visual separation may be applied in lieu of using
ily or permanently shortened, state the word distance minima.
REFERENCE−
P/CG Term− Clear of the Runway.
REFERENCE−
P/CG Term− Clear of the Runway.
FIG 3−9−6
Intersecting Runway Separation
FIG 3−9−8
Departure Behind Arrival on Intersecting Runway
NOTE−
Takeoff clearance to the following aircraft should not be
issued until the appropriate time interval has passed after
the preceding aircraft began takeoff roll.
REFERENCE−
FAAO JO 7110.65, Para 2−1−21, Traffic Advisories.
FIG 3−9−10
Intersecting Runway Separation
FIG 3−9−15
WAKE TURBULENCE APPLICATION
Intersecting Runway Separation
FIG 3−9−13
Intersecting Runway Separation
NOTE−
Takeoff clearance to the following aircraft should not be
issued until the time interval has passed from when the
preceding aircraft began takeoff roll.
d. Separate IFR/VFR aircraft departing behind a
landing aircraft on a crossing runway if the departure
FIG 3−9−14
will fly through the airborne path of the arrival (See
Intersecting Runway Separation
FIG 3−9−16):
1. Heavy, large, or small behind super − 3
minutes.
2. Heavy, large, or small behind heavy − 2
minutes.
3. Small behind B757 − 2 minutes.
FIG 3−9−16
Intersecting Runway Separation
3−10−1. LANDING INFORMATION sectional charts. This does not preclude the use of the
legs of the traffic pattern as reporting points.
Provide current landing information, as appropriate,
to arriving aircraft. Landing information contained in NOTE−
At some locations, VFR checkpoints are depicted on
the ATIS broadcast may be omitted if the pilot states
sectional aeronautical and terminal area charts. In
the appropriate ATIS code. Runway, wind, and selecting geographical fixes, depicted VFR checkpoints
altimeter may be omitted if a pilot uses the phrase are preferred unless the pilot exhibits a familiarity with the
“have numbers.” Issue landing information by local area.
including the following:
h. Ceiling and visibility if either is below basic
NOTE− VFR minima.
Pilot use of “have numbers” does not indicate receipt of the
ATIS broadcast. i. Low level wind shear or microburst advisories
when available.
a. Specific traffic pattern information (may be REFERENCE−
omitted if the aircraft is to circle the airport to the left). FAAO JO 7110.65, Para 3−1−8 , Low Level Wind Shear/Microburst
Advisories.
PHRASEOLOGY−
ENTER LEFT/RIGHT BASE. j. Issue braking action for the runway in use as
received from pilots or the airport management when
STRAIGHT−IN. Braking Action Advisories are in effect.
REFERENCE−
MAKE STRAIGHT−IN. FAAO JO 7110.65, Para 3−3−5 , Braking Action Advisories.
FIG 3−10−1
Same Runway Separation
NOTE−
When visual separation is being applied by the tower,
appropriate control instructions and traffic advisories
must be issued to ensure go around or missed approaches
avert any conflict with the flight path of traffic on the other
runway.
REFERENCE−
FAAO JO 7110.65, Para 7−2−1, Visual Separation, subpara a2.
listed in the current LAHSO directive, whose LAHSO directive, with no reports that braking action
Available Landing Distance (ALD) does not exceed is less than good.
the landing distance requirement for the runway
7. There is no tailwind for the landing aircraft
condition.
restricted to hold short of the intersection. The wind
PHRASEOLOGY− may be described as “calm” when appropriate.
HOLD SHORT OF RUNWAY (runway number), (traffic, REFERENCE−
type aircraft or other information). FAAO JO 7110.65, Para 2−6−5, Calm Wind Conditions.
EXAMPLE−
“Runway niner cleared to land. Caution wake turbulence,
Boeing Seven Fifty Seven landing runway three six.”
REFERENCE−
FAAO JO 7110.65, Para 7−4−4, Approaches to Multiple Runways.
clearance that it is not in sight and restate the landing “U.S. Air Ten Forty Two, turn right on Alfa/next taxiway,
runway. cross Bravo, hold short of Charlie, contact ground point
seven.”
PHRASEOLOGY−
NOT IN SIGHT, RUNWAY (number) CLEARED TO NOTE−
LAND. 1. An aircraft is expected to taxi clear of the runway unless
otherwise directed by ATC. Pilots must not exit the landing
NOTE− runway on to an intersecting runway unless authorized by
Aircraft observance on the CTRD satisfies the visually ATC. In the absence of ATC instructions, an aircraft should
observed requirement. taxi clear of the landing runway by clearing the hold
position marking associated with the landing runway even
3−10−8. WITHHOLDING LANDING if that requires the aircraft to protrude into or enter another
CLEARANCE taxiway/ramp area. This does not authorize an aircraft to
cross a subsequent taxiway or ramp after clearing the
Do not withhold a landing clearance indefinitely even landing runway.
though it appears a violation of Title 14 of the Code REFERENCE−
of Federal Regulations has been committed. The P/CG Term− Clear of the Runway.
apparent violation might be the result of an 2. The pilot is responsible for ascertaining when the
emergency situation. In any event, assist the pilot to aircraft is clear of the runway by clearing the runway
the extent possible. holding position marking associated with the landing
runway.
3−10−9. RUNWAY EXITING c. Ground control and local control must protect a
taxiway/runway/ramp intersection if an aircraft is
a. Instruct aircraft where to turn-off the runway required to enter that intersection to clear the landing
after landing, when appropriate, and advise the runway.
aircraft to hold short of a runway or taxiway if REFERENCE−
required for traffic. FAAO JO 7210.3, Para 10−1−7, Use of Active Runways.
altitude low approaches over personnel unless airport a. Pattern altitude and direction of traffic. Omit
authorities have advised these personnel that the either or both if standard or when you know the pilot
approaches will be conducted. Advise the approach- is familiar with a nonstandard procedure.
ing aircraft of the location of applicable ground PHRASEOLOGY−
traffic, personnel, or equipment. PATTERN ALTITUDE (altitude). RIGHT TURNS.
NOTE− b. Request for report on initial approach.
1. The 500 feet restriction is a minimum. Higher altitudes
should be used when warranted. For example, 1,000 feet is PHRASEOLOGY−
more appropriate for super or heavy aircraft operating REPORT INITIAL.
over unprotected personnel or small aircraft on or near the
c. “Break” information and request for pilot
runway.
report. Specify the point of “break” only if
2. This authorization includes altitude restricted low nonstandard. Request the pilot to report “break” if
approaches over preceding landing or taxiing aircraft. required for traffic or other reasons.
Restricted low approaches are not authorized over aircraft
in takeoff position or departing aircraft. PHRASEOLOGY−
BREAK AT (specified point).
PHRASEOLOGY−
CLEARED LOW APPROACH AT OR ABOVE (altitude). REPORT BREAK.
TRAFFIC (description and location).
REFERENCE−
d. Overhead maneuver patterns are developed at
FAAO JO 7110.65, Para 3−1−5, Vehicles/Equipment/Personnel on airports where aircraft have an operational need to
Runways. conduct the maneuver. An aircraft conducting an
FAAO JO 7110.65, Para 3−1−6, Traffic Information.
FAAO JO 7110.65, Para 3−2−1, Light Signals. overhead maneuver is VFR and the IFR flight plan is
FAAO JO 7110.65, Para 3−3−3, Timely Information. cancelled when the aircraft reaches the “initial point”
FAAO JO 7110.65, Para 3−9−4, Line Up and Wait (LUAW). on the initial approach portion of the maneuver. The
FAAO JO 7110.65, Para 3−10−3, Same Runway Separation.
existence of a standard overhead maneuver pattern
does not eliminate the possible requirement for an
3−10−11. CLOSED TRAFFIC aircraft to conform to conventional rectangular
patterns if an overhead maneuver cannot be
Approve/disapprove pilot requests to remain in approved.
closed traffic for successive operations subject to
local traffic conditions. NOTE−
Aircraft operating to an airport without a functioning
PHRASEOLOGY− control tower must initiate cancellation of the IFR flight
LEFT/RIGHT (if required) CLOSED TRAFFIC plan prior to executing the overhead maneuver or after
APPROVED. REPORT (position if required), landing.
or FIG 3−10−13
Overhead Maneuver
UNABLE CLOSED TRAFFIC, (additional information as
required).
NOTE−
Segregated traffic patterns for helicopters to runways and
other areas may be established by letter of agreement or
other local operating procedures.
REFERENCE−
FAAO JO 7110.65, Para 3−7−4, Runway Proximity.
FAAO JO 7110.65, Para 3−9−4, Line Up and Wait (LUAW).
FAAO JO 7110.65, Para 3−10−3, Same Runway Separation.
FIG 3−10−14
Simulated Flameout [1]
FIG 3−10−15
Simulated Flameout [2]
FIG 3−10−16
Emergency Landing Pattern
FIG 3−12−1
Sea Lane Departure Operations
3−12−3. ARRIVAL SEPARATION
Separate an arriving aircraft from another aircraft
using the same sea lane by ensuring that the arriving
aircraft does not cross the landing threshold until one
of the following conditions exists:
a. The other aircraft has landed and taxied out of
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:
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:
FIG 3−12−3
1. When only Category I aircraft are involved−
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
FIG 3−12−4
Sea Lane Arrival Operations
[View 2]
FIG 3−12−6
Sea Lane Arrival Operations
Chapter 4. IFR
Section 1. NAVAID Use Limitations
TBL 4−1−1
VOR/VORTAC/TACAN NAVAIDs
Normal Usable Altitudes and Radius Distances
Distance
Class Altitude
(miles)
FIG 4−1−2
T 12,000 and below 25 Application of Altitude and Distance Limitations
L Below 18,000 40 [Application 2]
H Below 14,500 40
H 14,500 − 17,999 100
H 18,000 − FL 450 130
H Above FL 450 100
TBL 4−1−2
L/MF Radio Beacon (RBN)
Usable Radius Distances for All Altitudes
Distance
Class Power (watts)
(miles)
CL Under 25 15
MH Under 50 25
H 50 − 1,999 50
HH 2,000 or more 75
(a) When holding operations are involved c. Fixes contained in the route description of
with respect to subparas (b) and (c) below, the angle MTRs are considered filed fixes.
of divergence must be at least 45 degrees.
d. TACAN-only aircraft (type suffix M, N, or P)
(b) When both NAVAIDs involved are possess TACAN with DME, but no VOR or LF
located within 30 NM of the unpublished fix, the navigation system capability. Assign fixes based on
minimum divergence angle is 30 degrees. TACAN or VORTAC facilities only.
(c) When the unpublished fix is located over NOTE−
30 NM from the NAVAID generating the off-course TACAN-only aircraft can never be held overhead the
radial, the minimum divergence angle must increase NAVAID, be it TACAN or VORTAC.
1 degree per NM up to 45 NM; e.g., 45 NM would
require 45 degrees. e. DME fixes must not be established within the
no-course signal zone of the NAVAID from which
(d) When the unpublished fix is located inbound holding course information would be
beyond 45 NM from the NAVAID generating the derived.
off-course radial, the minimum divergence angle
REFERENCE−
must increase 1/2 degree per NM; e.g., 130 NM would FAAO JO 7110.65, Para 2−5−3, NAVAID Fixes.
require 88 degrees. FAAO JO 7110.65, Para 5−6−2, Methods.
Section 2. Clearances
Clearances 4−2−1
7110.65R
JO CHGCHG
JO 7110.65W
7110.65W 2 1 3/15/07
5/26/16
12/10/15
b. When route or altitude in a previously issued “Cross Gordonsville VOR at One One Thousand. Then,
clearance is amended, restate all applicable altitude reduce speed to Three Zero Zero.”
restrictions. NOTE−
The phrase “do the best you can” or comparable phrases
EXAMPLE−
are not valid substitutes for an amended clearance with
1. (A departing aircraft is cleared to cross Ollis
altitude or speed restrictions.
intersection at or above 3,000; Gordonsville VOR at or
above 12,000; maintain FL 200. Shortly after departure the REFERENCE−
FAAO JO 7110.65, Para 2−1−18, Operational Requests.
altitude to be maintained is changed to FL 240. Because FAAO JO 7110.65, Section 6, Vectoring, Para 5−6−2, Methods.
altitude restrictions remain in effect, the controller issues FAAO JO 7110.65, Section 7, Speed Adjustment, Para 5−7−2, Methods.
an amended clearance as follows):
d. Air traffic control specialists should avoid route
“Amend altitude. Cross Ollis intersection at or above and/or altitude changes for aircraft participating in
Three Thousand; cross Gordonsville V−O−R at or above the North American Route Program (NRP) and that
One Two Thousand; maintain Flight Level Two Four are displaying “NRP” in the remarks section of their
Zero.” flight plan. Specialists at facilities actively participat-
ing in the High Altitude Redesign (HAR) program
(Shortly after departure, altitude restrictions are no longer should avoid route and/or altitude changes for aircraft
applicable, the controller issues an amended clearance as participating in full HAR and high altitude
follows): Point−to−point (PTP), and that are displaying
“HAR,” or “PTP” in the remarks section of their
“Climb and maintain Flight Level Two Four Zero.” flight plan.
2. (An aircraft is cleared to climb via a SID with published NOTE−
altitude restrictions. Shortly after departure the top Air traffic control specialists retain the latitude necessary
altitude is changed to FL 230 and compliance with the to tactically resolve conflicts. Every effort should be made
altitude restrictions is still required, the controller issues to ensure the aircraft is returned to the original filed flight
an amended clearance as follows): plan/altitude as soon as conditions warrant.
4−2−2 Clearances
5/26/16 JO 7110.65W CHG 1
12/10/15 JO 7110.65W
Clearances 4−2−3
7110.65R
JO CHGCHG
JO 7110.65W
7110.65W 2 1 3/15/07
5/26/16
12/10/15
4−2−4 Clearances
5/26/16 JO 7110.65W CHG 1
12/10/15 JO 7110.65W
NOTE−
Presidential detail is responsible for ensuring the accuracy
of the destination airport.
e. Altitude. Use one of the following in the order the pilot has proceeded beyond the specified fix or if the
of preference listed. Altitude may be omitted if the time designated in the clearance has expired.
top altitude is published in the SID route description. PHRASEOLOGY−
CLIMB AND MAINTAIN (the altitude as near as possible
NOTE−
to the pilot’s requested altitude). EXPECT (the requested
Turbojet aircraft equipped with afterburner engines may
altitude or an altitude different from the requested altitude)
occasionally be expected to use afterburning during their
AT (time or fix),
climb to the en route altitude. When so advised by the pilot,
the controller may be able to plan his/her traffic to
and if applicable,
accommodate the high performance climb and allow the
pilot to climb to his/her planned altitude without
(pilot’s requested altitude) IS NOT AVAILABLE.
restriction.
EXAMPLE−
REFERENCE−
PCG, Climb Via, Top Altitude
1. A pilot has requested flight level 350. Flight level 230
is immediately available and flight level 350 will be
1. To the maximum extent possible, Air Force available at the Appleton zero five zero radial 35 mile fix.
One will be cleared unrestricted climb to: The clearance will read:
“Climb and maintain flight level two three zero. Expect
(a) 9,000’ AGL or higher. flight level three five zero at Appleton zero five zero radial
(b) If unable 9,000’ AGL or higher, then the three five mile fix.”
highest available altitude below 9,000’ AGL. 2. A pilot has requested 9,000 feet. An altitude restriction
is required because of facility procedures or requirements.
2. Assign the altitude requested by the pilot. Assign the altitude and advise the pilot at what fix/time the
pilot may expect the requested altitude. The clearance
3. Assign an altitude, as near as possible to the could read:
altitude requested by the pilot, and “Climb and maintain five thousand. Expect niner
(a) Inform the pilot when to expect clearance thousand one zero minutes after departure.”
to the requested altitude unless instructions are 3. A pilot has requested 17,000 feet which is unavailable.
contained in the specified SID, or You plan 15,000 feet to be the pilot’s highest altitude prior
to descent to the pilot’s destination but only 13,000 feet is
(b) If the requested altitude is not expected to available until San Jose VOR. Advise the pilot of the
be available, inform the pilot what altitude can be expected altitude change and at what fix/time to expect
expected and when/where to expect it. clearance to 15,000 feet. The clearance will read: “Climb
and maintain one three thousand. Expect one five thousand
NOTE− at San Jose. One seven thousand is not available.”
1. 14 CFR Section 91.185, says that in the event of a
REFERENCE−
two-way radio communication failure, in VFR conditions FAAO JO 7110.65, Para 4−3−3, Abbreviated Departure Clearance.
or if VFR conditions are encountered after the failure, the FAAO JO 7110.65, Para 5−8−2, Initial Heading.
pilot must continue the flight under VFR and land as soon
4. Use one of the following when the SID
as practicable. That section also says that when the failure
occurs in IFR conditions the pilot must continue flight at
contains published crossing restrictions:
the highest of the following altitudes or flight levels for the (a) When the top altitude is included in the
route segment being flown: SID route description, instruct aircraft to “climb via
a. The altitude or flight level assigned in the last ATC SID.”
clearance received.
b. The minimum altitude (converted, if appropriate, to (b) When a top altitude is not published on a
minimum flight level as prescribed in 14 CFR Sec- SID that contains published crossing restrictions, or
tion 91.121(c)) for IFR operations. (This altitude should be when it is necessary to issue an interim altitude
consistent with MEAs, MOCAs, etc.) instruct the aircraft to “Climb via SID except (altitude
c. The altitude or flight level ATC has advised may be assignment/ change)”.
expected in a further clearance.
EXAMPLE−
2. If the expected altitude is the highest of the preceding “Cleared to Johnston Airport, Scott One departure, Jonez
choices, the pilot should begin to climb to that expected transition, Q-One Forty-five. Climb via SID.”
altitude at the time or fix specified in the clearance. The
choice to climb to the expected altitude is not applicable if “Cleared to Johnston Airport, Scott One departure,
except maintain” to assign the top altitude. If 2. If a pilot does not wish to accept an ATC clearance to
required, add any additional instructions or fly a SID, he/she is expected to advise ATC or state
information, including final requested altitude if “NO SID” in his/her flight plan remarks.
different than assigned except if Pre−Departure REFERENCE−
PCG, Climb Via, Top Altitude
Clearance (PDC) is utilized.
e. When a filed route will require revisions, the
PHRASEOLOGY− controller responsible for initiating the clearance to
CLEARED TO (destination) AIRPORT; the aircraft must either:
1. Issue a FRC/FRC until a fix; or
and as appropriate,
2. If it reduces verbiage, state the phrase:
(SID name and number) DEPARTURE, “Cleared to (destination) airport, or cleared NAVAID,
THEN AS FILED. intersection, or waypoint (type if known), (SID name
and number and SID transition, as appropriate), then
MAINTAIN (altitude); (additional instructions or as filed, except ...” Specify the necessary revision.
information).
3. Specify the assigned altitude. The altitude
Or as appropriate, may be omitted and pilots instructed to “climb via
SID” when a top altitude is published in the SID route
CLIMB VIA SID. description.
CLIMB VIA SID except maintain (altitude); (additional 4. When the SID has published altitude
instructions or information). restrictions but the top altitude is not published or
must be changed state the phrase “climb via SID
If a SID is not assigned, except maintain” and the assign the top altitude. If
required, add any additional instructions or informa-
CLEARED TO (destination) AIRPORT AS FILED. tion.
MAINTAIN (altitude);
5. If a SID is not assigned, state: “Cleared to
and if required, (destination) airport or cleared to NAVAID,
intersection, or waypoint (type if known) as filed,
(additional instructions or information). except ...” Specify the necessary revision, the
assigned altitude; and if required, add any additional
instructions or information.
EXAMPLE−
PHRASEOLOGY−
“Cleared to Reynolds Airport; David Two Departure,
Kingham Transition; then, as filed. Maintain niner CLEARED TO (destination) AIRPORT.
thousand. Expect flight level four one zero, one zero
Or
minutes after departure.”
“Cleared to Reynolds Airport; David Two Departure, CLEARED TO (NAVAID name and type).
Kingham Transition; then, as filed. Climb via SID.”
Or
“Cleared to Reynolds Airport; David Two Departure,
Kingham Transition; then, as filed. Climb via SID except CLEARED TO (intersection or waypoint name and
maintain flight level two four zero. Expect flight level four type).
one zero, one zero minutes after departure.
and as appropriate,
“Cleared to Reynolds Airport as filed. Maintain niner
thousand. Expect flight level four one zero, one zero (SID name and number) DEPARTURE,
minutes after departure.”
(transition name) TRANSITION; THEN,
NOTE−
1. SIDs are excluded from “cleared as filed” procedures. AS FILED, EXCEPT CHANGE ROUTE TO READ
NOTE− REFERENCE−
1. Letters of agreement prescribing assumed departure FAAO JO 7210.3, Para 11−2−6, Automatic Acquisition/Termination
Areas.
times or mandatory radar handoff procedures are
alternatives for providing equivalent procedures.
2. The letters “DM” flashing in the data block signify
unsuccessful transmission of a departure message.
NOTE− or
Except for certain NAVAIDs/routes used by scheduled air
carriers or authorized for specific uses in the control of IFR (fix) AND (fix),
aircraft, Air Traffic Service (ATS) routes, and NAVAIDs
established for use at specified altitudes are shown on or
U.S. government charts or DOD FLIP charts.
RADIALS OF (ATS route) AND (ATS route).
REFERENCE−
FAAO JO 7110.65, Para 2−5−2, NAVAID Terms. c. Random routes.
FAAO JO 7110.65, Para 4−1−2, Exceptions.
FAAO JO 7110.65, Para 4−5−6, Minimum En Route Altitudes. 1. When not being radar monitored,
FAAO JO 7110.65, Para 5−6−1, Application. GNSS-equipped RNAV aircraft on random RNAV
routes must be cleared via or reported to be
a. Designated ATS routes.
established on a point-to-point route.
PHRASEOLOGY− (a) The points must be published NAVAIDs,
VIA: waypoints, fixes or airports recallable from the
aircraft’s navigation database. The points must be
VICTOR (color) (airway number)(the word Romeo when
RNAV for existing Alaska routes),
displayed on controller video maps or depicted on the
controller chart displayed at the control position.
or When applying nonradar separation the maximum
distance between points must not exceed 500 miles.
J (route number) (the word Romeo when RNAV for existing (b) Protect 4 miles either side of the route
Alaska routes),
centerline.
or (c) Assigned altitudes must be at or above the
highest MIA along the projected route segment being
Q (route number) flown, including the protected airspace of that route
segment.
or
2. Impromptu
Tango (route number) PHRASEOLOGY−
DIRECT (name of NAVAID/waypoint/fix/airport)
or
NOTE−
A random impromptu routing is a direct course initiated by
SUBSTITUTE (ATS route) FROM (fix) to (fix),
ATC or requested by the pilot during flight. Aircraft are
cleared from their present position to a NAVAID, waypoint,
fix, or airport.
or
3. Point-to-Point
IR (route number). PHRASEOLOGY−
After (fix) proceed direct (fix)
CROSS/JOIN VICTOR/(color) (airway number), (number
NOTE−
of miles) MILES (direction) OF (fix).
A point-to-point route segment begins and ends with a
b. Radials, courses, azimuths to or from published NAVAID, waypoint, fix, or airport.
NAVAIDs. d. DME arcs of NAVAIDS.
e. Radials, courses, azimuths, and headings of DIRECT TO THE (facility) (radial) (distance) FIX.
departure or arrival routes.
OFFSET(distance) RIGHT/LEFT OF (route).
f. SIDs/STARs.
EXAMPLE−
g. Vectors. “Direct SUNOL.”
“Direct to the Appleton three one zero radial two five mile
h. Fixes defined in terms of degree-distance from fix.”
NAVAIDs for special military operations. “Offset eight miles right of Victor six.”
i. Courses, azimuths, bearings, quadrants, or REFERENCE−
FAAO JO 7110.65, Para 2-3-8 Aircraft Equipment Suffix.
radials within a radius of a NAVAID. FAAO JO 7110.65, Para 2-5-3 NAVAID Fixes
PHRASEOLOGY− FAAO JO 7110.65, Para 4-1-2, Exceptions
FAAO JO 7110.65, Para 5-5-1, Application
CLEARED TO FLY (general direction from NAVAID) OF FAAO JO 7110.65, Para 6-5-4, Minima Along Other Than Established
(NAVAID name and type) BETWEEN (specified) Airways or Routes.
COURSES TO/BEARINGS FROM/RADIALS (NAVAID P/CG Term - Global Navigation Satellite System (GNSS)[ICAO].
name when a NDB) WITHIN (number of miles) MILE
RADIUS, 4−4−2. ROUTE STRUCTURE TRANSITIONS
or To effect transition within or between route
structures, clear an aircraft by one or more of the
CLEARED TO FLY (specified) QUADRANT OF (NAVAID following methods, based on NAVAIDs or RNAV:
name and type) WITHIN (number of miles) MILE RADIUS.
a. Vector aircraft to or from radials, courses, or
EXAMPLE−
1. “Cleared to fly east of Allentown VORTAC between the azimuths of the ATS route assigned.
zero four five and the one three five radials within four zero b. Assign a SID/STAR.
mile radius.”
c. Clear departing or arriving aircraft to climb or
2. “Cleared to fly east of Crystal Lake radio beacon
descend via radials, courses, or azimuths of the ATS
between the two two five and the three one five courses to
route assigned.
Crystal Lake within three zero mile radius.”
3. “Cleared to fly northeast quadrant of Philipsburg d. Clear departing or arriving aircraft directly to or
VORTAC within four zero mile radius.” between the NAVAIDs forming the ATS route
assigned.
j. Fixes/waypoints defined in terms of:
e. Clear aircraft to climb or descend via the ATS
1. Published name; or
route on which flight will be conducted.
2. Degree-distance from NAVAIDs; or
f. Clear aircraft to climb or descend on specified
3. Latitude/longitude coordinates, state the radials, courses, or azimuths of NAVAIDs.
latitude and longitude in degrees and minutes
g. Clear RNAV aircraft between designated or
including the direction from the axis such as North or
established ATS routes via random RNAV routes to
West; or
a NAVAID, waypoint, airport or fix on the new route.
PHRASEOLOGY−
“32 DEGREES, 45 MINUTES NORTH, h. Provide radar monitoring to RNAV equipped
105 DEGREES, 37 MINUTES WEST.” aircraft transitioning via random RNAV routes.
4. Offset from published or established ATS EXCEPTION. GNSS equipped aircraft /G, /L, /S,
route at a specified distance and direction for random and /V not on a random impromptu route.
(impromptu) RNAV Routes. REFERENCE−
FAAO JO 7110.65, Para 4-1-2, Exceptions.
PHRASEOLOGY−
FAAO JO 7110.65, Para 4-4-1, Route Use.
DIRECT (fix/waypoint) FAAO JO 7110.65, Para 5-5-1, Application.
P/CG Term − Global Navigation Satellite System (GNSS)[ICAO].
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.
1. Aircraft remain within a facility’s area and 4−5−5. ADJUSTED MINIMUM FLIGHT
prior approval is obtained from other affected LEVEL
positions or sectors or the operations are covered in When the prescribed minimum altitude for IFR
a Facility Directive. operations is at or above 18,000 feet MSL and the
atmospheric pressure is less than 29.92”, add the
2. Aircraft will proceed beyond the facility’s
appropriate adjustment factor from TBL 4−5−3 to the
area and specific operations and procedures
flight level equivalent of the minimum altitude in feet
permitting random altitude assignment are covered in
to determine the adjusted minimum flight level.
a letter of agreement between the appropriate
facilities. TBL 4−5−3
Minimum FL Adjustment
b. Military aircraft are operating on random routes
Altimeter Setting Adjustment Factor
and prior approval is obtained from the facility
29.92” or higher None
concerned.
29.91” to 29.42” 500 feet
c. For meteorological conditions, take this action 29.41” to 28.92” 1,000 feet
only if you obtain prior approval from other affected 28.91” to 28.42” 1,500 feet
positions or sectors within your facility and, if 28.41” to 27.92” 2,000 feet
necessary, from the adjacent facility concerned.
d. For aircraft operational limitations, take this 4−5−6. MINIMUM EN ROUTE ALTITUDES
action only if the pilot informs you the available Except as provided in subparas a and b below, assign
appropriate altitude exceeds the operational limita- altitudes at or above the MEA for the route segment
tions of his/her aircraft and only after you obtain prior being flown. When a lower MEA for subsequent
approval from other affected positions or sectors segments of the route is applicable, issue the lower
within your facility and, if necessary, from the MEA only after the aircraft is over or past the
adjacent facility concerned. Fix/NAVAID beyond which the lower MEA applies
unless a crossing restriction at or above the higher
e. For mission requirements, take this action only MEA is issued.
when the aircraft is operating on an MTR. a. An aircraft may be cleared below the MEA but
REFERENCE− not below the MOCA for the route segment being
FAAO JO 7110.65, Para 7−7−5, Altitude Assignments. flown if the altitude assigned is at least 300 feet above
FAAO JO 7110.65, Para 9−3−2, Separation Minima.
the floor of controlled airspace and one of the
following conditions are met:
4−5−4. LOWEST USABLE FLIGHT LEVEL NOTE−
Controllers must be aware that in the event of radio
communications failure, a pilot will climb to the MEA for
If a change in atmospheric pressure affects a usable
the route segment being flown.
flight level in your area of jurisdiction, use
TBL 4−5−2 to determine the lowest usable flight 1. Nonradar procedures are used only within
level to clear aircraft at or above 18,000 feet MSL. 22 miles of a VOR, VORTAC, or TACAN.
2. Radar procedures are used only when an
TBL 4−5−2 operational advantage is realized and the following
Lowest Usable FL actions are taken:
(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.
REFERENCE−
b. An aircraft may be cleared to operate on jet
FAAO JO 7110.65, Para 9−3−2, Separation Minima. routes below the MEA (but not below the prescribed
minimum altitude for IFR operations) or above the e. Where MEAs have not been established, clear
maximum authorized altitude if, in either case, radar an aircraft at or above the minimum altitude for IFR
service is provided. operations prescribed by 14 CFR Section 91.177.
NOTE− REFERENCE−
FAAO JO 7110.65, Para 4−2−8, IFR-VFR and VFR-IFR Flights.
Minimum en route and maximum authorized altitudes for
FAAO JO 7110.65, Para 4−4−1, Route Use.
certain jet route segments have been established above the FAAO JO 7110.65, Chapter 5, Section 6, Para 5−6−1, Application.
floor of the jet route structure due to limitations on FAAO JO 7110.65, Para 7−7−5, Altitude Assignments.
navigational signal coverage.
c. Where a higher altitude is required because of an 4−5−7. ALTITUDE INFORMATION
MEA, the aircraft must be cleared to begin climb to
Issue altitude instructions as follows:
the higher MEA as follows:
REFERENCE−
1. If no MCA is specified, prior to or FAAO JO 7110.65, Para 4−2−1, Clearance Items.
immediately after passing the fix where the higher a. Altitude to maintain or cruise. When issuing
MEA is designated. (See FIG 4−5−1.) cruise in conjunction with an airport clearance limit
and an unpublished route will be used, issue an
FIG 4−5−1
No MCA Specified
appropriate crossing altitude to ensure terrain
clearance until the aircraft reaches a fix, point, or
route where the altitude information is available to
the pilot. When issuing a cruise clearance to an airport
which does not have a published instrument
approach, a cruise clearance without a crossing
restriction may be issued.
PHRASEOLOGY−
MAINTAIN/CRUISE (altitude). MAINTAIN (altitude)
UNTIL (time, fix, waypoint),
or
2. If a MCA is specified, prior to the fix so as to (number of miles or minutes) MILES/MINUTES PAST (fix,
cross the fix at or above the MCA. (See FIG 4−5−2.) waypoint).
descend to it at pilot discretion if it is lower than the altitude CLIMB/DESCEND TO REACH (altitude)
specified in the cruise clearance. AT (time (issue time check) or fix, waypoint),
EXAMPLE− SID departure lateral path and any published speed and
2. “Proceed direct Rockr, cross Rockr at or above one-zero altitude restrictions and climb so as to cross Mkala at or
thousand, climb via the Bizee Two departure.” above 7,000; remainder of the departure must be flown as
NOTE− published.
In Example 2 the aircraft will join the Bizee Two departure EXAMPLE−
at Rockr and will then comply with departure published 2. (There is a published altitude at Dvine WP): “Proceed
lateral path, published speed and altitude restrictions. direct Dvine, Climb via the Suzan Two departure except
cross Mkala at or above seven thousand.”
2. A “descend via” clearance must not be used
where procedures contain only published “expect” NOTE−
altitude and/or speed restrictions. In Example 2, the aircraft will join the Suzan Two departure
at Dvine, at the published altitude, and then comply with
NOTE− the published lateral path and any published speed or
Pilots are not expected to comply with published “expect” altitude restrictions. The aircraft will climb so as to cross
restrictions in the event of lost communications, unless Mkala at or above 7,000; remainder of the departure must
ATC has specifically advised the pilot to expect these be flown as published.
restrictions as part of a further clearance.
6. When an aircraft has been issued an interim
3. “Descend via” may be used on procedures altitude and after departure ATC can subsequently
that contain both “expect” and required altitude and clear the aircraft to climb to the original top altitude
speed restrictions only if altitude and/or speed published in the SID instruct aircraft to “climb via
restrictions or alternate restrictions are issued for the SID.” When issuing a new altitude and compliance
fix/waypoint associated with all expect restrictions. with published restrictions is still required instruct
4. “Descend via” clearances may also be issued aircraft to “climb via SID except maintain (altitude).”
if an aircraft is past all fixes/waypoints that have PHRASEOLOGY−
expect restrictions. CLIMB VIA SID.
5. If it is necessary to assign a crossing altitude CLIMB VIA SID except maintain (altitude).
which differs from the STAR or SID altitude,
EXAMPLE−
emphasize the change to the pilot.
1. (An aircraft was issued the Teddd One departure, “climb
PHRASEOLOGY− via SID” in the IFR departure clearance. An interim
DESCEND VIA (STAR name and number) ARRIVAL, altitude of 10,000 was issued instead of the published top
EXCEPT CROSS (fix, point, waypoint), (revised altitude altitude of FL 230; after departure ATC is able to issue the
information). published top altitude): “Climb via SID.”
EXAMPLE− NOTE−
“United 454 descend via the Haris One Arrival, except In Example 1, the aircraft will track laterally and vertically
cross Haris at or above one six thousand.” on the Teddd One departure and initially climb to 10,000;
Once re-issued the “climb via” clearance the interim
NOTE−
altitude is cancelled aircraft will continue climb to FL230
The aircraft should track laterally and vertically on the
while complying with published restrictions.
Haris One Arrival and should descend so as to cross Haris
at or above 16,000; remainder of the arrival must be flown EXAMPLE−
as published. 2. (Using Example 1, after departure ATC is able to issue
PHRASEOLOGY− an altitude higher than the published top altitude): “Climb
CLIMB VIA SID, EXCEPT CROSS (fix, point, waypoint), via SID except maintain flight level two six zero.”
(revised altitude information). NOTE−
In Example 2, the aircraft will track laterally and vertically
CLIMB VIA (SID name and number), EXCEPT CROSS on the Teddd One departure and initially climb to 10,000;
(fix, point, waypoint), (revised altitude information). once issued “climb via” clearance to FL260 the aircraft
EXAMPLE− will continue climb while complying with published
1. “Climb via SID except cross Mkala at or above seven restrictions.
thousand.” 7. If it is necessary to assign an interim altitude
NOTE− or assign a bottom or top altitude not contained on a
In Example 1, the aircraft will comply with the assigned STAR or SID, the provisions of subparagraph 4-5-7h
may be used in conjunction with subparagraph to deviate from an ATC clearance “that has been
4-5-7a. obtained...unless an amended clearance is obtained”
(except when an emergency exists).
PHRASEOLOGY−
DESCEND VIA THE (STAR name and number) ARRIVAL 2. A pilot is therefore expected to advise the controller if
EXCEPT AFTER (fix) MAINTAIN (revised altitude a clearance cannot be accepted when the clearance is
information). issued. “We will try” and other such acknowledgements do
not constitute pilot acceptance of an ATC clearance.
EXAMPLE−
“United 454 descend via the Eagul Five Arrival, except 3. Controllers are expected to issue ATC clearances which
after Geeno maintain one zero thousand.” conform with normal aircraft operational capabilities and
do not require “last minute” amendments to ensure
NOTE− approved separation.
The aircraft should track laterally and vertically on the
Eagul Five Arrival and should descend so as to comply 4. “Expedite” is not to be used in lieu of appropriate
with all speed and altitude restrictions until reaching restrictions to ensure separation.
Geeno and then maintain 10,000. Upon reaching 10,000, REFERENCE−
aircraft should maintain 10,000 until cleared by ATC to FAAO JO 7110.65, Para 10−1−3, Providing Assistance.
continue to descend.
REFERENCE− 4−5−8. ANTICIPATED ALTITUDE CHANGES
FAAO JO 7110.65, Para 4−7−1, Clearance Information.
AIM, Para 5−4−1, Standard Terminal Arrival (STAR) Procedures. If practicable, inform an aircraft when to expect climb
PHRASEOLOGY− or descent clearance or to request altitude change
CLIMB VIA SID EXCEPT AFTER (waypoint name), from another facility.
MAINTAIN (altitude). PHRASEOLOGY−
EXAMPLE− EXPECT HIGHER/LOWER IN (number of miles or
“Climb via SID except after Baret, maintain flight level one minutes) MILES/MINUTES,
niner zero.”
or
NOTE−
1. Considering the principle that the last ATC clearance AT (fix). REQUEST ALTITUDE/FLIGHT LEVEL
issued has precedence over the previous, the phraseology CHANGE FROM (name of facility).
“maintain (altitude)” alone cancels previously issued
altitude restrictions, including SID/STAR altitude If required,
restrictions unless they are restated or modified, and
authorizes an unrestricted climb or descent. Speed AT (time, fix, or altitude).
restrictions remain in effect unless the controller explicitly
REFERENCE−
cancels the speed restrictions. FAAO JO 7110.65, Para 2−2−6, IFR Flight Progress Data.
2. Restate “climb/descend via” and then use “except” or
“except maintain” phraseology to modify published 4−5−9. ALTITUDE CONFIRMATION−
restrictions or assign a new top/bottom altitude. Use NONRADAR
“resume” phraseology with “maintain” to rejoin a route
and assign a new altitude where compliance with published a. Request a pilot to confirm assigned altitude on
altitude restrictions is not required. initial contact and when position reports are received
REFERENCE−
unless:
FAAO JO 7110.65, Para 4-2-5, Route or Altitude Amendments NOTE−
FAAO JO 7110.65, Para 5-6-2, Methods
AIM 4-4-10 Adherence to Clearance For the purpose of this paragraph, “initial contact” means
AIM, Para 5−2−8. Instrument Departure Procedures (DP) − Obstacle a pilot’s first radio contact with each sector/position.
Departure Procedures (ODP) and Standard Instrument Departures
(SID). 1. The pilot states the assigned altitude, or
i. When a pilot is unable to accept a clearance, 2. You assign a new altitude to a climbing or
issue revised instructions to ensure positive control descending aircraft, or
and approved separation. 3. TERMINAL. The aircraft was transferred to
NOTE− you from another sector/position within your facility
1. 14 CFR Section 91.123 states that a pilot is not allowed (intrafacility).
be determined; i.e., disabled aircraft on the runway, 3. Assigned altitude if different from present
terminal or center sector saturation, weather below altitude.
landing minimums, etc. In any event, every attempt should
NOTE−
be made to provide the pilot with the best possible estimate
Except in the event of a two-way communications failure,
of his/her delay time and the reason for the delay.
when a clearance beyond a fix has not been received, pilots
Controllers/supervisors should consult, as appropriate,
are expected to hold as depicted on U.S. Government or
with personnel (other sectors, weather forecasters, the commercially produced (meeting FAA requirements)
airport management, other facilities, etc.) who can best low/high altitude en route and area or STAR charts. If no
provide this information. holding pattern is charted and holding instructions have
PHRASEOLOGY− not been issued, pilots should ask ATC for holding
DELAY INDEFINITE, (reason if known), EXPECT instructions prior to reaching the fix. If a pilot is unable to
FURTHER CLEARANCE (time). (After determining the obtain holding instructions prior to reaching the fix, the
reason for the delay, advise the pilot as soon as possible.) pilot is expected to hold in a standard pattern on the course
EXAMPLE− on which the aircraft approached the fix and request
“Cleared to Drewe, hold west, as published, expect further further clearance as soon as possible.
clearance via direct Sidney V−O−R one three one five,
anticipate additional two zero minute delay at Woody.” 4−6−3. DELAYS
“Cleared to Aston, hold west on Victor two twenty-five, a. Advise your supervisor or flow controller as
seven mile leg, left turns, expect further clearance one soon as possible when you delay or expect to delay
niner two zero, anticipate additional one five minute aircraft.
terminal delay.”
b. When arrival delays reach or are anticipated to
“Cleared to Wayne, no delay expected.” reach 30 minutes, take the following action:
1. EN ROUTE. The center responsible for
“Cleared to Wally, hold north, as published, delay transferring control to an approach control facility or,
indefinite, snow removal in progress, expect further for a nonapproach control destination, the center in
clearance one one three zero.”
whose area the aircraft will land must issue total delay
information as soon as possible after the aircraft
4−6−2. CLEARANCE BEYOND FIX enters the center’s area. Whenever possible, the delay
a. If no delay is expected, issue a clearance beyond information must be issued by the first center
the clearance limit as soon as possible and, whenever controller to communicate with the aircraft.
possible, at least 5 minutes before the aircraft reaches REFERENCE−
the fix. FAAO7110.65, Para 5-14-9, ERAM Computer Entry of Hold
Information
b. Include the following items when issuing 2. TERMINAL. When tower en route control
clearance beyond a clearance limit: service is being provided, the approach control
1. Clearance limit or approach clearance. facility whose area contains the destination airport
must issue total delay information as soon as possible
2. Route of flight. Specify one of the following: after the aircraft enters its approach control area.
(a) Complete details of the route (airway, Whenever possible, the delay information must be
route, course, fix(es), azimuth course, heading, arc, or issued by the first terminal controller to communicate
vector.) with the aircraft.
(b) The phrase “via last routing cleared.” Use 3. Unless a pilot requests delay information, the
this phrase only when the most recently issued actions specified in subparas 1 and 2 above may be
routing to the new clearance limit is valid and omitted when total delay information is available to
verbiage will be reduced. pilots via ATIS.
PHRASEOLOGY− PHRASEOLOGY−
VIA LAST ROUTING CLEARED. (Airport) ARRIVAL DELAYS (time in minutes/hours).
a letter of agreement, do not require a radio frequency c. If practicable, use a frequency common to both
change after the aircraft begins approach or after the GCA unit and approach control to minimize
initial contact during an en route descent until a frequency changes.
landing or low approach has been completed except d. When a GCA unit is not able to communicate on
under the following conditions: a common frequency, a change to a GCA frequency
REFERENCE− may be authorized.
FAAO JO 7610.4, Special Operations, Para 9−3−6, Single Frequency
Approach (SFA). e. When a nonradar approach will be made,
P/CG Term− Single-Piloted Aircraft. aircraft may be instructed to change to tower
a. During daylight hours while the aircraft is in frequency when:
VFR conditions. 1. The reported ceiling is at or above 1,500 feet
and visibility is 5 statute miles or more.
b. On pilot request.
2. The aircraft reports able to proceed by visual
c. When pilot cancels IFR flight plan. reference to the surface.
d. In an emergency situation. 3. The aircraft requests and is cleared for a
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
procedures that are provided for nonmilitary turbojet
a. Avoid radio frequency and radar beacon aircraft except:
changes to the maximum extent that communications NOTE−
capabilities and traffic will permit. However, when It is the responsibility of the pilot to request a high altitude
changes are required: approach if he/she does not want normal arrival handling.
1. Give instructions early enough to allow the a. An en route descent may be used in a nonradar
change before the aircraft reaches the approach fix or environment; however, radar capability should exist
handoff point. which will permit the aircraft to be vectored to the
final approach course of a published high altitude
2. Keep frequency/radar beacon changes to a instrument approach procedure or PAR/ASR
minimum below 2,500 feet above the surface. approach. Do not use this procedure if other than
normal vectoring delays are anticipated.
3. Avoid requiring frequency/radar beacon
changes during the time the aircraft is making a turn. b. Prior to issuance of a descent clearance below
the highest initial approach fix altitude established for
b. When traffic volume requires, a frequency any high altitude instrument approach procedure for
other than the one used by aircraft making approaches the destination airport inform the aircraft:
may be assigned for use in transferring control to the
1. Type of approach to expect.
approach control facility.
EXAMPLE−
TERMINAL “Expect V−O−R approach to runway three two.”
2. Radar vectors will be provided to the final Class E surface area and any altitude restrictions that
approach course. were issued; or
EXAMPLE− 6. For aircraft executing a contact approach the
“Expect surveillance/precision approach to runway one position of the aircraft.
seven; radar vectors to final approach course.”
NOTE−
3. Current weather whenever the ceiling is Specific time requirements are usually stated in a letter of
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 approach to runway eight; radar vectors to NOTE−
localizer 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 nonap-
proach 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).
special weather observations to an arriving aircraft the clearance limit does not indicate which will be
prior to or as part of the approach clearance when: used.
a. It is transmitted directly to the pilot via center 2. Runway if different from that to which the
controller-to-pilot communications. instrument approach is made.
b. It is relayed through a communications station 3. Surface wind.
other than an air carrier company radio or through a 4. Ceiling and visibility if the reported ceiling at
nonapproach control facility. You may do this by the airport of intended landing is below 1,000 feet or
telling the station or nonapproach control facility to below the highest circling minimum, whichever is
issue current weather. greater, or the visibility is less than 3 miles.
5. Altimeter setting for the airport of intended
4−7−8. BELOW MINIMA REPORT BY PILOT landing.
If an arriving aircraft reports weather conditions are REFERENCE−
FAAO JO 7110.65, Chapter 2, Section 7, Altimeter Settings.
below his/her landing minima:
b. Upon pilot request, controllers must inform
NOTE−
pilots of the frequency where automated weather data
Determination that existing weather/visibility is adequate
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−
(Airport) AWOS/ASOS WEATHER AVAILABLE ON
hold or proceed to another airport.
(frequency).
b. Adjust, as necessary, the position in the landing 1. ASOS/AWOS must be set to provide one
sequence of any other aircraft desiring to make minute weather at uncontrolled airports that are
approaches and issue approach clearances accord- without ground−to−air weather broadcast capability
ingly. by a CWO, NWS or FSS observer.
2. Controllers will consider the long−line
4−7−9. TRANSFER OF JURISDICTION disseminated weather from an automated weather
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
to receive the ASOS/AWOS broadcast.
4−7−10. APPROACH INFORMATION
NOTE−
a. Both en route and terminal approach control Aircraft destined to uncontrolled airports, which have
sectors must provide current approach information to automated weather data with broadcast capability, should
aircraft destined to airports for which they provide monitor the ASOS/AWOS frequency to ascertain the
approach control services. This information must be current weather at the airport. The pilot should advise the
provided on initial contact or as soon as possible controller when he/she has received the broadcast weather
thereafter. Approach information contained in the and state his/her intentions.
ATIS broadcast may be omitted if the pilot states the c. Issue any known changes classified as special
appropriate ATIS code. For pilots destined to an weather observations as soon as possible. Special
airport without ATIS, items 3−5 below may be weather observations need not be issued after they are
omitted after the pilot advises receipt of the included in the ATIS broadcast and the pilot states the
automated weather; otherwise, issue approach appropriate ATIS code.
information by including the following:
d. Advise pilots when the ILS on the runway in use
1. Approach clearance or type approach to be is not operational if that ILS is on the same frequency
expected if two or more approaches are published and as an operational ILS serving another runway.
a. Clear aircraft for “standard” or “special” (To authorize a pilot to execute an ILS or an LDA approach
instrument approach procedures only. when the glideslope is out of service)
1. To require an aircraft to execute a particular CLEARED (ILS/LDA) APPROACH, GLIDESLOPE
instrument approach procedure, specify in the UNUSABLE.
approach clearance the name of the approach as (When the title of the approach procedure contains “or
published on the approach chart. Where more than LOC”)
one procedure is published on a single chart and a
specific procedure is to be flown, amend the approach CLEARED LOCALIZER APPROACH
clearance to specify execution of the specific
approach to be flown. If only one instrument EXAMPLE−
approach of a particular type is published, the “Cleared Approach.”
approach needs not be identified by the runway “Cleared (V-O-R/I-L-S/Localizer) Approach.”
reference. “Cleared L-D-A Runway Three-Six Approach.”
“Cleared Localizer Back Course Runway One-Three
2. An aircraft conducting an ILS or LDA Approach.”
approach must be advised at the time an approach “Cleared (GPS/RNAV Z) Runway Two-Two Approach.”
clearance is issued when the glideslope is reported out “Cleared BRANCH ONE Arrival and (ILS/RNAV) Runway
of service, unless the title of the published approach One-Three Approach.”
procedure allows (for example, ILS or LOC Rwy 05). “Cleared I-L-S Runway Three-Six Approach, glideslope
unusable.”
3. Standard instrument approach procedures “Cleared S-D-F Approach.”
(SIAP) must begin at an initial approach fix (IAF) or “Cleared G-L-S Approach.”
an intermediate fix (IF) if there is not an IAF. NOTE−
1. Clearances authorizing instrument approaches are
4. Where adequate radar coverage exists, radar issued on the basis that, if visual contact with the ground
facilities may vector aircraft to the final approach is made before the approach is completed, the entire
course in accordance with Paragraph 5-9-1, Vectors approach procedure will be followed unless the pilot
to Final Approach Course, and Paragraph 5-9-2, Final receives approval for a contact approach, is cleared for a
Approach Course Interception. visual approach, or cancels their IFR flight plan.
2. Approach clearances are issued based on known traffic.
5. Where adequate radar coverage exists, radar
The receipt of an approach clearance does not relieve the
facilities may clear an aircraft to any fix 3 NM or more
pilot of his/her responsibility to comply with applicable
prior to the FAF, along the final approach course, at Parts of Title 14 of the Code of Federal Regulations and the
an intercept angle not greater than 30 degrees. notations on instrument approach charts which levy on the
6. Controllers must not disapprove a pilot pilot the responsibility to comply with or act on an
request to cold temperature compensate in conjunc- instruction; for example, “Straight-in minima not
tion with the issuance of an approach clearance. authorized at night,” “Procedure not authorized when
glideslope/glidepath not used,” “Use of procedure limited
PHRASEOLOGY− to aircraft authorized to use airport,” or “Procedure not
CLEARED (type) APPROACH. authorized at night” or Snowflake icon with associated
temperature.
(To authorize a pilot to execute his/her choice of instrument
3. In some cases, the name of the approach, as published,
approach),
is used to identify the approach, even though a component
CLEARED APPROACH. of the approach aid, other than the localizer on an ILS is
inoperative.
(Where more than one procedure is published on a single 4. Where more than one procedure to the same runway is
chart and a specific procedure is to be flown), published on a single chart, each must adhere to all final
approach guidance contained on that chart, even though
Aircraft 2 can be cleared to SECND if allowed to execute (d) For procedures where an IAF is pub-
the hold-in-lieu of procedure turn pattern. lished, the pilot is advised to expect clearance to the
f. Except when applying radar procedures, timed IF at least 5 miles from the fix.
or visual approaches, clear an aircraft for an approach EXAMPLE−
to an airport when the preceding aircraft has landed “Expect direct CENTR for RNAV Runway One-Eight
or canceled IFR flight plan. Approach.”
g. Where instrument approaches require radar 3. Established on a heading or course direct to a
monitoring and radar services are not available, do fix between the IF and FAF, at an intercept angle not
not use the phraseology “cleared approach,” which greater than 30 degrees, and assigned an altitude in
allows the pilot his/her choice of instrument accordance with b2.
approaches. EXAMPLE−
Aircraft 1 is more than 5 miles from SHANN. The minimum
RNAV APPLICATION altitude for IFR operations (14 CFR Section 91.177) along
the flight path to SHANN is 3,000 feet. SHANN is a step
h. For RNAV−equipped aircraft operating on down fix between the IF/IAF (CENTR) and the FAF. To
clear Aircraft 1 to SHANN, ATC must ensure the intercept
unpublished routes, issue approach clearance for
angle for the intermediate segment at SHANN is not
conventional or RNAV SIAP including approaches greater than 30 degrees and must be cleared to an altitude
with RF legs only after the aircraft is: (See FIG that will allow a normal descent to the FAF. “Cleared direct
4−8−4). SHANN, cross SHANN at or above three thousand, cleared
RNAV Runway One-Eight Approach.”
1. Established on a heading or course direct to
REFERENCE−
the IAF at an intercept angle not greater than 90 FAAO 7110.65, Par 5-6-2, Methods
degrees and is assigned an altitude in accordance with FAAO 7110.65, Chapter 5, Section 9, Radar Arrivals
b2. Radar monitoring is required to the IAF for
FIG 4−8−4
RNAV (RNP) approaches when no hold−in−lieu of
Approach Clearance Example
procedure turn is executed. For RNAV Aircraft
EXAMPLE−
Aircraft 1 can be cleared direct to CENTR. The intercept
angle at that IAF is 90 degrees or less. The minimum
altitude for IFR operations (14 CFR, section 91.177) along
the flight path to the IAF is 3,000 feet. If a hold in lieu of
procedure turn pattern is depicted at an IAF and a TAA is
not defined, the aircraft must be instructed to conduct a
straight-in approach if ATC does not want the pilot to
execute a hold-in-lieu procedure turn. “Cleared direct
CENTR, maintain at or above three thousand until CENTR,
cleared straight-in RNAV Runway One-Eight Approach.”
2. Established on a heading or course direct to
the IF at an angle not greater than 90 degrees,
provided the following conditions are met:
(a) Assign an altitude in accordance with b2
that will permit a normal descent to the FAF.
NOTE−
Controllers should expect aircraft to descend at
approximately 150-300 feet per nautical mile when
applying guidance in subpara d2(a).
(b) Radar monitoring is provided to the IF. EXAMPLE−
Aircraft 2 cannot be cleared direct to CENTR unless the
(c) The SIAP must identify the intermediate aircraft is allowed to execute the hold-in-lieu of procedure
fix with the letters “IF.” turn. The intercept angle at that IF/IAF is greater than
CHARR, maintain at or above five thousand until entering alternate airport, if airborne equipment is approved for
the TAA, cleared RNAV Runway One-Eight Approach.” such operations.
FIG 4−8−6
4−8−2. CLEARANCE LIMIT
Basic “T” and TAA Design
Issue approach or other clearances, as required,
specifying the destination airport as the clearance
limit if airport traffic control service is not provided
even though this is a repetition of the initial clearance.
PHRASEOLOGY−
CLEARED TO (destination) AIRPORT
f. Applicable notations on instrument approach 3. Where separation services are not provided to
charts which levy on the pilot the responsibility to VFR aircraft practicing instrument approaches, the
comply with or act on an instruction; for example, controller must;
“Straight-in minima not authorized at night,” (a) Instruct the pilot to maintain VFR.
“Procedure not authorized when glideslope/glidepath
(b) Advise the pilot that separation services
not used,” “Use of procedure limited to aircraft
are not provided.
authorized to use airport,” “Procedure not authorized
at night,” or a Snowflake icon indicating mandatory PHRASEOLOGY−
cold temperature compensation. “(Aircraft identification) MAINTAIN VFR, PRACTICE
APPROACH APPROVED, NO SEPARATION SERVICES
REFERENCE− PROVIDED.”
AIM, Paragraph 5-1-17, Cold Temperature Operations
AIM, Paragraph 5-5-4, Instrument Approach (c) Provide traffic information or advise the
AIM, Paragraph 5-5-5, Missed Approach
pilot to contact the appropriate facility.
execute the missed approach depicted for the threshold; thereafter, consider the aircraft as a
instrument approach being flown. departing aircraft. Before the aircraft begins its final
REFERENCE− descent, issue the appropriate departure instructions
FAAO JO 7110.65, Para 4−8−9, Missed Approach. the pilot is to follow upon completion of the approach
2. VFR aircraft are not automatically authorized (in accordance with para 4−3−2, Departure
to execute the missed approach procedure. This Clearances). Climb-out instructions must include a
authorization must be specifically requested by the specific heading or a route of flight and altitude,
pilot and approved by the controller. When a missed except when the aircraft will maintain VFR and
approach has been approved, separation must be contact the tower.
provided throughout the missed approach. EXAMPLE−
REFERENCE− “After completing low approach, climb and maintain six
FAAO JO 7110.65, Para 7−2−1, Visual Separation. thousand. Turn right, heading three six zero.”
Chapter 5. Radar
Section 1. General
General 5−1−1
7110.65R
JO CHGCHG
JO 7110.65W
7110.65W 2 1 3/15/07
5/26/16
12/10/15
(c) A secondary radar system is the only 2. When beacon and primary targets of the same
source of radar data for the area of service. When the aircraft do not coincide, correlate them to assure that
system is used for separation, beacon range accuracy any beacon displacement agrees with the specified
is assured, as provided in para 5−1−4, Beacon Range distance and direction for that particular radar
Accuracy. TERMINAL. Advise pilots when these system.
conditions exist.
3. Refer to beacon range monitoring equipment
NOTE− where so installed.
Advisory may be omitted when provided on ATIS or by
other appropriate notice to pilots. b. If beacon range accuracy cannot be verified,
you may use beacon targets only for traffic
b. TERMINAL. Do not use secondary radar only information.
to conduct surveillance (ASR) final approaches
REFERENCE−
unless an emergency exists and the pilot concurs. FAAO JO 7110.65, Para 5−1−3, Radar Use.
5−1−2 General
5/26/16 JO 7110.65W CHG 1
12/10/15 JO 7110.65W
d. In each stop request, include your facility name, FAAO JO 7210.3, Chapter 3, Chapter 7, Chapter 10 Section 5, and
Chapter 11 Section 2.
type of EA activity (chaff dispensing−
“stream”/“burst” or electronic jamming− “buzzer”),
radar band affected and, when feasible, expected 5−1−7. ELECTRONIC CURSOR
duration of suspension. TERMINAL
PHRASEOLOGY− a. An electronic cursor may be used to aid in
BIG PHOTO (identification, if known) (name) identifying and vectoring an aircraft and to give finer
CENTER/TOWER/APPROACH CONTROL. delineation to a video map. Do not use it as a
substitute for a video map or map overlay; e.g., to
To stop EA activity:
form intersections, airway boundaries, final approach
STOP STREAM/BURST IN AREA (area name) (degree and courses, etc.
distance from facility), b. Fixed electronic cursors may be used to form
the final approach course for surveillance approaches
or conducted by military operated mobile radar
facilities.
STOP BUZZER ON (frequency band or channel).
RESUME STREAM/BURST,
a. Except while they are established in a holding
pattern, apply merging target procedures to all radar
or identified:
1. Aircraft at 10,000 feet and above.
RESUME BUZZER ON (frequency band or channel).
2. Turbojet aircraft regardless of altitude.
REFERENCE−
5−1−6. SERVICE LIMITATIONS P/CG Term− Turbojet Aircraft.
a. When radar mapping is not available, limit 3. Presidential aircraft regardless of altitude.
radar services to:
b. Issue traffic information to those aircraft listed
1. Separating identified aircraft targets. in subpara a whose targets appear likely to merge
unless the aircraft are separated by more than the
2. Vectoring aircraft to intercept a PAR final appropriate vertical separation minima.
approach course.
EXAMPLE−
3. Providing radar service in areas that ensure no “Traffic twelve o’clock, seven miles, eastbound, MD−80, at
confliction with traffic on airways, other ATC areas one seven thousand.”
of jurisdiction, restricted or prohibited areas, terrain,
etc. “United Sixteen and American Twenty-five, traffic
twelve o’clock, one zero miles, opposite direction,
b. EN ROUTE. When the position symbol eastbound seven twenty seven at flight level three three
associated with the data block falls more than one zero, westbound MD−Eighty at flight level three one zero.”
history behind the actual aircraft target or there is no c. When both aircraft in subpara b are in RVSM
target symbol displayed, the Mode C information in airspace, and vertically separated by 1,000 feet, if
the data block must not be used for the purpose of either pilot reports they are unable to maintain RVSM
determining separation. due to turbulence or mountain wave, vector either
c. Report radar malfunctions immediately for aircraft to avoid merging with the target of the other
corrective action and for dispatch of a Notice to aircraft.
Airmen. Advise adjacent ATC facilities when EXAMPLE−
appropriate. “Delta One Twenty Three, fly heading two niner zero,
vector for traffic. Traffic twelve o’clock, one zero miles,
REFERENCE−
FAAO JO 7110.65, Para 2−1−9, Reporting Essential Flight opposite direction, MD−80 eastbound at flight level three
Information. two zero.”
General 5−1−3
7110.65R
JO CHGCHG
JO 7110.65W
7110.65W 2 1 3/15/07
5/26/16
12/10/15
d. If the pilot requests, vector his/her aircraft to 5−1−11. RADAR FIX POSTING
avoid merging with the target of previously issued
traffic. EN ROUTE
NOTE−
The phraseology “Unable RVSM due turbulence (or 5−1−12. POSITION REPORTING
mountain wave)” is only intended for severe turbulence or
other weather encounters with altitude deviations of If necessary, you may request an aircraft to provide an
approximately 200 feet or more. estimate or report over a specific fix. After an aircraft
receives the statement “radar contact” from ATC, it
discontinues reporting over compulsory reporting
5−1−9. HOLDING PATTERN points. It resumes normal position reporting when
SURVEILLANCE ATC informs it “radar contact lost” or “radar service
terminated.”
Provide radar surveillance of outer fix holding pattern
REFERENCE−
airspace areas, or any portions thereof, shown on your P/CG Term− Radar Contact.
radar scope (displayed on the video map or scribed on
the map overlay) whenever aircraft are holding there. a. When required, inform an aircraft of its position
Attempt to detect any aircraft that stray outside the with respect to a fix or airway.
area. If you detect an aircraft straying outside the area, PHRASEOLOGY−
assist it to return to the assigned airspace. OVER/PASSING (fix).
5−1−4 General
5/26/16 JO 7110.65W CHG 1
12/10/15 JO 7110.65W
General 5−1−5
12/10/15 JO 7110.65W
5−2−1. ASSIGNMENT CRITERIA 2. When an IFR aircraft, or a VFR aircraft that has been
assigned a beacon code by the ARTCC computer and
a. General. whose flight plan will terminate in another facility’s area,
1. Mode 3/A is designated as the common cancels ATC service or does not activate the flight plan,
ensure that appropriate action is taken to remove strips (RS
military/civil mode for air traffic control use.
message) on that aircraft.
2. Make radar beacon code assignments to only b. Make handoffs to other positions/sectors on the
Mode 3/A transponder-equipped aircraft. computer-assigned code.
b. Unless otherwise specified in a directive or a c. Coastal facilities accepting “over” traffic that
letter of agreement, make code assignments to will subsequently be handed-off to an oceanic
departing, en route, and arrival aircraft in accordance ARTCC must reassign a new discrete beacon code to
with the procedures specified in this section for the an aircraft when it first enters the receiving facility’s
radar beacon code environment in which you are airspace. The code reassignment must be accom-
providing ATC service. Give first preference to the plished by inputting an appropriate message into the
use of discrete beacon codes. computer and issued to the pilot while operating in the
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.
FAAO JO 7110.65, Para 5−3−3, Beacon Identification Methods.
the ARTCC computer.
NOTE− 5−2−4. MIXED ENVIRONMENT
1. This will provide the adjacent facility advance
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
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−
FAAO JO 7110.65, Para 4−2−8, IFR-VFR and VFR-IFR Flights.
operational complexities or simplified sectorization
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
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.
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.
plans are filed containing discrete beacon codes from the systems are equipped with automatic beacon decoders.
Department of Defense code allocation specified in FAA Therefore, in facilities where the automatic beacon
Order JO 7610.4, Special Operations, Appendix 6. decoders are providing the control slash video, there is no
2. NORAD will ensure that those FAKER aircraft assigned requirement to have the non−automated decoding
the same discrete beacon code are not flight planned in the equipment operating simultaneously.
same or any adjacent ARTCC’s airspace at the same time. REFERENCE−
FAAO JO 7210.3, Para 3−7−4, Monitoring of Mode 3/A Radar Beacon
(Simultaneous assignment of codes will only occur when Codes.
operational requirements necessitate.)
a. This includes the appropriate IFR code actually
REFERENCE− assigned and, additionally, Code 1200, Code 1202,
FAAO JO 7110.65, Para 5−3−3 , Beacon Identification Methods.
Code 1255, and Code 1277 unless your area of
responsibility includes only Class A airspace. During
5−2−12. STANDBY OR LOW SENSITIVITY periods when ring-around or excessive VFR target
OPERATION presentations derogate the separation of IFR traffic,
You may instruct an aircraft operating on an assigned the monitoring of VFR Code 1200, Code 1202, Code
code to change transponder to “standby” or “low 1255, and Code 1277 may be temporarily discontin-
sensitivity” position: ued.
NOTE− b. Positions of operation which contain a
National standards no longer require improved transpon- restricted or warning area or VR route within or
der to be equipped with the low sensitivity feature. immediately adjacent to their area of jurisdiction
Therefore, aircraft with late model transponders will be must monitor Code 4000 and any other code used in
unable to respond to a request to “squawk low.” lieu of 4000 within the warning/restricted area or
a. When approximately 15 miles from its VR route. If by local coordination with the
destination and you no longer desire operation of the restricted/warning area or VR route user a code other
transponder. than 4000 is to be exclusively used, then this code
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
possible thereafter. NOTE−
When Codes 7500 and/or 7600 have been preselected, it
PHRASEOLOGY− will be necessary for the ID−SEL−OFF switches for these
SQUAWK STANDBY, codes to be left in the off position so that beacon target for
an aircraft changing to one of these codes will disappear,
or thereby alerting the controller to make the check. This
check will not be required if automatic alerting capability
SQUAWK LOW/NORMAL. exists.
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
Continuously monitor the Mode 3/A radar beacon code).
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− PHRASEOLOGY−
In addition to alphanumeric and control symbology (Identification) RESET TRANSPONDER, SQUAWK
processing enhancements, the MEARTS and STARS (appropriate code).
b. Inform an aircraft when its transponder appears 1. It varies less than 300 feet from the pilot
to be inoperative or malfunctioning. reported altitude, or
PHRASEOLOGY− PHRASEOLOGY−
(Identification) YOUR TRANSPONDER APPEARS (If aircraft is known to be operating below the lowest
INOPERATIVE/MALFUNCTIONING, RESET, SQUAWK useable flight level),
(appropriate code).
SAY ALTITUDE.
c. Ensure that the subsequent control position in
the facility or the next facility, as applicable, is or
notified when an aircraft transponder is malfunction-
ing/inoperative. (If aircraft is known to be operating at or above the lowest
REFERENCE− useable flight level),
FAAO JO 7110.65, Para 5−3−3 , Beacon Identification Methods.
SAY FLIGHT LEVEL.
5−2−15. INOPERATIVE OR 2. You receive a continuous readout from an
MALFUNCTIONING INTERROGATOR aircraft on the airport and the readout varies by less
than 300 feet from the field elevation, or
Inform aircraft concerned when the ground interro-
gator appears to be inoperative or malfunctioning. NOTE−
A continuous readout exists only when the altitude filter
PHRASEOLOGY− limits are set to include the field elevation.
(Name of facility or control function) BEACON
REFERENCE−
INTERROGATOR INOPERATIVE/MALFUNCTIONING. FAAO JO 7110.65, Para 5−2−23 , Altitude Filters.
REFERENCE− FAAO JO 7110.65, Para 5−14−5 , Selected Altitude Limits.
FAAO JO 7110.65, Para 5−1−3 , Radar Use. FAAO JO 7210.3, Para 11−2−3 , Display Data.
FAAO JO 7110.65, Para 5−3−3 , Beacon Identification Methods.
3. You have correlated the altitude information
in your data block with the validated information in
5−2−16. FAILED TRANSPONDER IN CLASS a data block generated in another facility (by verbally
A AIRSPACE coordinating with the other controller) and your
Disapprove a request or withdraw previously issued readout is exactly the same as the readout in the other
approval to operate in Class A airspace with a failed data block.
transponder solely on the basis of traffic conditions or b. When unable to validate the readout, do not use
other operational factors. the Mode C altitude information for separation.
REFERENCE−
FAAO JO 7110.65, Para 5−1−3 , Radar Use. c. Whenever you observe an invalid Mode C
FAAO JO 7110.65, Para 5−3−3 , Beacon Identification Methods. readout below FL 180:
1. Issue the correct altimeter setting and confirm
5−2−17. VALIDATION OF MODE C the pilot has accurately reported the altitude.
READOUT
PHRASEOLOGY−
Ensure that Mode C altitude readouts are valid after (Location) ALTIMETER (appropriate altimeter), VERIFY
accepting an interfacility handoff, initial track start, ALTITUDE.
track start from coast/suspend tabular list, missing, or 2. If the altitude readout continues to be invalid:
unreasonable Mode C readouts. When an X is
displayed adjacent to the Mode C, the Mode C (a) Instruct the pilot to turn off the altitude-
altitude readout must be validated after the X is no reporting part of his/her transponder and include the
longer displayed in the data block. (CTRD equipped reason; and
tower cabs are not required to validate Mode C (b) Notify the operations supervisor-in-
readouts after receiving interfacility handoffs from charge of the aircraft call sign.
TRACONs according to the procedures in Para 5-4-3,
Methods, subpara a4.) PHRASEOLOGY−
STOP ALTITUDE SQUAWK. ALTITUDE DIFFERS BY
a. Consider an altitude readout valid when: (number of feet) FEET.
c. Point Out. An action taken by a controller to b. When making a handoff, point-out, or issuing
transfer the radar identification of an aircraft to traffic restrictions, relay information to the receiving
another controller and radio communications will not controller in the following order:
be transferred. 1. The position of the target relative to a fix, map
d. Point Out Approved. The term used to inform symbol, or radar target known and displayed by both
the controller initiating a point out that the aircraft is the receiving and transferring controller. Mileage
identified and that approval is granted for the aircraft from the reference point may be omitted when
to enter the receiving controller’s airspace, as relaying the position of a target if a full data block
coordinated, without a communications transfer or associated with the target has been forced on the
the appropriate automated system response. receiving controller’s radar display.
EXAMPLE−
e. Traffic. A term used to transfer radar “Point out, Southwest of Richmond VOR . . ..”
identification of an aircraft to another controller for
the purpose of coordinating separation action. Traffic 2. The aircraft identification, as follows:
is normally issued: (a) The aircraft call sign, or
(b) The discrete beacon code of the aircraft applicable) POINT-OUT APPROVED,
during interfacility point-outs only, if both the
receiving and the transferring controllers agree. or
4. Advise the receiving controller of pertinent b. The controller accepting the restrictions must
information not contained in the data block or be responsible to ensure that approved separation is
available flight data unless covered in an LOA or maintained between the involved aircraft.
facility directive. Pertinent information may include:
5−4−5. TRANSFERRING CONTROLLER
(a) Assigned heading. HANDOFF
(b) Speed/altitude restrictions. The transferring controller must:
(c) Observed track or deviation from the last a. Complete a radar handoff prior to an aircraft’s
route clearance. entering the airspace delegated to the receiving
(d) Any other pertinent information. controller.
REFERENCE−
PHRASEOLOGY− FAAO JO 7110.65, Para 2−1−14, Coordinate Use of Airspace.
HANDOFF/POINT-OUT/TRAFFIC (aircraft position) FAAO JO 7110.65, Para 2−1−15, Control Transfer.
(aircraft ID), FAAO JO 7110.65, Para 5−4−6, Receiving Controller Handoff.
controller’s area of jurisdiction unless otherwise l. Issue restrictions to the receiving controller
specified by a LOA or a facility directive. which are necessary to maintain separation from
other aircraft within your area of jurisdiction before
3. Restrictions issued to ensure separation are releasing control of the aircraft.
passed to the receiving controller.
m. Consider the target being transferred as
d. After transferring communications, continue to identified on the receiving controller’s display when
comply with the requirements of subparas c1 and 2. the receiving controller acknowledges receipt
e. Comply with restrictions issued by the receiving verbally or has accepted an automated handoff.
controller unless otherwise coordinated. n. Accomplish the necessary coordination with
f. Comply with the provisions of para 2−1−17, any intervening controllers whose area of jurisdiction
Radio Communications Transfer, subparas a and b. is affected by the receiving controller’s delay in the
To the extent possible, transfer communications climb or the descent of an aircraft through the vertical
when the transfer of radar identification has been limits of your area of jurisdiction when the receiving
accepted. controller advises you of that delay before accepting
the transfer of radar identification unless otherwise
NOTE− specified by a LOA or a facility directive.
Before the ARTS/STARS “modify/quick look” function is
used to transfer radar identification, a facility directive
which specifies communication transfer points is required. 5−4−6. RECEIVING CONTROLLER
HANDOFF
g. Advise the receiving controller of pertinent
information not contained in the data block or flight The receiving controller must:
progress strip unless covered in a LOA or facility a. Ensure that the target position corresponds with
directive. Pertinent information includes: the position given by the transferring controller or
1. Assigned heading. that there is an appropriate association between an
automated data block and the target being transferred
2. Air speed restrictions. before accepting a handoff.
3. Altitude information issued. REFERENCE−
FAAO JO 7110.65, Para 2−1−14, Coordinate Use of Airspace.
FAAO JO 7110.65, Para 2−1−15, Control Transfer.
4. Observed track or deviation from the last FAAO JO 7110.65, Para 5−4−5, Transferring Controller Handoff.
route clearance.
b. Issue restrictions that are needed for the aircraft
5. The beacon code if different from that to enter your sector safely before accepting the
normally used or previously coordinated. handoff.
6. Any other pertinent information. c. Comply with restrictions issued by the
transferring controller unless otherwise coordinated.
h. Ensure that the data block is associated with the
appropriate target. d. After accepting a handoff from another
controller, confirm the identity of primary target by
i. Initiate verbal coordination to verify the position advising the aircraft of its position, and of a beacon
of primary or nondiscrete targets when using the target by observing a code change, an “ident” reply,
automated handoff functions except for intrafacility or a “standby” squawk unless one of these was used
handoffs using single-sensor systems or multisensor during handoff. These provisions do not apply at
systems operating in a mosaic RDP mode. those towers and GCAs which have been delegated
j. Initiate verbal coordination before transferring the responsibility for providing radar separation
control of a track when “CST,” “FAIL,” “NONE,” within designated areas by the parent approach
“NB,” “NX,” “IF,” “NT”, or “TRK” is displayed in control facility and the aircraft identification is
the data block. assured by sequencing or positioning prior to the
handoff.
k. Advise the receiving controller if radar REFERENCE−
monitoring is required. FAAO JO 7110.65, Para 5−9−5, Approach Separation Responsibility.
h. Advise the transferring controller, prior to Transfer radar identification, altitude control, and/or
accepting the transfer of radar identification, that you en route fourth line control information, without
will delay the climb or the descent of an aircraft verbal coordination under the following conditions:
through the vertical limits of the transferring a. During radar handoff; and
controller’s area of jurisdiction, unless otherwise
specified in a LOA or a facility directive. b. Via information displayed in full data blocks;
and
i. If you decide, after accepting the transfer of
c. Within the same facility, except as provided in
radar identification, to delay the aircraft’s climb or
Paragraph 5−4−9, Interfacility Automated
descent through the vertical limits of the transferring
Information Transfer; and
controller’s area of jurisdiction, advise the
transferring controller of that decision as soon as d. When following procedures specified in your
possible. facility AIT directive.
e. When following procedures specified in your c. When automated information transfer (AIT)
facility AIT directive and LOA. procedures are applied, en route fourth line usage for
transfer of control information must be specifically
defined within facility AIT directive.
5−4−10. PREARRANGED COORDINATION REFERENCE−
FAAO JO 7110.65, Para 5−4−8, Automated Information Transfer
(AIT).
Prearranged coordination allowing aircraft under FAAO JO 7210.3, Para 4−3−8, Automated Information Transfer (AIT).
your control to enter another controller’s area of
d. Coordination format for assigned headings
jurisdiction may only be approved provided
must use the designation character “H” preceding a
procedures are established and published in a facility
three−digit number.
directive/LOA in accordance with FAAO JO 7210.3,
Paragraph 3−6−7, Prearranged Coordination. EXAMPLE−
H080, H270
NOTE− e. Aircraft assigned a heading until receiving a fix
Under no circumstances may one controller permit an
or joining a published route must be designated with
aircraft to enter another’s airspace without proper
coordination. Coordination can be accomplished by assigned heading format followed by the fix or route.
several means; i.e., radar handoff, automated information EXAMPLE−
transfer, verbal, point−out, and by prearranged H080/ALB, 080/J121, PH/ALB
coordination procedures identified in a facility directive NOTE−
that clearly describe the correct application. Airspace 1. The notation “PH” may be used to denote present
boundaries should not be permitted to become barriers to heading.
the efficient movement of traffic. In addition, complete
2. The character “H” may be omitted as a prefix to the
coordination, awareness of traffic flow, and understanding
of each position’s responsibility concerning penetration of heading assignment only if necessary due to character field
another’s airspace cannot be overemphasized. limitations, and it does not impede understanding.
REFERENCE−
f. Coordination format for weather deviations
FAAO JO 7110.65, Para 2−1−14, Coordinate Use of Airspace. must use the designated characters:
FAAO JO 7110.65, Para 5−4−3, Methods. D-deviation
FAAO JO 7110.65, Para 5−4−8, Automated Information Transfer
(AIT).
L-left
FAAO JO 7210.3, Para 3−6−7, Prearranged Coordination. R-right
N-north EXAMPLE−
E-east M80, M80+, M80−
S-south REFERENCE−
FAAO JO 7110.65, Para 5−4−11, En Route Fourth Line Data Block
W-west Usage, subpara gNOTE.
/F – direct next NAVAID/waypoint
D+2 headings – deviate between. i. Aircraft authorized to conduct celestial
navigation training within 30 NM of the route
NOTE− centerline specified within the en route clearance.
1. Two digits specify turns in degrees and must include
direction character(s). Three digits specify heading(s). EXAMPLE−
CELNAV
2. The inclusion of a /NAVAID, /waypoint, or /F indicates
that the pilot has been authorized to deviate for weather j. Coordination format for aircraft requesting an
and must rejoin the route at the next NAVAID, waypoint, or altitude change must use the designation characters
fix in the route of flight in accordance with the phraseology “RQ” preceding a three−digit number.
in paragraph 2-6-4. EXAMPLE−
EXAMPLE− RQ170, RQ410
D90/ATL, DL/KD75U, D090/F k. Coordination format for aircraft requesting a
route change must use the designation “RQ/”
3. The absence of a NAVAID, waypoint, or /F indicates that preceding a specific fix identifier.
the pilot has been authorized to deviate for weather only,
and the receiving controller must provide a clearance to EXAMPLE−
rejoin the route in accordance with paragraph 2-1-15c. RQ/LAX, RQ/NEUTO
EXAMPLE− l. The acceptance of a handoff by the receiving
DN, D20L, D30R, D080+120 controller must constitute receipt of the information
contained within the en route fourth line data block.
g. Coordination format for assigned airspeeds
This information must not be modified outside of the
must use the designation character “S” preceding a
controller’s area of jurisdiction unless verbally
three−digit number.
coordinated or specified in a Letter of Agreement or
NOTE− Facility Directive. It is the responsibility of the
A “+” notation may be added to denote an assigned speed receiving controller to advise the transferring
at or greater than the displayed value. A “−” notation may controller if any information is not understood, or
be added to denote an assigned speed at or less than the needs to be revised.
displayed value.
NOTE−
EXAMPLE− Due to system and character limitations the usage of these
S210, S250, S250+, S280− standardized entries may require additional support via
h. Aircraft assigned a Mach number must use the facility directive in order to provide complete coordination.
designation “M” preceding the two−digit assigned m. All other control information must be
value. coordinated via other methods.
2. An aircraft taking off and another radar 4. A radar-identified aircraft and one not
identified aircraft when the aircraft taking off will be radar-identified that is in transit from oceanic
radar-identified within 1 mile of the runway end. airspace or non-radar offshore airspace into an area of
known radar coverage where radar separation is
3. A radar-identified aircraft and one not
applied as specified in Paragraph 8-5-5, Radar
radar-identified when either is cleared to climb/
Identification Application, until the transiting aircraft
descend through the altitude of the other provided:
is radar-identified or the controller establishes other
(a) The performance of the radar system is approved separation in the event of a delay or
adequate and, as a minimum, primary radar targets or inability to establish radar identification of the
ASR−9/Full Digital Radar Primary Symbol targets transiting aircraft.
are being displayed on the display being used within REFERENCE−
the airspace within which radar separation is being FAAO JO 7110.65, Para 2-2-6, IFR Flight Progress Data.
FAAO JO 7110.65, Para 5-1-1, Presentation and Equipment
applied; and Performance.
FAAO JO 7110.65, Para 5-3-1, Application.
(b) Flight data on the aircraft not radar- FAAO JO 7110.65, Para 8-1-8, Use of Control Estimates.
identified indicate it is a type which can be expected FAAO JO 7110.65, Para 8-5-5, Radar Separation.
to give adequate primary/ASR−9/Full Digital Radar
Primary Symbol return in the area where separation 5−5−2. TARGET SEPARATION
is applied; and
Apply radar separation:
(c) The airspace within which radar separa-
tion is applied is not less than the following number a. Between the centers of primary radar targets;
of miles from the edge of the radar display: however, do not allow a primary target to touch
another primary target or a beacon control slash.
(1) When less than 40 miles from the
antenna− 6 miles; b. Between the ends of beacon control slashes.
(2) When 40 miles or more from the c. Between the end of a beacon control slash and
antenna− 10 miles; the center of a primary target.
2. Between the end of the beacon control slash 4. ADS-B may be integrated as an additional
and the edge of a primary target or primary digitized surveillance source when operating in FUSION
target. mode. The display of ADS-B targets is permitted and
does not require radar reinforcement.
3. Between the ends of two beacon control
NOTE−
slashes. ADS-B surveillance must only be used when operating in
FUSION.
5−5−4. MINIMA 5. The use of ADS-B only information may be
Separate aircraft by the following minima: used to support all radar requirements associated with
any published instrument procedure that is annotated
a. TERMINAL. Single Sensor ASR or Digital “Radar Required”.
Terminal Automation System (DTAS):
6. The ADS-B Computer Human Interface
NOTE− (CHI) may be implemented by facilities on a sector by
Includes single sensor long range radar mode. sector or facility wide basis when the determination
1. When less than 40 miles from the antenna− is made that utilization of the ADS-B CHI provides
3 miles. an operational advantage to the controller.
2. When 40 miles or more from the antenna− c. EBUS, Terminal Mosaic/Multi-Sensor Mode
5 miles. NOTE−
Mosaic/Multi−Sensor Mode combines radar input from 2
3. For single sensor ASR−9 with Mode S, when to 16 sites into a single picture utilizing a mosaic grid
less than 60 miles from the antenna− 3 miles. composed of radar sort boxes.
4. For single sensor ASR−11 MSSR Beacon, 1. Below FL 600− 5 miles.
when less than 60 miles from the antenna− 3 miles.
2. At or above FL 600− 10 miles.
NOTE−
Wake turbulence procedures specify increased separation 3. Facility directives may specify 3 miles for
minima required for certain classes of aircraft because of areas meeting all of the following conditions:
the possible effects of wake turbulence.
(a) Radar site adaptation is set to single
b. TERMINAL. FUSION: sensor.
(b) Significant operational advantages can be 4. When transitioning from terminal to en route
obtained. control, 3 miles increasing to 5 miles or greater,
provided:
(c) Within 40 miles of the antenna.
(a) The aircraft are on diverging routes/
(d) Up to and including FL 230.
courses, and/or
(e) Facility directives specifically define the (b) The leading aircraft is and will remain
area where the separation can be applied and define faster than the following aircraft; and
the requirements for displaying the area on the
controller’s display. (c) Separation constantly increasing and the
REFERENCE−
first center controller will establish 5 NM or other
FAAO JO 7210.3, Para 8-2-1, Three Mile Airspace Operations appropriate form of separation prior to the aircraft
FAAO JO 7210.3, Para 11-8-15, Single Site Coverage ATTS departing the first center sector; and
Operations
4. When transitioning from terminal to en route (d) The procedure is covered by a letter of
control, 3 miles increasing to 5 miles or greater, agreement between the facilities involved and limited
provided: to specified routes and/or sectors/positions.
REFERENCE−
(a) The aircraft are on diverging routes/ FAAO JO 7210.3, Para 8-2-1, Three Mile Airspace Operations
courses, and/or FAAO JO 7210.3, Para 11-8-15, Single Site Coverage ATTS
Operations
(b) The leading aircraft is and will remain e. MEARTS Mosaic Mode:
faster than the following aircraft; and
1. Below FL 600- 5 miles.
(c) Separation constantly increasing and the
first center controller will establish 5 NM or other 2. At or above FL 600- 10 miles.
appropriate form of separation prior to the aircraft 3. For areas meeting all of the following
departing the first center sector; and conditions – 3 miles:
(d) The procedure is covered by a letter of (a) Radar site adaptation is set to single sensor
agreement between the facilities involved and limited mode.
to specified routes and/or sectors/positions. NOTE−
d. ERAM: 1. Single Sensor Mode displays information from the
radar input of a single site.
1. Below FL 600- 5 miles.
2. Procedures to convert MEARTS Mosaic Mode to
2. At or above FL 600- 10 miles MEARTS Single Sensor Mode at each PVD/MDM will be
established by facility directive.
3. Below FL 230 where all the following
conditions are met – 3 miles: (b) Significant operational advantages can be
obtained.
(a) Significant operational advantages can be
obtained. (c) Within 40 miles of the antenna.
i. TERMINAL. When NOWGT is displayed in an b. Assign an altitude to an aircraft after the aircraft
aircraft data block, provide 10 miles separation previously at that altitude has been issued a
behind the preceding aircraft and 10 miles separation climb/descent clearance and is observed (valid
to the succeeding aircraft. Mode C), or reports leaving the altitude.
j. TERMINAL. 2.5 nautical miles (NM) separa- NOTE−
1. Consider known aircraft performance characteristics,
tion is authorized between aircraft established on the
pilot furnished and/or Mode C detected information which
final approach course within 10 NM of the landing indicate that climb/descent will not be consistent with the
runway when operating in single sensor slant range rates recommended in the AIM.
mode and aircraft remains within 40 miles of the
2. It is possible that the separation minima described in
antenna and: para 4−5−1 , Vertical Separation Minima, para 7−7−3 ,
1. The leading aircraft’s weight class is the same Separation, para 7−8−3 , Separation, or para 7−9−4 ,
or less than the trailing aircraft; Separation, might not always be maintained using
subpara b. However, correct application of this procedure
2. Super and heavy aircraft are permitted to will ensure that aircraft are safely separated because the
participate in the separation reduction as the trailing first aircraft must have already vacated the altitude prior
aircraft only; to the assignment of that altitude to the second aircraft.
REFERENCE−
3. An average runway occupancy time of FAAO JO 7110.65, Para 2−1−3 , Procedural Preference.
50 seconds or less is documented; FAAO JO 7110.65, Para 4−5−1 , Vertical Separation Minima.
FAAO JO 7110.65, Para 5−2−17 , Validation of Mode C Readout.
FAAO JO 7110.65, Para 6−6−1 , Application.
4. CTRDs are operational and used for quick
glance references;
5−5−6. EXCEPTIONS
REFERENCE−
FAAO JO 7110.65, Para 3−1−9 , Use of Tower Radar Displays. a. Do not use Mode C to effect vertical separation
with an aircraft on a cruise clearance, contact
5. Turnoff points are visible from the control
approach, or as specified in para 5−15−4, System
tower.
Requirements, subpara e3.
REFERENCE− REFERENCE−
FAAO JO 7110.65, Para 2−1−19 , Wake Turbulence. FAAO JO 7110.65, Para 6−6−2 , Exceptions.
FAAO JO 7110.65, Para 3−9−6 , Same Runway Separation. FAAO JO 7110.65, Para 7−4−6 , Contact Approach.
FAAO JO 7110.65, Para 5−5−7 , Passing or Diverging. P/CG Term− Cruise.
FAAO JO 7110.65, Para 5−5−9 , Separation from Obstructions.
FAAO JO 7110.65, Para 5−8−3 , Successive or Simultaneous b. Assign an altitude to an aircraft only after the
Departures.
FAAO JO 7110.65, Para 5−9−5 , Approach Separation Responsibility.
aircraft previously at that altitude is observed at or
FAAO JO 7110.65, Para 7−6−7 , Sequencing. passing through another altitude separated from the
FAAO JO 7110.65, Para 7−7−3 , Separation. first by the appropriate minima when:
FAAO JO 7110.65 Para 7−8−3 , Separation.
FAAO JO 7210.3, Para 10−4−11 , Reduced Separation on Final. 1. Severe turbulence is reported.
2. Aircraft are conducting military aerial
5−5−5. VERTICAL APPLICATION refueling.
REFERENCE−
Aircraft not laterally separated, may be vertically FAAO JO 7110.65, Para 9−2−13 , Military Aerial Refueling.
separated by one of the following methods:
3. The aircraft previously at that altitude has
a. Assign altitudes to aircraft, provided valid been issued a climb/descent at pilot’s discretion.
Mode C altitude information is monitored and the
applicable separation minima is maintained at all 5−5−7. PASSING OR DIVERGING
times.
a. TERMINAL. In accordance with the following
REFERENCE− criteria, all other approved separation may be
FAAO JO 7110.65, Para 4−5−1 , Vertical Separation Minima.
FAAO JO 7110.65, Para 5−2−17 , Validation of Mode C Readout. discontinued and passing or diverging separation
FAAO JO 7110.65, Para 7−7−3 , Separation. applied when:
FAAO JO 7110.65, Para 7−8−3 , Separation.
FAAO JO 7110.65, Para 7−9−4 , Separation. 1. Single Site ASR or FUSION Mode
(a) Aircraft are on opposite/reciprocal opposite courses as defined in para 1−2−2, Course
courses and you have observed that they have passed Definitions; and
each other; or aircraft are on same or crossing
1. You are in communications with both aircraft
courses/assigned radar vectors and one aircraft has
involved; and
crossed the projected course of the other, and the
angular difference between their courses/assigned 2. You tell the pilot of one aircraft about the
radar vectors is at least 15 degrees. other aircraft, including position, direction, type; and
NOTE− 3. One pilot reports having seen the other
Two aircraft, both assigned radar vectors with an angular aircraft and that the aircraft have passed each other;
difference of at least 15 degrees, is considered a correct and
application of this paragraph.
4. You have observed that the radar targets have
(b) The tracks are monitored to ensure that the passed each other; and
primary targets, beacon control slashes, FUSION
target symbols, or full digital terminal system 5. You have advised the pilots if either aircraft
primary and/or beacon target symbols will not touch. is classified as a super or heavy aircraft.
REFERENCE− 6. Although vertical separation may be discon-
FAAO JO 7110.65, Para 1-2-2 , Course Definitions. tinued, the requirements of Para 5−5−4, Minima,
2. Single Site ARSR or FUSION Mode when subparagraph g must be applied when wake
target refresh is only from an ARSR or when in turbulence separation is required.
FUSION Mode − ISR is displayed. EXAMPLE−
“Traffic, twelve o’clock, Boeing Seven Twenty Seven,
(a) Aircraft are on opposite/reciprocal opposite direction. Do you have it in sight?”
courses and you have observed that they have passed
each other; or aircraft are on same or crossing (If the answer is in the affirmative):
courses/assigned radar vectors and one aircraft has
crossed the projected course of the other, and the “Report passing the traffic.”
angular difference between their courses/assigned
(When pilot reports passing the traffic and the radar
radar vectors is at least 45 degrees.
targets confirm that the traffic has passed, issue
NOTE− appropriate control instructions.)
Two aircraft, both assigned radar vectors with an angular
difference of at least 45 degrees, is considered a correct 5−5−8. ADDITIONAL SEPARATION FOR
application of this paragraph.
FORMATION FLIGHTS
(b) The tracks are monitored to ensure that the
Because of the distance allowed between formation
primary targets, beacon control slashes, FUSION
aircraft and lead aircraft, additional separation is
target symbols, or full digital terminal system
necessary to ensure the periphery of the formation is
primary and/or beacon target symbols will not touch.
adequately separated from other aircraft, adjacent
3. Although approved separation may be airspace, or obstructions. Provide supplemental
discontinued, the requirements of Para 5-5-4, separation for formation flights as follows:
Minima, subparagraph g must be applied when wake a. Separate a standard formation flight by adding
turbulence separation is required. 1 mile to the appropriate radar separation minima.
REFERENCE− REFERENCE−
FAAO JO 7110.65, Para 1−2−2 , Course Definitions. FAAO JO 7110.65, Para 2−1−13 , Formation Flights.
FAAO JO 7110.65, Para 5−5−1 , Application.
NOTE− FAAO JO 7110.65, Para 7−7−3 , Separation.
Apply en route separation rules when using multi−sensor P/CG Term− Formation Flight.
mode.
b. Separate two standard formation flights from
b. EN ROUTE. Vertical separation between each other by adding 2 miles to the appropriate
aircraft may be discontinued when they are on separation minima.
Section 6. Vectoring
Vectoring 5−6−1
7110.65R
JO CHGCHG
JO 7110.65W
7110.65W 2 1 3/15/07
5/26/16
12/10/15
2. The previously issued clearance included issued/reissued all applicable restrictions or must be
crossing restrictions. advised to comply with those restrictions.
REFERENCE− PHRASEOLOGY−
FAAO JO 7110.65, Para 4−2−5, Route or Altitude Amendments. RESUME (name/SID/transition/STAR), COMPLY WITH
3. The vector or approved deviation is off an RESTRICTIONS.
assigned procedure that contains published altitude
PROCEED DIRECT (NAVAID, fix, waypoint) CROSS
restrictions, i.e., SID, STAR, and a clearance to Climb
(NAVAID, fix, waypoint) AT/AT OR ABOVE/AT OR
Via/Descend Via has been issued. BELOW (altitude) CLIMB VIA/DESCEND VIA
d. When vectoring or approving an aircraft to (SID/STAR)
deviate off of a procedure that includes published EXAMPLE−
altitude restrictions, advise the pilot if you intend on “Resume the Mudde One Arrival, comply with
clearing the aircraft to resume the procedure. restrictions.”
“Cleared direct Luxor, resume the Ksino One arrival,
PHRASEOLOGY− comply with restrictions.”
FLY HEADING (degrees), MAINTAIN (altitude), “Cleared direct HITME, cross HITME at or above one one
EXPECT TO RESUME (SID, STAR, etc.). thousand, climb via the Boach Five departure.”
DEVIATION (restrictions if necessary) APPROVED, g. Aircraft may not be vectored off an Obstacle
MAINTAIN (altitude) EXPECT TO RESUME (SID, STAR, Departure Procedure (ODP), or issued an altitude
etc.) AT (NAVAID, fix, waypoint) lower than published altitude on an ODP, until at or
NOTE− above the MVA/MIA, at which time the ODP is
After a Climb Via or Descend Via clearance has been cancelled.
issued, a vector/deviation off of a SID/STAR cancels the NOTE−
altitude restrictions on the procedure. The aircraft’s Flight Once an aircraft has been vectored off an Obstacle
Management System (FMS) may be unable to process Departure Procedure, the procedure is cancelled and ATC
crossing altitude restrictions once the aircraft leaves the cannot clear the aircraft to resume the ODP.
SID/STAR lateral path. Without an assigned altitude, the REFERENCE−
aircraft’s FMS may revert to leveling off at the altitude set P/CG− Obstacle Departure Procedure
by the pilot, which may be the SID/STAR’s published top or
bottom altitude. h. Aircraft vectored off an RNAV route must be
recleared to the next waypoint or as requested by the
e. Provide radar navigational guidance until the pilot.
aircraft is:
i. When flight data processing is available, update
1. Established within the airspace to be the route of flight in the computer unless an
protected for the nonradar route to be flown, or operational advantage is gained and coordination is
2. On a heading that will, within a reasonable accomplished.
distance, intercept the nonradar route to be flown, and j. Inform the pilot when a vector will take the
3. Informed of its position unless the aircraft is aircraft across a previously assigned nonradar route.
RNAV, FMS, or DME equipped and being vectored PHRASEOLOGY−
toward a VORTAC/TACAN or waypoint and within EXPECT VECTOR ACROSS (NAVAID radial)
the service volume of the NAVAID. (airway/route/course) FOR (purpose).
REFERENCE−
PHRASEOLOGY− FAAO JO 7110.65, Para 7−6−1, Application.
(Position with respect to course/fix along route), RESUME
OWN NAVIGATION, FLY HEADING (degrees). WHEN 5−6−3. VECTORS BELOW MINIMUM
ABLE, PROCEED DIRECT (name of fix), RESUME (SID/ ALTITUDE
STAR/transition/procedure).
REFERENCE− Except in en route automated environments in areas
FAAO JO 7110.65, Chapter 4, Section 1, NAVAID Use Limitations. where more than 3 miles separation minima is
FAAO JO 7110.65,Paragraph 4-5-7, Altitude Information
required, you may vector a departing IFR aircraft, or
f. Aircraft instructed to resume a procedure which one executing a missed approach, within 40 miles of
contains restrictions (SID/STAR, etc.) must be the radar antenna and before it reaches the minimum
5−6−2 Vectoring
5/26/16 JO 7110.65W CHG 1
12/10/15 JO 7110.65W
altitude for IFR operations if separation from the 3 mile minimum is achieved or until the aircraft
prominent obstacles shown on the radar scope is reports leaving an altitude above the obstacle.
applied in accordance with the following: REFERENCE−
a. If the flight path is 3 miles or more from the P/CG Term − Obstacle.
P/CG Term − Obstruction.
obstacle and the aircraft is climbing to an altitude at P/CG Term − Prominent Obstacle.
least 1,000 feet above the obstacle, vector the aircraft
to maintain at least 3 miles separation from the c. At those locations where diverse vector areas
obstacle until the aircraft reports leaving an altitude (DVA) have been established, terminal radar
above the obstacle. facilities may vector aircraft below the MVA/MIA
within those areas and along those routes described in
b. If the flight path is less than 3 miles from the facility directives.
obstacle and the aircraft is climbing to an altitude at
REFERENCE−
least 1,000 feet above the obstacle, vector the aircraft FAAO JO 7210.3, Para 3−9−5, Establishing Diverse Vector Area/s
to increase lateral separation from the obstacle until (DVA).
Vectoring 5−6−3
12/10/15 JO 7110.65W
3. Use the following techniques in speed control e. If feasible, when issuing speed adjustments to
situations: aircraft cleared along a route or procedure that has
published speed restrictions, advise aircraft where to
(a) Compensate for compression when resume published speed.
assigning air speed adjustment in an in-trail situation
f. Express speed adjustments in terms of knots
by using one of the following techniques:
based on indicated airspeed (IAS) in 10−knot
(1) Reduce the trailing aircraft first. increments. At or above FL 240, speeds may be
expressed in terms of Mach numbers in 0.01 incre-
(2) Increase the leading aircraft first. ments for turbojet aircraft with Mach meters
(b) Assign a specific airspeed if required to (i.e., Mach 0.69, 0.70, 0.71, etc.).
maintain spacing. NOTE−
1. Pilots complying with speed adjustment instructions
(c) Allow increased time and distance to should maintain a speed within plus or minus 10 knots or
achieve speed adjustments in the following 0.02 Mach number of the specified speed.
situations: 2. When assigning speeds to achieve spacing between
aircraft at different altitudes, consider that ground speed
(1) Higher altitudes.
may vary with altitude. Further speed adjustment may be
(2) Greater speed. necessary to attain the desired spacing.
REFERENCE−
(3) Clean configurations. FAAO JO 7110.65, Para 5−7−2, Methods.
TO MACH (Mach number), varying locations along cleared routes or procedures that
contain published speed restrictions.
or 3. Issuing speed adjustments to aircraft flying procedures
with published speed restrictions may impact the pilot’s
(number of knots) KNOTS.
ability to fly the intended flight profile of the procedure.
NOTE− EXAMPLE−
When specifying descent prior to speed reduction, consider 1. “Cross Alisa at two two zero knots, then climb via the
the maximum speed requirements specified in 14 CFR TIMMY One departure.”
Section 91.117. It may be necessary for the pilot to level off
temporarily and reduce speed prior to descending below NOTE−
10,000 feet MSL. The aircraft will maintain the ATC assigned speed until
Alisa waypoint and will then comply with the speed
d. Specify combined speed/altitude fix crossing restrictions on the TIMMY One departure
restrictions. EXAMPLE−
PHRASEOLOGY− 2. “Cross Alisa at one zero thousand, then climb via the
CROSS (fix) AT AND MAINTAIN (altitude) AT (specified TIMMY One departure, except maintain two two zero
speed) KNOTS. knots.”
NOTE−
EXAMPLE−
The aircraft will maintain the ATC assigned speed of two
“Cross Robinsville at and maintain six thousand at
two zero knots and will not meet any published speed
two three zero knots.”
restrictions. Aircraft will meet all published altitude
REFERENCE− restrictions after Alisa.
FAAO JO 7110.65, Para 2−4−17, Numbers Usage.
FAAO JO 7110.65, Para 4−5−7, Altitude Information. EXAMPLE−
3. “Maintain two two zero knots until BALTR then resume
e. When issuing speed adjustments to aircraft published speed.”
cleared on procedures with published speed NOTE−
restrictions specify the point at which the issued The ATC assigned speed assignment of two two zero knots
restriction begins, ends, or changes the published would apply until BALTR. The aircraft would then comply
restrictions. with the published speed restrictions.
PHRASEOLOGY− EXAMPLE−
CROSS (fix/waypoint) AT (speed). 4. “Descend via the KEPEC Two arrival, except after
NIPZO maintain one eight zero knots.”
MAINTAIN (speed) UNTIL (fix/waypoint), NOTE−
The aircraft will comply with all published restrictions.
THEN (additional instructions). After NIPZO, the aircraft will continue to comply with
altitude restrictions, but will comply with the ATC assigned
RESUME PUBLISHED SPEED. speed adjustment.
REFERENCE−
COMPLY WITH SPEED RESTRICTIONS. FAAO JO 7110.65, Para 2417, Numbers Usage
FAAO JO 7110.65, Para 457, Altitude Information
EXCEPT (if required) FAAO JO 7110.65, Para 571, Application
CLIMB/DESCEND VIA (SID/STAR name and number) When assigning airspeeds, use the following
(transition if required.) recommended minima:
NOTE− a. To aircraft operating between FL 280 and
1. Aircraft will meet all published speed restrictions when 10,000 feet, a speed not less than 250 knots or the
on any route or procedure with published speed restrictions equivalent Mach number.
regardless of climb via or descend via clearance.
NOTE−
2. Due to variations of aircraft types, Flight Management 1. On a standard day the Mach numbers equivalent to
Systems, and environmental conditions, ATC should 250 knots CAS (subject to minor variations) are:
anticipate that aircraft will begin speed adjustments at FL 240−0.6
FL 250−0.61 PHRASEOLOGY−
FL 260−0.62 RESUME NORMAL SPEED.
FL 270−0.64 NOTE−
FL 280−0.65 “Resume normal speed” is only used where there is no
FL 290−0.66. underlying published speed restriction. It does not delete
2. If a pilot is unable to comply with the speed assignment, speed restrictions on upcoming segments of flight and does
the pilot will advise. not relieve the pilot of those speed restrictions which are
applicable to 14 CFR Section 91.117.
b. When an operational advantage will be
realized, speeds lower than the recommended b. Instruct aircraft to “comply with speed
minima may be applied. restrictions” applicable to the charted procedure or
route being flown.
c. To arrival aircraft operating below 10,000 feet: PHRASEOLOGY−
1. Turbojet aircraft. A speed not less than COMPLY WITH SPEED RESTRICTIONS
210 knots; except when the aircraft is within 20 flying NOTE−
miles of the runway threshold of the airport of The phraseology “comply with restrictions” requires
intended landing, a speed not less than 170 knots. compliance with all altitude and/or speed restrictions
depicted on the procedure.
2. Reciprocating engine and turboprop aircraft. REFERENCE−
A speed not less than 200 knots; except when the FAAO JO 7110.65, Para 5-6-2, Methods
aircraft is within 20 flying miles of the runway c. Advise aircraft to “resume published speed”
threshold of the airport of intended landing, a speed when aircraft have been assigned an unpublished
not less than 150 knots. speed and ATC wants aircraft to meet subsequent
published speed restrictions on the route or
d. Departures:
procedure.
1. Turbojet aircraft. A speed not less than PHRASEOLOGY−
230 knots. RESUME PUBLISHED SPEED
REFERENCE−
2. Reciprocating engine and turboprop aircraft. FAAO JO 7110.65, Para 4-5-7, Altitude Information
A speed not less than 150 knots.
d. Advise aircraft when either ATC assigned speed
e. Helicopters. A speed not less than 60 knots. adjustments or published speed restrictions are no
REFERENCE− longer required.
FAAO JO 7110.65, Para 5−7−2, Methods. PHRASEOLOGY−
DELETE SPEED RESTRICTIONS
5−7−4. TERMINATION NOTE−
When deleting published restrictions, ATC must ensure
Advise aircraft when speed adjustments are no longer obstacle clearance until aircraft are established on a route
needed. where no published restrictions apply. This does not relieve
the pilot of those speed restrictions which are applicable to
a. Advise aircraft to “resume normal speed” when 14 CFR Section 91.117.
ATC-assigned speed adjustments are no longer REFERENCE−
required and no published speed restrictions apply. FAAO JO 7110.65, Para 5-7-1, Application
FIG 5−8−2
Simultaneous Departures
NOTE−
This procedure does not apply when wake turbulence
separation is required.
REFERENCE−
FAAO JO 7110.65, Para 3−9−7, Wake Turbulence Separation for NOTE−
Intersection Departures. This procedure does not apply when wake turbulence
FAAO JO 7110.65, Para 3−9−8, Intersecting Runway/Intersecting
Flight Path Operations.
separation is required.
FAAO JO 7110.65, Para 5−5−4, Minima. REFERENCE−
FAAO JO 7110.65, Para 554, Minima, Subparagraph g. FAAO JO 7110.65, Para 5-5-4, Minima, Subparagraph g.
FIG 5−8−7
5−8−5. DEPARTURES AND ARRIVALS ON
Parallel Runway Departures 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
course diverges immediately by at least 30 degrees
from the missed approach course until separation is
applied and provided one of the following conditions
are met:
NOTE−
When one or both of the takeoff/landing surfaces is a
helipad, consider the helicopter takeoff course as the
runway centerline and the helipad center as the threshold.
FIG 5−8−9
Parallel Thresholds are Even
FIG 5−8−12
Parallel Thresholds are Staggered
FIG 5−8−10
Parallel Thresholds are Even
NOTE−
In the event of a missed approach by an aircraft requiring
wake turbulence separation behind it, apply the procedures
in Para 3-9-6, Same Runway Separation, Para 3-9-8,
b. When parallel runway thresholds are staggered Intersecting Runway/Intersecting Flight Path Operations,
and: ensure that the larger aircraft does not overtake or cross in
front of an aircraft departing from the adjacent parallel
1. The arriving aircraft is approaching the runway.
nearer runway: the centerlines are at least 1,000 feet REFERENCE−
apart and the landing thresholds are staggered at least FAAO JO 7110.65, Para 5-5-4, Minima, Subparagraph f.
500 feet for each 100 feet less than 2,500 the 2. The arriving aircraft is approaching the
centerlines are separated. (See FIG 5−8−11 and farther runway: the runway centerlines separation
FIG 5−8−12.) exceeds 2,500 feet by at least 100 feet for each
FIG 5−8−13
Parallel Thresholds are Staggered
5−9−1. VECTORS TO FINAL APPROACH scope; for a precision approach, the line length must
COURSE extend at least the maximum range of the localizer;
for a nonprecision approach, the line length must
Except as provided in para 7−4−2, Vectors for Visual
extend at least 10NM outside the approach gate; and
Approach, vector arriving aircraft to intercept the
final approach course: 2. The maximum range selected on the radar
display is 150 NM; or
a. At least 2 miles outside the approach gate unless
one of the following exists: 3. An adjacent radar display is set at 125 NM or
less, configured for the approach in use, and is
1. When the reported ceiling is at least 500 feet utilized for the vector to the final approach course.
above the MVA/MIA and the visibility is at least
4. If unable to comply with subparas 1, 2, or 3
3 miles (report may be a PIREP if no weather is
above, issue the clearance in accordance with
reported for the airport), aircraft may be vectored to
Para 4−8−1, Approach Clearance.
intercept the final approach course closer than 2 miles
REFERENCE−
outside the approach gate but no closer than the FAAO JO 7110.65, Para 4−8−1, Approach Clearance.
approach gate. FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception.
EXAMPLE−
The aircraft is being vectored to the intermediate fix
FORRE for an RNAV approach. “Seven miles from
FOORE, cleared direct FORRE, cross FORRE at or above
four thousand, cleared RNAV runway one eight
approach.”
NOTE−
1. The altitude assigned must assure IFR obstruction
clearance from the point at which the approach clearance
is issued until established on a segment of a published route
or instrument approach procedure.
2. If the altitude assignment is VFR-on-top, it is
conceivable that the pilot may elect to remain high until
arrival over the final approach fix which may require the
pilot to circle to descend so as to cross the final approach
fix at an altitude that would permit landing.
3. Aircraft being vectored to the intermediate fix in
FIG 5−9−2 must meet all the provisions described in
subpara 4−8−1h2.
d. Instructions to do one of the following: 2. Aircraft 2: The aircraft is in the left base area of the TAA.
“One five miles from LEFTT, Cleared R-NAV Runway One
NOTE− Eight Approach.”
The principal purpose of this paragraph is to ensure that
frequency changes are made prior to passing the final 3. Aircraft 3: The aircraft is in the right base area of the
approach fix. However, at times it will be desirable to retain TAA. “Four miles from RIGHT, Cleared R-NAV Runway
an aircraft on the approach control frequency to provide a One Eight Approach.”
single-frequency approach or other radar services. When FIG 5−9−3
this occurs, it will be necessary to relay tower clearances Basic “T” Design
or instructions to preclude changing frequencies prior to
landing or approach termination.
REFERENCE− EXAMPLE−
FAAO JO 7110.65, Para 2−1−19, Wake Turbulence. In FIG 5−9−4, Aircraft 2 is 1.0 mile from Aircraft 1.
FAAO JO 7110.65, Section 5, Radar Separation, Para 5−5−1,
Application. Approved radar separation must be maintained between
FAAO JO 7110.65, Para 7−2−1, Visual Separation. Aircraft 1 and Aircraft 3.
FAAO JO 7110.65, Para 5−5−4, Minima.
FAAO JO 7210.3, Para 2−1−15, Authorization for Separation Services 3. Provide a minimum of 1.5 miles radar
by Towers. separation diagonally between successive aircraft on
b. When timed approaches are being conducted, adjacent final approach courses when runway
the radar controller must maintain the radar centerlines are more than 3,600 feet but no more than
separation specified in Para 6−7−5, Interval Minima, 4,300 feet apart.
until the aircraft is observed to have passed the final
FIG 5−9−5
approach fix inbound (nonprecision approaches) or
Simultaneous Dependent Approaches
the OM or the fix used in lieu of the outer marker
(precision approaches) and is within 5 miles of the
runway on the final approach course or until visual
separation can be provided by the tower.
REFERENCE−
FAAO JO 7110.65, Para 5−4−6, Receiving Controller Handoff.
FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception.
FAAO JO 7110.65, Para 5−9−6, Parallel Dependent Approaches.
FAAO JO 7110.65, Para 6−7−2, Approach Sequence.
2. Communications transfer to the tower controller’s c. FUSION must be discontinued on the FMA
frequency must be completed prior to losing vertical displays and set to a single-sensor, when conducting
separation between aircraft. final monitoring activities.
2. Dual parallel runway centerlines are at least REFERENCE−
3,600 feet apart, or dual parallel runway centerlines FAAO JO 7110.65, Para 5−5−4 , Minima.
are at least 3,000 feet apart with a 2.5_ to 3.0_ offset d. The following conditions must be met when
approach to either runway and the airport field conducting dual or triple simultaneous independent
elevation is 2,000 feet MSL or less. approaches:
NOTE− NOTE−
Airport field elevation requirement does not apply to dual Simultaneous independent approaches may only be
parallel runways that are 4,300 feet or more apart. conducted where instrument approach charts specifically
3. Triple parallel approaches may be conducted authorize simultaneous approaches.
under one of the following conditions: REFERENCE−
(a) Parallel runway centerlines are at least FAAO JO 7210.3, Para 10-4-6, Simultaneous Approaches
(Dependent/Independent)
3,900 feet apart and the airport field elevation is 2,000
feet MSL or less; or 1. Straight-in landings will be made.
(b) Parallel runway centerlines are at least 2. All appropriate communication, navigation,
3,000 feet apart, a 2.5_ to 3.0_ offset approach to both and surveillance systems are operating normally.
outside runways, and the airport field elevation is
3. Inform aircraft that simultaneous
2,000 feet MSL or less; or
independent approaches are in use, or when runway
(c) Parallel runway centerlines are at least centerlines are less than 4,300 feet PRM approaches
3,000 feet apart, a single 2.5_ to 3.0_ offset approach are in use, prior to aircraft departing an outer fix. This
to either outside runway while parallel approaches to information may be provided through the ATIS.
the remaining two runways are separated by at least REFERENCE−
P/CG Term− Precision Runway Monitor (PRM) System.
3,900 feet, and the airport field elevation is 2,000 feet
MSL or less. 4. Clear the aircraft to descend to the
appropriate glideslope/glidepath intercept altitude
4. Provide the minimum applicable radar soon enough to provide a period of level flight to
separation between aircraft on the same final dissipate excess speed. Provide at least 1 mile of
approach course. straight flight prior to the final approach course
b. A color digital display set to a 4 to 1 (4:1) aspect intercept.
ratio (AR) with visual and aural alerts, such as the
NOTE−
STARS final monitor aid (FMA), and a surveillance Not applicable to approaches with RF legs.
update rate at least 4.8 seconds must be used to
monitor approaches where: 5. An NTZ at least 2,000 feet wide is established
an equal distance between extended runway final
1. Dual parallel runway centerlines are at least approach courses and must be depicted on the
3,000 and no more than 4,300 feet apart. monitor display. The primary responsibility for
2. Triple parallel runway centerlines are at least navigation on the final approach course rests with the
3,000 but less than 5,000 feet apart and the airport pilot. Control instructions and information are issued
field elevation is 2,000 feet MSL or less. only to ensure separation between aircraft and to
prevent aircraft from penetrating the NTZ.
3. Triple parallel approaches to airports where 6. Monitor all approaches regardless of weather.
the airport field elevation is more than 2,000 feet Monitor local control frequency to receive any
MSL require use of the FMA system and an approved aircraft transmission. Issue control instructions as
FAA aeronautical study. necessary to ensure aircraft do not enter the NTZ.
NOTE− NOTE−
FMA is not required to monitor the NTZ for runway 1. Separate monitor controllers, each with transmit/
centerlines greater than 4,300 feet for dual runways, and receive and override capability on the local control
5,000 feet or greater for triple operations. frequency, must ensure aircraft do not penetrate the
depicted NTZ. Facility directives must define responsibility independent approaches are being conducted to
for providing the minimum applicable longitudinal parallel runways. Factors include, but are not limited
separation between aircraft on the same final approach to, wind direction/velocity, windshear alerts/reports,
course. severe weather activity, etc. Closely monitor weather
2. The aircraft is considered the center of the primary activity that could impact the final approach course.
radar return for that aircraft, or, if an FMA or other color Weather conditions in the vicinity of the final
final monitor aid is used, the center of the digitized target approach course may dictate a change of approach in
of that aircraft, for the purposes of ensuring an aircraft use.
does not penetrate the NTZ. The provisions of para 5−5−2,
REFERENCE−
Target Separation, apply also. FAAO JO 7110.65, Para 5−1−13 , Radar Service Termination.
FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception.
e. The following procedures must be used by the
final monitor controllers:
5−9−8. SIMULTANEOUS INDEPENDENT
1. Instruct the aircraft to return to the correct CLOSE PARALLEL APPROACHES –PRECI-
final approach course when aircraft are observed to SION RUNWAY MONITOR (PRM)
overshoot the turn-on or to continue on a track which APPROACHES
will penetrate the NTZ.
TERMINAL
PHRASEOLOGY−
YOU HAVE CROSSED THE FINAL APPROACH a. PRM approaches may only be conducted when
COURSE. TURN (left/right) IMMEDIATELY AND charted in the approach title, and where instrument
RETURN TO THE FINAL APPROACH COURSE, approach charts specifically authorize simultaneous
or approaches.
TURN (left/right) AND RETURN TO THE FINAL
REFERENCE−
APPROACH COURSE. P/CG- Precision Runway Monitor (PRM) System
P/CG-Simultaneous Close Parallel Approaches
2. Instruct aircraft on the adjacent final
approach course to alter course to avoid the deviating b. PRM approaches must be assigned when
aircraft when an aircraft is observed penetrating or in conducting instrument approaches to dual and triple
your judgment will penetrate the NTZ. parallel runways with runway centerlines separated
PHRASEOLOGY−
by less than 4,300 feet.
TRAFFIC ALERT, (call sign), TURN (right/left) c. Provide a minimum of 1,000 feet vertical or a
IMMEDIATELY HEADING (degrees), CLIMB AND minimum of 3 miles radar separation between aircraft
MAINTAIN (altitude). during turn-on to parallel or offset final approach.
3. Terminate radar monitoring when one of the NOTE−
following occurs: Communications transfer to the tower controller’s
frequency must be completed prior to losing vertical
(a) Visual separation is applied.
separation between aircraft.
(b) The aircraft reports the approach lights or d. Provide the minimum applicable radar separa-
runway in sight. tion between aircraft on the same final approach
(c) The aircraft is 1 mile or less from the course.
runway threshold, if procedurally required and REFERENCE−
contained in facility directives. FAAO JO 7110.65, Para 5−5−4 , Minima.
4. Do not inform the aircraft when radar e. The following conditions must be met when
monitoring is terminated. conducting dual and triple PRM approaches:
airports that have an authorization issued by the begins prior to the point where adjacent inbound
Director, Operations-Headquarters, AJT-2, in co- aircraft first lose vertical separation and extends to a
ordination with AFS with parallel runways that have point coincident with the location of the offset
centerlines separated by less than 3,000 feet with one approach MAP. The primary responsibility for
final approach course offset by 2.5 to 3.0 degrees navigation on the final approach course rests with the
using a high update rate surveillance system with a pilot. Control instructions and information are issued
1.0−second radar update; and only to ensure separation between aircraft and to
prevent aircraft from penetrating the NTZ.
1. Provide a minimum of 1,000 feet vertical or
a minimum of 3 miles radar separation between 6. Monitor all approaches regardless of weather.
aircraft during turn−on to final approaches. Monitor local control frequency to receive any
aircraft transmission. Issue control instructions as
NOTE−
Communications transfer to the tower controller’s necessary to ensure aircraft do not enter the NTZ.
frequency must be completed prior to losing vertical 7. Separate monitor controllers, each with
separation between aircraft. transmit/receive and override capability on the local
2. Provide the minimum applicable radar control frequency, must ensure aircraft do not
separation between aircraft on the same final penetrate the depicted NTZ. Facility directives must
approach course. define the responsibility for providing the minimum
applicable longitudinal separation between aircraft
3. Provide the minimum applicable radar on the same final approach course and the minimum
separation between the trailing offset aircraft of a applicable longitudinal separation between the
leading SOIA pair and the lead straight-in aircraft in trailing offset aircraft of a leading SOIA pair and the
the subsequent SOIA pair when the parallel runways lead straight in aircraft in the subsequent SOIA pair
have centerlines separated by less than 2,500 feet. when the parallel runways have centerlines separated
REFERENCE− by less than 2,500 feet.
FAAO JO 7110.65, Para 5−5−4 , Minima.
NOTE−
b. The following conditions are required when The aircraft is considered the center of the digitized target
applying the minimum separation between lead for that aircraft for the purposes of ensuring an aircraft
straight-in and offset trailing approaches with does not penetrate the NTZ.
glideslope courses or vertical navigation authorized c. The following procedures must be used by the
in subparagraph a above: final monitor controllers:
1. Straight−in landings will be made. 1. Provide position information to an aircraft
2. All appropriate communication, navigation, that is (left/right) of the depicted final approach
and surveillance systems are operating normally. course centerline, and in your judgment is continuing
on a track that may penetrate the NTZ.
3. Inform aircraft that PRM approaches are in
PHRASEOLOGY−
use prior to aircraft departing an outer fix. This (Aircraft call sign) I SHOW YOU (left/right) OF THE
information may be provided through the ATIS. FINAL APPROACH COURSE.
4. Clear the aircraft to descend to the 2. Instruct the aircraft to return immediately to
appropriate glideslope/glidepath intercept altitude the correct final approach course when aircraft are
soon enough to provide a period of level flight to observed to overshoot the turn−on or continue on a
dissipate excess speed. Provide at least 1 mile of track which will penetrate the NTZ.
straight flight prior to the final approach course PHRASEOLOGY−
intercept. YOU HAVE CROSSED THE FINAL APPROACH
NOTE− COURSE. TURN (left/right) IMMEDIATELY AND
Not applicable to approaches with RF legs. RETURN TO FINAL APPROACH COURSE.
5. A No Transgression Zone (NTZ) at least or
2,000 feet wide is established an equal distance
between extended runway final approach courses and TURN (left/right) AND RETURN TO THE FINAL
must be depicted on the monitor display. The NTZ APPROACH COURSE.
3. Instruct aircraft on the adjacent final that the flight crew can remain separated from that
approach course to alter course to avoid the deviating traffic visually from the offset approach MAP to the
aircraft when an aircraft is observed penetrating or in runway threshold.
your judgment will penetrate the NTZ. NOTE−
NOTE− After accepting a clearance for an offset PRM approach,
An instruction that may include a descent to avoid the pilots must remain on the offset approach course until
deviating aircraft should only be used when there is no passing the offset approach MAP prior to alignment with
other reasonable option available to the controller. In such the runway centerline. Between the offset approach MAP
a case, the descent must not put the aircraft below the MVA. and the runway threshold, the pilot of the offset approach
aircraft assumes visual separation responsibility from the
PHRASEOLOGY−
aircraft on the straight-in approach, which means
TRAFFIC ALERT, (call sign), TURN (left/right)
maneuvering the aircraft as necessary to avoid the straight
IMMEDIATELY HEADING (DEGREES), CLIMB AND
in approach traffic until landing, and providing wake
MAINTAIN (altitude).
turbulence avoidance, if necessary.
4. Terminate radar monitoring when one of the
f. In the visual segment between the offset
following occurs:
approach MAP and the runway threshold, if the pilot
(a) The lead straight in aircraft passes the end of the trailing offset aircraft loses visual contact with
of the NTZ nearest the runway threshold. the lead straight-in traffic, the pilot must advise ATC
as soon as practical and follow the published missed
(b) The trailing offset aircraft passes the end
approach procedure. If necessary, issue alternate
of the NTZ nearest the runway threshold and has
missed approach instructions.
reported the lead straight in aircraft in sight.
g. Wake turbulence requirements between aircraft
(c) The aircraft begins the visual segment of
on adjacent final approach courses inside the offset
the approach.
approach MAP are as follows (standard in-trail wake
5. Do not inform the aircraft when radar separation must be applied between aircraft on the
monitoring is terminated. same approach course):
6. Do not apply the provisions of paragraph 1. When runways are at least 2,500 feet apart,
5-13-1, Monitor on PAR Equipment, for simultan- there are no wake turbulence requirements between
eous approaches. aircraft on adjacent final approach courses.
d. Advise the pilot of the trailing offset aircraft of 2. For runways less than 2,500 feet apart,
traffic on the adjacent lead straight-in approach whenever the ceiling is greater than or equal to
course, if that traffic will be a factor in the visual 500 feet above the MVA, wake vortex spacing
segment of the approach. The provisions of between aircraft on adjacent final approach courses
Paragraphs 7-2-1, Visual Separation, subparagraph need not be applied.
a2, concerning visual separation between aircraft
3. For runways less than 2,500 feet apart,
being provided by the tower must not be applied to
whenever the ceiling is less than 500 feet above the
aircraft conducting SOIAs.
MVA, wake vortex spacing between aircraft on
NOTE− adjacent final approach courses, as described in Para
Once advised, the pilot is authorized to continue past the 5−5−4, Minima, must be applied unless acceptable
offset approach MAP if all of the following conditions are mitigating techniques and operational procedures
met: The pilot has the straight-in approach traffic in sight
have been documented and verified by an AFS safety
and expects the traffic to remain in sight; the pilot advises
ATC that the traffic is in sight; and the pilot has the runway assessment and authorized by the Director, Opera-
environment in sight. Otherwise, it is the pilot’s tions-Headquarters, AJT-2. The wake turbulence
responsibility to execute a missed approach at the offset mitigation techniques employed will be based on
approach MAP. each airport’s specific runway geometry and
meteorological conditions and implemented through
e. Ensure that the trailing offset aircraft is
local facility directives.
positioned to facilitate the flight crew’s ability to see
the lead straight in traffic from the nominal 4. Issue all applicable wake turbulence
clear-of-clouds point to the offset approach MAP so advisories.
h. Consideration should be given to known factors 2. Provide the minimum applicable radar
that may in any way affect the safety of the instrument separation between aircraft on the same final
approach phase of flight when conducting SOIA to approach course.
parallel runways. Factors include but are not limited REFERENCE−
FAAO JO 7110.65, para 5-5-4, Minima.
to wind direction/velocity, wind−shear alerts/reports,
severe weather activity, etc. Closely monitor weather c. The following conditions are required when
activity that could impact the final approach course. applying the minimum separation on widely−spaced
Weather conditions in the vicinity of the final parallel courses allowed in subpara b:
approach course may dictate a change of the approach 1. Straight-in landings will be made.
in use.
2. The approach system, radar, and appropriate
REFERENCE− frequencies are operating normally.
FAAO JO 7110.65, Para 5−1−13 , Radar Service Termination.
FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception. 3. Inform aircraft that simultaneous approaches
are in use prior to aircraft departing an outer fix. This
5−9−10. SIMULTANEOUS INDEPENDENT information may be provided through the ATIS.
APPROACHES TO WIDELY-SPACED 4. Clear an aircraft to descend to the appropriate
PARALLEL RUNWAYS WITHOUT FINAL glideslope/glidepath intercept altitude soon enough
MONITORS to provide a period of level flight to dissipate excess
speed. Provide at least 1 mile of straight flight prior
a. Simultaneous independent approaches to
to the final approach course intercept.
widely-spaced parallel runways may only be
conducted where instrument approach charts spe- NOTE−
cifically authorize simultaneous approaches. Not applicable to approaches with RF legs.
5. Separate final and local controllers are
b. Apply the following minimum separation when
required for each final. Aircraft on the final must be
conducting simultaneous independent approaches to
on the appropriate final controller frequency for that
runway centerlines that are separated by more than
runway.
9,000 feet with a field elevation at or below 5,000 feet
MSL, or 9,200 feet between runway centerlines with 6. Transfer of communication and monitor
a field elevation above 5,000 feet MSL: responsibility to the tower controller’s frequency
must be specified in a facility directive and/or Letter
1. Provide a minimum of 1,000 feet vertical or of Agreement.
a minimum of 3 miles radar separation between
aircraft: d. The following procedures must be used by the
final approach controllers:
(a) during turn-on to parallel final approach, NOTE−
or There is no requirement for establishment of a NTZ.
(b) conducting an RNAV (RNP) approach 1. Instruct the aircraft to return to the correct
that contains a Radius-to-Fix (RF) leg and an aircraft final approach course when that aircraft is observed
conducting a straight-in ILS/RNAV with vertical to overshoot the turn-on or continue on a track which
guidance/GLS or another RNAV (RNP) approach deviates from the final approach course in the
with an RF leg until both aircraft are established on direction of the adjacent approach course.
their respective approach procedures. Ensure dual PHRASEOLOGY−
RNAV (RNP) approaches that contain RF legs are YOU HAVE CROSSED THE FINAL APPROACH
limited to aircraft approaching from opposite COURSE. TURN (left/right) IMMEDIATELY AND
downwinds or base legs and all approach pairings RETURN TO THE FINAL APPROACH COURSE,
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.
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−
Helicopter point-in-space approach:
the instructions remain the same):
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 communica-
REFERENCE−
tions are lost for a specified time interval (not more
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:
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.
FAAO JO 7110.65, Para 5−12−10, Elevation Failure.
they must be issued by the final controller.
5−10−8. FINAL CONTROLLER
c. If the pilot states that he/she cannot accept a lost CHANGEOVER
communications procedure due to weather condi-
tions 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).
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− 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−
FAAO JO 7110.65, Para 5−10−14, Final Approach Abnormalities.
2. Descent Instructions:
“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.
5−14−1. CONFLICT ALERT (CA) AND 3. The CA/MCI alert may not be suppressed or
MODE C INTRUDER (MCI) ALERT inhibited at or for another control position without
being coordinated.
a. When a CA or MCI alert is displayed, evaluate
the reason for the alert without delay and take
appropriate action. 5−14−2. EN ROUTE MINIMUM SAFE
ALTITUDE WARNING (E-MSAW)
REFERENCE−
FAAO JO 7110.65, Para 2−1−6, Safety Alert. a. When an E-MSAW alert is displayed, immedi-
b. If another controller is involved in the alert, ately analyze the situation and take the appropriate
initiate coordination to ensure an effective course of action to resolve the alert.
action. Coordination is not required when immediate NOTE−
action is dictated. Caution should be exercised when issuing a clearance to an
aircraft in reaction to an E-MSAW alert to ensure that
c. Suppressing/Inhibiting CA/MCI alert. adjacent MIA areas are not a factor.
1. The controller may suppress the display of a REFERENCE−
FAAO JO 7110.65, Para 2−1−6, Safety Alert.
CA/MCI alert from a control position with the
application of one of the following suppress/inhibit b. The controller may suppress the display of an
computer functions: E-MSAW alert from his/her control position with the
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
specific aircraft for a specific alert. 1. The specific alert suppression message may
be used to inhibit the E-MSAW alerting display on a
NOTE−
See NAS−MD−678 for the EARTS conflict suppress single flight for a specific alert.
message. 2. The indefinite alert suppression message
(b) The Group Suppression (SG) function must be used exclusively to inhibit the display of
must be applied exclusively to inhibit the displaying E-MSAW alerts on aircraft known to be flying at an
of alerts among military aircraft engaged in special altitude that will activate the alert feature of one or
military operations where standard en route separa- more MIA areas within an ARTCC.
tion criteria does not apply. NOTE−
NOTE− 1. The indefinite alert suppression message will remain in
Special military operations where the SG function would effect for the duration of the referenced flight’s active status
typically apply involve those activities where military within the ARTCC unless modified by controller action.
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.
(b) An interim altitude if the aircraft will b. 2,200 feet above the highest and below the
(climb or descend to and) maintain the new altitude lowest flight level of the sector where 2,000 feet
for a short period of time and subsequently be vertical separation is applicable.
recleared to the altitude in the flight plan database or NOTE−
a new altitude or a new interim altitude, or 1. The data block, for purposes of this paragraph, must
contain the Mode C altitude and call sign or beacon code
(c) A Local Interim Altitude (LIA), entered at a minimum.
by the transferring controller when the assigned 2. Exception to these requirements may be authorized for
altitude differs from the coordinated altitude unless specific altitudes in certain ARTCC sectors if defined in
verbally coordinated or specified in a Letter of appropriate facility directives and approved by the
Agreement or Facility Directive. En Route and Oceanic Operations Area Director.
NOTE− REFERENCE−
A facility directive may be published, in accordance with FAAO JO 7110.65, Para 5−1−2, Alignment Accuracy Check.
JO 7210.3, Paragraph 8-2-7, Waiver to Interim Altitude
Requirements, deleting the interim altitude computer entry 5−14−6. SECTOR ELIGIBILITY
requirements of subpara 3(b).
The use of the OK function is allowed to override
b. Flight Plan Route Data sector eligibility only when one of the following
conditions is met:
This information must not be modified outside of the
controller’s area of jurisdiction unless verbally a. Prior coordination is effected.
Common Automated Radar Terminal Systems (CARTS) & Standard Terminal Automation 5−15−1
Replacement System (STARS)−Terminal
JO 7110.65W 12/10/15
accordance with local directives, which should alert and signifies that appropriate action has or will
ensure maximum required use of the equipment. be taken.
c. Information displayed must be in accordance 4. CA/MCI alert may not be suppressed or
with national orders and specified in local directives. inhibited at or for another control position without
being coordinated.
5−15−6. CA/MCI
a. When a CA or MCI alert is displayed, evaluate 5−15−7. INHIBITING MINIMUM SAFE
the reason for the alert without delay and take ALTITUDE WARNING (MSAW)
appropriate action. a. Inhibit MSAW processing of VFR aircraft and
REFERENCE− aircraft that cancel instrument flight rules (IFR) flight
FAAO JO 7110.65, Para 2−1−6, Safety Alert.
plans unless the pilot specifically requests otherwise.
b. If another controller is involved in the alert, REFERENCE−
initiate coordination to ensure an effective course of FAAO JO 7110.65, Para 10−2−7, VFR Aircraft in Weather Difficulty.
action. Coordination is not required when immediate FAAO JO 7110.65, Para 10−2−8, Radar Assistance to VFR Aircraft in
Weather Difficulty.
action is dictated.
b. A low altitude alert may be suppressed from the
c. Suppressing/Inhibiting CA/MCI alert. control position. Computer entry of the suppress
1. The suppress function may be used to message constitutes an acknowledgment for the alert
suppress the display of a specific CA/MCI alert. and indicates that appropriate action has or will be
taken.
2. The inhibit function must only be used to
inhibit the display of CA for aircraft routinely
engaged in operations where approved separation 5−15−8. TRACK SUSPEND FUNCTION
criteria do not apply. Use the track suspend function only when data block
NOTE− overlap in holding patterns or in proximity of the final
Examples of operations where approved separation approach create an unworkable situation. If necessary
criteria do not apply are ADC practice intercept operations to suspend tracks, those which are not displaying
and air shows. automatic altitude readouts must be suspended. If the
3. Computer entry of a message suppressing a condition still exists, those displaying automatic
CA/MCI alert constitutes acknowledgment for the altitude readouts may then be suspended.
5−15−2 Common Automated Radar Terminal Systems (CARTS) & Standard Terminal Automation
Replacement System (STARS)−Terminal
12/10/15 JO 7110.65W
Chapter 6. Nonradar
Section 1. General
General 6−1−1
JO 7110.65W 12/10/15
6−1−2 General
12/10/15 JO 7110.65W
FIG 6−2−4
Minima on Diverging Courses
(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
FIG 6−2−7
Minima on Same Course
Minima on Diverging Courses
FIG 6−2−9
Minima on Same Course
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 6−4−8
Climbing Through Another Aircraft’s
Altitude DME Separation
FIG 6−4−10
Climbing Through Another
Aircraft’s Altitude Timed Separation
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
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 6−4−20
Minima for Opposite Courses Separation
defined by a navigation station requiring extended radio communication with each other concur, you
usable distance limitations beyond 130 miles. may authorize the following aircraft to maintain
longitudinal separation of 10 minutes; or 20 miles
d. An aircraft utilizing RNAV and an aircraft between DME equipped aircraft; RNAV equipped
utilizing VOR have reported passing the same aircraft using ATD; and between DME and ATD
position and the RNAV aircraft is at least 4 miles aircraft provided the DME aircraft is either
beyond the reported position when operating along a 10,000 feet or below or outside of 10 miles from the
route that is 8 miles or less in width; 9 miles beyond DME NAVAID.
the point when operating along an expanded route;
except that 15 miles must be applied if operating PHRASEOLOGY−
MAINTAIN AT LEAST ONE ZERO MINUTES/
along that portion of any route segment defined by a
TWO ZERO MILES SEPARATION FROM (ident).
navigation station requiring extended usable distance
limitation beyond 130 miles; or 3 minutes apart
whichever is greater. 6−4−5. RNAV AIRCRAFT ALONG VOR
AIRWAYS/ROUTES
NOTE−
Except for GNSS-equipped aircraft /G, /L, /S, and /V, not on Advise the pilot to use DME distances when applying
a random impromptu route, Paragraph 5-5-1, Application, DME separation to an RNAV aircraft operating along
requires radar separation be provided to RNAV aircraft VOR airways/routes.
operating at and below FL450 on Q routes or random PHRASEOLOGY−
RNAV routes, excluding oceanic airspace. USE DME DISTANCES.
NOTE−
6−4−4. SEPARATION BY PILOTS ATD derived from area navigation devices having
slant-range correction will not coincide with the direct
When pilots of aircraft on the same course in direct DME readout.
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
reference to the next waypoint, since the pilot receives
whose widths or protected airspace do not overlap.
tracking “to” data rather than tracking “from” the last
b. Clear aircraft below 18,000 to proceed to and waypoint.
report over or hold at different geographical locations b. Use TBL 6−5−1 and TBL 6−5−2 to determine
determined visually or by reference to NAVAIDs. the distance required for various divergence angles to
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
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.
(b) FL 180 to FL 600 inclusive− 10 miles on projected along the route of flight, then issue a clearance.
each side of the route. “Verify when you are established on the XYZ to ABC route
segment at or above 6,000 feet.”
3. Via degree-distance fixes for RNAV flights REFERENCE−
FAAO JO 7110.65, Para 4-4-2, Route Structure Transitions
above FL 450− 10 miles on each side of the route. FAAO JO 7110.65, Para 5-5-1, Application
(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.
REFERENCE−
When pilots of aircraft in direct radio communication
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.
b. If an alternative missed approach procedure is when para 6−7−2, Approach Sequence, subpara b is
not available and weather conditions are less than applied, clear the second aircraft for an approach
required by para 6−7−1, Application, subpara c, clear early enough to allow at least 1 minute of level flight
the succeeding aircraft for an approach when the before crossing the final approach fix/outer marker or
preceding aircraft has landed or canceled its IFR the fix used in lieu of the outer marker.
flight plan.
6−7−5. INTERVAL MINIMA
FIG 6−7−2
Timed Approach Procedures Using a Bearing on an Use the following time or radar interval as the
NDB and Longitudinal and Vertical Separation minimum interval between successive approaches:
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. Behind super:
1. Heavy − 3 minutes or 6 miles.
2. Large − 3 minutes or 7 miles.
3. Small − 4 minutes or 8 miles.
b. Behind heavy:
1. Heavy − 2 minutes or 4 miles.
2. Large − 2 minutes or 5 miles.
3. Small − 3 minutes or 6 miles.
NOTE−
FIG 6−7−2 depicts the application of timed approach c. Small behind B757 − 2 minutes or 4 miles.
procedures using a holding/approach fix on a bearing of an d. Increase the interval, as necessary, taking into
NDB and applying a combination of longitudinal and account the:
vertical separation. The #3 aircraft has been instructed to
descend to 2,000 after the #2 aircraft has reported 1. Relative speeds of the aircraft concerned.
departing the holding/approach fix inbound and leaving
2,000 at point A. The #2 aircraft has departed the
2. Existing weather conditions.
holding/approach fix inbound at the designated time, 3. Distance between the approach fix and the
maintaining 2,000 until cleared for approach at point A. airport.
The #1 aircraft has been sighted, enabling the controller to
issue approach clearance to the #2 aircraft at point A. 4. Type of approach being made.
c. Release the aircraft to the tower before it reaches
the final approach fix. 6−7−6. TIME CHECK
Issue a time check to an aircraft before specifying a
6−7−3. SEQUENCE INTERRUPTION time to leave the approach fix inbound unless the
aircraft is vectored to the final approach course.
Interrupt the established timed approach sequence if
necessary to allow an aircraft to execute a different 6−7−7. MISSED APPROACHES
type of approach.
a. If weather conditions are such that an aircraft
will likely miss an approach, issue an alternative
6−7−4. LEVEL FLIGHT RESTRICTION missed approach procedure to the next aircraft.
If the weather report indicates an aircraft will be in b. If an aircraft misses an approach, allow the next
IFR conditions over the final approach fix aircraft to continue the approach if it has been
(nonprecision approach) or the outer marker or the fix assigned an alternative missed approach procedure.
used in lieu of the outer marker (precision approach) Retain radar control or hold any remaining aircraft at
assigned altitudes until traffic conditions permit the holding/approach fix to hold until traffic conditions
issuance of approach clearances. permit the issuance of approach clearances.
c. When para 6−7−2, Approach Sequence, sub-
para b is applied and the first aircraft misses an
approach, retain radar control or clear the second
aircraft to maintain the last assigned altitude
(minimum holding altitude) and return to the
Chapter 7. Visual
Section 1. General
General 7−1−1
JO 7110.65W 12/10/15
or
7−1−2 General
5/26/16 JO 7110.65W CHG 1
12/10/15 JO 7110.65W
(d) If aircraft are on converging courses, (d) If the pilot reports the traffic in sight and
inform the other aircraft of the traffic and that visual will maintain visual separation (the pilot must state
separation is being applied. both), the controller may “approve” the operation
PHRASEOLOGY−
instead of restating the instructions.
(ACID), TRAFFIC, (clock position and distance), PHRASEOLOGY−
(direction) BOUND, (type of aircraft), HAS YOU IN (ACID), APPROVED.
SIGHT AND WILL MAINTAIN VISUAL SEPARATION. NOTE−
(e) Advise the pilots if the targets appear Pilot-applied visual separation between aircraft is
achieved when the controller has instructed the pilot to
likely to merge.
maintain visual separation and the pilot acknowledges
NOTE− with their call sign or when the controller has approved
Issue this advisory in conjunction with the instruction to pilot-initiated visual separation.
maintain visual separation, the advisory to the other
(e) Advise the pilot if the targets appear likely
aircraft of the converging course, or thereafter if the
controller subsequently becomes aware that the targets are
to converge.
merging. (f) If aircraft are on converging courses,
EXAMPLE− inform the other aircraft of the traffic and that visual
“Targets appear likely to merge.” separation is being applied.
(f) Control of aircraft maintaining visual PHRASEOLOGY−
(ACID) TRAFFIC, (clock position and distance),
separation may be transferred to an adjacent
(direction)−BOUND, (type of aircraft), ON
position/sector/facility. Coordination procedures CONVERGING COURSE, HAS YOU IN SIGHT AND
must be specified in an LOA or facility directive. WILL MAINTAIN VISUAL SEPARATION.
REFERENCE− REFERENCE−
FAAO JO 7210.3, Para 4-3-1, Letters of Agreement FAAO JO 7110.65, Para 7−4−1, Visual Approach.
FAAO JO 7110.65, Para 7−4−2, Vectors for Visual Approach.
b. EN ROUTE. Visual separation may be used up
to but not including FL 180 when the following (g) Advise the pilots if either aircraft is a
conditions are met: heavy.
(h) Issue wake turbulence cautionary
1. Direct communication is maintained with one
advisories in accordance with para 2−1−20.
of the aircraft involved and there is an ability to
communicate with the other. c. Nonapproach control towers may be authorized
to provide visual separation between aircraft within
2. A pilot sees another aircraft and is instructed surface areas or designated areas when approved
to maintain visual separation from it as follows: separation is provided before and after the application
(a) Tell the pilot about the other aircraft of visual separation. The nonapproach control tower
including position, direction, and type. If it is not must apply the procedures contained in subparagraph
obvious, include the other aircraft’s intentions. a1 or a2, when applying visual separation.
REFERENCE− PHRASEOLOGY−
FAAO JO 7110.65, Para 2−1−21, Traffic Advisories. VISUAL SEPARATION APPROVED BETWEEN (ACID)
AND (ACID),
(b) Obtain acknowledgment from the pilot
that the other aircraft is in sight. and for departing aircraft,
(c) Instruct the pilot to maintain visual
(departing/succeeding aircraft) (ACID), RELEASED.
separation from that aircraft.
d. If the nonapproach control tower controller
PHRASEOLOGY−
states to the radar controller that they will provide
(ACID), TRAFFIC, (clock position and distance),
(direction) BOUND, (type of aircraft), (intentions and visual separation between arrivals, departures/ar-
other relevant information). If required, (ACID), REPORT rivals and/or successive departures, and states the call
TRAFFIC IN SIGHT or DO YOU HAVE IT IN SIGHT? If signs of all aircraft involved, the radar controller can
the pilot reports traffic in sight, or the answer is in the approve the application of visual separation as
affirmative, (ACID), MAINTAIN VISUAL SEPARATION requested.
Section 3. VFR-On-Top
VFR-On-Top 7−3−1
JO 7110.65W 12/10/15
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
12/10/15 JO 7110.65W
Section 4. Approaches
Approaches 7−4−1
7110.65R
JO CHGCHG
JO 7110.65W
7110.65W 2 1 3/15/07
5/26/16
12/10/15
7−4−2 Approaches
5/26/16 JO 7110.65W CHG 1
12/10/15 JO 7110.65W
provided the conditions of subpara (a) are met. 4. Intersecting and converging runways. Visual
approaches may be conducted simultaneously with
(c) Provided aircraft flight paths do not visual or instrument approaches to other runways,
intersect, and when the provisions of subparas (a) and provided:
(b) are met, it is not necessary to apply any other type
of separation with aircraft on the adjacent final (a) Approved separation is maintained until
approach course. the aircraft conducting the visual approach has been
issued, and the pilot has acknowledged receipt of, the
3. Parallel runways separated by 4,300 feet or visual approach clearance.
more.
(b) When aircraft flight paths intersect,
(a) When aircraft flight paths do not intersect, approved separation must be maintained until visual
visual approaches may be conducted simultaneously, separation is provided.
provided approved separation is maintained until one NOTE−
of the aircraft has been issued and the pilot has Although simultaneous approaches may be conducted to
acknowledged receipt of the visual approach intersecting runways, staggered approaches may be
clearance. necessary to meet the airport separation requirements
specified in Para 3−10−4, Intersecting Runway/Intersect-
(b) Visual approaches may be conducted to ing Flight Path Separation.
one runway while visual or instrument approaches REFERENCE−
are conducted simultaneously to other runways, FAAO 7110.79, Charted Visual Flight Procedures.
FAAO JO 7110.65, Para 7−4−5, Charted Visual Flight Procedures
provided the conditions of subpara (a) are met. (CVFP). USA/USN Not Applicable.
FAAO JO 7110.65, Para 7−7−3, Separation.
(c) Provided the aircraft flight paths do not
intersect, when the provisions of subparas (a) and (b) 7−4−5. CHARTED VISUAL FLIGHT
are met, it is not necessary to apply any other type of PROCEDURES (CVFP). USA/USN NOT
separation with aircraft on the adjacent final approach APPLICABLE
course.
Clear an aircraft for a CVFP only when the following
(d) Each aircraft must either be assigned a conditions are met:
heading or established on a direct course to a fix or
cleared on an RNAV/instrument approach procedure a. There is an operating control tower.
which will allow the aircraft to intercept the extended b. The published name of the CVFP and the
centerline of the runway at an angle not greater than landing runway are specified in the approach
30 degrees. clearance, the reported ceiling at the airport of
Approaches 7−4−3
7110.65R
JO CHGCHG
JO 7110.65W
7110.65W 2 1 3/15/07
5/26/16
12/10/15
intended landing is at least 500 feet above the c. A standard or special instrument approach
MVA/MIA, and the visibility is 3 miles or more, procedure has been published and is functioning for
unless higher minimums are published for the the airport of intended landing.
particular CVFP.
d. Approved separation is applied between
c. When using parallel or intersecting/converging aircraft so cleared and other IFR or SVFR aircraft.
runways, the criteria specified in Para 7−4−4, When applying vertical separation, do not assign a
Approaches to Multiple Runways, are applied. fixed altitude but clear the aircraft at or below an
altitude which is at least 1,000 feet below any IFR
d. An aircraft not following another aircraft on the traffic but not below the minimum safe altitude
approach reports sighting a charted visual landmark, prescribed in 14 CFR Section 91.119.
or reports sighting a preceding aircraft landing on the
same runway and has been instructed to follow that NOTE−
aircraft. 14 CFR Section 91.119 specifies the minimum safe altitude
to be flown:
PHRASEOLOGY− (a) Anywhere.
(Ident) CLEARED (name of CVFP) APPROACH. (b) Over congested areas.
(c) Other than congested areas. To provide for an
emergency landing in the event of power failure and
7−4−6. CONTACT APPROACH
without undue hazard to persons or property on the
Clear an aircraft for a contact approach only if the surface.
following conditions are met: (d) Helicopters. May be operated at less than the
minimums prescribed in paras (b) and (c) above if the
a. The pilot has requested it. operation is conducted without hazard to persons or
property on the surface.
NOTE−
When executing a contact approach, the pilot is e. An alternative clearance is issued when weather
responsible for maintaining the required flight visibility, conditions are such that a contact approach may be
cloud clearance, and terrain/obstruction clearance. impracticable.
Unless otherwise restricted, the pilot may find it necessary
to descend, climb, and/or fly a circuitous route to the PHRASEOLOGY−
airport to maintain cloud clearance and/or terrain/ CLEARED CONTACT APPROACH,
obstruction clearance. It is not in any way intended that
controllers will initiate or suggest a contact approach to a And if required,
pilot. AT OR BELOW (altitude) (routing).
b. The reported ground visibility is at least IF NOT POSSIBLE, (alternative procedures), AND
1 statute mile. ADVISE.
7−4−4 Approaches
12/10/15 JO 7110.65W
2. SVFR fixed-wing aircraft and SVFR (a) 1/2 mile. If the IFR aircraft is less than
Helicopters. 1 mile from the landing airport.
(b) 1 mile. If the IFR aircraft is 1 mile or
3. SVFR fixed-wing aircraft and IFR aircraft. more from the airport.
NOTE− 2. 1 mile between SVFR helicopters. This
1. Vertical separation is authorized between SVFR fixed separation may be reduced to 200 feet if:
wing aircraft and IFR aircraft as prescribed in FAA
JO 7110.65, Paragraph 7-5-4 Altitude Assignments (a) Both helicopters are departing simultan-
eously on courses that diverge by at least 30 degrees
2. Due to the requirements for SVFR fixed-wing aircraft to
and:
maintain 1-mile flight visibility and to remain clear of
clouds, radar separation is not authorized during SVFR (1) The tower can determine this separation
fixed-wing operations. Radar vectors are authorized, as by reference to surface markings; or
prescribed in para 5-6-1, Application, subparagraph f, to
(2) One of the departing helicopters is
expedite the entrance, exit, and transition of SVFR
instructed to remain at least 200 feet from the other.
fixed-wing aircraft through the appropriate surface area.
NOTE−
REFERENCE−
FAAO JO 7110.65, Chapter 6, Nonradar
1. Vertical separation is authorized between SVFR
FAAO JO 7110.65, para 7-2-1 Visual Separation helicopters and IFR aircraft as prescribed in FAAO
FAAO JO 7110.65, para 7-5-4 Altitude Assignment 7110.65, 7-5-4, Altitude Assignments.
b. Apply non-radar, visual, or IFR radar 2. Radar separation as prescribed in Chapter 5 may be
separation between: applied provided that the facility conducting the operation
is authorized to provide radar separation services in
1. SVFR Helicopters. accordance with FAAO 7210.3, paragraph 10-5-3,
Functional Use of Certified Tower Radar Displays
2. SVFR Helicopters and IFR aircraft. (CTRD), subparagraph b5, and subparagraph d. Facilities
that are not delegated airspace or separation responsibil-
NOTE−
ity must use CTRDs in accordance with FAAO 7110.65,
1. Vertical separation is authorized between SVFR
paragraph 3-1-9, Use of Tower Radar Displays,
helicopters and IFR aircraft as prescribed in FAA
subparagraph b.
JO 7110.65, Paragraph 7-5-4 Altitude Assignments
REFERENCE−
2. Radar separation as prescribed in Chapter 5 may be FAAO JO 7110.65, Para 2−1−4, Operational Priority.
applied provided that the facility conducting the operation FAAO JO 7110.65, para 7-2-1, Visual Separation
FAAO JO 7110.65, para 7-5-4 Altitude Separation
is authorized to provide radar separation services in FAAO JO 7110.65, Chapter 6, Nonradar
accordance with FAAO 7210.3, paragraph 10-5-3, FAAO JO 7210.3, para 10-5-3, Functional Use of Certified Tower
Functional Use of Certified Tower Radar Displays Radar Displays
(CTRD), subparagraph b5, and subparagraph d. Facilities
that are not delegated airspace or separation responsibil- 7−5−4. ALTITUDE ASSIGNMENT
ity must use CTRDs in accordance with FAAO 7110.65, Do not assign a fixed altitude when applying vertical
paragraph 3-1-9, Use of Tower Radar Displays,
separation, but clear the SVFR aircraft at or below an
subparagraph b.
altitude which is at least 500 feet below any
c. Alternate SVFR helicopter separation minima conflicting IFR traffic but not below the MSA
may be established when warranted by the volume prescribed in 14 CFR Section 91.119.
and/or complexity of local helicopter operations. PHRASEOLOGY−
Alternate SVFR helicopter separation minima must MAINTAIN SPECIAL V−F−R CONDITIONS AT OR
be established with an LOA with the helicopter BELOW (altitude).
operator which must specify, as a minimum, that NOTE−
SVFR helicopters are to maintain visual reference to 1. SVFR aircraft are not assigned fixed altitudes to
maintain because of the clearance from clouds 7−5−7. GROUND VISIBILITY BELOW ONE
requirement. MILE
2. The MSAs are: 14 CFR Part 91 does not prohibit helicopter SVFR
(a) Over congested areas, an altitude at least 1,000 feet
flight when the visibility is less than 1 mile. Treat
above the highest obstacle, and
requests for SVFR fixed wing operations as follows
(b) Over other than congested areas, an altitude at least
500 feet above the surface.
when the ground visibility is officially reported at an
(c) Helicopters may be operated at less than the airport as less than 1 mile:
minimum altitudes prescribed in (a) and (b) above. a. Inform departing aircraft that ground visibility
REFERENCE− is less than 1 mile and that a clearance cannot be
FAAO JO 7110.65, Para 2−1−4, Operational Priority. issued.
FAAO JO 7110.65, Para 5−6−1, Application.
14 CFR Section 91.119, Minimum Safe Altitudes: General. b. Inform arriving aircraft, operating outside of a
Class B, Class C, Class D, or Class E surface area, that
7−5−5. LOCAL OPERATIONS ground visibility is less than 1 mile and that, unless an
a. Authorize local SVFR operations for a specified emergency exists, a clearance cannot be issued.
period (series of landings and takeoffs, etc.) upon c. Inform arriving aircraft, operating VFR/SVFR
request if the aircraft can be recalled when traffic or within a Class B, Class C, Class D, or Class E surface
weather conditions require. Where warranted, LOAs area, that ground visibility is less than 1 mile and
may be consummated. request the pilot to advise intentions.
PHRASEOLOGY− PHRASEOLOGY−
LOCAL SPECIAL V−F−R OPERATIONS IN THE (Name of airport) VISIBILITY LESS THAN ONE MILE.
IMMEDIATE VICINITY OF (name) AIRPORT ARE ADVISE INTENTIONS.
AUTHORIZED UNTIL (time). MAINTAIN SPECIAL NOTE−
V−F−R CONDITIONS. Clear an aircraft to land at an airport with an operating
REFERENCE− control tower, traffic permitting, if the pilot reports the
FAAO JO 7210.3, Para 4−3−2, Appropriate Subjects. airport in sight. The pilot is responsible to continue to the
b. Control facilities may also authorize an FSS to airport or exit the surface area. 14 CFR Section 91.157
transmit SVFR clearances so that only one aircraft at prohibits VFR aircraft (other than helicopters) from
landing at any airport within a surface area when ground
a time operates in the Class B, Class C, Class D, or
visibility is less than 1 mile. A pilot could inadvertently
Class E surface areas unless pilots agree that they encounter conditions that are below SVFR minimums after
will maintain visual separation with other aircraft entering a surface area due to rapidly changing weather.
operating in the Class B, Class C, Class D, or Class E The pilot is best suited to determine the action to be taken
surface areas. Such authorization concerning visual since pilots operating under SVFR between sunrise and
separation by pilots must be contained in a LOA sunset are not required to be instrument rated, and the
between the control facility and the FSS. possibility exists that flight visibility may not be the same
REFERENCE−
as ground visibility. 14 CFR Section 91.3 authorizes a pilot
FAAO JO 7210.3, Para 4−3−3, Developing LOA. encountering an inflight emergency requiring immediate
FAAO JO 7110.65, Para 2−1−4, Operational Priority. action to deviate from any rule of 14 CFR Part 91 to the
extent required to meet that emergency. Flight into adverse
7−5−6. CLIMB TO VFR weather conditions may require the pilot to execute the
emergency authority granted in 14 CFR Section 91.3 and
Authorize an aircraft to climb to VFR upon request if continue inbound to land.
the only weather limitation is restricted visibility. d. Authorize scheduled air carrier aircraft in the
PHRASEOLOGY− U.S. to conduct operations if ground visibility is not
CLIMB TO V−F−R WITHIN (name) SURFACE less than 1/2 statute mile.
AREA/WITHIN (a specified distance) MILES FROM
NOTE−
(airport name) AIRPORT, MAINTAIN SPECIAL V−F−R
14 CFR Part 121 permits landing or takeoff by domestic
CONDITIONS UNTIL REACHING V−F−R.
scheduled air carriers where a local surface restriction to
REFERENCE−
visibility is not less than 1/2 statute mile, provided all turns
FAAO JO 7110.65, Para 2−1−4, Operational Priority.
FAAO JO 7110.65, Para 2−4−22, Airspace Classes. after takeoff or before landing and all flights beyond
FAAO JO 7110.65, Para 7−5−1, Authorization. 1 statute mile from the airport boundary can be
accomplished above or outside the area so restricted. The a clearance cannot be issued unless an emergency
pilot is solely responsible for determining if the nature of exists.
the visibility restriction will permit compliance with the
provisions of 14 CFR Part 121.
c. Request the intentions of an arriving aircraft
e. Clear an aircraft to fly through the Class B, operating within a Class B, Class C, Class D, or
Class C, Class D, or Class E surface area if the Class E surface area.
aircraft reports flight visibility is at least 1 statute
mile. NOTE−
REFERENCE− Clear an aircraft to land at an airport with an operating
FAAO JO 7110.65, Para 2−1−4, Operational Priority. control tower, traffic permitting, if the pilot reports the
FAAO JO 7110.65, Para 7−5−1, Authorization.
airport in sight. The pilot is responsible to continue to the
airport or exit the surface area. 14 CFR Section 91.157
7−5−8. FLIGHT VISIBILITY BELOW ONE prohibits VFR aircraft (other than helicopters) from
MILE landing at any airport within a surface area when flight
visibility is less than 1 mile. A pilot could inadvertently
Treat requests for SVFR fixed-wing operations as encounter conditions that are below SVFR minimums after
follows when weather conditions are not reported at entering a surface area due to rapidly changing weather.
an airport and the pilot advises the flight visibility is The pilot is best suited to determine the action to be taken
less than 1 mile: since pilots operating under SVFR between sunrise and
NOTE− sunset are not required to be instrument rated, and the
14 CFR Part 91 prescribes the visibility for basic VFR and possibility exists that flight visibility may not be the same
SVFR operations as the official reported ground visibility as ground visibility. 14 CFR Section 91.3 authorizes a pilot
at airports where provided and landing or takeoff “flight encountering an inflight emergency requiring immediate
visibility” where there is no official reported ground action to deviate from any rule of 14 CFR Part 91 to the
visibility. extent required to meet that emergency. Flight into adverse
weather conditions may require the pilot to execute the
a. Inform departing aircraft that a clearance cannot emergency authority granted in 14 CFR Section 91.3 and
be issued. continue inbound to land.
b. Inform arriving aircraft operating outside of a REFERENCE−
Class B, Class C, Class D or Class E surface area that FAAO JO 7110.65, Para 2−1−4, Operational Priority.
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.
Separate VFR aircraft from VFR/IFR aircraft by any c. When necessary to assign an altitude for
one of the following: separation purposes to VFR aircraft contrary to
14 CFR Section 91.159, advise the aircraft to resume
a. Visual separation, as specified in para 7−2−1, altitudes appropriate for the direction of flight when
Visual Separation, para 7−4−2, Vectors for Visual the altitude assignment is no longer needed for
Approach, and para 7−6−7, Sequencing. separation or when leaving the TRSA.
NOTE− PHRASEOLOGY−
Issue wake turbulence cautionary advisories in accor- RESUME APPROPRIATE VFR ALTITUDES.
dance with para 2−1−20, Wake Turbulence Cautionary
Advisories. REFERENCE−
FAAO JO 7110.65, Para 4−8−11, Practice Approaches.
b. 500 feet vertical separation. FAAO JO 7110.65, Para 5−6−1, Application.
FAAO JO 7110.65, Para 7−2−1, Visual Separation.
c. Target resolution, except when ISR is being
displayed.
7−7−6. APPROACH INTERVAL
NOTE−
Apply the provisions of Paragraph 5-5-4, Minima, The tower must specify the approach interval.
subparagraphs f and g, when wake turbulence separation
REFERENCE−
is required. FAAO JO 7110.65, Para 7−2−1, Visual Separation.
REFERENCE−
FAAO JO 7110.65, Para 7−2−1, Visual Separation.
7−7−7. TRSA DEPARTURE INFORMATION
7−7−4. HELICOPTER TRAFFIC
a. At controlled airports within the TRSA, inform
Helicopters need not be separated from other a departing aircraft proposing to operate within the
helicopters. Traffic information must be exchanged, TRSA when to contact departure control and the
as necessary. frequency to use. If the aircraft is properly equipped,
REFERENCE−
ground control or clearance delivery must issue the
FAAO JO 7110.65, Para 7−2−1, Visual Separation. appropriate beacon code.
and as appropriate,
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,
General 8−1−1
JO 7110.65W 12/10/15
excepted aircraft and are previously approved by the 3. Aircraft being utilized for mercy or
operations supervisor/CIC. humanitarian purposes;
b. In addition to those aircraft listed in Chapter 2,
4. Within the Oakland, Anchorage, and Arctic
Section 1, Paragraph 2-1-28 RVSM Operations in this
FIR’s, an aircraft transporting a spare engine
order, the following aircraft operating within oceanic
mounted under the wing.
airspace or transiting to/from oceanic airspace are
excepted:
(a) These exceptions are accommodated on a
1. Aircraft being initially delivered to the State workload or traffic-permitting basis.
of Registry or Operator;
2. Aircraft that was formerly RVSM approved (b) All other requirements contained in
but has experienced an equipment failure and is being paragraph 2-1-28 are applicable to this section.
flown to a maintenance facility for repair in order to REFERENCE−
meet RVSM requirements and/or obtain approval; FAAO JO 7110.65, Para 2-1-28, RVSM Operations
8−1−2 General
12/10/15 JO 7110.65W
Section 2. Coordination
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
12/10/15 JO 7110.65W
NOTE−
Consider separation to exist when the estimated positions
of the aircraft being separated are never less than a
prescribed minimum.
NOTE−
Refer to para 1−2−2, Course Definitions.
(b) When the following aircraft is faster than (d) 6 minutes, if the preceding aircraft is
the preceding aircraft, at least 10 minutes exists until Mach 0.05 faster than the following aircraft;
another form of separation is achieved; or
(e) 5 minutes, if the preceding aircraft is
2. Between 9 and 5 minutes inclusive, provided Mach 0.06 faster than the following aircraft.
that the preceding aircraft is maintaining a Mach NOTE−
number greater than the following aircraft in A “rule−of−thumb” may be applied to assist in providing
accordance with the following: the required estimated spacing over the oceanic exit point
when either conflict probe is not in use or when requested
(a) 9 minutes, if the preceding aircraft is
by another facility. This rule−of−thumb can be stated as
Mach 0.02 faster than the following aircraft; follows: For each 600 NM in distance between the entry
(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
FIG 8−4−1
Separation Methods
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
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.”
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
TBL 8−4−1
Divergence-Distance Minima (NDB)
Divergence-Distance Minima Distance (mile)
VOR/VORTAC/TACAN
Divergence (degrees) FL 240
FL 230 and
through
Distance (mile) below
FL 450
Divergence (degrees) Fl 240
FL 230 and 30 15 17
through
below 45 13 14
FL 450
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
8−5−1. ALTITUDE/FLIGHT LEVEL b. The aircraft are horizontally radar separated and
TRANSITION separation is increasing at the edge of known radar
coverage.
When vertical separation is applied between aircraft
crossing the offshore/oceanic airspace boundary
below FL 180, control action must be taken to ensure
that differences between the standard altimeter 8−5−3. OPPOSITE DIRECTION
setting (QNE) and local altimeter setting (QNH) do
not compromise separation. (See FIG 8−5−1.) When transitioning from an offshore airspace area to
FIG 8−5−1 oceanic airspace, an aircraft may climb through
Standard and Local Altimeter Setting Differences opposite direction oceanic traffic provided vertical
separation above that traffic is established:
FIG 8−5−2
Transitioning From Offshore to Oceanic Airspace
Opposite Direction
1. An exact reporting point (DME fix or d. Flight data on the aircraft that has not been radar
intersection formed from NAVAIDs) which the identified indicate that it is equipped with a standard
preceding aircraft has reported; or transponder and there is no known information that
the transponder is not operating;
2. A radar observed position over which the
preceding aircraft has been observed; and e. Radar separation standards are maintained
between the radar identified aircraft and any other
e. The following aircraft is in direct observed targets until the transitioning aircraft is
communication with air traffic control until vertical radar identified or non-radar separation is estab-
separation is established. (See FIG 8−5−3.) lished;
FIG 8−5−3 f. The facility has identified areas of known radar
Transitioning From Offshore to Oceanic Airspace coverage, incorporated those areas into facility
Same Direction standard operating procedures (SOP), and provided
training to the controllers.
g. This procedure is also applicable to aircraft in
transit from oceanic airspace into Guam Control Area
(CTA), San Juan CTA and Honolulu CTA radar
coverage areas.
h. EXCEPTION: This procedure is not authorized
if there is insufficient time for the controller to
establish other approved separation in the event of a
delay or inability to establish radar identification of
the transiting aircraft taking into consideration
factors such as aircraft performance characteristics,
type, and speed; weather, traffic conditions;
workload; frequency congestion; etc.
REFERENCE−
FAAO JO 7110.65, Para 2-2-6,IFR Flight Progreass Data,
Subpara2-2-6.b.
FAAO JO 7110.65, Para8-1-8, use of Control Estimates
(b) same tracks with no turns permitted that 2. Aircraft on reciprocal tracks may be cleared
degrade required separation during the ITP. to climb or descend to or through the altitude(s)
occupied by another aircraft provided:
NOTE−
Same identical tracks are where the angular difference is (a) An ADS-C position report on at least one
zero degrees. of the aircraft has been received beyond the passing
point, and
5. No speed or route change clearance shall be
issued to the ITP aircraft until the ITP climb or (b) The aircraft have passed each other by the
descent is completed; applicable separation minimum.
NOTE−
6. The altitude difference between the ITP
Ocean21 has been designed to check for the above criteria
aircraft and any reference aircraft shall be 2000 ft or prior to allowing the minima to be provided.
less;
3. When an ADS-C periodic or waypoint
7. No instruction to amend speed, altitude or change event report is overdue by 3 minutes, the
route shall be issued to any reference aircraft until the controller must take action to obtain an ADS-C
ITP climb or descent is completed; report.
8. The maximum closing speed between the ITP 4. If no report is received within 6 minutes of the
aircraft and each reference aircraft shall be Mach time the original report was due, the controller must
0.06; and take action to apply another form of separation.
(b) Are in transit to or from MNPS airspace; does not exceed 3 degrees when operating south of
or 58_North.
(c) Operate for part of their flight within, 8−7−5. PROCEDURES FOR WEATHER
above, or below MNPS airspace. DEVIATIONS IN NORTH ATLANTIC (NAT)
AIRSPACE
NOTE−
This reduced lateral separation must not be used if Aircraft must request an ATC clearance to deviate.
track−keeping capability of the aircraft has been reduced Since aircraft will not fly into known areas of
for any reason. weather, weather deviation requests should take
priority over routine requests. If there is no traffic in
d. 90 NM or 1 and 1/2 degrees latitude between the horizontal dimension, ATC must issue clearance
aircraft not approved for RNP 4 or RNP 10 and to deviate from track; or if there is conflicting traffic
which: in the horizontal dimension, ATC separates aircraft
by establishing vertical separation. If there is
1. Operate on routes or in areas within WATRS, conflicting traffic and ATC is unable to establish the
the San Juan CTA/FIR or the Atlantic portion of the required separation, ATC must:
Miami CTA/FIR;
a. Advise the pilot unable to issue clearance for
requested deviation;
2. Operate between points in the U.S. or
Canada, and Bermuda; b. Advise the pilot of conflicting traffic; and
c. Request pilot’s intentions.
3. Operate west of 55_ West between the U.S.,
Canada, or Bermuda and points in the Caribbean PHRASEOLOGY−
UNABLE (requested deviation), TRAFFIC IS (call sign,
ICAO Region.
position, altitude, direction), ADVISE INTENTIONS.
e. 120 NM or 2 degrees latitude between aircraft NOTE−
1. The pilot will advise ATC of intentions by the most
not covered by subparas a, c or d above.
expeditious means available.
NOTE− 2. In the event that pilot/controller communications
Tracks may be spaced with reference to their difference in cannot be established or a revised ATC clearance is not
latitude, provided that in any interval of 10 degrees of available, pilots will follow the procedures outlined in the
longitude the change in latitude of at least one of the tracks Regional Supplementary Procedures, ICAO Doc. 7030.
(b) If both aircraft have not reported over a 1. Apply 20 minutes between aircraft operating
common point, the appropriate time interval being in the WATRS; or
applied between aircraft exists and will exist at the 2. Apply 20 minutes between aircraft operating
common point; or, below FL 200 in the Miami Oceanic, Houston
(c) If a common point does not exist, the Oceanic and San Juan CTAs/FIRs; or
appropriate time interval being applied between 3. Apply 30 minutes between aircraft operating
aircraft exists and will exist at significant points along outside of the WATRS in the New York CTA/FIR.
each track.
NOTE−
2. 15 minutes between all other aircraft. The WATRS area is defined as beginning at a point
27_00’N/77_00’W direct to 20_00’N/67_00’W direct to
b. Turbojet operations at or above FL 200 in the
18_00’N/62_00’W direct to 18_00’N/60_00’W direct to
Miami Oceanic, Houston Oceanic and San Juan 38_30’N/60_00’W direct to 38_30’N/69_15’W, thence
CTAs/FIRs and all altitudes in the West Atlantic counterclockwise along the New York Oceanic CTA/FIR
Route System (WATRS) and New York Oceanic boundary to the Miami Oceanic CTA/FIR boundary,
CTA/FIR (subsonic flight): thence southbound along the Miami Oceanic CTA/FIR
boundary to the point of beginning.
1. Apply the prescribed minima in accordance
with para 8−3−3, Mach Number Technique; or e. Clear an aircraft for an ADS-B In Trail
Procedure (ITP) climb or descent provided the
2. In the New York CTA/FIR, where tracks
following conditions are satisfied:
diverge from the common point and the following
aircraft is maintaining a greater Mach number than 1. The ITP climb or descent has been requested
the preceding aircraft: by the pilot;
a. Within areas where Required Navigation 2. The aircraft will be cleared for descent and
Performance 10 (RNP−10) separation and proced- approach to an airport within the facility’s domestic
ures are authorized, apply 50 NM to RNP−10 FIR; and
approved aircraft.
3. There is an operational advantage.
b. Apply 30 NM to RNP−4 approved aircraft c. Aircraft operating on unidirectional routes or
operating within airspace designated for RNP−4 traffic flows may be assigned altitudes other than the
when direct controller/pilot communications, via appropriate altitude for direction of flight provided
voice or Controller Pilot Data Link Communications that 2,000 feet vertical separation is maintained
(CPDLC), and the required ADS−C contracts are between aircraft operating on the same route.
maintained and monitored by an automated flight
data processor (e.g., Ocean21). 8−9−7. COMPOSITE SEPARATION
c. When aircraft operate within airspace where APPLICATION
composite separation and procedures are authorized, Provide composite separation in the CEP and the
apply the minimum specified in para 8−9−5, North Pacific (NOPAC) composite route systems and
Composite Separation Minima. where designated by facility directive in the Pacific
Organized Track System (PACOTS) as follows:
d. Apply 100 NM to aircraft not covered by
subparas a, b or c. a. Clear an aircraft to join an outer route of the
composite route system at other than the normal entry
point provided:
8−9−5. COMPOSITE SEPARATION MINIMA
1. Longitudinal or noncomposite vertical sepa-
Provide composite separation within the Central East ration exists between that aircraft and any other
Pacific (CEP) and North Pacific (NOPAC) composite aircraft on that route; and
route systems and where designated by facility 2. Composite separation exists between that
directive in the Pacific Organized Track System aircraft and any other aircraft on the next adjacent
(PACOTS) at and above FL 290 as follows: route.
a. 1,000 feet vertical separation; and b. Clear an aircraft to leave an outer route of the
composite route system at other than the normal exit
b. 50 NM lateral separation. point provided its course diverges so that lateral
spacing from the route system increases until
noncomposite separation exists between that aircraft
8−9−6. COMPOSITE SEPARATION and any other aircraft in the composite route system.
ALTITUDE ASSIGNMENT
c. Clear an aircraft to change from one route to an
a. Aircraft operating at or above FL 300 in a adjacent route within the composite route system
composite route system may be cleared at even flight provided:
levels. Additionally, aircraft may be cleared at even
1. Longitudinal or noncomposite vertical sepa-
flight levels while joining, crossing, or leaving a
ration is maintained between that aircraft and any
composite route system provided such aircraft
other aircraft on the route being vacated until that
leaving the system are cleared to an appropriate odd
aircraft is established on the route to which it is
cardinal flight level when noncomposite vertical or
proceeding; and
lateral separation is achieved.
2. Longitudinal or noncomposite vertical sepa-
b. Aircraft (operating at or above FL 300) leaving ration exists between that aircraft and any other
a composite route system at an even cardinal flight aircraft on the route to which that aircraft is
level do not have to be assigned an odd cardinal flight proceeding; and
level provided:
3. Composite separation exists between that
1. The aircraft is being provided radar service; aircraft and any other aircraft on the next adjacent
and route.
d. Clear an aircraft to cross the composite route and altitudes within the composite altitude stratum
system provided longitudinal or noncomposite (FL 300 and above).
vertical or lateral separation exists between that
aircraft and any other aircraft in the composite route 8−9−8. PROCEDURES FOR WEATHER
system. DEVIATIONS AND OTHER
CONTINGENCIES IN OCEANIC
e. Clear aircraft to transition to or from the CONTROLLED AIRSPACE
composite route system from an Oceanic Transition
Route (OTR) provided: Aircraft must request an ATC clearance to deviate.
Since aircraft will not fly into known areas of
1. The OTR is charted on aeronautical charts; weather, weather deviation requests should take
and priority over routine requests. If there is no traffic in
the horizontal dimension, ATC must issue clearance
2. Composite separation is maintained between to deviate from track; or if there is conflicting traffic
that aircraft and any other aircraft within the in the horizontal dimension, ATC separates aircraft
composite route system; and by establishing vertical separation. If there is
NOTE− conflicting traffic and ATC is unable to establish
An aircraft is within the confines of a composite route approved separation, ATC must:
system when the aircraft joins or crosses the outer route of a. Advise the pilot unable to issue clearance for
the composite route system or passes a composite route
requested deviation;
entry point.
b. Advise the pilot of conflicting traffic; and
3. Composite separation is maintained between
that aircraft and any other aircraft on adjacent OTRs. c. Request pilot’s intentions.
PHRASEOLOGY−
f. Clear an aircraft to change altitude on a route if UNABLE (requested deviation), TRAFFIC IS (call sign,
noncomposite separation exists between that aircraft position, altitude, direction), SAY INTENTIONS.
and others operating on that route regardless of other
NOTE−
aircraft operating on adjacent routes in the system. 1. The pilot will advise ATC of intentions by the most
Pilot’s discretion climbs and descents are not expeditious means available.
authorized when applying composite separation.
2. In the event that pilot/controller communications
NOTE− cannot be established or a revised AT clearance is not
Although composite separation is not applied between available, pilots will follow the procedures outlined in the
aircraft on different tracks at FL 280 and FL 290, this Regional Supplementary Procedures, ICAO Doc 7030 and
paragraph applies to climbs and descents between FL 280 Chart Supplements.
50 NM 10 27 minutes
8−10−4. LATERAL SEPARATION
50 NM 4 32 minutes
In accordance with Chapter 8, Offshore/Oceanic
30 NM 4 10 minutes Procedures, Section 4, Lateral Separation, apply the
following:
2. Aircraft on reciprocal tracks in the
a. 50 NM to RNP−10 approved aircraft within
Anchorage Oceanic and Anchorage Continental
areas where RNP−10 separation and procedures are
CTAs may be cleared to climb or descend to or
authorized,
through the altitude(s) occupied by another aircraft
provided: b. 30 NM to RNP−4 approved aircraft operating
within the Anchorage Oceanic CTA and Anchorage
(a) (a) An ADS-C position report on at least Continental CTA when direct controller/pilot
one of the aircraft has been received beyond the communications, via voice or Controller Pilot Data
passing point, and Link Communications (CPDLC), and the required
ADS−C contracts are maintained and monitored by
(b) (b) The aircraft have passed each other by
an automated flight data processor (for example,
the applicable separation minimum.
Ocean21).
NOTE− NOTE−
Ocean21 has been designed to check for the above criteria The minimum described in subparagraph b is not
prior to allowing the minima to be provided. applicable within airspace in the Anchorage Arctic CTA.
3. When an ADS-C periodic or waypoint c. 90 NM to aircraft not covered by subparagraphs
change event report is overdue by 3 minutes, the a or b.
General 9−1−1
12/10/15 JO 7110.65W
or
9−2−5. FAA RESEARCH AND
DEVELOPMENT FLIGHTS CRUISE (altitude),
1. If the aircraft is not landing within the 3. Upon receipt of knowledge concerning an
designated area, provide security services until the aircraft for which a current law enforcement alert
aircraft exits the area and then advise the aircraft to message is held, do the following:
squawk VFR and that frequency change is approved. (a) Forward any information on the aircraft to
PHRASEOLOGY− El Paso Intelligence Center (EPIC) and the requester
SQUAWK VFR, FREQUENCY CHANGE APPROVED. when specified in the message.
(b) Immediately notify the cognizant
or
Transportation Security Administration office by the
CONTACT (facility identification). most rapid means.
2. When an aircraft is landing at an airport inside (c) DO NOT TAKE ANY OTHER ACTION
the area, instruct the pilot to remain on the assigned AFFECTING THE AIRCRAFT, CARGO, CREW,
transponder code until after landing. OR PASSENGERS NOT NORMALLY RELATED
TO JOB RESPONSIBILITIES.
PHRASEOLOGY−
(ACID) REMAIN ON YOUR ASSIGNED TRANSPONDER b. Special law enforcement operations.
CODE UNTIL YOU LAND, FREQUENCY CHANGE
APPROVED.
1. Special law enforcement operations include
inflight identification, surveillance, interdiction and
3. Using approved handoff functionality, trans- pursuit activities performed in accordance with
fer the data blocks of all security tracked aircraft that official civil and/or military mission responsibilities.
will enter another sector/position for coordination of
aircraft information/location. Upon acceptance of the 2. To facilitate accomplishment of these special
transferred information, instruct the pilot to contact missions, exemptions from specified parts of Title 14
the next sector/positions’ frequency. of the Code of Federal Regulations have been granted
to designated departments and agencies. However, it
is each organization’s responsibility to apprise ATC
9−2−11. SECURITY NOTICE (SECNOT) of their intent to operate under an authorized
Upon receiving notification of a SECNOT, the exemption before initiating actual operations.
controller must forward all information on the subject REFERENCE−
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
FLM/CIC of the response. 3. Additionally, some departments and agencies
that perform special missions have been assigned
REFERENCE−
P/CG Term − Security Notice.
coded identifiers to permit them to apprise ATC of
FAAO JO 7210.3, Chapter 19, Section 9, Security Notice (SECNOT). ongoing mission activities and solicit special air
traffic assistance.
9−2−12. LAW ENFORCEMENT REFERENCE−
FAAO 7110.67, Special Aircraft Operations by Law
OPERATIONS BY CIVIL AND MILITARY Enforcement/Military Organizations.
ORGANIZATIONS
NOTE−
a. Law enforcement alerts. As specified in para 2−1−4, Operational Priority, priority
of handling for aircraft operating with coded identifiers
1. Aircraft lookouts must not be distributed will be the same as that afforded to SAR aircraft performing
outside the FAA. a SAR mission.
c. Assistance to law enforcement aircraft opera- airspace and the tanker advises ATC that he/she is
tions. accepting MARSA.
4. MARSA ends between the tanker and receiver when the
1. Provide the maximum assistance possible to
tanker advises ATC that the tanker and receiver aircraft are
law enforcement aircraft, when requested, in helping
vertically positioned within the air refueling airspace and
them locate suspect aircraft. ATC advises MARSA is terminated.
2. Communicate with law enforcement aircraft, REFERENCE−
when possible and if requested, on a frequency not FAAO JO 7110.65, Para 2−1−11, Use of MARSA.
FAAO JO 7110.65, Para 5−5−8, Additional Separation for Formation
paired with your normal communications frequen- Flights.
cies. FAAO JO 7610.4, Chapter 10, Aerial Refueling.
3. Do not allow assistance to law enforcement a. Provide radar assistance to the rendezvous for
aircraft to violate any required separation minima. participating aircraft:
NOTE− NOTE−
1. The security requirements of the military services Aerial refueling operations may require that aircraft leave
preclude the transmission of actual altitude information on the special use frequency for communications with the
the air/ground or landline circuits. A classified document tanker. This will occur when the receiver is approximately
detailing the plan for ascertaining altitude codes for the 200 miles from the ARCP. The tanker aircraft will remain
day should be readily available to the controllers at their on the ARTCC assigned frequency and will relay
positions of operation. clearances to the receiver as required. An alternate means
of communications between the tanker and receiver is HF
2. Pilots will report their altitude, using the coded plan, radio.
and intended flight profile on initial contact with each
3. All aircraft during supersonic flight.
ARTCC.
NOTE−
Pilots are expected to request assignment of the special use
2. Para 6−5−4, Minima Along Other Than
frequency in the remarks section of the flight plan or before
Established Airways or Routes: Protect the airspace entering supersonic flight. B−57 aircraft engaged in
25 miles either side of the route centerline. For turns pressure suit operations will use the static call sign KITE
by supersonic aircraft, protect the airspace 75 miles and flights will normally be conducted from Dover,
on the overflown side and 25 miles on the other side. Eielson, Ellington, Hickman, Howard, Kirtland, and
For turns by subsonic aircraft, protect the airspace McClellan Air Force Bases.
34 miles on the overflown side and 25 miles on the 4. E−3A AWACS mission crews when opera-
other side. tions are being conducted as an MRU in accordance
with appropriate letters of agreement.
REFERENCE−
FAAO JO 7110.65, Para 4−3−3, Abbreviated Departure Clearance. b. The special use frequency may be assigned as
“backup” for the high-altitude sector when direct
9−2−15. MILITARY SPECIAL USE communications are essential because of a potential
FREQUENCIES emergency control situation.
c. Do not assign the special use frequency to the
a. Assign special use frequency to: aircraft in subpara a1 above, when they will operate
in airspace assigned for special military operations.
NOTE−
Special use frequencies are assigned to ARTCCs in such a
manner that adjacent ARTCCs will not have the same 9−2−16. AVOIDANCE OF AREAS OF
frequency. They are to be used within the ARTCC area NUCLEAR RADIATION
jurisdiction from the established FL base of the high
a. Advise pilots whenever their proposed flight
altitude sectors and above. Each high altitude sector
should have the capability to use the special use frequency path will traverse a reported or forecasted area of
on a shared basis. hazardous radiation and reroute the aircraft when
requested by the pilot.
1. USAF, U.S. Navy, and Air National Guard REFERENCE−
FAAO JO 7610.4, Para 4−4−4, Avoidance of Hazardous Radiation
(ANG) single-pilot jet aircraft formations operating Areas.
at night or in instrument weather conditions.
Formations of five or more USAF aircraft deploying b. Inform pilots when an airfield of intended
either to a continental U.S. staging base or nonstop to landing lies within a reported or forecasted area of
an overseas location are authorized to use special use hazardous radiation and request the pilot to advise
frequencies at any time. Normally these deployments his/her intentions.
will be conducted within an altitude reservation.
9−2−17. SAMP
2. U−2 and B−57 (pressure suit flights) aircraft Provide special handling to U.S. Government and
at all altitudes/FLs except where terminal operations military aircraft engaged in aerial sampling missions
require the assignment of other frequencies. (atmosphere sampling for nuclear, chemical, or
hazardous material contamination). Honor inflight 3. ETA at the point closest to drop area (or at the
clearance requests for altitude and route changes to fix/intersection where drop will occur).
the maximum extent possible. Other IFR aircraft may NOTE−
be recleared so that requests by SAMPLER aircraft A dropsonde is a 14−inch long cardboard cylinder about
are honored. Separation standards as outlined in this 2.75 inches in diameter, that weighs approximately
order must be applied in all cases. 14 ounces (400 grams), and has a parachute attached.
REFERENCE−
When released from the aircraft it will fall at a rate of
FAAO JO 7110.65, Para 2−1−4, Operational Priority. approximately 2,500 feet per minute. Controllers should
FAAO JO 7110.65, Para 2−4−20, Aircraft Identification. recognize that a dropsonde released at FL 310 will be a
FAAO JO 7610.4, Para 4−4−4, Avoidance of Hazardous Radiation factor for traffic at FL 210 four minutes later. It is the
Areas.
aircraft commanders responsibility to delay release of
dropsondes if traffic is a factor. Aircraft commanders will
9−2−18. AWACS/NORAD SPECIAL delay release of dropsondes based solely upon traffic as
FLIGHTS issued by ATC.
Do not delay E−3 AWACS aircraft identified as b. When advised that an airborne TEAL or NOAA
“AWACS/NORAD Special” flights. The following aircraft is requesting a clearance via CARCAH, issue
control actions are acceptable while expediting these the clearance in accordance with Chapter 4, IFR,
aircraft to the destination orbit. Section 2, Clearances.
REFERENCE−
a. En route altitude changes +/– 2,000 feet from the FAAO JO 7110.65, Para 4−2−1, Clearance Items.
FAAO JO 7110.65, Para 4−2−2, Clearance Prefix.
requested flight level. FAAO JO 7110.65, Para 4−2−3, Delivery Instructions.
b. Radar vectors or minor route changes that do c. If a TEAL or NOAA mission aircraft must be
not impede progress towards the destination orbit. contacted but is out of VHF, UHF, and HF radio
NOTE− range, advise the supervisory traffic management
NORAD has a requirement to position E−3 AWACS aircraft coordinator−in−charge.
at selected locations on a time-critical basis. To the extent REFERENCE−
possible these flights will utilize routes to the destination FAAO JO 7210.3, Para 5−3−6, Weather Reconnaissance Flights.
FAAO JO 7110.65, Para 2−1−4, Operational Priority.
orbit that have been precoordinated with the impacted ATC
facilities. To identify these flights, the words “AWACS/
NORAD SPECIAL” will be included as the first item in the 9−2−20. EVASIVE ACTION MANEUVER
remarks section of the flight plan. Approve a pilot request to conduct an evasive action
maneuver only on the basis of a permissible traffic
9−2−19. WEATHER RECONNAISSANCE situation. Specify the following items, as necessary,
FLIGHTS when issuing approval:
NOTE−
TEAL and NOAA mission aircraft fly reconnais-
The “evasive action” maneuver is performed by a
sance flights to gather meteorological data on winter bomber/fighter bomber aircraft at or above FL 250 along
storms, (NWSOP missions), hurricanes and tropical a 60 NM long segment of the flight plan route overlying a
cyclones (NHOP missions). The routes and timing of RBS or other site and includes:
these flights are determined by movement of the 1. Flying a zigzag pattern on both the left and right side
storm areas and not by traffic flows. of the flight plan route centerline. Altitude deviations are
made in conjunction with the lateral maneuvering.
a. When a dropsonde release time is received from 2. Lateral deviations from the route centerline will not
a TEAL or NOAA mission aircraft, workload and normally exceed 12 miles. Altitude variations must not
priorities permitting, controllers must advise the exceed plus or minus 1,000 feet of the assigned flight level;
mission aircraft of any traffic estimated to pass i.e., confined within a 2,000 foot block.
through the area of the drop at altitudes below that of a. Specific route segment on which the maneuver
the mission aircraft. This traffic advisory must will take place.
include:
b. Distance of maximum route deviation from the
1. Altitude. centerline in miles.
2. Direction of flight. c. Altitude.
agency or appropriate ATC facility upon initial 2. Return SUA to the using agency, if
notification and when the aircraft is 15 minutes from appropriate, within (15) minutes after the F and D
the SUA boundary; and Treaty aircraft clears the SUA.
(1) For SUA that has an ATC facility
d. Clear the aircraft according to the filed flight
providing services to the area, provide approved
plan.
separation. If the ATC facility is unable to provide
approved separation from the activities in the SUA,
1. Do not ask the pilot to deviate from the
the using agency must confirm that all operations in
planned action or route of flight except to preclude an
the SUA have ceased.
emergency situation or other higher priority aircraft.
(2) For SUA not associated with an ATC
facility, the using/scheduling agency must return the 2. Do not impose air traffic control delays
SUA to the controlling agency and confirm that all except to preclude emergency situations or other
operations in the SUA have ceased. higher priority aircraft.
(b) If the controlling facility/using agency is NOTE−
unable to confirm that all conflicting activities in the If for reasons of flight safety the route or altitude must be
SUA have ceased, the OPEN SKIES aircraft must not changed, return the aircraft to the filed flight plan route as
be permitted access to the SUA. soon as practical.
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.
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.
Section 1. General
General 10−1−1
JO 7110.65W 12/10/15
10−1−2 General
12/10/15 JO 7110.65W
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 transponder code is displayed or
reported.
NOTE−
10−2−8. RADAR ASSISTANCE TO VFR
EN ROUTE. ERAM: Code 7700 causes an emergency AIRCRAFT IN WEATHER DIFFICULTY
indicator to blink in the data block. a. If a VFR aircraft requests radar assistance when
f. Intercept or escort aircraft services are required. it encounters or is about to encounter IFR weather
conditions, ask the pilot if he/she is qualified for and
g. The need for ground rescue appears likely. capable of conducting IFR flight.
h. An Emergency Locator Transmitter (ELT) b. If the pilot states he/she is qualified for and
signal is heard or reported. capable of IFR flight, request him/her to file an IFR
REFERENCE− flight plan and then issue clearance to destination
FAAO JO 7110.65, Para 10−1−3 , Providing Assistance.
FAAO JO 7110.65, Para 10−2−10 , Emergency Locator Transmitter
airport, as appropriate.
(ELT) Signals.
c. If the pilot states he/she is not qualified for or not
capable of conducting IFR flight, or if he/she refuses
10−2−6. HIJACKED AIRCRAFT to file an IFR flight plan, take whichever of the
Hijack attempts or actual events are a matter of following actions is appropriate:
national security and require special handling. Policy 1. Inform the pilot of airports where VFR
and procedures for hijack situations are detailed in conditions are reported, provide other available
FAAO JO 7610.4, Special Operations. FAAO pertinent weather information, and ask if he/she will
JO 7610.4 describes reporting requirements, air crew elect to conduct VFR flight to such an airport.
procedures, air traffic procedures and escort or
interceptor procedures for hijack situations. 2. If the action in subpara 1 above is not feasible
or the pilot declines to conduct VFR flight to another
REFERENCE−
FAAO JO 7610.4, Chapter 7, Hijacked/Suspicious Aircraft Reporting airport, provide radar assistance if the pilot:
and Procedures.
FAAO JO 7110.65, Para 5−2−13 , Code Monitor. (a) Declares an emergency.
(b) Refuses to declare an emergency and you
10−2−7. VFR AIRCRAFT IN WEATHER have determined the exact nature of the radar services
DIFFICULTY the pilot desires.
a. If VFR aircraft requests assistance when it 3. If the aircraft has already encountered IFR
encounters or is about to encounter IFR weather conditions, inform the pilot of the appropriate
conditions, determine the facility best able to provide terrain/obstacle clearance minimum altitude. If the
service. If a frequency change is necessary, advise the aircraft is below appropriate terrain/obstacle clear-
pilot of the reason for the change, and request the ance minimum altitude and sufficiently accurate
aircraft contact the appropriate control facility. position information has been received or radar
Inform that facility of the situation. If the aircraft is identification is established, furnish a heading or
unable to communicate with the control facility, relay radial on which to climb to reach appropriate
information and clearances. terrain/obstacle clearance minimum altitude.
b. The following must be accomplished on a d. The following must be accomplished on a
Mode C equipped VFR aircraft which is in Mode C equipped VFR aircraft which is in
emergency but no longer requires the assignment of emergency but no longer requires the assignment of
Code 7700: Code 7700:
j. TERMINAL. Notify the ARTCC if signal 6. When a pilot requests technical assistance or
source is located/terminated. if it is apparent that a pilot may need such assistance,
REFERENCE− do NOT suggest what actions the pilot should take
FAAO JO 7110.65, Para 10−1−4, Responsibility. concerning a bomb, but obtain the following
FAAO JO 7110.65, Para 10−2−1, Information Requirements. information and notify your supervisor who will
contact the FAA aviation explosives expert:
10−2−11. AIRCRAFT BOMB THREATS
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
explosives expert may not be familiar with all military
aircraft, notify your supervisor or the facility air
aircraft configurations but he/she can offer technical
traffic manager. If the threat is general in nature, assistance which would be beneficial to the pilot.
handle it as a “Suspicious Activity.” When the threat
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 (b) Precise location/description of the bomb
actions as appropriate: 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
differential. Issue or relay an appropriate clearance 1. If the aircraft is at an airport where tower
considering MEA, MOCA, MRA, and weather. control or FSS advisory service is not available, or if
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
4. Handle the aircraft as an emergency and/or not adversely affect other traffic, issue or relay an
provide the most expeditious handling possible with ATC clearance.
respect to the safety of other aircraft, ground REFERENCE−
facilities, and personnel. 14 CFR Section 121.538, Airplane Security.
NOTE− 2. Advise the aircraft to remain as far away from
Emergency handling is discretionary and should be based other aircraft and facilities as possible, to clear the
on the situation. With certain types of threats, plans may runway, if appropriate, and to taxi to an isolated or
call for a low-key action or response. designated search area. When it is impractical or if the
5. Issue or relay clearances to a new destination pilot takes an alternative action; e.g., parking and
if requested. off-loading immediately, advise other aircraft to
remain clear of the suspect aircraft by at least a. Do not withhold landing clearance. To the
100 yards if able. extent possible, issue information on MANPADS
NOTE− threats, confirmed attacks, or post−event activities in
Passenger deplaning may be of paramount importance and time for it to be useful to the pilot. The pilot or parent
must be considered before the aircraft is parked or moved company will determine the pilot’s actions.
away from service areas. The decision to use ramp facilities b. MANPADS information will be disseminated
rests with the pilot, aircraft operator/airport manager. via the ATIS and/or controller−to−pilot
c. If you are unable to inform the suspect aircraft transmissions.
of a bomb threat or if you lose contact with the c. Disseminate via controller−to−pilot transmis-
aircraft, advise your supervisor and relay pertinent sion until the appropriate MANPADS information is
details to other sectors or facilities as deemed broadcast via the ATIS and pilots indicate they have
necessary. received the appropriate ATIS code. MANPADS
information will include nature and location of threat
d. When a pilot reports the discovery of a bomb or
or incident, whether reported or observed and by
suspected bomb on an aircraft which is airborne or on
whom, time (if known), and when transmitting to an
the ground, determine the pilot’s intentions and
individual aircraft, a request for pilot’s intentions.
comply with his/her requests in so far as possible.
Take all of the actions discussed in the preceding PHRASEOLOGY−
paragraphs which may be appropriate under the ATTENTION (aircraft identification), MANPADS ALERT.
EXERCISE EXTREME CAUTION. MANPADS THREAT/
existing circumstances.
ATTACK/POST−EVENT ACTIVITY OBSERVED/
e. The handling of aircraft when a hijacker has or REPORTED BY (reporting agency) (location) AT (time, if
is suspected of having a bomb requires special known). (When transmitting to an individual aircraft) SAY
considerations. Be responsive to the pilot’s requests INTENTIONS.
and notify supervisory personnel. Apply hijacking EXAMPLE−
procedures and offer assistance to the pilot according “Attention Eastern Four Seventeen, MANPADS alert.
Exercise extreme caution. MANPADS threat reported by
to the preceding paragraphs, if needed.
TSA, LaGuardia vicinity. Say intentions.”
10−2−12. EXPLOSIVE DETECTION K−9 “Attention all aircraft, MANPADS alert. Exercise extreme
TEAMS caution. MANPADS post−event activity observed by tower
south of airport at two−one−zero−zero Zulu.”
Take the following actions should you receive an d. Report MANPADS threat/attack/post–event
aircraft request for the location of the nearest activity via the ATIS and/or controller–to–pilot
explosive detection K−9 team. transmissions until notified otherwise by the
REFERENCE− Domestic Events Network (DEN) Air Traffic
FAAO JO 7210.3, Para 2−1−11, Explosives Detection K−9 Teams. Security Coordinator (ATSC).
a. Obtain the aircraft identification and position REFERENCE−
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.
FAAO JO 7610.4, para 16-1-3, Responsibilities.
b. When you receive the nearest location of the
explosive detection K−9 team, relay the information 10−2−14. UNAUTHORIZED LASER
to the pilot. ILLUMINATION OF AIRCRAFT
c. If the aircraft wishes to divert to the airport a. When a laser event is reported to an air traffic
location provided, obtain an estimated arrival time facility, broadcast on all appropriate frequencies a
from the pilot and advise your supervisor. general caution warning every five minutes for
20 minutes following the last report.
PHRASEOLOGY−
10−2−13. MANPADS ALERT
UNAUTHORIZED LASER ILLUMINATION EVENT,
When a threat or attack from Man−Portable Air (location), (altitude).
Defense Systems (MANPADS) is determined to be b. Terminal facilities must include reported
real, notify and advise aircraft as follows: unauthorized laser illumination events on the ATIS
broadcast for one hour following the last report. 4. Pilotage by landmarks.
Include the time, location, altitude, color, and 5. Compass headings.
direction of the laser as reported by the pilot.
b. Consideration to the provisions of
NOTE− para 10−2−15, Emergency Airport Recommenda-
All personnel can expect aircrews to regard lasers as an
tion, must be used in conjunction with the
inflight emergency and may take evasive action to avoid
laser illumination. Additionally, other aircraft may request information derived from any automated emergency
clearance to avoid the area. airport information source.
REFERENCE−
FAAO JO 7110.65, Para 2−9−3, Content. 10−2−17. EMERGENCY OBSTRUCTION
FAAO JO 7210.3, Para 2−1−27, Reporting Unauthorized Laser VIDEO MAP (EOVM)
Illumination of Aircraft.
a. The EOVM is intended to facilitate advisory
10−2−15. EMERGENCY AIRPORT service to an aircraft in an emergency situation
RECOMMENDATION wherein an appropriate terrain/obstacle clearance
minimum altitude cannot be maintained. It must only
a. Consider the following factors when recom- be used and the service provided under the following
mending an emergency airport: conditions:
1. Remaining fuel in relation to airport 1. The pilot has declared an emergency, or
distances. 2. The controller has determined that an
2. Weather conditions. emergency condition exists or is imminent because of
the pilot’s inability to maintain an appropriate
NOTE−
terrain/obstacle clearance minimum altitude.
Depending on the nature of the emergency, certain weather
phenomena may deserve weighted consideration when NOTE−
recommending an airport; e.g., a pilot may elect to fly Appropriate terrain/obstacle clearance minimum altitudes
farther to land at an airport with VFR instead of IFR may be defined as Minimum IFR Altitude (MIA), Minimum
conditions. En Route Altitude (MEA), Minimum Obstruction Clear-
ance Altitude (MOCA), or Minimum Vectoring Altitude
3. Airport conditions. (MVA).
4. NAVAID status. b. When providing emergency vectoring service,
the controller must advise the pilot that any headings
5. Aircraft type.
issued are emergency advisories intended only to
6. Pilot’s qualifications. direct the aircraft toward and over an area of lower
7. Vectoring or homing capability to the terrain/obstacle elevation.
emergency airport. NOTE−
Altitudes and obstructions depicted on the EOVM are the
b. Consideration to the provisions of subpara a and actual altitudes and locations of the obstacle/terrain and
para 10−2−16, Guidance to Emergency Airport, must contain no lateral or vertical buffers for obstruction
be used in conjunction with the information derived clearance.
from any automated emergency airport information REFERENCE−
source. FAAO JO 7210.3, Para 3−9−4, Emergency Obstruction Video Map
(EOVM).
alert the RCC and forward the following information, discretion, the ALNOT may be issued to cover the
as available: maximum range of the aircraft.
a. Facility and person calling. NOTE−
1. An ALNOT must be issued before the RCC can begin
b. Flight plan, including color of aircraft, if search and rescue procedures.
known.
2. Flight plan information on military aircraft is available
c. Time of last transmission received, by whom, at the FSS serving as a tie-in station for the departure or
and frequency used. destination airport. FAA tie-in stations for airports in the
continental U.S. are listed in FAAO JO 7350.8, Location
d. Last position report and how determined. Identifiers. In the West Flight Services Area Office, tie−in
e. Aircraft beacon code. stations are listed in service area publications entitled,
“Flight Plan Routing and Airport Search Directory.” For
f. Action taken by reporting facility and proposed flights with overseas departure points, the information is
action. available through the destination FSS or the appropriate
IFSS.
g. Number of persons on board.
b. Upon receipt of an INREQ or ALNOT, check
h. Fuel status.
the position records to determine whether the aircraft
i. Facility working aircraft and frequency. has contacted your facility. Notify the originator of
the results or status of this check within one hour of
j. Last known position, how determined, time,
the time the alert was received. Retain the alert in an
estimated present position, and maximum range of
active status, and immediately notify the originator of
flight of the aircraft based on remaining fuel and
subsequent contact, until cancellation is received.
airspeed.
k. Position of other aircraft near aircraft’s route of c. Include pertinent information in the ALNOT
flight, when requested. that will aid the RCC and SAR Teams in conducting
the SAR mission. When known, include:
l. Whether or not an ELT signal has been heard or
reported in the vicinity of the last known position. 1. Last known position.
10−3−6. LAST KNOWN POSITION DETERM- aircraft known to be operating near the aircraft in
INATION distress.
d. Forward this information to the RCC or the
a. To assist the RCC and SAR Teams in the ARTCC as appropriate.
conduct of the SAR mission, provide the most
accurate latitude and longitude available to the FAA
10−3−7. ALNOT CANCELLATION
using en route and terminal radar sensor data near the
aircraft’s last known position. EN ROUTE
a. When directed by the RCC, cancel the
b. If necessary to prevent an undue delay, utilize
ALNOT when the aircraft is located or the search
any available method to determine the initial latitude
and longitude. Follow-up as soon as possible with a is abandoned.
formal latitude and longitude using the appropriate b. Include pertinent information in the
terminal or en route facility data extraction tools. cancellation that will aid the RCC, SAR Teams, and
FAA SAR management to include the location where
c. If available, solicit the assistance of other the aircraft or wreckage was found.
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.
FAAO JO 7110.65, Para 9−2−7, IFR Military Training Routes.
c. Attempt to re-establish communication by
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.
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 apprehen-
sion 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.
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.
3. Ensure that TMIs are carried out by personnel (a) Separation of aircraft.
providing traffic management services. (b) Procedural integrity of the sector.
4. Where authorized, perform EDST data 2. Keep the FLM/CIC and TMU apprised of
entries to keep the activation status of designated situations or circumstances that may cause conges-
EDST Airspace Configuration Elements current. tion or delays.
General 11−1−1
7110.65R
JO CHGCHG
JO 7110.65W
7110.65W 2 1 3/15/07
5/26/16
12/10/15
3. Continuously review TMIs affecting their 2. Release aircraft, when CFR is in effect, so
area of responsibility and coordinate with FLM/CIC they are airborne within a window that extends from
and TMU for extensions, revisions, or cancellations. 2 minutes prior and ends 1 minute after the assigned
time.
4. Where authorized, perform data entries to
keep the activation status of designated EDST NOTE−
Airspace Configuration Elements current. Coordination may be verbal, electronic, or written.
11−1−2 General
12/10/15 JO 7110.65W
1. Solutions that involve direct routing, altitude a. The ACL must be used as the sector team’s
changes, removal of a flight direction constraint primary source of flight data.
(i.e., inappropriate altitude for direction of flight), b. Actively scan EDST to identify automated
and/or removal of a static restriction for one or more notifications that require sector team action.
pertinent aircraft.
c. When an ACL or DL entry has a Remarks
2. Impact on surrounding sector traffic and indication, the Remarks field of the flight plan must
complexity levels, flight efficiencies, and user be reviewed. Changes to the Remarks field must also
preferences. be reviewed.
d. Highlighting an entry on the ACL or DL must progress strip to annotate manual coordination status,
be used to indicate the flight requires an action or in accordance with facility directives.
special attention.
b. When the Coordination Menu is used and the
e. The Special Posting Area (SPA) should be used flight plan is subsequently changed, remove the
to group aircraft that have special significance yellow coding from the Coordination Indicator after
(e.g., aircraft to be sequenced, air refueling missions, any appropriate action has been taken.
formations).
13−1−7. HOLDING
f. Sector teams shall post flight progress strips for
any non-radar flights. For flights in hold, use the ERAM Hold Data
Menu/Hold View, the EDST Hold Annotations
g. A flight progress strip shall be posted for any Menu, a flight progress strip, or a facility approved
flight plan not contained in the EAS. worksheet, to annotate holding instructions, in
h. Sector teams shall post any flight progress accordance with facility directives.
strip(s) that are deemed necessary for safe or efficient
operations. The sector team shall comply with all 13−1−8. RECORDING OF CONTROL DATA
applicable facility directives to maintain posted flight
progress strips. a. All control information not otherwise recorded
via automation recordings or voice recordings must
i. The Drop Track Delete option shall be used in be manually recorded using approved methods.
accordance with facility directives.
b. When a point out has been approved, remove
the yellow color coding on the ACL.
13−1−6. MANUAL COORDINATION AND c. When the ACL or DL Free Text Area is used to
THE COORDINATION MENU enter control information, authorized abbreviations
must be used. You may use:
a. Where automated coordination with a facility is
not available (e.g., an international facility, a VFR 1. The clearance abbreviations authorized in
tower), use the Coordination Menu or a flight 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
2. The miscellaneous abbreviations authorized d. When the ACL or DL Free Text Area is used to
in TBL 13−1−2. enter control information, the Free Text Area must
remain open and visible. When no longer relevant,
3. The EDST equivalents for control informa- the information entered into the Free Text Area must
tion symbols authorized in TBL 13-1-3. be 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
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
a. Graphic depictions of flight trajectories may be In the event of a surveillance or flight data outage,
used only to aid in situational awareness and strategic electronic flight data may be used to support
planning. situational awareness while the facility transitions to
alternate automation capabilities or non radar
b. Do not use trajectory−based positions as a procedures.
substitute for radar track position.
13−1−17. AIRSPACE CONFIGURATION
c. Do not use trajectory−based altitude in lieu of
ELEMENTS
Mode C for altitude confirmation.
a. Airspace Configuration Elements are:
d. Do not use the GPD for radar identification,
position information, transfer of radar identification, 1. Special Activity Airspace (SAA).
radar separation, correlation, or pointouts. 2. Airport Stream Filters (ASF).
3. Adapted restrictions.
13−1−14. FORECAST WINDS b. Where assigned as a sector responsibility by
facility directive, the sector team shall update
In the event that current forecast wind data are not Airspace Configuration Elements to reflect current
available, continue use of conflict probe and trial status.
planning with appropriate recognition that alert and
trajectory data may be affected. NOTE−
Unless otherwise covered in an LOA or facility directive,
activating or scheduling the SAA in the Airspace Status
View does NOT constitute coordination for activation of
13−1−15. INTERFACILITY CONNECTIVITY
airspace.
In the event of a loss of connectivity to an adjacent c. For Airspace Configuration Elements desig-
ERAM facility, continue use of EDST 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.
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. ATS 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.
6. Trial Probe. The controller can utilize trial b. Additional Decision Support Tools: These
probe to assess whether there are any potential support tools include: range/bearing, time of passing,
conflicts with a proposed clearance or when intercept angle, the aircraft situation display (ASD)
performing manual coordination. and electronic flight data.
NOTE− 1. The results provided by these additional
Once initiated, trial probe does not take into account any decision support/controller tools can be used by the
changes made to the proposed profile or to any other flight controller for maintaining situational awareness and
profile in the system. It is an assessment by conflict probe monitoring flight profile information, and for
of the current situation at the time the controller enters the
establishing and maintaining separation standards
trial probe. A trial probe does not alleviate the controller
from performing a conflict probe when issuing a clearance
not supported by probe, or when probe is unavailable.
or accepting a transfer. 2. Under no circumstances must the controller
7. System Unable to Perform Conflict Probe for utilize any of the additional decision support tools to
a Specific Aircraft. override probe results when the applicable separation
standard is supported by probe and none of the other
(a) If a flight’s profile becomes corrupted, conditions for overriding probe apply.
conflict probe may not be able to correctly monitor
separation for that flight. Take the necessary steps to
13−2−3. INFORMATION MANAGEMENT
correct an aircraft’s flight plan when conflict probe
could not be performed. a. Currency of Information: The sector team is
responsible for ensuring that manually entered data is
(b) In addition, after verifying flight plan data
accurate and timely. Ensure that nonconformant
accuracy, utilize other decision support tools to
messages are handled in a timely manner and that the
establish and maintain the appropriate separation
flight’s profile is updated as necessary.
minima until such time that conflict probe can be
utilized. NOTE−
Conflict probe accuracy requires timely updates of data
8. Conflict Probe Limitations. used to model each flight’s trajectory. If this data is not
current, the aircraft flight profile and probe results may be
(a) Conflict Probe does not support the misleading.
following separation minima:
b. Data Block Management.
(1) Subpara 8−4−2a2 − Nonintersecting
1. Ensure that the data block reflects the most
paths.
current flight information and controller applied
(2) Subpara 8−4−2d − Intersecting flight indicators as specified in facility directives.
paths with variable width protected airspace. 2. Ensure that appropriate and timely action is
(3) Subpara 8−4−3a − Reduction of Route taken when a special condition code is indicated in the
Protected Airspace, below FL 240. data block.
Standard Operating Practice (SOP) for the Transfer of Position Responsibility Appendix A−1
7110.65R
JO CHGCHG
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5/26/16
12/10/15
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 A−2 Standard Operating Practice (SOP) for the Transfer of Position Responsibility
5/26/16 JO 7110.65W CHG 1
12/10/15 JO 7110.65W
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.
Standard Operating Practice (SOP) for the Transfer of Position Responsibility Appendix A−3
5/26/16 Pilot/Controller Glossary
PILOT/CONTROLLER
GLOSSARY
PURPOSE
a. This Glossary was compiled to promote a common understanding of the terms used in the Air Traffic
Control system. It includes those terms which are intended for pilot/controller communications. Those terms
most frequently used in pilot/controller communications are printed in bold italics. The definitions are primarily
defined in an operational sense applicable to both users and operators of the National Airspace System. Use of
the Glossary will preclude any misunderstandings concerning the system’s design, function, and purpose.
b. Because of the international nature of flying, terms used in the Lexicon, published by the International
Civil Aviation Organization (ICAO), are included when they differ from FAA definitions. These terms are
followed by “[ICAO].” For the reader’s convenience, there are also cross references to related terms in other parts
of the Glossary and to other documents, such as the Code of Federal Regulations (CFR) and the Aeronautical
Information Manual (AIM).
c. This Glossary will be revised, as necessary, to maintain a common understanding of the system.
EXPLANATION OF CHANGES
d. Terms Added:
ATC SURVEILLANCE SOURCE
CHART SUPPLEMENT U.S.
COLD TEMPERATURE COMPENSATION
GROUND BASED AUGMENTATION SYSTEM (GBAS)
GROUND BASED AUGMENTATION SYSTEM (GBAS) LANDING SYSTEM (GLS)
TIME BASED FLOW MANAGEMENT (TBFM)
WIDE AREA MULTILATERATION (WAM)
e. Terms Deleted:
AIRPORT/FACILITY DIRECTORY (A/FD)
EN ROUTE FLIGHT ADVISORY SERVICE
FLIGHT WATCH
OCEANIC DISPLAY AND PLANNING SYSTEM (ODAPS)
REMOTE AIRPORT ADVISORY (RAA)
SUPER HIGH FREQUENCY
TRAFFIC MANAGEMENT ADVISOR (TMA)
f. Terms Modified:
ADVISORY SERVICE
AVIATION WEATHER SERVICE
BRAKING ACTION
DISTANCE MEASURING EQUIPMENT
DME FIX
FLIGHT SERVICE STATION (FSS)
ICING
LOCAL AIRPORT ADVISORY (LAA)
RADAR CONTACT
RADAR CONTACT LOST
PCG−1
Pilot/Controller Glossary 5/26/16
PCG−2
12/10/15 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 5/26/16
12/10/15
PCG A−2
5/26/16
12/10/15 Pilot/Controller Glossary
navigation aids, navigation routes, designated f. Instrument Departure Procedure (DP) Charts−
airspace, and airports. Commonly used aeronautical Designed to expedite clearance delivery and to
charts are: facilitate transition between takeoff and en route
operations. Each DP is presented as a separate chart
a. Sectional Aeronautical Charts (1:500,000)− and may serve a single airport or more than one
Designed for visual navigation of slow or medium airport in a given geographical location.
speed aircraft. Topographic information on these
g. Standard Terminal Arrival (STAR) Charts−
charts features the portrayal of relief and a judicious
Designed to expedite air traffic control arrival
selection of visual check points for VFR flight.
procedures and to facilitate transition between en
Aeronautical information includes visual and radio
route and instrument approach operations. Each
aids to navigation, airports, controlled airspace,
STAR procedure is presented as a separate chart and
restricted areas, obstructions, and related data.
may serve a single airport or more than one airport in
b. VFR Terminal Area Charts (1:250,000)− a given geographical location.
Depict Class B airspace which provides for the h. Airport Taxi Charts− Designed to expedite the
control or segregation of all the aircraft within Class efficient and safe flow of ground traffic at an airport.
B airspace. The chart depicts topographic informa- These charts are identified by the official airport
tion and aeronautical information which includes name; e.g., Ronald Reagan Washington National
visual and radio aids to navigation, airports, Airport.
controlled airspace, restricted areas, obstructions, (See ICAO term AERONAUTICAL CHART.)
and related data.
AERONAUTICAL CHART [ICAO]− A representa-
c. En Route Low Altitude Charts− Provide tion of a portion of the earth, its culture and relief,
aeronautical information for en route instrument specifically designated to meet the requirements of
navigation (IFR) in the low altitude stratum. air navigation.
Information includes the portrayal of airways, limits AERONAUTICAL INFORMATION MANUAL
of controlled airspace, position identification and (AIM)− A primary FAA publication whose purpose
frequencies of radio aids, selected airports, minimum is to instruct airmen about operating in the National
en route and minimum obstruction clearance Airspace System of the U.S. It provides basic flight
altitudes, airway distances, reporting points, re- information, ATC Procedures and general instruc-
stricted areas, and related data. Area charts, which are tional information concerning health, medical facts,
a part of this series, furnish terminal data at a larger factors affecting flight safety, accident and hazard
scale in congested areas. reporting, and types of aeronautical charts and their
d. En Route High Altitude Charts− Provide use.
aeronautical information for en route instrument AERONAUTICAL INFORMATION PUBLICA-
navigation (IFR) in the high altitude stratum. TION (AIP) [ICAO]− A publication issued by or with
Information includes the portrayal of jet routes, the authority of a State and containing aeronautical
identification and frequencies of radio aids, selected information of a lasting character essential to air
airports, distances, time zones, special use airspace, navigation.
and related information. (See CHART SUPPLEMENT U.S.)
e. Instrument Approach Procedures (IAP) Charts− AFFIRMATIVE− Yes.
Portray the aeronautical data which is required to AFIS−
execute an instrument approach to an airport. These (See AUTOMATIC FLIGHT INFORMATION
charts depict the procedures, including all related SERVICE − ALASKA FSSs ONLY.)
data, and the airport diagram. Each procedure is
designated for use with a specific type of electronic AFP−
navigation system including NDB, TACAN, VOR, (See AIRSPACE FLOW PROGRAM.)
ILS RNAV and GLS. These charts are identified by AIM−
the type of navigational aid(s)/equipment required to (See AERONAUTICAL INFORMATION
provide final approach guidance. MANUAL.)
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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).
AIR TRAFFIC CONTROL− A service operated by Responsible for approving IFR flights at designated
appropriate authority to promote the safe, orderly and high density traffic airports (John F. Kennedy,
expeditious flow of air traffic. LaGuardia, and Ronald Reagan Washington
(See ICAO term AIR TRAFFIC CONTROL
National) during specified hours.
SERVICE.) (Refer to 14 CFR Part 93.)
(See CHART SUPPLEMENT U.S.)
AIR TRAFFIC CONTROL CLEARANCE [ICAO]− c. U.S. Notice to Airmen (NOTAM) Office.
Authorization for an aircraft to proceed under Responsible for collecting, maintaining, and distrib-
conditions specified by an air traffic control unit. uting NOTAMs for the U.S. civilian and military, as
Note 1: For convenience, the term air traffic control well as international aviation communities.
clearance is frequently abbreviated to clearance (See NOTICE TO AIRMEN.)
when used in appropriate contexts. d. Weather Unit. Monitor all aspects of weather
for the U.S. that might affect aviation including cloud
Note 2: The abbreviated term clearance may be
prefixed by the words taxi, takeoff, departure, en cover, visibility, winds, precipitation, thunderstorms,
route, approach or landing to indicate the particular icing, turbulence, and more. Provide forecasts based
portion of flight to which the air traffic control clear- on observations and on discussions with meteorolo-
ance relates. gists from various National Weather Service offices,
FAA facilities, airlines, and private weather services.
AIR TRAFFIC CONTROL SERVICE− AIR TRAFFIC SERVICE− A generic term meaning:
(See AIR TRAFFIC CONTROL.) a. Flight Information Service.
b. Alerting Service.
AIR TRAFFIC CONTROL SERVICE [ICAO]− A
service provided for the purpose of: c. Air Traffic Advisory Service.
d. Air Traffic Control Service:
a. Preventing collisions:
1. Area Control Service,
1. Between aircraft; and 2. Approach Control Service, or
2. On the maneuvering area between aircraft 3. Airport Control Service.
and obstructions.
AIR TRAFFIC SERVICE (ATS) ROUTES − The
b. Expediting and maintaining an orderly flow of term “ATS Route” is a generic term that includes
air traffic. “VOR Federal airways,” “colored Federal airways,”
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“jet routes,” and “RNAV routes.” The term “ATS operating at this weight during a particular phase of
route” does not replace these more familiar route flight.
names, but serves only as an overall title when listing c. Large− Aircraft of more than 41,000 pounds,
the types of routes that comprise the United States maximum certificated takeoff weight, up to but not
route structure. including 300,000 pounds.
AIRBORNE− An aircraft is considered airborne d. Small− Aircraft of 41,000 pounds or less
when all parts of the aircraft are off the ground. maximum certificated takeoff weight.
(Refer to AIM.)
AIRBORNE DELAY− Amount of delay to be
encountered in airborne holding. AIRCRAFT CONFLICT− Predicted conflict, within
AIRCRAFT− Device(s) that are used or intended to EDST of two aircraft, or between aircraft and
be used for flight in the air, and when used in air traffic airspace. A Red alert is used for conflicts when the
control terminology, may include the flight crew. predicted minimum separation is 5 nautical miles or
(See ICAO term AIRCRAFT.)
less. A Yellow alert is used when the predicted
minimum separation is between 5 and approximately
AIRCRAFT [ICAO]− Any machine that can derive 12 nautical miles. A Blue alert is used for conflicts
support in the atmosphere from the reactions of the air between an aircraft and predefined airspace.
other than the reactions of the air against the earth’s (See EN ROUTE DECISION SUPPORT
surface. TOOL.)
AIRCRAFT APPROACH CATEGORY− A AIRCRAFT LIST (ACL)− A view available with
grouping of aircraft based on a speed of 1.3 times the EDST that lists aircraft currently in or predicted to be
stall speed in the landing configuration at maximum in a particular sector’s airspace. The view contains
gross landing weight. An aircraft must fit in only one textual flight data information in line format and may
category. If it is necessary to maneuver at speeds in be sorted into various orders based on the specific
excess of the upper limit of a speed range for a needs of the sector team.
category, the minimums for the category for that
(See EN ROUTE DECISION SUPPORT
speed must be used. For example, an aircraft which
TOOL.)
falls in Category A, but is circling to land at a speed
in excess of 91 knots, must use the approach AIRCRAFT SURGE LAUNCH AND
Category B minimums when circling to land. The RECOVERY− Procedures used at USAF bases to
categories are as follows: provide increased launch and recovery rates in
a. Category A− Speed less than 91 knots. instrument flight rules conditions. ASLAR is based
on:
b. Category B− Speed 91 knots or more but less
than 121 knots. a. Reduced separation between aircraft which is
c. Category C− Speed 121 knots or more but less based on time or distance. Standard arrival separation
than 141 knots. applies between participants including multiple
flights until the DRAG point. The DRAG point is a
d. Category D− Speed 141 knots or more but less published location on an ASLAR approach where
than 166 knots. aircraft landing second in a formation slows to a
e. Category E− Speed 166 knots or more. predetermined airspeed. The DRAG point is the
(Refer to 14 CFR Part 97.) reference point at which MARSA applies as
expanding elements effect separation within a flight
AIRCRAFT CLASSES− For the purposes of Wake or between subsequent participating flights.
Turbulence Separation Minima, ATC classifies
aircraft as Super, Heavy, Large, and Small as follows: b. ASLAR procedures shall be covered in a Letter
of Agreement between the responsible USAF
a. Super. The Airbus A-380-800 (A388) and the military ATC facility and the concerned Federal
Antonov An-225 (A225) are classified as super. Aviation Administration facility. Initial Approach
b. Heavy− Aircraft capable of takeoff weights of Fix spacing requirements are normally addressed as
300,000 pounds or more whether or not they are a minimum.
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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,
runway threshold, which provide rapid and positive alternating white and green flashes indicate the
identification of the approach end of a particular location of the airport. At military airports, the
runway. beacons flash alternately white and green, but are
g. Visual Approach Slope Indicator (VASI)− An differentiated from civil beacons by dualpeaked (two
airport lighting facility providing vertical visual quick) white flashes between the green flashes.
approach slope guidance to aircraft during approach (See INSTRUMENT FLIGHT RULES.)
to landing by radiating a directional pattern of high (See SPECIAL VFR OPERATIONS.)
intensity red and white focused light beams which (See ICAO term AERODROME BEACON.)
indicate to the pilot that he/she is “on path” if he/she (Refer to AIM.)
sees red/white, “above path” if white/white, and AIRPORT STREAM FILTER (ASF)− An on/off
“below path” if red/red. Some airports serving large filter that allows the conflict notification function to
aircraft have three-bar VASIs which provide two be inhibited for arrival streams into single or multiple
visual glide paths to the same runway. airports to prevent nuisance alerts.
h. Precision Approach Path Indicator (PAPI)− An
AIRPORT SURFACE DETECTION EQUIPMENT
airport lighting facility, similar to VASI, providing
(ASDE)− Surveillance equipment specifically de-
vertical approach slope guidance to aircraft during
signed to detect aircraft, vehicular traffic, and other
approach to landing. PAPIs consist of a single row of
objects, on the surface of an airport, and to present the
either two or four lights, normally installed on the left
image on a tower display. Used to augment visual
side of the runway, and have an effective visual range
observation by tower personnel of aircraft and/or
of about 5 miles during the day and up to 20 miles at
vehicular movements on runways and taxiways.
night. PAPIs radiate a directional pattern of high
There are three ASDE systems deployed in the NAS:
intensity red and white focused light beams which
indicate that the pilot is “on path” if the pilot sees an a. ASDE−3− a Surface Movement Radar.
equal number of white lights and red lights, with b. ASDE−X− a system that uses a X−band Surface
white to the left of the red; “above path” if the pilot Movement Radar and multilateration. Data from
sees more white than red lights; and “below path” if these two sources are fused and presented on a digital
the pilot sees more red than white lights. display.
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c. ASDE−3X− an ASDE−X system that uses the b. True Airspeed− The airspeed of an aircraft
ASDE−3 Surface Movement Radar. relative to undisturbed air. Used primarily in flight
planning and en route portion of flight. When used in
AIRPORT SURVEILLANCE RADAR− Approach pilot/controller communications, it is referred to as
control radar used to detect and display an aircraft’s “true airspeed” and not shortened to “airspeed.”
position in the terminal area. ASR provides range and
azimuth information but does not provide elevation AIRSTART− The starting of an aircraft engine while
data. Coverage of the ASR can extend up to 60 miles. the aircraft is airborne, preceded by engine shutdown
during training flights or by actual engine failure.
AIRPORT TAXI CHARTS−
AIRWAY− A Class E airspace area established in the
(See AERONAUTICAL CHART.) form of a corridor, the centerline of which is defined
AIRPORT TRAFFIC CONTROL SERVICE− A by radio navigational aids.
service provided by a control tower for aircraft (See FEDERAL AIRWAYS.)
operating on the movement area and in the vicinity of (See ICAO term AIRWAY.)
an airport. (Refer to 14 CFR Part 71.)
(See MOVEMENT AREA.) (Refer to AIM.)
(See TOWER.) AIRWAY [ICAO]− A control area or portion thereof
(See ICAO term AERODROME CONTROL established in the form of corridor equipped with
SERVICE.) radio navigational aids.
AIRPORT TRAFFIC CONTROL TOWER− AIRWAY BEACON− Used to mark airway segments
(See TOWER.) in remote mountain areas. The light flashes Morse
Code to identify the beacon site.
AIRSPACE CONFLICT− Predicted conflict of an (Refer to AIM.)
aircraft and active Special Activity Airspace (SAA).
AIT−
AIRSPACE FLOW PROGRAM (AFP)− AFP is a (See AUTOMATED INFORMATION
Traffic Management (TM) process administered by TRANSFER.)
the Air Traffic Control System Command Center ALERFA (Alert Phase) [ICAO]− A situation wherein
(ATCSCC) where aircraft are assigned an Expect apprehension exists as to the safety of an aircraft and
Departure Clearance Time (EDCT) in order to its occupants.
manage capacity and demand for a specific area of the
National Airspace System (NAS). The purpose of the ALERT− A notification to a position that there
program is to mitigate the effects of en route is an aircraft-to-aircraft or aircraft-to-airspace
constraints. It is a flexible program and may be conflict, as detected by Automated Problem
implemented in various forms depending upon the Detection (APD).
needs of the air traffic system. ALERT AREA−
(See SPECIAL USE AIRSPACE.)
AIRSPACE HIERARCHY− Within the airspace
classes, there is a hierarchy and, in the event of an ALERT NOTICE− A request originated by a flight
overlap of airspace: Class A preempts Class B, Class service station (FSS) or an air route traffic control
B preempts Class C, Class C preempts Class D, Class center (ARTCC) for an extensive communication
D preempts Class E, and Class E preempts Class G. search for overdue, unreported, or missing aircraft.
ALERTING SERVICE− A service provided to notify
AIRSPEED− The speed of an aircraft relative to its
appropriate organizations regarding aircraft in need
surrounding air mass. The unqualified term
of search and rescue aid and assist such organizations
“airspeed” means one of the following:
as required.
a. Indicated Airspeed− The speed shown on the
aircraft airspeed indicator. This is the speed used in ALNOT−
pilot/controller communications under the general (See ALERT NOTICE.)
term “airspeed.” ALONG−TRACK DISTANCE (ATD)− The distance
(Refer to 14 CFR Part 1.) measured from a point-in-space by systems using
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area navigation reference capabilities that are not is visually displayed in 100-foot increments on a
subject to slant range errors. radar scope having readout capability.
(See ALPHANUMERIC DISPLAY.)
ALPHANUMERIC DISPLAY− Letters and numer-
(See AUTOMATED RADAR TERMINAL
als used to show identification, altitude, beacon code, SYSTEMS.)
and other information concerning a target on a radar (Refer to AIM.)
display.
(See AUTOMATED RADAR TERMINAL ALTITUDE RESERVATION− Airspace utilization
SYSTEMS.) under prescribed conditions normally employed for
the mass movement of aircraft or other special user
ALTERNATE AERODROME [ICAO]− An aero- requirements which cannot otherwise be
drome to which an aircraft may proceed when it accomplished. ALTRVs are approved by the
becomes either impossible or inadvisable to proceed appropriate FAA facility.
to or to land at the aerodrome of intended landing. (See AIR TRAFFIC CONTROL SYSTEM
Note: The aerodrome from which a flight departs COMMAND CENTER.)
may also be an en-route or a destination alternate
aerodrome for the flight. ALTITUDE RESTRICTION− An altitude or alti-
tudes, stated in the order flown, which are to be
ALTERNATE AIRPORT− An airport at which an maintained until reaching a specific point or time.
aircraft may land if a landing at the intended airport Altitude restrictions may be issued by ATC due to
becomes inadvisable. traffic, terrain, or other airspace considerations.
(See ICAO term ALTERNATE AERODROME.) ALTITUDE RESTRICTIONS ARE CANCELED−
ALTIMETER SETTING− The barometric pressure Adherence to previously imposed altitude restric-
reading used to adjust a pressure altimeter for tions is no longer required during a climb or descent.
variations in existing atmospheric pressure or to the ALTRV−
standard altimeter setting (29.92). (See ALTITUDE RESERVATION.)
(Refer to 14 CFR Part 91.)
(Refer to AIM.) AMVER−
(See AUTOMATED MUTUAL-ASSISTANCE
ALTITUDE− The height of a level, point, or object VESSEL RESCUE SYSTEM.)
measured in feet Above Ground Level (AGL) or from
Mean Sea Level (MSL). APB−
(See FLIGHT LEVEL.) (See AUTOMATED PROBLEM DETECTION
BOUNDARY.)
a. MSL Altitude− Altitude expressed in feet
measured from mean sea level. APD−
(See AUTOMATED PROBLEM DETECTION.)
b. AGL Altitude− Altitude expressed in feet
measured above ground level. APDIA−
c. Indicated Altitude− The altitude as shown by an (See AUTOMATED PROBLEM DETECTION
altimeter. On a pressure or barometric altimeter it is INHIBITED AREA.)
altitude as shown uncorrected for instrument error APPROACH CLEARANCE− Authorization by
and uncompensated for variation from standard ATC for a pilot to conduct an instrument approach.
atmospheric conditions. The type of instrument approach for which a
(See ICAO term ALTITUDE.) clearance and other pertinent information is provided
in the approach clearance when required.
ALTITUDE [ICAO]− The vertical distance of a level,
a point or an object considered as a point, measured (See CLEARED APPROACH.)
from mean sea level (MSL). (See INSTRUMENT APPROACH
PROCEDURE.)
ALTITUDE READOUT− An aircraft’s altitude, (Refer to AIM.)
transmitted via the Mode C transponder feature, that (Refer to 14 CFR Part 91.)
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route phase of flight. The U.S. equivalent facility is 2. LEFT BASE AREA− A 30NM arc centered
an air route traffic control center (ARTCC). on the right corner IAF. The area shares a boundary
with the straight-in area except that it extends out for
AREA NAVIGATION (RNAV)− A method of 30NM from the IAF and is bounded on the other side
navigation which permits aircraft operation on any by a line extending from the IF through the FAF to the
desired flight path within the coverage of ground− or arc.
space−based navigation aids or within the limits of
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
with the straight-in area except that it extends out for
Note: Area navigation includes performance−
30NM from the IAF and is bounded on the other side
based navigation as well as other operations that
do not meet the definition of performance−based by a line extending from the IF through the FAF to the
navigation. arc.
AREA NAVI GATION (R NAV) G L O B A L
AREA NAVIGATION (RNAV) APPROACH POSITIONING SYSTEM (GPS) PRECISION
CONFIGURATION: RUNWAY MONITORING (PRM) APPROACH – A
a. STANDARD T− An RNAV approach whose GPS approach, which requires vertical guidance,
design allows direct flight to any one of three initial used in lieu of an ILS PRM approach to conduct
approach fixes (IAF) and eliminates the need for approaches to parallel runways whose extended
procedure turns. The standard design is to align the centerlines are separated by less than 4,300 feet and
procedure on the extended centerline with the missed at least 3,000 feet, where simultaneous close parallel
approach point (MAP) at the runway threshold, the approaches are permitted. Also used in lieu of an ILS
final approach fix (FAF), and the initial approach/ PRM and/or LDA PRM approach to conduct
intermediate fix (IAF/IF). The other two IAFs will be Simultaneous Offset Instrument Approach (SOIA)
established perpendicular to the IF. operations.
b. MODIFIED T− An RNAV approach design for ARINC− An acronym for Aeronautical Radio, Inc.,
single or multiple runways where terrain or a corporation largely owned by a group of airlines.
operational constraints do not allow for the standard ARINC is licensed by the FCC as an aeronautical
T. The “T” may be modified by increasing or station and contracted by the FAA to provide
decreasing the angle from the corner IAF(s) to the IF communications support for air traffic control and
or by eliminating one or both corner IAFs. meteorological services in portions of international
c. STANDARD I− An RNAV approach design for airspace.
a single runway with both corner IAFs eliminated.
ARMY AVIATION FLIGHT INFORMATION
Course reversal or radar vectoring may be required at
BULLETIN− A bulletin that provides air operation
busy terminals with multiple runways.
data covering Army, National Guard, and Army
d. TERMINAL ARRIVAL AREA (TAA)− The Reserve aviation activities.
TAA is controlled airspace established in conjunction
with the Standard or Modified T and I RNAV ARO−
approach configurations. In the standard TAA, there (See AIRPORT RESERVATION OFFICE.)
are three areas: straight-in, left base, and right base. ARRESTING SYSTEM− A safety device consisting
The arc boundaries of the three areas of the TAA are of two major components, namely, engaging or
published portions of the approach and allow aircraft catching devices and energy absorption devices for
to transition from the en route structure direct to the the purpose of arresting both tailhook and/or
nearest IAF. TAAs will also eliminate or reduce nontailhook-equipped aircraft. It is used to prevent
feeder routes, departure extensions, and procedure aircraft from overrunning runways when the aircraft
turns or course reversal. cannot be stopped after landing or during aborted
1. STRAIGHT-IN AREA− A 30NM arc takeoff. Arresting systems have various names; e.g.,
centered on the IF bounded by a straight line arresting gear, hook device, wire barrier cable.
extending through the IF perpendicular to the (See ABORT.)
intermediate course. (Refer to AIM.)
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AUTOMATED PROBLEM DETECTION IN- monitoring capability to the pilot, and a backup
HIBITED AREA (APDIA)− Airspace surrounding a approach system.
terminal area within which APD is inhibited for all AUTOMATIC DEPENDENT SURVEILLANCE
flights within that airspace. (ADS) [ICAO]− A surveillance technique in which
AUTOMATED RADAR TERMINAL SYSTEMS aircraft automatically provide, via a data link, data
(ARTS)− A generic term for several tracking systems derived from on−board navigation and position
included in the Terminal Automation Systems (TAS). fixing systems, including aircraft identification, four
ARTS plus a suffix roman numeral denotes a major dimensional position and additional data as
modification to that system. appropriate.
a. ARTS IIIA. The Radar Tracking and Beacon AUTOMATIC DEPENDENT SURVEILLANCE−
Tracking Level (RT&BTL) of the modular, BROADCAST (ADS-B)− A surveillance system in
programmable automated radar terminal system. which an aircraft or vehicle to be detected is fitted
ARTS IIIA detects, tracks, and predicts primary as with cooperative equipment in the form of a data link
well as secondary radar-derived aircraft targets. This transmitter. The aircraft or vehicle periodically
more sophisticated computer-driven system up- broadcasts its GPS−derived position and other
grades the existing ARTS III system by providing information such as velocity over the data link, which
improved tracking, continuous data recording, and is received by a ground−based transmitter/receiver
fail-soft capabilities. (transceiver) for processing and display at an air
b. Common ARTS. Includes ARTS IIE, ARTS traffic control facility.
IIIE; and ARTS IIIE with ACD (see DTAS) which (See GLOBAL POSITIONING SYSTEM.)
combines functionalities of the previous ARTS (See GROUND−BASED TRANSCEIVER.)
systems. AUTOMATIC DEPENDENT SURVEILLANCE−
CONTRACT (ADS−C)− A data link position
AUTOMATED WEATHER SYSTEM− Any of the
reporting system, controlled by a ground station, that
automated weather sensor platforms that collect
establishes contracts with an aircraft’s avionics that
weather data at airports and disseminate the weather
occur automatically whenever specific events occur,
information via radio and/or landline. The systems
or specific time intervals are reached.
currently consist of the Automated Surface Observ-
ing System (ASOS), Automated Weather Sensor AUTOMATIC DEPENDENT SURVEILLANCE-
System (AWSS) and Automated Weather Observa- REBROADCAST (ADS-R) is a datalink translation
tion System (AWOS). function of the ADS−B ground system required to
accommodate the two separate operating frequencies
AUTOMATED UNICOM− Provides completely (978 MHz and 1090 ES). The ADS−B system
automated weather, radio check capability and airport receives the ADS−B messages transmitted on one
advisory information on an Automated UNICOM frequency and ADS−R translates and reformats the
system. These systems offer a variety of features, information for rebroadcast and use on the other
typically selectable by microphone clicks, on the frequency. This allows ADS−B In equipped aircraft
UNICOM frequency. Availability will be published to see nearby ADS−B Out traffic regardless of the
in the Chart Supplement U.S. and approach charts. operating link of the other aircraft. Aircraft operating
AUTOMATIC ALTITUDE REPORT− on the same ADS−B frequency exchange information
(See ALTITUDE READOUT.) directly and do not require the ADS−R translation
function.
AUTOMATIC ALTITUDE REPORTING− That
AUTOMATIC DIRECTION FINDER− An aircraft
function of a transponder which responds to Mode C
radio navigation system which senses and indicates
interrogations by transmitting the aircraft’s altitude
the direction to a L/MF nondirectional radio beacon
in 100-foot increments.
(NDB) ground transmitter. Direction is indicated to
AUTOMATIC CARRIER LANDING SYSTEM− the pilot as a magnetic bearing or as a relative bearing
U.S. Navy final approach equipment consisting of to the longitudinal axis of the aircraft depending on
precision tracking radar coupled to a computer data the type of indicator installed in the aircraft. In certain
link to provide continuous information to the aircraft, applications, such as military, ADF operations may
PCG A−15
Pilot/Controller Glossary 5/26/16
12/10/15
be based on airborne and ground transmitters in the means of continuous and repetitive broadcasts
VHF/UHF frequency spectrum. throughout the day or a specified portion of the day.
(See BEARING.)
AUTOROTATION− A rotorcraft flight condition in
(See NONDIRECTIONAL BEACON.)
which the lifting rotor is driven entirely by action of
AUTOMATIC FLIGHT INFORMATION the air when the rotorcraft is in motion.
SERVICE (AFIS) − ALASKA FSSs ONLY− The a. Autorotative Landing/Touchdown Autorota-
continuous broadcast of recorded non−control tion. Used by a pilot to indicate that the landing will
information at airports in Alaska where a FSS be made without applying power to the rotor.
provides local airport advisory service. The AFIS
broadcast automates the repetitive transmission of b. Low Level Autorotation. Commences at an
essential but routine information such as weather, altitude well below the traffic pattern, usually below
wind, altimeter, favored runway, breaking action, 100 feet AGL and is used primarily for tactical
airport NOTAMs, and other applicable information. military training.
The information is continuously broadcast over a c. 180 degrees Autorotation. Initiated from a
discrete VHF radio frequency (usually the ASOS/ downwind heading and is commenced well inside the
AWSS/AWOS frequency.) normal traffic pattern. “Go around” may not be
possible during the latter part of this maneuver.
AUTOMATIC TERMINAL INFORMATION
SERVICE− The continuous broadcast of recorded AVAILABLE LANDING DISTANCE (ALD)− The
noncontrol information in selected terminal areas. Its portion of a runway available for landing and roll-out
purpose is to improve controller effectiveness and to for aircraft cleared for LAHSO. This distance is
relieve frequency congestion by automating the measured from the landing threshold to the
repetitive transmission of essential but routine hold-short point.
information; e.g., “Los Angeles information Alfa.
One three zero zero Coordinated Universal Time. AVIATION WEATHER SERVICE− A service
Weather, measured ceiling two thousand overcast, provided by the National Weather Service (NWS) and
visibility three, haze, smoke, temperature seven one, FAA which collects and disseminates pertinent
dew point five seven, wind two five zero at five, weather information for pilots, aircraft operators, and
altimeter two niner niner six. I-L-S Runway Two Five ATC. Available aviation weather reports and
Left approach in use, Runway Two Five Right closed, forecasts are displayed at each NWS office and FAA
advise you have Alfa.” FSS.
(See ICAO term AUTOMATIC TERMINAL (See TRANSCRIBED WEATHER BROADCAST.)
INFORMATION SERVICE.) (See WEATHER ADVISORY.)
(Refer to AIM.) (Refer to AIM.)
AUTOMATIC TERMINAL INFORMATION AWW−
SERVICE [ICAO]− The provision of current, routine (See SEVERE WEATHER FORECAST
information to arriving and departing aircraft by ALERTS.)
PCG A−16
5/26/16
12/10/15 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.) BOTTOM ALTITUDE– In reference to published
(See AIRPORT ROTATING BEACON.) altitude restrictions on a STAR or STAR runway
(See AIRWAY BEACON.) transition, the lowest altitude authorized.
(See MARKER BEACON.) BOUNDARY LIGHTS−
(See NONDIRECTIONAL BEACON.) (See AIRPORT LIGHTING.)
(See RADAR.)
BRAKING ACTION (GOOD, MEDIUM, POOR,
BEARING− The horizontal direction to or from any OR NIL)− A report of conditions on the airport
point, usually measured clockwise from true north, movement area providing a pilot with a degree/qual-
magnetic north, or some other reference point ity of braking that he/she might expect. Braking
through 360 degrees. action is reported in terms of good, fair, poor, or nil.
(See NONDIRECTIONAL BEACON.) Effective October 1, 2016, Braking Action will be
categorized in the following terms: Good, Good to
BELOW MINIMUMS− Weather conditions below Medium, Medium, Medium to Poor, Poor, and Nil.
the minimums prescribed by regulation for the (See RUNWAY CONDITION READING.)
particular action involved; e.g., landing minimums,
takeoff minimums. BRAKING ACTION ADVISORIES− When tower
controllers have received runway braking action
BLAST FENCE− A barrier that is used to divert or reports which include the terms “fair,” “poor,” or
dissipate jet or propeller blast. “nil,” or whenever weather conditions are conducive
to deteriorating or rapidly changing runway braking
BLAST PAD− A surface adjacent to the ends of a
conditions, the tower will include on the ATIS
runway provided to reduce the erosive effect of jet
broadcast the statement, “Braking action advisories
blast and propeller wash.
are in effect” on the ATIS broadcast. During the time
BLIND SPEED− The rate of departure or closing of braking action advisories are in effect, ATC will issue
a target relative to the radar antenna at which the latest braking action report for the runway in use
cancellation of the primary radar target by moving to each arriving and departing aircraft. Pilots should
target indicator (MTI) circuits in the radar equipment be prepared for deteriorating braking conditions and
causes a reduction or complete loss of signal. should request current runway condition information
(See ICAO term BLIND VELOCITY.) if not volunteered by controllers. Pilots should also
be prepared to provide a descriptive runway
BLIND SPOT− An area from which radio condition report to controllers after landing.
transmissions and/or radar echoes cannot be Effective October 1, 2016, the term “fair” will be
received. The term is also used to describe portions replaced with “medium”.
of the airport not visible from the control tower.
BREAKOUT− A technique to direct aircraft out of
BLIND TRANSMISSION− the approach stream. In the context of simultaneous
(See TRANSMITTING IN THE BLIND.) (independent) parallel operations, a breakout is used
PCG B−1
Pilot/Controller Glossary 5/26/16
12/10/15
to direct threatened aircraft away from a deviating BROADCAST [ICAO]− A transmission of informa-
aircraft. tion relating to air navigation that is not addressed to
BROADCAST− Transmission of information for a specific station or stations.
which an acknowledgement is not expected.
(See ICAO term BROADCAST.)
PCG B−2
12/10/15 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 5/26/16
12/10/15
CENTRAL EAST PACIFIC− An organized route runway for landing when a straight-in landing from
system between the U.S. West Coast and Hawaii. an instrument approach is not possible or is not
desirable. At tower controlled airports, this maneuver
CEP−
is made only after ATC authorization has been
(See CENTRAL EAST PACIFIC.)
obtained and the pilot has established required visual
CERAP− reference to the airport.
(See COMBINED CENTER-RAPCON.) (See CIRCLE TO RUNWAY.)
CERTIFIED TOWER RADAR DISPLAY (CTRD)− (See LANDING MINIMUMS.)
A FAA radar display certified for use in the NAS. (Refer to AIM.)
PCG C−2
5/26/16
12/10/15 Pilot/Controller Glossary
associated with wind shear. CAT is often encountered aircraft will be cleared for a specific instrument
in the vicinity of the jet stream. approach procedure.
(See WIND SHEAR.) (See CLEARED (Type of) APPROACH.)
(See JET STREAM.) (See INSTRUMENT APPROACH
PROCEDURE.)
CLEAR OF THE RUNWAY− (Refer to 14 CFR Part 91.)
(Refer to AIM.)
a. Taxiing aircraft, which is approaching a
runway, is clear of the runway when all parts of the CLEARED (Type of) APPROACH− ATC authoriza-
aircraft are held short of the applicable runway tion for an aircraft to execute a specific instrument
holding position marking. approach procedure to an airport; e.g., “Cleared ILS
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.)
CLEARANCE− CLEARED FOR TAKEOFF− ATC authorization
(See AIR TRAFFIC CLEARANCE.) for an aircraft to depart. It is predicated on known
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.)
PCG C−3
Pilot/Controller Glossary 5/26/16
12/10/15
CLIMB TO VFR− ATC authorization for an aircraft or preclude ATC from providing services based on
to climb to VFR conditions within Class B, C, D, and radar.
E surface areas when the only weather limitation is (See CHAFF.)
restricted visibility. The aircraft must remain clear of (See GROUND CLUTTER.)
clouds while climbing to VFR. (See PRECIPITATION.)
(See SPECIAL VFR CONDITIONS.) (See TARGET.)
(Refer to AIM.) (See ICAO term RADAR CLUTTER.)
CMNPS−
CLIMBOUT− That portion of flight operation (See CANADIAN MINIMUM NAVIGATION
between takeoff and the initial cruising altitude. PERFORMANCE SPECIFICATION AIRSPACE.)
COASTAL FIX− A navigation aid or intersection
CLIMB VIA– An abbreviated ATC clearance that
where an aircraft transitions between the domestic
requires compliance with the procedure lateral path,
route structure and the oceanic route structure.
associated speed restrictions, and altitude restrictions
along the cleared route or procedure. CODES− The number assigned to a particular
multiple pulse reply signal transmitted by a
CLOSE PARALLEL RUNWAYS− Two parallel transponder.
runways whose extended centerlines are separated by (See DISCRETE CODE.)
less than 4,300 feet and at least 3000 feet (750 feet for COLD TEMPERATURE COMPENSATION− An
SOIA operations) that are authorized to conduct action on the part of the pilot to adjust an aircraft’s
simultaneous independent approach operations. indicated altitude due to the effect of cold
PRM and simultaneous close parallel appear in temperatures on true altitude above terrain versus
approach title. Dual communications, special pilot aircraft indicated altitude. The amount of
training, an Attention All Users Page (AAUP), NTZ compensation required increases at a greater rate with
monitoring by displays that have aural and visual a decrease in temperature and increase in height
alerting algorithms are required. A high update rate above the reporting station.
surveillance sensor is required for certain runway or
approach course spacing. COLLABORATIVE TRAJECTORY OPTIONS
PROGRAM (CTOP)- CTOP is a traffic management
CLOSED RUNWAY− A runway that is unusable for program administered by the Air Traffic Control
aircraft operations. Only the airport management/ System Command Center (ATCSCC) that manages
military operations office can close a runway. demand through constrained airspace, while consid-
ering operator preference with regard to both route
CLOSED TRAFFIC− Successive operations involv- and delay as defined in a Trajectory Options Set
ing takeoffs and landings or low approaches where (TOS).
the aircraft does not exit the traffic pattern. COMBINED CENTER-RAPCON− An air traffic
facility which combines the functions of an ARTCC
CLOUD− A cloud is a visible accumulation of and a radar approach control facility.
minute water droplets and/or ice particles in the (See AIR ROUTE TRAFFIC CONTROL
atmosphere above the Earth’s surface. Cloud differs CENTER.)
from ground fog, fog, or ice fog only in that the latter (See RADAR APPROACH CONTROL
are, by definition, in contact with the Earth’s surface. FACILITY.)
COMMON POINT− A significant point over which
CLT− two or more aircraft will report passing or have
(See CALCULATED LANDING TIME.) reported passing before proceeding on the same or
diverging tracks. To establish/maintain longitudinal
CLUTTER− In radar operations, clutter refers to the separation, a controller may determine a common
reception and visual display of radar returns caused point not originally in the aircraft’s flight plan and
by precipitation, chaff, terrain, numerous aircraft then clear the aircraft to fly over the point.
targets, or other phenomena. Such returns may limit (See SIGNIFICANT POINT.)
PCG C−4
5/26/16
12/10/15 Pilot/Controller Glossary
PCG C−5
Pilot/Controller Glossary 5/26/16
12/10/15
according to the trajectory associated with the CONTERMINOUS U.S.− The 48 adjoining States
aircraft’s Current Plan. and the District of Columbia.
CONTACT APPROACH− An approach wherein an CONTROL SLASH− A radar beacon slash repre-
aircraft on an IFR flight plan, having an air traffic senting the actual position of the associated aircraft.
control authorization, operating clear of clouds with Normally, the control slash is the one closest to the
at least 1 mile flight visibility and a reasonable interrogating radar beacon site. When ARTCC radar
expectation of continuing to the destination airport in is operating in narrowband (digitized) mode, the
those conditions, may deviate from the instrument control slash is converted to a target symbol.
approach procedure and proceed to the destination CONTROLLED AIRSPACE− An airspace of
airport by visual reference to the surface. This defined dimensions within which air traffic control
approach will only be authorized when requested by service is provided to IFR flights and to VFR flights
the pilot and the reported ground visibility at the in accordance with the airspace classification.
destination airport is at least 1 statute mile.
a. Controlled airspace is a generic term that covers
(Refer to AIM.)
Class A, Class B, Class C, Class D, and Class E
CONTAMINATED RUNWAY− A runway is airspace.
considered contaminated whenever standing water, b. Controlled airspace is also that airspace within
ice, snow, slush, frost in any form, heavy rubber, or which all aircraft operators are subject to certain pilot
other substances are present. A runway is contami- qualifications, operating rules, and equipment
nated with respect to rubber deposits or other requirements in 14 CFR Part 91 (for specific
friction-degrading substances when the average operating requirements, please refer to 14 CFR
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
PCG C−6
5/26/16
12/10/15 Pilot/Controller Glossary
which the airspace is designated (for specific and when instrument procedures are published, the
designations and descriptions of the airspace classes, airspace will normally be designed to contain the
please refer to 14 CFR Part 71). procedures. Arrival extensions for instrument
c. Controlled airspace in the United States is approach procedures may be Class D or Class E
designated as follows: airspace. Unless otherwise authorized, each person
must establish two-way radio communications with
1. CLASS A− Generally, that airspace from the ATC facility providing air traffic services prior to
18,000 feet MSL up to and including FL 600, entering the airspace and thereafter maintain those
including the airspace overlying the waters within 12 communications while in the airspace. No separation
nautical miles of the coast of the 48 contiguous States services are provided to VFR aircraft.
and Alaska. Unless otherwise authorized, all persons 5. CLASS E− Generally, if the airspace is not
must operate their aircraft under IFR. Class A, Class B, Class C, or Class D, and it is
2. CLASS B− Generally, that airspace from the controlled airspace, it is Class E airspace. Class E
surface to 10,000 feet MSL surrounding the nation’s airspace extends upward from either the surface or a
busiest airports in terms of airport operations or designated altitude to the overlying or adjacent
passenger enplanements. The configuration of each controlled airspace. When designated as a surface
Class B airspace area is individually tailored and area, the airspace will be configured to contain all
consists of a surface area and two or more layers instrument procedures. Also in this class are Federal
(some Class B airspaces areas resemble upside-down airways, airspace beginning at either 700 or 1,200
wedding cakes), and is designed to contain all feet AGL used to transition to/from the terminal or en
published instrument procedures once an aircraft route environment, en route domestic, and offshore
enters the airspace. An ATC clearance is required for airspace areas designated below 18,000 feet MSL.
all aircraft to operate in the area, and all aircraft that Unless designated at a lower altitude, Class E
are so cleared receive separation services within the airspace begins at 14,500 MSL over the United
airspace. The cloud clearance requirement for VFR States, including that airspace overlying the waters
operations is “clear of clouds.” within 12 nautical miles of the coast of the 48
3. CLASS C− Generally, that airspace from the contiguous States and Alaska, up to, but not
surface to 4,000 feet above the airport elevation including 18,000 feet MSL, and the airspace above
(charted in MSL) surrounding those airports that FL 600.
have an operational control tower, are serviced by a CONTROLLED AIRSPACE [ICAO]− An airspace
radar approach control, and that have a certain of defined dimensions within which air traffic control
number of IFR operations or passenger enplane- service is provided to IFR flights and to VFR flights
ments. Although the configuration of each Class C in accordance with the airspace classification.
area is individually tailored, the airspace usually Note: Controlled airspace is a generic term which
consists of a surface area with a 5 nautical mile (NM) covers ATS airspace Classes A, B, C, D, and E.
radius, a circle with a 10NM radius that extends no CONTROLLED TIME OF ARRIVAL− Arrival time
lower than 1,200 feet up to 4,000 feet above the assigned during a Traffic Management Program. This
airport elevation and an outer area that is not charted. time may be modified due to adjustments or user
Each person must establish two-way radio commu- options.
nications with the ATC facility providing air traffic
services prior to entering the airspace and thereafter CONTROLLER−
maintain those communications while within the (See AIR TRAFFIC CONTROL SPECIALIST.)
airspace. VFR aircraft are only separated from IFR CONTROLLER [ICAO]− A person authorized to
aircraft within the airspace. provide air traffic control services.
(See OUTER AREA.) CONTROLLER PILOT DATA LINK
4. CLASS D− Generally, that airspace from the COMMUNICATIONS (CPDLC)− A two−way
surface to 2,500 feet above the airport elevation digital communications system that conveys textual
(charted in MSL) surrounding those airports that air traffic control messages between controllers and
have an operational control tower. The configuration pilots using ground or satellite-based radio relay
of each Class D airspace area is individually tailored stations.
PCG C−7
Pilot/Controller Glossary 5/26/16
12/10/15
CONVECTIVE SIGMET− A weather advisory a. The intended direction of flight in the horizontal
concerning convective weather significant to the plane measured in degrees from north.
safety of all aircraft. Convective SIGMETs are issued b. The ILS localizer signal pattern usually
for tornadoes, lines of thunderstorms, embedded specified as the front course or the back course.
thunderstorms of any intensity level, areas of (See BEARING.)
thunderstorms greater than or equal to VIP level 4 (See INSTRUMENT LANDING SYSTEM.)
with an area coverage of 4/10 (40%) or more, and hail (See RADIAL.)
3/ inch or greater.
4
CPDLC−
(See AIRMET.)
(See CONTROLLER PILOT DATA LINK
(See AWW.)
COMMUNICATIONS.)
(See CWA.)
(See SIGMET.)
CPL [ICAO]−
(See ICAO term CURRENT FLIGHT PLAN.)
(Refer to AIM.)
CRITICAL ENGINE− The engine which, upon
CONVECTIVE SIGNIFICANT METEOROLOG- failure, would most adversely affect the performance
ICAL INFORMATION− or handling qualities of an aircraft.
(See CONVECTIVE SIGMET.)
CROSS (FIX) AT (ALTITUDE)− Used by ATC
COORDINATES− The intersection of lines of when a specific altitude restriction at a specified fix
reference, usually expressed in degrees/minutes/ is required.
seconds of latitude and longitude, used to determine CROSS (FIX) AT OR ABOVE (ALTITUDE)− Used
position or location. by ATC when an altitude restriction at a specified fix
is required. It does not prohibit the aircraft from
COORDINATION FIX− The fix in relation to which crossing the fix at a higher altitude than specified;
facilities will handoff, transfer control of an aircraft, however, the higher altitude may not be one that will
or coordinate flight progress data. For terminal violate a succeeding altitude restriction or altitude
facilities, it may also serve as a clearance for arriving assignment.
aircraft.
(See ALTITUDE RESTRICTION.)
COPTER− (Refer to AIM.)
(See HELICOPTER.) CROSS (FIX) AT OR BELOW (ALTITUDE)−
Used by ATC when a maximum crossing altitude at
CORRECTION− An error has been made in the a specific fix is required. It does not prohibit the
transmission and the correct version follows. aircraft from crossing the fix at a lower altitude;
however, it must be at or above the minimum IFR
COUPLED APPROACH− An instrument approach altitude.
performed by the aircraft autopilot, and/or visually
(See ALTITUDE RESTRICTION.)
depicted on the flight director, which is receiving
(See MINIMUM IFR ALTITUDES.)
position information and/or steering commands from
(Refer to 14 CFR Part 91.)
onboard navigational equipment. In general, coupled
non-precision approaches must be flown manually CROSSWIND−
(autopilot disengaged) at altitudes lower than 50 feet a. When used concerning the traffic pattern, the
AGL below the minimum descent altitude, and word means “crosswind leg.”
coupled precision approaches must be flown (See TRAFFIC PATTERN.)
manually (autopilot disengaged) below 50 feet AGL b. When used concerning wind conditions, the
unless authorized to conduct autoland operations. word means a wind not parallel to the runway or the
Coupled instrument approaches are commonly flown path of an aircraft.
to the allowable IFR weather minima established by (See CROSSWIND COMPONENT.)
the operator or PIC, or flown VFR for training and
safety. CROSSWIND COMPONENT− The wind compo-
nent measured in knots at 90 degrees to the
COURSE− longitudinal axis of the runway.
PCG C−8
5/26/16
12/10/15 Pilot/Controller Glossary
PCG C−9
12/10/15 Pilot/Controller Glossary
D
D-ATIS− sea level (MSL)) on an instrument approach
(See DIGITAL-AUTOMATIC TERMINAL procedure (ILS, GLS, vertically guided RNAV) at
INFORMATION SERVICE.) which the pilot must decide whether to continue the
approach or initiate an immediate missed approach if
DA [ICAO]− the pilot does not see the required visual references.
(See ICAO Term DECISION
ALTITUDE/DECISION HEIGHT.) DECISION HEIGHT− With respect to the operation
of aircraft, means the height at which a decision must
DAIR− be made during an ILS or PAR instrument approach
(See DIRECT ALTITUDE AND IDENTITY to either continue the approach or to execute a missed
READOUT.) approach.
DANGER AREA [ICAO]− An airspace of defined (See ICAO term DECISION
dimensions within which activities dangerous to the ALTITUDE/DECISION HEIGHT.)
flight of aircraft may exist at specified times. DECODER− The device used to decipher signals
Note: The term “Danger Area” is not used in received from ATCRBS transponders to effect their
reference to areas within the United States or any display as select codes.
of its possessions or territories.
(See CODES.)
DAS− (See RADAR.)
(See DELAY ASSIGNMENT.) DEFENSE AREA- Any airspace of the contiguous
DATA BLOCK− United States that is not an ADIZ in which the control
(See ALPHANUMERIC DISPLAY.)
of aircraft is required for reasons of national security.
DEAD RECKONING− Dead reckoning, as applied DEFENSE VISUAL FLIGHT RULES− Rules
to flying, is the navigation of an airplane solely by applicable to flights within an ADIZ conducted under
means of computations based on airspeed, course, the visual flight rules in 14 CFR Part 91.
heading, wind direction, and speed, groundspeed, (See AIR DEFENSE IDENTIFICATION ZONE.)
and elapsed time. (Refer to 14 CFR Part 91.)
(Refer to 14 CFR Part 99.)
DECISION ALTITUDE/DECISION HEIGHT
[ICAO Annex 6]- A specified altitude or height (A/H) DELAY ASSIGNMENT (DAS)− Delays are distrib-
in the precision approach at which a missed approach uted to aircraft based on the traffic management
must be initiated if the required visual reference to program parameters. The delay assignment is
continue the approach has not been established. calculated in 15−minute increments and appears as a
1. Decision altitude (DA) is referenced to mean sea table in Traffic Flow Management System (TFMS).
level and decision height (DH) is referenced to the DELAY INDEFINITE (REASON IF KNOWN)
threshold elevation. EXPECT FURTHER CLEARANCE (TIME)− Used
2. Category II and III minima are expressed as a DH by ATC to inform a pilot when an accurate estimate
and not a DA. Minima is assessed by reference to a of the delay time and the reason for the delay cannot
radio altimeter and not a barometric altimeter, which immediately be determined; e.g., a disabled aircraft
makes the minima a DH. on the runway, terminal or center area saturation,
3. The required visual reference means that section of weather below landing minimums, etc.
the visual aids or of the approach area which should
(See EXPECT FURTHER CLEARANCE (TIME).)
have been in view for sufficient time for the pilot to
have made an assessment of the aircraft position and DELAY TIME− The amount of time that the arrival
rate of change of position, in relation to the desired must lose to cross the meter fix at the assigned meter
flight path. fix time. This is the difference between ACLT and
Decision altitude (DA) - A specified altitude (mean VTA.
PCG D−1
Pilot/Controller Glossary 5/26/16
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DEPARTURE CENTER− The ARTCC having and its occupants are threatened by grave and
jurisdiction for the airspace that generates a flight to imminent danger or require immediate assistance.
the impacted airport. DEVIATIONS−
DEPARTURE CONTROL− A function of an a. A departure from a current clearance, such as an
approach control facility providing air traffic control off course maneuver to avoid weather or turbulence.
service for departing IFR and, under certain b. Where specifically authorized in the CFRs and
conditions, VFR aircraft. requested by the pilot, ATC may permit pilots to
(See APPROACH CONTROL FACILITY.) deviate from certain regulations.
(Refer to AIM.)
DH−
DEPARTURE SEQUENCING PROGRAM− A (See DECISION HEIGHT.)
program designed to assist in achieving a specified
interval over a common point for departures. DH [ICAO]−
(See ICAO Term DECISION ALTITUDE/
DEPARTURE TIME− The time an aircraft becomes DECISION HEIGHT.)
airborne.
DIGITAL-AUTOMATIC TERMINAL INFORMA-
DESCEND VIA– An abbreviated ATC clearance that TION SERVICE (D-ATIS)− The service provides
requires compliance with a published procedure text messages to aircraft, airlines, and other users
lateral path and associated speed restrictions and outside the standard reception range of conventional
provides a pilot-discretion descent to comply with ATIS via landline and data link communications to
published altitude restrictions. the cockpit. Also, the service provides a computer−
synthesized voice message that can be transmitted to
DESCENT SPEED ADJUSTMENTS− Speed decel-
all aircraft within range of existing transmitters. The
eration calculations made to determine an accurate
Terminal Data Link System (TDLS) D-ATIS
VTA. These calculations start at the transition point
application uses weather inputs from local automated
and use arrival speed segments to the vertex.
weather sources or manually entered meteorological
DESIGNATED COMMON TRAFFIC ADVISORY data together with preprogrammed menus to provide
FREQUENCY (CTAF) AREA- In Alaska, in standard information to users. Airports with D-ATIS
addition to being designated for the purpose of capability are listed in the Chart Supplement U.S.
carrying out airport advisory practices while DIGITAL TARGET− A computer−generated symbol
operating to or from an airport without an operating representing an aircraft’s position, based on a primary
airport traffic control tower, a CTAF may also be return or radar beacon reply, shown on a digital
designated for the purpose of carrying out advisory display.
practices for operations in and through areas with a
high volume of VFR traffic. DIGITAL TERMINAL AUTOMATION SYSTEM
(DTAS)− A system where digital radar and beacon
DESIRED COURSE− data is presented on digital displays and the
a. True− A predetermined desired course direction operational program monitors the system perfor-
to be followed (measured in degrees from true north). mance on a real−time basis.
b. Magnetic− A predetermined desired course DIGITIZED TARGET− A computer−generated
direction to be followed (measured in degrees from indication shown on an analog radar display resulting
local magnetic north). from a primary radar return or a radar beacon reply.
DESIRED TRACK− The planned or intended track DIRECT− Straight line flight between two naviga-
between two waypoints. It is measured in degrees tional aids, fixes, points, or any combination thereof.
from either magnetic or true north. The instantaneous When used by pilots in describing off-airway routes,
angle may change from point to point along the great points defining direct route segments become
circle track between waypoints. compulsory reporting points unless the aircraft is
DETRESFA (DISTRESS PHASE) [ICAO]− The under radar contact.
code word used to designate an emergency phase DIRECTLY BEHIND− An aircraft is considered to
wherein there is reasonable certainty that an aircraft be operating directly behind when it is following the
PCG D−2
5/26/16
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actual flight path of the lead aircraft over the surface below the MVA/MIA, established in accordance with
of the earth except when applying wake turbulence the TERPS criteria for diverse departures, obstacles
separation criteria. and terrain avoidance, may be issued to departing
aircraft.
DISCRETE BEACON CODE−
(See DISCRETE CODE.) DIVERSION (DVRSN)− Flights that are required to
land at other than their original destination for
DISCRETE CODE− As used in the Air Traffic
reasons beyond the control of the pilot/company, e.g.
Control Radar Beacon System (ATCRBS), any one
periods of significant weather.
of the 4096 selectable Mode 3/A aircraft transponder
codes except those ending in zero zero; e.g., discrete DME−
codes: 0010, 1201, 2317, 7777; nondiscrete codes: (See DISTANCE MEASURING EQUIPMENT.)
0100, 1200, 7700. Nondiscrete codes are normally DME FIX− A geographical position determined by
reserved for radar facilities that are not equipped with reference to a navigational aid which provides
discrete decoding capability and for other purposes distance and azimuth information. It is defined by a
such as emergencies (7700), VFR aircraft (1200), etc. specific distance in nautical miles and a radial,
(See RADAR.) azimuth, or course (i.e., localizer) in degrees
(Refer to AIM.) magnetic from that aid.
DISCRETE FREQUENCY− A separate radio (See DISTANCE MEASURING EQUIPMENT.)
frequency for use in direct pilot-controller commu- (See FIX.)
nications in air traffic control which reduces DME SEPARATION− Spacing of aircraft in terms of
frequency congestion by controlling the number of distances (nautical miles) determined by reference to
aircraft operating on a particular frequency at one distance measuring equipment (DME).
time. Discrete frequencies are normally designated (See DISTANCE MEASURING EQUIPMENT.)
for each control sector in en route/terminal ATC
facilities. Discrete frequencies are listed in the Chart DOD FLIP− Department of Defense Flight Informa-
Supplement U.S. and the DOD FLIP IFR En Route tion Publications used for flight planning, en route,
Supplement. and terminal operations. FLIP is produced by the
(See CONTROL SECTOR.) National Geospatial−Intelligence Agency (NGA) for
world-wide use. United States Government Flight
DISPLACED THRESHOLD− A threshold that is Information Publications (en route charts and
located at a point on the runway other than the instrument approach procedure charts) are incorpo-
designated beginning of the runway. rated in DOD FLIP for use in the National Airspace
(See THRESHOLD.) System (NAS).
(Refer to AIM.)
DOMESTIC AIRSPACE− Airspace which overlies
DISTANCE MEASURING EQUIPMENT (DME)− the continental land mass of the United States plus
Equipment (airborne and ground) used to measure, in Hawaii and U.S. possessions. Domestic airspace
nautical miles, the slant range distance of an aircraft extends to 12 miles offshore.
from the DME navigational aid.
DOWNBURST− A strong downdraft which induces
(See TACAN.)
an outburst of damaging winds on or near the ground.
(See VORTAC.)
Damaging winds, either straight or curved, are highly
DISTRESS− A condition of being threatened by divergent. The sizes of downbursts vary from 1/2
serious and/or imminent danger and of requiring mile or less to more than 10 miles. An intense
immediate assistance. downburst often causes widespread damage. Damag-
DIVE BRAKES− ing winds, lasting 5 to 30 minutes, could reach speeds
as high as 120 knots.
(See SPEED BRAKES.)
DOWNWIND LEG−
DIVERSE VECTOR AREA− In a radar environ-
(See TRAFFIC PATTERN.)
ment, that area in which a prescribed departure route
is not required as the only suitable route to avoid DP−
obstacles. The area in which random radar vectors (See INSTRUMENT DEPARTURE PROCEDURE.)
PCG D−3
Pilot/Controller Glossary 12/10/15
PCG D−4
5/26/16
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E
EAS− air traffic control system. It interfaces with automated
(See EN ROUTE AUTOMATION SYSTEM.) terminal systems and is used in the control of en route
IFR aircraft.
EDCT− (Refer to AIM.)
(See EXPECT DEPARTURE CLEARANCE
TIME.) EN ROUTE CHARTS−
(See AERONAUTICAL CHART.)
EDST−
(See EN ROUTE DECISION SUPPORT TOOL) EN ROUTE DECISION SUPPORT TOOL− An
automated tool provided at each Radar Associate
EFC− position in selected En Route facilities. This tool
(See EXPECT FURTHER CLEARANCE (TIME).) utilizes flight and radar data to determine present and
ELT− future trajectories for all active and proposal aircraft
and provides enhanced automated flight data
(See EMERGENCY LOCATOR TRANSMITTER.)
management.
EMERGENCY− A distress or an urgency condition.
EN ROUTE DESCENT− Descent from the en route
EMERGENCY LOCATOR TRANSMITTER− A cruising altitude which takes place along the route of
radio transmitter attached to the aircraft structure flight.
which operates from its own power source on
EN ROUTE HIGH ALTITUDE CHARTS−
121.5 MHz and 243.0 MHz. It aids in locating
downed aircraft by radiating a downward sweeping (See AERONAUTICAL CHART.)
audio tone, 2-4 times per second. It is designed to EN ROUTE LOW ALTITUDE CHARTS−
function without human action after an accident. (See AERONAUTICAL CHART.)
(Refer to 14 CFR Part 91.)
(Refer to AIM.) EN ROUTE MINIMUM SAFE ALTITUDE WARN-
ING− A function of the EAS that aids the controller
E-MSAW− by providing an alert when a tracked aircraft is below
(See EN ROUTE MINIMUM SAFE ALTITUDE or predicted by the computer to go below a
WARNING.) predetermined minimum IFR altitude (MIA).
EN ROUTE AIR TRAFFIC CONTROL SER- EN ROUTE SPACING PROGRAM (ESP)− A
VICES− Air traffic control service provided aircraft program designed to assist the exit sector in
on IFR flight plans, generally by centers, when these achieving the required in-trail spacing.
aircraft are operating between departure and
destination terminal areas. When equipment, capa- EN ROUTE TRANSITION−
bilities, and controller workload permit, certain a. Conventional STARs/SIDs. The portion of a
advisory/assistance services may be provided to VFR SID/STAR that connects to one or more en route
aircraft. airway/jet route.
(See AIR ROUTE TRAFFIC CONTROL b. RNAV STARs/SIDs. The portion of a STAR
CENTER.) preceding the common route or point, or for a SID the
(Refer to AIM.) portion following, that is coded for a specific en route
EN ROUTE AUTOMATION SYSTEM (EAS)− The fix, airway or jet route.
complex integrated environment consisting of ESP−
situation display systems, surveillance systems and (See EN ROUTE SPACING PROGRAM.)
flight data processing, remote devices, decision
support tools, and the related communications ESTABLISHED−To be stable or fixed on a route,
equipment that form the heart of the automated IFR route segment, altitude, heading, etc.
PCG E−1
Pilot/Controller Glossary 5/26/16
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ESTIMATED ELAPSED TIME [ICAO]− The When conducting an ASR or PAR approach, execute
estimated time required to proceed from one the assigned missed approach procedure immediately
significant point to another. upon receiving instructions to “execute missed
(See ICAO Term TOTAL ESTIMATED ELAPSED approach.”
TIME.) (Refer to AIM.)
ESTIMATED OFF-BLOCK TIME [ICAO]− The EXPECT (ALTITUDE) AT (TIME) or (FIX)− Used
estimated time at which the aircraft will commence under certain conditions to provide a pilot with an
movement associated with departure. altitude to be used in the event of two-way
ESTIMATED POSITION ERROR (EPE)− communications failure. It also provides altitude
(See Required Navigation Performance) information to assist the pilot in planning.
(Refer to AIM.)
ESTIMATED TIME OF ARRIVAL− The time the
flight is estimated to arrive at the gate (scheduled EXPECT DEPARTURE CLEARANCE TIME
operators) or the actual runway on times for (EDCT)− The runway release time assigned to an
nonscheduled operators. aircraft in a traffic management program and shown
on the flight progress strip as an EDCT.
ESTIMATED TIME EN ROUTE− The estimated
flying time from departure point to destination (See GROUND DELAY PROGRAM.)
(lift-off to touchdown). EXPECT FURTHER CLEARANCE (TIME)− The
ETA− time a pilot can expect to receive clearance beyond a
(See ESTIMATED TIME OF ARRIVAL.) clearance limit.
ETE− EXPECT FURTHER CLEARANCE VIA (AIR-
(See ESTIMATED TIME EN ROUTE.) WAYS, ROUTES OR FIXES)− Used to inform a
pilot of the routing he/she can expect if any part of the
EXECUTE MISSED APPROACH− Instructions route beyond a short range clearance limit differs
issued to a pilot making an instrument approach from that filed.
which means continue inbound to the missed
approach point and execute the missed approach EXPEDITE− Used by ATC when prompt com-
procedure as described on the Instrument Approach pliance is required to avoid the development of an
Procedure Chart or as previously assigned by ATC. imminent situation. Expedite climb/descent normal-
The pilot may climb immediately to the altitude ly indicates to a pilot that the approximate best rate
specified in the missed approach procedure upon of climb/descent should be used without requiring an
making a missed approach. No turns should be exceptional change in aircraft handling characteris-
initiated prior to reaching the missed approach point. tics.
PCG E−2
12/10/15 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,
preplanned delays at points/areas along the route of designating the PFAF, for precision approaches; or
PCG F−1
Pilot/Controller Glossary 12/10/15
when ATC directs a lower-than-published FINAL MONITOR AID− A high resolution color
glideslope/path or vertical path intercept altitude, it is display that is equipped with the controller alert
the resultant actual point of the glideslope/path or system hardware/software used to monitor the no
vertical path intercept. transgression zone (NTZ) during simultaneous
(See FINAL APPROACH POINT.) parallel approach operations. The display includes
(See GLIDESLOPE INTERCEPT ALTITUDE.) alert algorithms providing the target predictors, a
(See SEGMENTS OF AN INSTRUMENT color change alert when a target penetrates or is
APPROACH PROCEDURE.) predicted to penetrate the no transgression zone
(NTZ), synthesized voice alerts, and digital mapping.
FINAL APPROACH-IFR− The flight path of an (See RADAR APPROACH.)
aircraft which is inbound to an airport on a final
instrument approach course, beginning at the final FINAL MONITOR CONTROLLER− Air Traffic
approach fix or point and extending to the airport or Control Specialist assigned to radar monitor the
the point where a circle-to-land maneuver or a missed flight path of aircraft during simultaneous parallel
approach is executed. (approach courses spaced less than 9000 feet/9200
(See FINAL APPROACH COURSE.) feet above 5000 feet) and simultaneous close parallel
(See FINAL APPROACH FIX.)
approach operations. Each runway is assigned a final
monitor controller during simultaneous parallel and
(See FINAL APPROACH POINT.)
simultaneous close parallel ILS approaches.
(See SEGMENTS OF AN INSTRUMENT
APPROACH PROCEDURE.) FIR−
(See ICAO term FINAL APPROACH.) (See FLIGHT INFORMATION REGION.)
FINAL APPROACH POINT− The point, applicable FIRST TIER CENTER− The ARTCC immediately
only to a nonprecision approach with no depicted adjacent to the impacted center.
FAF (such as an on airport VOR), where the aircraft FIS−B−
is established inbound on the final approach course (See FLIGHT INFORMATION
from the procedure turn and where the final approach SERVICE−BROADCAST.)
descent may be commenced. The FAP serves as the
FAF and identifies the beginning of the final FIX− A geographical position determined by visual
approach segment. reference to the surface, by reference to one or more
(See FINAL APPROACH FIX.) radio NAVAIDs, by celestial plotting, or by another
(See SEGMENTS OF AN INSTRUMENT
navigational device.
APPROACH PROCEDURE.) FIX BALANCING− A process whereby aircraft are
evenly distributed over several available arrival fixes
FINAL APPROACH SEGMENT−
reducing delays and controller workload.
(See SEGMENTS OF AN INSTRUMENT
APPROACH PROCEDURE.) FLAG− A warning device incorporated in certain
airborne navigation and flight instruments indicating
FINAL APPROACH SEGMENT [ICAO]− That that:
segment of an instrument approach procedure in
which alignment and descent for landing are a. Instruments are inoperative or otherwise not
accomplished. operating satisfactorily, or
b. Signal strength or quality of the received signal
FINAL CONTROLLER− The controller providing falls below acceptable values.
information and final approach guidance during PAR
and ASR approaches utilizing radar equipment. FLAG ALARM−
(See RADAR APPROACH.) (See FLAG.)
FLAMEOUT− An emergency condition caused by a
FINAL GUARD SERVICE− A value added service
loss of engine power.
provided in conjunction with LAA/RAA only during
periods of significant and fast changing weather FLAMEOUT PATTERN− An approach normally
conditions that may affect landing and takeoff conducted by a single-engine military aircraft
operations. experiencing loss or anticipating loss of engine
PCG F−2
12/10/15 Pilot/Controller Glossary
power or control. The standard overhead approach FLIGHT INSPECTION− Inflight investigation and
starts at a relatively high altitude over a runway evaluation of a navigational aid to determine whether
(“high key”) followed by a continuous 180 degree it meets established tolerances.
turn to a high, wide position (“low key”) followed by (See FLIGHT CHECK.)
a continuous 180 degree turn final. The standard (See NAVIGATIONAL AID.)
straight-in pattern starts at a point that results in a
FLIGHT LEVEL− A level of constant atmospheric
straight-in approach with a high rate of descent to the
pressure related to a reference datum of 29.92 inches
runway. Flameout approaches terminate in the type
of mercury. Each is stated in three digits that represent
approach requested by the pilot (normally fullstop).
hundreds of feet. For example, flight level (FL) 250
represents a barometric altimeter indication of
FLIGHT CHECK− A call-sign prefix used by FAA
25,000 feet; FL 255, an indication of 25,500 feet.
aircraft engaged in flight inspection/certification of
(See ICAO term FLIGHT LEVEL.)
navigational aids and flight procedures. The word
“recorded” may be added as a suffix; e.g., “Flight FLIGHT LEVEL [ICAO]− A surface of constant
Check 320 recorded” to indicate that an automated atmospheric pressure which is related to a specific
flight inspection is in progress in terminal areas. pressure datum, 1013.2 hPa (1013.2 mb), and is
(See FLIGHT INSPECTION.) separated from other such surfaces by specific
pressure intervals.
(Refer to AIM.)
Note 1: A pressure type altimeter calibrated in
accordance with the standard atmosphere:
FLIGHT FOLLOWING−
a. When set to a QNH altimeter setting, will
(See TRAFFIC ADVISORIES.) indicate altitude;
b. When set to a QFE altimeter setting, will
FLIGHT INFORMATION REGION− An airspace of indicate height above the QFE reference datum;
defined dimensions within which Flight Information and
Service and Alerting Service are provided. c. When set to a pressure of 1013.2 hPa
(1013.2 mb), may be used to indicate flight levels.
a. Flight Information Service. A service provided Note 2: The terms ‘height’ and ‘altitude,’ used in
for the purpose of giving advice and information Note 1 above, indicate altimetric rather than
useful for the safe and efficient conduct of flights. geometric heights and altitudes.
b. Alerting Service. A service provided to notify FLIGHT LINE− A term used to describe the precise
appropriate organizations regarding aircraft in need movement of a civil photogrammetric aircraft along
of search and rescue aid and to assist such a predetermined course(s) at a predetermined altitude
organizations as required. during the actual photographic run.
PCG F−3
Pilot/Controller Glossary 5/26/16
12/10/15
FLIGHT PATH− A line, course, or track along which FLIGHT STANDARDS DISTRICT OFFICE− An
an aircraft is flying or intended to be flown. FAA field office serving an assigned geographical
(See COURSE.) area and staffed with Flight Standards personnel who
(See TRACK.) serve the aviation industry and the general public on
matters relating to the certification and operation of
FLIGHT PLAN− Specified information relating to air carrier and general aviation aircraft. Activities
the intended flight of an aircraft that is filed orally or
include general surveillance of operational safety,
in writing with an FSS or an ATC facility.
certification of airmen and aircraft, accident
(See FAST FILE.) prevention, investigation, enforcement, etc.
(See FILED.)
(Refer to AIM.) FLIGHT TEST− A flight for the purpose of:
a. Investigating the operation/flight characteris-
FLIGHT PLAN AREA (FPA)− The geographical
tics of an aircraft or aircraft component.
area assigned to a flight service station (FSS) for the
purpose of establishing primary responsibility for b. Evaluating an applicant for a pilot certificate or
services that may include search and rescue for VFR rating.
aircraft, issuance of NOTAMs, pilot briefings, FLIGHT VISIBILITY−
inflight services, broadcast services, emergency (See VISIBILITY.)
services, flight data processing, international opera-
FLIP−
tions, and aviation weather services. Large
(See DOD FLIP.)
consolidated FSS facilities may combine FPAs into
larger areas of responsibility (AOR). FLY HEADING (DEGREES)− Informs the pilot of
(See FLIGHT SERVICE STATION.) the heading he/she should fly. The pilot may have to
(See TIE-IN FACILITY.) turn to, or continue on, a specific compass direction
in order to comply with the instructions. The pilot is
FLIGHT RECORDER− A general term applied to expected to turn in the shorter direction to the heading
any instrument or device that records information unless otherwise instructed by ATC.
about the performance of an aircraft in flight or about
conditions encountered in flight. Flight recorders FLY-BY WAYPOINT− A fly-by waypoint requires
may make records of airspeed, outside air the use of turn anticipation to avoid overshoot of the
temperature, vertical acceleration, engine RPM, next flight segment.
manifold pressure, and other pertinent variables for a FLY-OVER WAYPOINT− A fly-over waypoint
given flight. precludes any turn until the waypoint is overflown
(See ICAO term FLIGHT RECORDER.) and is followed by an intercept maneuver of the next
FLIGHT RECORDER [ICAO]− Any type of flight segment.
recorder installed in the aircraft for the purpose of FLY VISUAL TO AIRPORT−
complementing accident/incident investigation. (See PUBLISHED INSTRUMENT APPROACH
Note: See Annex 6 Part I, for specifications relating PROCEDURE VISUAL SEGMENT.)
to flight recorders.
FMA−
FLIGHT SERVICE STATION (FSS)− An air traffic (See FINAL MONITOR AID.)
facility which provides pilot briefings, flight plan FMS−
processing, en route flight advisories, search and (See FLIGHT MANAGEMENT SYSTEM.)
rescue services, and assistance to lost aircraft and
aircraft in emergency situations. FSS also relay ATC FMSP−
clearances, process Notices to Airmen, broadcast (See FLIGHT MANAGEMENT SYSTEM
aviation weather and aeronautical information, and PROCEDURE.)
advise Customs and Immigration of transborder FORMATION FLIGHT− More than one aircraft
flights. In Alaska, FSS provide Airport Advisory which, by prior arrangement between the pilots,
Services. operate as a single aircraft with regard to navigation
(See FLIGHT PLAN AREA.) and position reporting. Separation between aircraft
(See TIE-IN FACILITY.) within the formation is the responsibility of the flight
PCG F−4
5/26/16
12/10/15 Pilot/Controller Glossary
leader and the pilots of the other aircraft in the flight. Fast aircraft freeze on parameter FCLT and slow
This includes transition periods when aircraft within aircraft freeze on parameter MLDI.
the formation are maneuvering to attain separation
FRICTION MEASUREMENT− A measurement of
from each other to effect individual control and
the friction characteristics of the runway pavement
during join-up and breakaway.
surface using continuous self-watering friction
a. A standard formation is one in which a measurement equipment in accordance with the
proximity of no more than 1 mile laterally or specifications, procedures and schedules contained
longitudinally and within 100 feet vertically from the in AC 150/5320−12, Measurement, Construction,
flight leader is maintained by each wingman. and Maintenance of Skid Resistant Airport Pavement
b. Nonstandard formations are those operating Surfaces.
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
or controllers when relating to the fuel remaining on
FRC− board until actual fuel exhaustion. When transmitting
(See REQUEST FULL ROUTE CLEARANCE.) such information in response to either a controller
question or pilot initiated cautionary advisory to air
FREEZE/FROZEN− Terms used in referring to traffic control, pilots will state the APPROXIMATE
arrivals which have been assigned ACLTs and to the NUMBER OF MINUTES the flight can continue
lists in which they are displayed. with the fuel remaining. All reserve fuel SHOULD
BE INCLUDED in the time stated, as should an
FREEZE CALCULATED LANDING TIME− A allowance for established fuel gauge system error.
dynamic parameter number of minutes prior to the
meter fix calculated time of arrival for each aircraft FUEL SIPHONING− Unintentional release of fuel
when the TCLT is frozen and becomes an ACLT (i.e., caused by overflow, puncture, loose cap, etc.
the VTA is updated and consequently the TCLT is
FUEL VENTING−
modified as appropriate until FCLT minutes prior to
(See FUEL SIPHONING.)
meter fix calculated time of arrival, at which time
updating is suspended and an ACLT and a frozen FUSED TARGET-
meter fix crossing time (MFT) is assigned). (See DIGITAL TARGET)
FREEZE HORIZON− The time or point at which an FUSION [STARS/CARTS]- the combination of all
aircraft’s STA becomes fixed and no longer fluctuates available surveillance sources (airport surveillance
with each radar update. This setting ensures a radar [ASR], air route surveillance radar [ARSR],
constant time for each aircraft, necessary for the ADS-B, etc.) into the display of a single tracked
metering controller to plan his/her delay technique. target for air traffic control separation services.
This setting can be either in distance from the meter FUSION is the equivalent of the current
fix or a prescribed flying time to the meter fix. single-sensor radar display. FUSION performance is
characteristic of a single-sensor radar display system.
FREEZE SPEED PARAMETER− A speed adapted Terminal areas use mono-pulse secondary surveil-
for each aircraft to determine fast and slow aircraft. lance radar (ASR 9, Mode S or ASR 11, MSSR).
PCG F−5
12/10/15 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
if the delay changes. GLIDESLOPE INTERCEPT ALTITUDE− The
published minimum altitude to intercept the
GBT− glideslope in the intermediate segment of an
(See GROUND−BASED TRANSCEIVER.) instrument approach. Government charts use the
lightning bolt symbol to identify this intercept point.
GCA− This intersection is called the Precise Final Approach
(See GROUND CONTROLLED APPROACH.) fix (PFAF). ATC directs a higher altitude, the
GDP− resultant intercept becomes the PFAF.
(See FINAL APPROACH FIX.)
(See GROUND DELAY PROGRAM.)
(See SEGMENTS OF AN INSTRUMENT
GENERAL AVIATION− That portion of civil APPROACH PROCEDURE.)
aviation that does not include scheduled or GLOBAL NAVIGATION SATELLITE SYSTEM
unscheduled air carriers or commercial space (GNSS) [ICAO]− GNSS refers collectively to the
operations. worldwide positioning, navigation, and timing
(See ICAO term GENERAL AVIATION.) determination capability available from one or more
GENERAL AVIATION [ICAO]− All civil aviation satellite constellation in conjunction with a network
operations other than scheduled air services and of ground stations.
nonscheduled air transport operations for remunera- GLOBAL NAVIGATION SATELLITE SYSTEM
tion or hire. MINIMUM EN ROUTE IFR ALTITUDE (GNSS
MEA)− The minimum en route IFR altitude on a
GEO MAP− The digitized map markings associated published ATS route or route segment which assures
with the ASR-9 Radar System. acceptable Global Navigation Satellite System
GLIDEPATH− reception and meets obstacle clearance requirements.
(See GLIDESLOPE.) (Refer to 14 CFR Part 91.)
(Refer to 14 CFR Part 95.)
GLIDEPATH [ICAO]− A descent profile determined
GLOBAL POSITIONING SYSTEM (GPS)− GPS
for vertical guidance during a final approach.
refers to the worldwide positioning, navigation
GLIDEPATH INTERCEPT ALTITUDE− and timing determination capability available
(See GLIDESLOPE INTERCEPT ALTITUDE.) from the U.S. satellite constellation. The service
provided by GPS for civil use is defined in the
GLIDESLOPE− Provides vertical guidance for
aircraft during approach and landing. The glideslope/ GPS Standard Positioning System Performance
glidepath is based on the following: Standard. GPS is composed of space, control,
and user elements.
a. Electronic components emitting signals which
provide vertical guidance by reference to airborne GNSS [ICAO]−
instruments during instrument approaches such as (See GLOBAL NAVIGATION SATELLITE
ILS or SYSTEM .)
PCG G−1
Pilot/Controller Glossary 5/26/16
12/10/15
PCG G−2
5/26/16
12/10/15 Pilot/Controller Glossary
PCG G−3
12/10/15 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 wide-
spread 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 12/10/15
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
12/10/15 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
5/26/16
12/10/15 Pilot/Controller Glossary
I
I SAY AGAIN− The message will be repeated. the manufacturer. Immediate exit from the condition
is necessary.
IAF− Note:
(See INITIAL APPROACH FIX.) Severe icing is aircraft dependent, as are the other
categories of icing intensity. Severe icing may
IAP− occur at any ice accumulation rate.
(See INSTRUMENT APPROACH
PROCEDURE.) IDENT− A request for a pilot to activate the aircraft
transponder identification feature. This will help the
IAWP− Initial Approach Waypoint controller to confirm an aircraft identity or to identify
an aircraft.
ICAO− (Refer to AIM.)
(See ICAO Term INTERNATIONAL CIVIL
AVIATION ORGANIZATION.)
IDENT FEATURE− The special feature in the Air
Traffic Control Radar Beacon System (ATCRBS)
ICING− The accumulation of airframe ice. equipment. It is used to immediately distinguish one
displayed beacon target from other beacon targets.
Types of icing are: (See IDENT.)
a. Rime Ice− Rough, milky, opaque ice formed by IF−
the instantaneous freezing of small supercooled (See INTERMEDIATE FIX.)
water droplets.
IFIM−
b. Clear Ice− A glossy, clear, or translucent ice (See INTERNATIONAL FLIGHT INFORMATION
formed by the relatively slow freezing or large MANUAL.)
supercooled water droplets. IF NO TRANSMISSION RECEIVED FOR
c. Mixed− A mixture of clear ice and rime ice. (TIME)− Used by ATC in radar approaches to prefix
procedures which should be followed by the pilot in
Intensity of icing: event of lost communications.
a. Trace− Ice becomes perceptible. Rate of (See LOST COMMUNICATIONS.)
accumulation is slightly greater than the rate of IFR−
sublimation. Deicing/anti-icing equipment is not (See INSTRUMENT FLIGHT RULES.)
utilized unless encountered for an extended period of
time (over 1 hour). IFR AIRCRAFT− An aircraft conducting flight in
accordance with instrument flight rules.
b. Light− The rate of accumulation may create a
problem if flight is prolonged in this environment IFR CONDITIONS− Weather conditions below the
(over 1 hour). Occasional use of deicing/anti-icing minimum for flight under visual flight rules.
equipment removes/prevents accumulation. It does (See INSTRUMENT METEOROLOGICAL
CONDITIONS.)
not present a problem if the deicing/anti-icing
equipment is used. IFR DEPARTURE PROCEDURE−
(See IFR TAKEOFF MINIMUMS AND
c. Moderate− The rate of accumulation is such that
DEPARTURE PROCEDURES.)
even short encounters become potentially hazardous (Refer to AIM.)
and use of deicing/anti-icing equipment or flight
diversion is necessary. IFR FLIGHT−
(See IFR AIRCRAFT.)
d. Severe− The rate of ice accumulation is such
that ice protection systems fail to remove the IFR LANDING MINIMUMS−
accumulation of ice, or ice accumulates in locations (See LANDING MINIMUMS.)
not normally prone to icing, such as areas aft of IFR MILITARY TRAINING ROUTES (IR)− Routes
protected surfaces and any other areas identified by used by the Department of Defense and associated
PCG I−1
Pilot/Controller Glossary 5/26/16
12/10/15
Reserve and Air Guard units for the purpose of procedure which provides for approach to a height
conducting low-altitude navigation and tactical above touchdown of not less than 100 feet and with
training in both IFR and VFR weather conditions runway visual range of not less than 1,200 feet (with
below 10,000 feet MSL at airspeeds in excess of 250 autoland or HUD to touchdown and noted on
knots IAS. authorization, RVR 1,000 feet).− 4. Special
Authorization Category II with Reduced Lighting.
IFR TAKEOFF MINIMUMS AND DEPARTURE An ILS approach procedure which provides for
PROCEDURES− Title 14 Code of Federal approach to a height above touchdown of not less
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.”
The FAA/DOD IAP chart legend illustrates the b. IIIB.−An ILS approach procedure which
symbol used to alert the pilot to nonstandard takeoff provides for approach without a decision height
minimums and departure procedures. When depart- minimum and with runway visual range of not less
ing IFR from such airports or from any airports where than 150 feet.
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 at least 3,000 feet where independent
IF/IAWP− Intermediate Fix/Initial Approach Way- closely spaced approaches are permitted. Also used
point. The waypoint where the final approach course in conjunction with an LDA PRM, RNAV PRM or
of a T approach meets the crossbar of the T. When GLS PRM approach to conduct Simultaneous Offset
designated (in conjunction with a TAA) this Instrument Approach (SOIA) operations. No
waypoint will be used as an IAWP when approaching Transgression Zone (NTZ) monitoring is required to
the airport from certain directions, and as an IFWP conduct these approaches. ATC utilizes an enhanced
when beginning the approach from another IAWP. display with alerting and, with certain runway
spacing, a high update rate PRM surveillance sensor.
IFWP− Intermediate Fix Waypoint Use of a secondary monitor frequency, pilot PRM
training, and publication of an Attention All Users
ILS− Page are also required for all PRM approaches.
(See INSTRUMENT LANDING SYSTEM.) (Refer to AIM)
PCG I−2
5/26/16
12/10/15 Pilot/Controller Glossary
PCG I−3
Pilot/Controller Glossary 5/26/16
12/10/15
PCG I−4
5/26/16
12/10/15 Pilot/Controller Glossary
PCG I−5
Pilot/Controller Glossary 5/26/16
12/10/15
ly request all transponders on the mode being used to b. Used to describe the point where two runways,
reply. The replies received are mixed with the a runway and a taxiway, or two taxiways cross or
primary radar returns and displayed on the same plan meet.
position indicator (radar scope). Also, applied to the
INTERSECTION DEPARTURE− A departure from
airborne element of the TACAN/DME system.
any runway intersection except the end of the runway.
(See TRANSPONDER.)
(See INTERSECTION.)
(Refer to AIM.)
INTERSECTION TAKEOFF−
INTERSECTING RUNWAYS− Two or more (See INTERSECTION DEPARTURE.)
runways which cross or meet within their lengths.
IR−
(See INTERSECTION.)
(See IFR MILITARY TRAINING ROUTES.)
INTERSECTION− ISR– Indicates the confidence level of the track
a. A point defined by any combination of courses, requires 5NM separation. 3NM separation, 1 1/2NM
radials, or bearings of two or more navigational aids. separation, and target resolution cannot be used.
PCG I−6
12/10/15 Pilot/Controller Glossary
J
JAMMING− Electronic or mechanical interference JET STREAM− A migrating stream of high-speed
which may disrupt the display of aircraft on radar or winds present at high altitudes.
the transmission/reception of radio communications/
navigation. JETTISONING OF EXTERNAL STORES− Air-
borne release of external stores; e.g., tiptanks,
JET BLAST− Jet engine exhaust (thrust stream ordnance.
turbulence).
(See FUEL DUMPING.)
(See WAKE TURBULENCE.)
(Refer to 14 CFR Part 91.)
JET ROUTE− A route designed to serve aircraft
operations from 18,000 feet MSL up to and including JOINT USE RESTRICTED AREA−
flight level 450. The routes are referred to as “J” (See RESTRICTED AREA.)
routes with numbering to identify the designated
route; e.g., J105. JUMP ZONE− The airspace directly associated with
(See Class A AIRSPACE.) a Drop Zone. Vertical and horizontal limits may be
(Refer to 14 CFR Part 71.) locally defined.
PCG J−1
12/10/15 Pilot/Controller Glossary
K
KNOWN TRAFFIC− With respect to ATC clear-
ances, means aircraft whose altitude, position, and
intentions are known to ATC.
PCG K−1
12/10/15 Pilot/Controller Glossary
L
LAA− LANDING DISTANCE AVAILABLE (LDA)− The
(See LOCAL AIRPORT ADVISORY.) runway length declared available and suitable for a
landing airplane.
LAAS− (See ICAO term LANDING DISTANCE
(See LOW ALTITUDE ALERT SYSTEM.) AVAILABLE.)
LANDING DISTANCE AVAILABLE [ICAO]− The
LAHSO− An acronym for “Land and Hold Short length of runway which is declared available and
Operation.” These operations include landing and suitable for the ground run of an aeroplane landing.
holding short of an intersecting runway, a taxiway, a
predetermined point, or an approach/departure LANDING MINIMUMS− The minimum visibility
flightpath. prescribed for landing a civil aircraft while using an
instrument approach procedure. The minimum
LAHSO-DRY− Land and hold short operations on applies with other limitations set forth in 14 CFR
runways that are dry. Part 91 with respect to the Minimum Descent
Altitude (MDA) or Decision Height (DH) prescribed
LAHSO-WET− Land and hold short operations on in the instrument approach procedures as follows:
runways that are wet (but not contaminated). a. Straight-in landing minimums. A statement of
MDA and visibility, or DH and visibility, required for
LAND AND HOLD SHORT OPERATIONS− a straight-in landing on a specified runway, or
Operations which include simultaneous takeoffs and b. Circling minimums. A statement of MDA and
landings and/or simultaneous landings when a visibility required for the circle-to-land maneuver.
landing aircraft is able and is instructed by the Note: Descent below the MDA or DH must meet the
controller to hold-short of the intersecting runway/ conditions stated in 14 CFR Section 91.175.
taxiway or designated hold-short point. Pilots are
(See CIRCLE-TO-LAND MANEUVER.)
expected to promptly inform the controller if the hold
(See DECISION HEIGHT.)
short clearance cannot be accepted.
(See INSTRUMENT APPROACH
(See PARALLEL RUNWAYS.) PROCEDURE.)
(Refer to AIM.) (See MINIMUM DESCENT ALTITUDE.)
(See STRAIGHT-IN LANDING.)
LANDING AREA− Any locality either on land, (See VISIBILITY.)
water, or structures, including airports/heliports and (Refer to 14 CFR Part 91.)
intermediate landing fields, which is used, or
intended to be used, for the landing and takeoff of LANDING ROLL− The distance from the point of
aircraft whether or not facilities are provided for the touchdown to the point where the aircraft can be
shelter, servicing, or for receiving or discharging brought to a stop or exit the runway.
passengers or cargo. LANDING SEQUENCE− The order in which
(See ICAO term LANDING AREA.) aircraft are positioned for landing.
(See APPROACH SEQUENCE.)
LANDING AREA [ICAO]− That part of a movement
area intended for the landing or take-off of aircraft. LAST ASSIGNED ALTITUDE− The last altitude/
flight level assigned by ATC and acknowledged by
LANDING DIRECTION INDICATOR− A device the pilot.
which visually indicates the direction in which (See MAINTAIN.)
landings and takeoffs should be made. (Refer to 14 CFR Part 91.)
(See TETRAHEDRON.) LATERAL NAVIGATION (LNAV)– A function of
(Refer to AIM.) area navigation (RNAV) equipment which calculates,
PCG L−1
Pilot/Controller Glossary 5/26/16
12/10/15
displays, and provides lateral guidance to a profile or LINE UP AND WAIT (LUAW)− Used by ATC to
path. inform a pilot to taxi onto the departure runway to line
up and wait. It is not authorization for takeoff. It is
LATERAL SEPARATION− The lateral spacing of used when takeoff clearance cannot immediately be
aircraft at the same altitude by requiring operation on issued because of traffic or other reasons.
different routes or in different geographical locations.
(See CLEARED FOR TAKEOFF.)
(See SEPARATION.)
LOCAL AIRPORT ADVISORY (LAA)− A service
LDA−
available only in Alaska and provided by facilities,
(See LOCALIZER TYPE DIRECTIONAL AID.) which are located on the landing airport, have a
(See LANDING DISTANCE AVAILABLE.) discrete ground−to−air communication frequency or
(See ICAO Term LANDING DISTANCE the tower frequency when the tower is closed,
AVAILABLE.) automated weather reporting with voice broadcast-
LF− ing, and a continuous ASOS/AWSS/AWOS data
(See LOW FREQUENCY.) display, other continuous direct reading instruments,
or manual observations available to the specialist.
LIGHTED AIRPORT− An airport where runway and (See AIRPORT ADVISORY AREA.)
obstruction lighting is available.
(See AIRPORT LIGHTING.) LOCAL TRAFFIC− Aircraft operating in the traffic
(Refer to AIM.) pattern or within sight of the tower, or aircraft known
to be departing or arriving from flight in local practice
LIGHT GUN− A handheld directional light signaling areas, or aircraft executing practice instrument
device which emits a brilliant narrow beam of white, approaches at the airport.
green, or red light as selected by the tower controller. (See TRAFFIC PATTERN.)
The color and type of light transmitted can be used to
approve or disapprove anticipated pilot actions where LOCALIZER− The component of an ILS which
radio communication is not available. The light gun provides course guidance to the runway.
is used for controlling traffic operating in the vicinity (See INSTRUMENT LANDING SYSTEM.)
of the airport and on the airport movement area. (See ICAO term LOCALIZER COURSE.)
(Refer to AIM.) (Refer to AIM.)
PCG L−2
12/10/15 Pilot/Controller Glossary
at least 750 feet. NTZ monitoring is required to referred to as NORDO (No Radio). Standard pilot
conduct these approaches. procedures are specified in 14 CFR Part 91. Radar
(See SIMULTANEOUS OFFSET INSTRUMENT controllers issue procedures for pilots to follow in the
APPROACH (SOIA).) event of lost communications during a radar approach
(Refer to AIM) when weather reports indicate that an aircraft will
LOCALIZER USABLE DISTANCE− The maxi- likely encounter IFR weather conditions during the
mum distance from the localizer transmitter at a approach.
specified altitude, as verified by flight inspection, at (Refer to 14 CFR Part 91.)
which reliable course information is continuously (Refer to AIM.)
received.
LOW ALTITUDE AIRWAY STRUCTURE− The
(Refer to AIM.)
network of airways serving aircraft operations up to
LOCATOR [ICAO]− An LM/MF NDB used as an aid but not including 18,000 feet MSL.
to final approach. (See AIRWAY.)
Note: A locator usually has an average radius of (Refer to AIM.)
rated coverage of between 18.5 and 46.3 km (10
and 25 NM). LOW ALTITUDE ALERT, CHECK YOUR ALTI-
TUDE IMMEDIATELY−
LONG RANGE NAVIGATION−
(See SAFETY ALERT.)
(See LORAN.)
LONGITUDINAL SEPARATION− The longitudi- LOW APPROACH− An approach over an airport or
nal spacing of aircraft at the same altitude by a runway following an instrument approach or a VFR
minimum distance expressed in units of time or approach including the go-around maneuver where
miles. the pilot intentionally does not make contact with the
runway.
(See SEPARATION.)
(Refer to AIM.) (Refer to AIM.)
LORAN− An electronic navigational system by LOW FREQUENCY− The frequency band between
which hyperbolic lines of position are determined by 30 and 300 kHz.
measuring the difference in the time of reception of (Refer to AIM.)
synchronized pulse signals from two fixed transmit-
ters. Loran A operates in the 1750-1950 kHz LPV− A type of approach with vertical guidance
frequency band. Loran C and D operate in the (APV) based on WAAS, published on RNAV (GPS)
100-110 kHz frequency band. In 2010, the U.S. Coast approach charts. This procedure takes advantage of
Guard terminated all U.S. LORAN-C transmissions. the precise lateral guidance available from WAAS.
(Refer to AIM.) The minima is published as a decision altitude (DA).
PCG L−3
12/10/15 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 12/10/15
imminent and grave danger and that immediate METERING AIRPORTS− Airports adapted for
assistance is requested. metering and for which optimum flight paths are
(See PAN-PAN.) defined. A maximum of 15 airports may be adapted.
(Refer to AIM.)
METERING FIX− A fix along an established route
MCA− from over which aircraft will be metered prior to
(See MINIMUM CROSSING ALTITUDE.) entering terminal airspace. Normally, this fix should
be established at a distance from the airport which
MDA−
will facilitate a profile descent 10,000 feet above
(See MINIMUM DESCENT ALTITUDE.)
airport elevation (AAE) or above.
MEA−
METERING POSITION(S)− Adapted PVDs/
(See MINIMUM EN ROUTE IFR ALTITUDE.)
MDMs and associated “D” positions eligible for
MEARTS− display of a metering position list. A maximum of
(See MICRO-EN ROUTE AUTOMATED RADAR four PVDs/MDMs may be adapted.
TRACKING SYSTEM.)
METERING POSITION LIST− An ordered list of
METEOROLOGICAL IMPACT STATEMENT− data on arrivals for a selected metering airport
An unscheduled planning forecast describing displayed on a metering position PVD/MDM.
conditions expected to begin within 4 to 12 hours
which may impact the flow of air traffic in a specific MFT−
center’s (ARTCC) area. (See METER FIX TIME/SLOT TIME.)
PCG M−2
12/10/15 Pilot/Controller Glossary
1300 Hz tone, which is received aurally and visually which assures acceptable navigational signal cover-
by compatible airborne equipment. age and meets obstacle clearance requirements
(See INSTRUMENT LANDING SYSTEM.) between those fixes. The MEA prescribed for a
(See MARKER BEACON.) Federal airway or segment thereof, area navigation
(Refer to AIM.) low or high route, or other direct route applies to the
entire width of the airway, segment, or route between
MILES-IN-TRAIL− A specified distance between the radio fixes defining the airway, segment, or route.
aircraft, normally, in the same stratum associated (Refer to 14 CFR Part 91.)
with the same destination or route of flight. (Refer to 14 CFR Part 95.)
MILITARY AUTHORITY ASSUMES RESPONSI- (Refer to AIM.)
BILITY FOR SEPARATION OF AIRCRAFT− A
condition whereby the military services involved MINIMUM FRICTION LEVEL− The friction level
assume responsibility for separation between specified in AC 150/5320-12, Measurement,
participating military aircraft in the ATC system. It is Construction, and Maintenance of Skid Resistant
used only for required IFR operations which are Airport Pavement Surfaces, that represents the
specified in letters of agreement or other appropriate minimum recommended wet pavement surface
FAA or military documents. friction value for any turbojet aircraft engaged in
LAHSO. This value will vary with the particular
MILITARY LANDING ZONE− A landing strip used friction measurement equipment used.
exclusively by the military for training. A military
landing zone does not carry a runway designation. MINIMUM FUEL− Indicates that an aircraft’s fuel
MILITARY OPERATIONS AREA− supply has reached a state where, upon reaching the
destination, it can accept little or no delay. This is not
(See SPECIAL USE AIRSPACE.)
an emergency situation but merely indicates an
MILITARY TRAINING ROUTES− Airspace of emergency situation is possible should any undue
defined vertical and lateral dimensions established delay occur.
for the conduct of military flight training at airspeeds (Refer to AIM.)
in excess of 250 knots IAS.
(See IFR MILITARY TRAINING ROUTES.) MINIMUM HOLDING ALTITUDE− The lowest
(See VFR MILITARY TRAINING ROUTES.) altitude prescribed for a holding pattern which
assures navigational signal coverage, communica-
MINIMA− tions, and meets obstacle clearance requirements.
(See MINIMUMS.)
MINIMUM IFR ALTITUDES (MIA)− Minimum
MINIMUM CROSSING ALTITUDE− The lowest
altitudes for IFR operations as prescribed in 14 CFR
altitude at certain fixes at which an aircraft must cross
Part 91. These altitudes are published on aeronautical
when proceeding in the direction of a higher
charts and prescribed in 14 CFR Part 95 for airways
minimum en route IFR altitude (MEA).
and routes, and in 14 CFR Part 97 for standard
(See MINIMUM EN ROUTE IFR ALTITUDE.) instrument approach procedures. If no applicable
MINIMUM DESCENT ALTITUDE− The lowest minimum altitude is prescribed in 14 CFR Part 95 or
altitude, expressed in feet above mean sea level, to 14 CFR Part 97, the following minimum IFR
which descent is authorized on final approach or altitude applies:
during circle-to-land maneuvering in execution of a a. In designated mountainous areas, 2,000 feet
standard instrument approach procedure where no above the highest obstacle within a horizontal
electronic glideslope is provided. distance of 4 nautical miles from the course to be
(See NONPRECISION APPROACH flown; or
PROCEDURE.)
b. Other than mountainous areas, 1,000 feet above
MINIMUM EN ROUTE IFR ALTITUDE (MEA)− the highest obstacle within a horizontal distance of 4
The lowest published altitude between radio fixes nautical miles from the course to be flown; or
PCG M−3
Pilot/Controller Glossary 12/10/15
PCG M−4
12/10/15 Pilot/Controller Glossary
operation; e.g., IFR takeoff or landing, alternate missed approach procedure shall be executed if the
airport for IFR flight plans, VFR flight, etc. required visual reference does not exist.
(See IFR CONDITIONS.) (See MISSED APPROACH.)
(See IFR TAKEOFF MINIMUMS AND (See SEGMENTS OF AN INSTRUMENT
DEPARTURE PROCEDURES.) APPROACH PROCEDURE.)
(See LANDING MINIMUMS.) MISSED APPROACH PROCEDURE [ICAO]− The
(See VFR CONDITIONS.) procedure to be followed if the approach cannot be
(Refer to 14 CFR Part 91.) continued.
(Refer to AIM.) MISSED APPROACH SEGMENT−
MINIMUM VECTORING ALTITUDE (MVA)− (See SEGMENTS OF AN INSTRUMENT
APPROACH PROCEDURE.)
The lowest MSL altitude at which an IFR aircraft will
be vectored by a radar controller, except as otherwise MLDI−
authorized for radar approaches, departures, and (See METER LIST DISPLAY INTERVAL.)
missed approaches. The altitude meets IFR obstacle MM−
clearance criteria. It may be lower than the published (See MIDDLE MARKER.)
MEA along an airway or J-route segment. It may be
utilized for radar vectoring only upon the controller’s MNPS−
determination that an adequate radar return is being (See MINIMUM NAVIGATION PERFORMANCE
received from the aircraft being controlled. Charts SPECIFICATION.)
depicting minimum vectoring altitudes are normally MNPSA−
available only to the controllers and not to pilots. (See MINIMUM NAVIGATION PERFORMANCE−
(Refer to AIM.) SPECIFICATION AIRSPACE.)
PCG M−5
Pilot/Controller Glossary 12/10/15
situations between a tracked target (known IFR or tower, specific approval for entry onto the movement
VFR aircraft) and an untracked target (unknown IFR area must be obtained from ATC.
or VFR aircraft) that requires immediate attention/ (See ICAO term MOVEMENT AREA.)
action.
MOVEMENT AREA [ICAO]− That part of an
(See CONFLICT ALERT.) aerodrome to be used for the takeoff, landing and
taxiing of aircraft, consisting of the maneuvering area
MONITOR− (When used with communication
and the apron(s).
transfer) listen on a specific frequency and stand by
for instructions. Under normal circumstances do not MOVING TARGET INDICATOR− An electronic
establish communications. device which will permit radar scope presentation
only from targets which are in motion. A partial
MONITOR ALERT (MA)− A function of the TFMS remedy for ground clutter.
that provides traffic management personnel with a MRA−
tool for predicting potential capacity problems in
(See MINIMUM RECEPTION ALTITUDE.)
individual operational sectors. The MA is an
indication that traffic management personnel need to MSA−
analyze a particular sector for actual activity and to (See MINIMUM SAFE ALTITUDE.)
determine the required action(s), if any, needed to MSAW−
control the demand. (See MINIMUM SAFE ALTITUDE WARNING.)
MONITOR ALERT PARAMETER (MAP)− The MTI−
number designated for use in monitor alert (See MOVING TARGET INDICATOR.)
processing by the TFMS. The MAP is designated for MTR−
each operational sector for increments of 15 minutes.
(See MILITARY TRAINING ROUTES.)
MOSAIC/MULTI−SENSOR MODE− Accepts posi- MULTICOM− A mobile service not open to public
tional data from multiple radar or ADS−B sites. correspondence used to provide communications
Targets are displayed from a single source within a essential to conduct the activities being performed by
radar sort box according to the hierarchy of the or directed from private aircraft.
sources assigned.
MULTIPLE RUNWAYS− The utilization of a
dedicated arrival runway(s) for departures and a
MOVEMENT AREA− The runways, taxiways, and
dedicated departure runway(s) for arrivals when
other areas of an airport/heliport which are utilized
feasible to reduce delays and enhance capacity.
for taxiing/hover taxiing, air taxiing, takeoff, and
landing of aircraft, exclusive of loading ramps and MVA−
parking areas. At those airports/heliports with a (See MINIMUM VECTORING ALTITUDE.)
PCG M−6
5/26/16
12/10/15 Pilot/Controller Glossary
N
NAS− b. L− Low altitude.
(See NATIONAL AIRSPACE SYSTEM.) c. H− High altitude.
NATIONAL AIRSPACE SYSTEM− The common Note: The normal service range for T, L, and H class
network of U.S. airspace; air navigation facilities, aids is found in the AIM. Certain operational
requirements make it necessary to use some of
equipment and services, airports or landing areas;
these aids at greater service ranges than
aeronautical charts, information and services; rules, specified. Extended range is made possible
regulations and procedures, technical information, through flight inspection determinations. Some
and manpower and material. Included are system aids also have lesser service range due to location,
components shared jointly with the military. terrain, frequency protection, etc. Restrictions to
service range are listed in Chart Supplement U.S.
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 a grid pattern along defined latitude and longitude
aeronautical data in support of the activities of lines. The initial use of the NRS will be in the high
government, industry, and the aviation community. altitude environment in conjunction with the High
The information is published in the National Flight Altitude Redesign initiative. The NRS waypoints are
Data Digest. intended for use by aircraft capable of point−to−point
(See NATIONAL FLIGHT DATA DIGEST.) navigation.
NATIONAL FLIGHT DATA DIGEST− A daily NAVIGATION SPECIFICATION [ICAO]− A set of
(except weekends and Federal holidays) publication aircraft and flight crew requirements needed to
of flight information appropriate to aeronautical support performance−based navigation operations
charts, aeronautical publications, Notices to Airmen, within a defined airspace. There are two kinds of
or other media serving the purpose of providing navigation specifications:
operational flight data essential to safe and efficient a. RNP specification. A navigation specification
aircraft operations. based on area navigation that includes the
requirement for performance monitoring and
NATIONAL SEARCH AND RESCUE PLAN− An alerting, designated by the prefix RNP; e.g., RNP 4,
interagency agreement which provides for the RNP APCH.
effective utilization of all available facilities in all
types of search and rescue missions. b. RNAV specification. A navigation specifica-
tion based on area navigation that does not include the
NAVAID− requirement for performance monitoring and alert-
(See NAVIGATIONAL AID.) ing, designated by the prefix RNAV; e.g., RNAV 5,
RNAV 1.
NAVAID CLASSES− VOR, VORTAC, and TACAN
Note: The Performance−based Navigation Manual
aids are classed according to their operational use.
(Doc 9613), Volume II contains detailed guidance
The three classes of NAVAIDs are: on navigation specifications.
a. T− Terminal.
PCG N−1
Pilot/Controller Glossary 5/26/16
12/10/15
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 or SOIA final approach courses in
to aircraft in flight. which flight is normally 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 Air Almanac, converted to local bearing to or from the radio beacon and “home” on or
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
(See NO GYRO APPROACH.) instrument approaches for which course guidance on
PCG N−2
5/26/16
12/10/15 Pilot/Controller Glossary
final approach is not provided by ground-based NORMAL OPERATING ZONE (NOZ)− The NOZ
precision or surveillance radar. Radar vectors to the is the operating zone within which aircraft flight
final approach course may or may not be provided by remains during normal independent simultaneous
ATC. Examples of nonradar approaches are VOR, parallel ILS approaches.
NDB, TACAN, ILS, RNAV, and GLS 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
(See RADAR SERVICE.)
route structure and the oceanic route structure.
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 NOTAM−
separation 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 5/26/16
12/10/15
PCG N−4
12/10/15 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 5/26/16
12/10/15
service in this airspace is delegated to various b. Used by ATC to advise a pilot making a radar
countries, based generally upon geographic proxim- approach that his/her aircraft is lined up on the final
ity and the availability of the required resources. approach course.
OCEANIC ERROR REPORT− A report filed when (See ON-COURSE INDICATION.)
ATC observes an Oceanic Error as defined by ON-COURSE INDICATION− An indication on an
FAAO 7110.82, Reporting Oceanic Errors. instrument, which provides the pilot a visual means
OCEANIC PUBLISHED ROUTE− A route estab- of determining that the aircraft is located on the
lished in international airspace and charted or centerline of a given navigational track, or an
described in flight information publications, such as indication on a radar scope that an aircraft is on a
Route Charts, DOD Enroute Charts, Chart Supple- given track.
ments, NOTAMs, and Track Messages. ONE-MINUTE WEATHER− The most recent one
OCEANIC TRANSITION ROUTE− An ATS route minute updated weather broadcast received by a pilot
established for the purpose of transitioning aircraft from an uncontrolled airport ASOS/AWSS/AWOS.
to/from an organized track system. ONER−
ODP− (See OCEANIC NAVIGATIONAL ERROR
(See OBSTACLE DEPARTURE PROCEDURE.) REPORT.)
PCG O−2
12/10/15 Pilot/Controller Glossary
OROCA− An off-route altitude which provides OUTER FIX ARC− A semicircle, usually about a
obstruction clearance with a 1,000 foot buffer in 50−70 mile radius from a meter fix, usually in high
nonmountainous terrain areas and a 2,000 foot buffer altitude, which is used by CTAS/HOST to calculate
in designated mountainous areas within the United outer fix times and determine appropriate sector
States. This altitude may not provide signal coverage meter list assignments for aircraft on an established
from ground-based navigational aids, air traffic arrival route that will traverse the arc.
control radar, or communications coverage.
OUTER FIX TIME− A calculated time to depart the
OTR− outer fix in order to cross the vertex at the ACLT. The
(See OCEANIC TRANSITION ROUTE.) time reflects descent speed adjustments and any
applicable delay time that must be absorbed prior to
OTS− crossing the meter fix.
(See ORGANIZED TRACK SYSTEM.)
OUTER MARKER− A marker beacon at or near the
OUT− The conversation is ended and no response is glideslope intercept altitude of an ILS approach. It is
expected. keyed to transmit two dashes per second on a 400 Hz
tone, which is received aurally and visually by
OUTER AREA (associated with Class C airspace)−
compatible airborne equipment. The OM is normally
Nonregulatory airspace surrounding designated
located four to seven miles from the runway threshold
Class C airspace airports wherein ATC provides radar
on the extended centerline of the runway.
vectoring and sequencing on a full-time basis for all
(See INSTRUMENT LANDING SYSTEM.)
IFR and participating VFR aircraft. The service
(See MARKER BEACON.)
provided in the outer area is called Class C service
which includes: IFR/IFR−IFR separation; IFR/ (Refer to AIM.)
VFR−traffic advisories and conflict resolution; and OVER− My transmission is ended; I expect a
VFR/VFR−traffic advisories and, as appropriate, response.
safety alerts. The normal radius will be 20 nautical
miles with some variations based on site-specific OVERHEAD MANEUVER− A series of predeter-
requirements. The outer area extends outward from mined maneuvers prescribed for aircraft (often in
the primary Class C airspace airport and extends from formation) for entry into the visual flight rules (VFR)
the lower limits of radar/radio coverage up to the traffic pattern and to proceed to a landing. An
ceiling of the approach control’s delegated airspace overhead maneuver is not an instrument flight rules
excluding the Class C charted area and other airspace (IFR) approach procedure. An aircraft executing an
as appropriate. overhead maneuver is considered VFR and the IFR
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
OUTER COMPASS LOCATOR− following:
(See COMPASS LOCATOR.) a. The radio contact required of the pilot.
OUTER FIX− A general term used within ATC to b. The speed to be maintained.
describe fixes in the terminal area, other than the final c. An initial approach 3 to 5 miles in length.
approach fix. Aircraft are normally cleared to these d. An elliptical pattern consisting of two 180
fixes by an Air Route Traffic Control Center or an degree turns.
Approach Control Facility. Aircraft are normally
e. A break point at which the first 180 degree turn
cleared from these fixes to the final approach fix or
is started.
final approach course.
f. The direction of turns.
OR g. Altitude (at least 500 feet above the convention-
OUTER FIX− An adapted fix along the converted al pattern).
route of flight, prior to the meter fix, for which h. A “Roll-out” on final approach not less than 1/4
crossing times are calculated and displayed in the mile from the landing threshold and not less than 300
metering position list. feet above the ground.
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Pilot/Controller Glossary 12/10/15
PCG O−4
12/10/15 Pilot/Controller Glossary
P
P TIME− PERFORMANCE−BASED NAVIGATION (PBN)
(See PROPOSED DEPARTURE TIME.) [ICAO]− Area navigation based on performance
requirements for aircraft operating along an ATS
P-ACP− route, on an instrument approach procedure or in a
(See PREARRANGED COORDINATION designated airspace.
PROCEDURES.)
Note: Performance requirements are expressed in
PAN-PAN− The international radio-telephony urgen- navigation specifications (RNAV specification,
cy signal. When repeated three times, indicates RNP specification) in terms of accuracy, integrity,
uncertainty or alert followed by the nature of the continuity, availability, and functionality needed for
the proposed operation in the context of a
urgency.
particular airspace concept.
(See MAYDAY.)
(Refer to AIM.) PERMANENT ECHO− Radar signals reflected from
fixed objects on the earth’s surface; e.g., buildings,
PAR−
towers, terrain. Permanent echoes are distinguished
(See PRECISION APPROACH RADAR.)
from “ground clutter” by being definable locations
PAR [ICAO]− rather than large areas. Under certain conditions they
(See ICAO Term PRECISION APPROACH may be used to check radar alignment.
RADAR.)
PHOTO RECONNAISSANCE− Military activity
PARALLEL ILS APPROACHES− Approaches to that requires locating individual photo targets and
parallel runways by IFR aircraft which, when navigating to the targets at a preplanned angle and
established inbound toward the airport on the altitude. The activity normally requires a lateral route
adjacent final approach courses, are radar-separated width of 16 NM and altitude range of 1,500 feet to
by at least 2 miles. 10,000 feet AGL.
(See FINAL APPROACH COURSE.) PILOT BRIEFING− A service provided by the FSS
(See SIMULTANEOUS ILS APPROACHES.) to assist pilots in flight planning. Briefing items may
PARALLEL OFFSET ROUTE− A parallel track to include weather information, NOTAMS, military
the left or right of the designated or established activities, flow control information, and other items
airway/route. Normally associated with Area Navi- as requested.
gation (RNAV) operations. (Refer to AIM.)
(See AREA NAVIGATION.) PILOT IN COMMAND− The pilot responsible for
PARALLEL RUNWAYS− Two or more runways at the operation and safety of an aircraft during flight
the same airport whose centerlines are parallel. In time.
addition to runway number, parallel runways are (Refer to 14 CFR Part 91.)
designated as L (left) and R (right) or, if three parallel PILOT WEATHER REPORT− A report of meteoro-
runways exist, L (left), C (center), and R (right). logical phenomena encountered by aircraft in flight.
PBCT− (Refer to AIM.)
(See PROPOSED BOUNDARY CROSSING PILOT’S DISCRETION− When used in conjunc-
TIME.) tion with altitude assignments, means that ATC has
PBN offered the pilot the option of starting climb or
(See ICAO Term PERFORMANCE−BASED descent whenever he/she wishes and conducting the
NAVIGATION.) climb or descent at any rate he/she wishes. He/she
may temporarily level off at any intermediate
PDC− altitude. However, once he/she has vacated an
(See PRE−DEPARTURE CLEARANCE.) altitude, he/she may not return to that altitude.
PCG P−1
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12/10/15 Pilot/Controller Glossary
PRECISION APPROACH RADAR− Radar equip- system, or other FMA with the same capability,
ment in some ATC facilities operated by the FAA presents (NTZ) surveillance track data to controllers
and/or the military services at joint-use civil/military along with detailed maps depicting approaches and
locations and separate military installations to detect no transgression zone and is required for all
and display azimuth, elevation, and range of aircraft simultaneous close parallel PRM NTZ monitoring
on the final approach course to a runway. This operations.
equipment may be used to monitor certain nonradar (Refer to AIM)
approaches, but is primarily used to conduct a PREDICTIVE WIND SHEAR ALERT SYSTEM
precision instrument approach (PAR) wherein the (PWS)− A self−contained system used onboard some
controller issues guidance instructions to the pilot aircraft to alert the flight crew to the presence of a
based on the aircraft’s position in relation to the final potential wind shear. PWS systems typically monitor
approach course (azimuth), the glidepath (elevation), 3 miles ahead and 25 degrees left and right of the
and the distance (range) from the touchdown point on aircraft’s heading at or below 1200’ AGL. Departing
the runway as displayed on the radar scope. flights may receive a wind shear alert after they start
Note: The abbreviation “PAR” is also used to the takeoff roll and may elect to abort the takeoff.
denote preferential arrival routes in ARTCC Aircraft on approach receiving an alert may elect to
computers. go around or perform a wind shear escape maneuver.
(See GLIDEPATH.)
PREFERENTIAL ROUTES− Preferential routes
(See PAR.) (PDRs, PARs, and PDARs) are adapted in ARTCC
(See PREFERENTIAL ROUTES.) computers to accomplish inter/intrafacility controller
(See ICAO term PRECISION APPROACH coordination and to assure that flight data is posted at
RADAR.) the proper control positions. Locations having a need
(Refer to AIM.) for these specific inbound and outbound routes
PRECISION APPROACH RADAR [ICAO]− Pri- normally publish such routes in local facility
mary radar equipment used to determine the position bulletins, and their use by pilots minimizes flight
of an aircraft during final approach, in terms of lateral plan route amendments. When the workload or traffic
and vertical deviations relative to a nominal approach situation permits, controllers normally provide radar
path, and in range relative to touchdown. vectors or assign requested routes to minimize
Note: Precision approach radars are designed to
circuitous routing. Preferential routes are usually
enable pilots of aircraft to be given guidance by confined to one ARTCC’s area and are referred to by
radio communication during the final stages of the the following names or acronyms:
approach to land. a. Preferential Departure Route (PDR). A specific
departure route from an airport or terminal area to an
PRECISION OBSTACLE FREE ZONE (POFZ)− en route point where there is no further need for flow
An 800 foot wide by 200 foot long area centered on control. It may be included in an Instrument
the runway centerline adjacent to the threshold Departure Procedure (DP) or a Preferred IFR Route.
designed to protect aircraft flying precision
b. Preferential Arrival Route (PAR). A specific
approaches from ground vehicles and other aircraft
arrival route from an appropriate en route point to an
when ceiling is less than 250 feet or visibility is less
airport or terminal area. It may be included in a
than 3/4 statute mile (or runway visual range below
Standard Terminal Arrival (STAR) or a Preferred IFR
4,000 feet.)
Route. The abbreviation “PAR” is used primarily
PRECISION RUNWAY MONITOR (PRM) within the ARTCC and should not be confused with
SYSTEM− Provides air traffic controllers the abbreviation for Precision Approach Radar.
monitoring the NTZ during simultaneous close c. Preferential Departure and Arrival Route
parallel PRM approaches with precision, high update (PDAR). A route between two terminals which are
rate secondary surveillance data. The high update rate within or immediately adjacent to one ARTCC’s area.
surveillance sensor component of the PRM system is PDARs are not synonymous with Preferred IFR
only required for specific runway or approach course Routes but may be listed as such as they do
separation. The high resolution color monitoring accomplish essentially the same purpose.
display, Final Monitor Aid (FMA) of the PRM (See PREFERRED IFR ROUTES.)
PCG P−3
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PREFERRED IFR ROUTES− Routes established followed by a turn in the opposite direction to permit
between busier airports to increase system efficiency the aircraft to intercept and proceed along the
and capacity. They normally extend through one or reciprocal of the designated track.
more ARTCC areas and are designed to achieve Note 1: Procedure turns are designated “left” or
balanced traffic flows among high density terminals. “right” according to the direction of the initial turn.
IFR clearances are issued on the basis of these routes Note 2: Procedure turns may be designated as
except when severe weather avoidance procedures or being made either in level flight or while
other factors dictate otherwise. Preferred IFR Routes descending, according to the circumstances of
are listed in the Chart Supplement U.S. If a flight is each individual approach procedure.
planned to or from an area having such routes but the PROCEDURE TURN INBOUND− That point of a
departure or arrival point is not listed in the Chart procedure turn maneuver where course reversal has
Supplement U.S., pilots may use that part of a been completed and an aircraft is established inbound
Preferred IFR Route which is appropriate for the on the intermediate approach segment or final
departure or arrival point that is listed. Preferred IFR approach course. A report of “procedure turn
Routes are correlated with DPs and STARs and may inbound” is normally used by ATC as a position
be defined by airways, jet routes, direct routes report for separation purposes.
between NAVAIDs, Waypoints, NAVAID radials/ (See FINAL APPROACH COURSE.)
DME, or any combinations thereof. (See PROCEDURE TURN.)
(See CENTER’S AREA.) (See SEGMENTS OF AN INSTRUMENT
(See INSTRUMENT DEPARTURE APPROACH PROCEDURE.)
PROCEDURE.) PROFILE DESCENT− An uninterrupted descent
(See PREFERENTIAL ROUTES.) (except where level flight is required for speed
(See STANDARD TERMINAL ARRIVAL.) adjustment; e.g., 250 knots at 10,000 feet MSL) from
(Refer to CHART SUPPLEMENT U.S.) cruising altitude/level to interception of a glideslope
(Refer to NOTICES TO AIRMEN PUBLICATION.) or to a minimum altitude specified for the initial or
PRE-FLIGHT PILOT BRIEFING− intermediate approach segment of a nonprecision
(See PILOT BRIEFING.) instrument approach. The profile descent normally
terminates at the approach gate or where the
PREVAILING VISIBILITY− glideslope or other appropriate minimum altitude is
(See VISIBILITY.) intercepted.
PRIMARY RADAR TARGET− An analog or digital PROGRESS REPORT−
target, exclusive of a secondary radar target, (See POSITION REPORT.)
presented on a radar display. PROGRESSIVE TAXI− Precise taxi instructions
PRM− given to a pilot unfamiliar with the airport or issued
(See ILS PRM APPROACH and PRECISION in stages as the aircraft proceeds along the taxi route.
RUNWAY MONITOR SYSTEM.) PROHIBITED AREA−
PROCEDURE TURN− The maneuver prescribed (See SPECIAL USE AIRSPACE.)
when it is necessary to reverse direction to establish (See ICAO term PROHIBITED AREA.)
an aircraft on the intermediate approach segment or PROHIBITED AREA [ICAO]− An airspace of
final approach course. The outbound course, defined dimensions, above the land areas or territorial
direction of turn, distance within which the turn must waters of a State, within which the flight of aircraft
be completed, and minimum altitude are specified in is prohibited.
the procedure. However, unless otherwise restricted, PROMINENT OBSTACLE– An obstacle that meets
the point at which the turn may be commenced and one or more of the following conditions:
the type and rate of turn are left to the discretion of the a. An obstacle which stands out beyond the
pilot. adjacent surface of surrounding terrain and immedi-
(See ICAO term PROCEDURE TURN.) ately projects a noticeable hazard to aircraft in flight.
PROCEDURE TURN [ICAO]− A maneuver in b. An obstacle, not characterized as low and close
which a turn is made away from a designated track in, whose height is no less than 300 feet above the
PCG P−4
12/10/15 Pilot/Controller Glossary
departure end of takeoff runway (DER) elevation, is inhibited from automatic adapted route alteration by
within 10NM from the DER, and that penetrates that ERAM.
airport/heliport’s diverse departure obstacle clear-
PT−
ance surface (OCS).
(See PROCEDURE TURN.)
c. An obstacle beyond 10NM from an airport/heli-
port that requires an obstacle departure procedure PTP−
(ODP) to ensure obstacle avoidance. (See POINT−TO−POINT.)
(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
PROPOSED DEPARTURE TIME− The time that the conditions.
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−
PROTECTED SEGMENT- The protected segment is (See PREDICTIVE WIND SHEAR ALERT
a segment on the amended TFM route that is to be SYSTEM.)
PCG P−5
12/10/15 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
5/26/16
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R
RADAR− A device which, by measuring the time RADAR APPROACH− An instrument approach
interval between transmission and reception of radio procedure which utilizes Precision Approach Radar
pulses and correlating the angular orientation of the (PAR) or Airport Surveillance Radar (ASR).
radiated antenna beam or beams in azimuth and/or (See AIRPORT SURVEILLANCE RADAR.)
elevation, provides information on range, azimuth, (See INSTRUMENT APPROACH
and/or elevation of objects in the path of the PROCEDURE.)
transmitted pulses. (See PRECISION APPROACH RADAR.)
(See SURVEILLANCE APPROACH.)
a. Primary Radar− A radar system in which a
(See ICAO term RADAR APPROACH.)
minute portion of a radio pulse transmitted from a site
(Refer to AIM.)
is reflected by an object and then received back at that
site for processing and display at an air traffic control RADAR APPROACH [ICAO]− An approach,
facility. executed by an aircraft, under the direction of a radar
controller.
b. Secondary Radar/Radar Beacon (ATCRBS)− A
radar system in which the object to be detected is RADAR APPROACH CONTROL FACILITY− A
fitted with cooperative equipment in the form of a terminal ATC facility that uses radar and nonradar
radio receiver/transmitter (transponder). Radar capabilities to provide approach control services to
pulses transmitted from the searching transmitter/re- aircraft arriving, departing, or transiting airspace
ceiver (interrogator) site are received in the controlled by the facility.
cooperative equipment and used to trigger a (See APPROACH CONTROL SERVICE.)
distinctive transmission from the transponder. This a. Provides radar ATC services to aircraft
reply transmission, rather than a reflected signal, is operating in the vicinity of one or more civil and/or
then received back at the transmitter/receiver site for military airports in a terminal area. The facility may
processing and display at an air traffic control facility. provide services of a ground controlled approach
(See INTERROGATOR.) (GCA); i.e., ASR and PAR approaches. A radar
approach control facility may be operated by FAA,
(See TRANSPONDER.)
USAF, US Army, USN, USMC, or jointly by FAA
(See ICAO term RADAR.) and a military service. Specific facility nomencla-
(Refer to AIM.) tures are used for administrative purposes only and
are related to the physical location of the facility and
RADAR [ICAO]− A radio detection device which the operating service generally as follows:
provides information on range, azimuth and/or 1. Army Radar Approach Control (ARAC)
elevation of objects. (Army).
a. Primary Radar− Radar system which uses 2. Radar Air Traffic Control Facility (RATCF)
reflected radio signals. (Navy/FAA).
b. Secondary Radar− Radar system wherein a 3. Radar Approach Control (RAPCON) (Air
radio signal transmitted from a radar station initiates Force/FAA).
the transmission of a radio signal from another 4. Terminal Radar Approach Control
station. (TRACON) (FAA).
5. Air Traffic Control Tower (ATCT) (FAA).
RADAR ADVISORY− The provision of advice and (Only those towers delegated approach control
information based on radar observations. authority.)
(See ADVISORY SERVICE.) RADAR ARRIVAL− An aircraft arriving at an
airport served by a radar facility and in radar contact
RADAR ALTIMETER− with the facility.
(See RADIO ALTIMETER.) (See NONRADAR.)
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RANDOM ROUTE− Any route not established or REMOTE AIRPORT INFORMATION SERVICE
charted/published or not otherwise available to all (RAIS)− A temporary service provided by facilities,
users. which are not located on the landing airport, but have
communication capability and automated weather
RC−
reporting available to the pilot at the landing airport.
(See ROAD RECONNAISSANCE.)
REMOTE COMMUNICATIONS AIR/GROUND
RCAG− FACILITY− An unmanned VHF/UHF transmitter/
(See REMOTE COMMUNICATIONS receiver facility which is used to expand ARTCC
AIR/GROUND FACILITY.) air/ground communications coverage and to facilitate
RCC− direct contact between pilots and controllers. RCAG
(See RESCUE COORDINATION CENTER.)
facilities are sometimes not equipped with emergen-
cy frequencies 121.5 MHz and 243.0 MHz.
RCO− (Refer to AIM.)
(See REMOTE COMMUNICATIONS OUTLET.) REMOTE COMMUNICATIONS OUTLET− An
RCR− unmanned communications facility remotely con-
(See RUNWAY CONDITION READING.) trolled by air traffic personnel. RCOs serve FSSs.
RTRs serve terminal ATC facilities. An RCO or RTR
READ BACK− Repeat my message back to me. may be UHF or VHF and will extend the
RECEIVER AUTONOMOUS INTEGRITY MON- communication range of the air traffic facility. There
ITORING (RAIM)− A technique whereby a civil are several classes of RCOs and RTRs. The class is
GNSS receiver/processor determines the integrity of determined by the number of transmitters or
the GNSS navigation signals without reference to receivers. Classes A through G are used primarily for
sensors or non-DoD integrity systems other than the air/ground purposes. RCO and RTR class O
receiver itself. This determination is achieved by a facilities are nonprotected outlets subject to
consistency check among redundant pseudorange undetected and prolonged outages. RCO (O’s) and
measurements. RTR (O’s) were established for the express purpose
of providing ground-to-ground communications
RECEIVING CONTROLLER− A controller/facility between air traffic control specialists and pilots
receiving control of an aircraft from another located at a satellite airport for delivering en route
controller/facility. clearances, issuing departure authorizations, and
RECEIVING FACILITY− acknowledging instrument flight rules cancellations
or departure/landing times. As a secondary function,
(See RECEIVING CONTROLLER.)
they may be used for advisory purposes whenever the
RECONFORMANCE− The automated process of aircraft is below the coverage of the primary
bringing an aircraft’s Current Plan Trajectory into air/ground frequency.
conformance with its track. REMOTE TRANSMITTER/RECEIVER−
REDUCE SPEED TO (SPEED)− (See REMOTE COMMUNICATIONS OUTLET.)
(See SPEED ADJUSTMENT.) REPORT− Used to instruct pilots to advise ATC of
specified information; e.g., “Report passing Hamil-
REIL−
ton VOR.”
(See RUNWAY END IDENTIFIER LIGHTS.)
REPORTING POINT− A geographical location in
RELEASE TIME− A departure time restriction relation to which the position of an aircraft is
issued to a pilot by ATC (either directly or through an reported.
authorized relay) when necessary to separate a (See COMPULSORY REPORTING POINTS.)
departing aircraft from other traffic. (See ICAO term REPORTING POINT.)
(See ICAO term RELEASE TIME.) (Refer to AIM.)
RELEASE TIME [ICAO]− Time prior to which an REPORTING POINT [ICAO]− A specified geo-
aircraft should be given further clearance or prior to graphical location in relation to which the position of
which it should not proceed in case of radio failure. an aircraft can be reported.
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direction of traffic flow. The adapted optimum flight function. These objects shall be constructed on low
plan from each transition fix to the vertex is impact resistant supports (frangible mounted struc-
determined by the runway configuration for arrival tures) to the lowest practical height with the frangible
metering processing purposes. point no higher than 3 inches above grade.
(Refer to AC 150/5300-13, Airport Design,
RUNWAY LIGHTS− Chapter 3.)
(See AIRPORT LIGHTING.)
RUNWAY STATUS LIGHTS (RWSL)
RUNWAY MARKINGS− SYSTEM—The RWSL is a system of runway and
(See AIRPORT MARKING AIDS.) taxiway lighting to provide pilots increased
situational awareness by illuminating runway entry
RUNWAY OVERRUN− In military aviation exclu- lights (REL) when the runway is unsafe for entry or
sively, a stabilized or paved area beyond the end of a crossing, and take-off hold lights (THL) when the
runway, of the same width as the runway plus runway is unsafe for departure.
shoulders, centered on the extended runway
centerline. RUNWAY TRANSITION−
a. Conventional STARs/SIDs. The portion of a
RUNWAY PROFILE DESCENT− An instrument STAR/SID that serves a particular runway or
flight rules (IFR) air traffic control arrival procedure runways at an airport.
to a runway published for pilot use in graphic and/or
b. RNAV STARs/SIDs. Defines a path(s) from
textual form and may be associated with a STAR.
the common route to the final point(s) on a STAR. For
Runway Profile Descents provide routing and may
a SID, the common route that serves a particular
depict crossing altitudes, speed restrictions, and
runway or runways at an airport.
headings to be flown from the en route structure to the
point where the pilot will receive clearance for and RUNWAY USE PROGRAM− A noise abatement
execute an instrument approach procedure. A runway selection plan designed to enhance noise
Runway Profile Descent may apply to more than one abatement efforts with regard to airport communities
runway if so stated on the chart. for arriving and departing aircraft. These plans are
(Refer to AIM.) developed into runway use programs and apply to all
turbojet aircraft 12,500 pounds or heavier; turbojet
RUNWAY SAFETY AREA− A defined surface aircraft less than 12,500 pounds are included only if
surrounding the runway prepared, or suitable, for the airport proprietor determines that the aircraft
reducing the risk of damage to airplanes in the event creates a noise problem. Runway use programs are
of an undershoot, overshoot, or excursion from the coordinated with FAA offices, and safety criteria
runway. The dimensions of the RSA vary and can be used in these programs are developed by the Office of
determined by using the criteria contained within Flight Operations. Runway use programs are
AC 150/5300-13, Airport Design, Chapter 3. administered by the Air Traffic Service as “Formal”
Figure 3−1 in AC 150/5300-13 depicts the RSA. The or “Informal” programs.
design standards dictate that the RSA shall be:
a. Formal Runway Use Program− An approved
a. Cleared, graded, and have no potentially noise abatement program which is defined and
hazardous ruts, humps, depressions, or other surface acknowledged in a Letter of Understanding between
variations; Flight Operations, Air Traffic Service, the airport
b. Drained by grading or storm sewers to prevent proprietor, and the users. Once established, participa-
water accumulation; tion in the program is mandatory for aircraft operators
and pilots as provided for in 14 CFR Section 91.129.
c. Capable, under dry conditions, of supporting
snow removal equipment, aircraft rescue and b. Informal Runway Use Program− An approved
firefighting equipment, and the occasional passage of noise abatement program which does not require a
aircraft without causing structural damage to the Letter of Understanding, and participation in the
aircraft; and, program is voluntary for aircraft operators/pilots.
d. Free of objects, except for objects that need to RUNWAY VISIBILITY VALUE−
be located in the runway safety area because of their (See VISIBILITY.)
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PCG R−8
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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.
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PCG S−2
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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 longitudi-
(See VERTICAL TAKEOFF AND LANDING
nal, lateral, or vertical distances by which aircraft are
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.
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Pilot/Controller Glossary 12/10/15
SIGMET advisories cover severe and extreme include aural and visual alerts and predictive aircraft
turbulence, severe icing, and widespread dust or position software, communications override, ATC
sandstorms that reduce visibility to less than 3 miles. procedures, an Attention All Users Page (AAUP),
(See AIRMET.) PRM in the approach name, and appropriate ground
(See AWW.) based and airborne equipment. High update rate
(See CONVECTIVE SIGMET.) surveillance sensor required for certain runway or
(See CWA.) approach course separations.
(See ICAO term SIGMET INFORMATION.) SIMULTANEOUS (CONVERGING)
(Refer to AIM.) DEPENDENT APPROACHES-An approach
SIGMET INFORMATION [ICAO]− Information operation permitting ILS/RNAV/GLS approaches to
issued by a meteorological watch office concerning runways or missed approach courses that intersect
the occurrence or expected occurrence of specified where required minimum spacing between the
en-route weather phenomena which may affect the aircraft on each final approach course is required.
safety of aircraft operations. SIMULTANEOUS (CONVERGING)
SIGNIFICANT METEOROLOGICAL INFOR- INDEPENDENT APPROACHES- An approach
MATION− operation permitting ILS/RNAV/GLS approaches to
(See SIGMET.) non-parallel runways where approach procedure
design maintains the required aircraft spacing
SIGNIFICANT POINT− A point, whether a named throughout the approach and missed approach and
intersection, a NAVAID, a fix derived from a hence the operations may be conducted
NAVAID(s), or geographical coordinate expressed in independently.
degrees of latitude and longitude, which is
established for the purpose of providing separation, SIMULTANEOUS ILS APPROACHES− An
as a reporting point, or to delineate a route of flight. approach system permitting simultaneous ILS
approaches to airports having parallel runways
SIMPLIFIED DIRECTIONAL FACILITY− A separated by at least 4,300 feet between centerlines.
NAVAID used for nonprecision instrument Integral parts of a total system are ILS, radar,
approaches. The final approach course is similar to communications, ATC procedures, and appropriate
that of an ILS localizer except that the SDF course airborne equipment.
may be offset from the runway, generally not more (See PARALLEL RUNWAYS.)
than 3 degrees, and the course may be wider than the (Refer to AIM.)
localizer, resulting in a lower degree of accuracy.
SIMULTANEOUS OFFSET INSTRUMENT
(Refer to AIM.)
APPROACH (SOIA)− An instrument landing
SIMULATED FLAMEOUT− A practice approach system comprised of an ILS PRM, RNAV PRM or
by a jet aircraft (normally military) at idle thrust to a GLS PRM approach to one runway and an offset
runway. The approach may start at a runway (high LDA PRM with glideslope or an RNAV PRM or
key) and may continue on a relatively high and wide GLS PRM approach utilizing vertical guidance to
downwind leg with a continuous turn to final. It another where parallel runway spaced less than 3,000
terminates in landing or low approach. The purpose feet and at least 750 feet apart. The approach courses
of this approach is to simulate a flameout. converge by 2.5 to 3 degrees. Simultaneous close
(See FLAMEOUT.) parallel PRM approach procedures apply up to the
SIMULTANEOUS CLOSE PARALLEL point where the approach course separation becomes
APPROACHES- A simultaneous, independent 3,000 feet, at the offset MAP. From the offset MAP
approach operation permitting ILS/RNAV/GLS to the runway threshold, visual separation by the
approaches to airports having parallel runways aircraft conducting the offset approach is utilized.
separated by at least 3,000 feet and less than 4300 feet (Refer to AIM)
between centerlines. Aircraft are permitted to pass SIMULTANEOUS (PARALLEL) DEPENDENT
each other during these simultaneous operations. APPROACHES- An approach operation permitting
Integral parts of a total system are radar, NTZ ILS/RNAV/GLS approaches to adjacent parallel
monitoring with enhanced FMA color displays that runways where prescribed diagonal spacing must be
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12/10/15 Pilot/Controller Glossary
maintained. Aircraft are not permitted to pass each SPECIAL ACTIVITY AIRSPACE (SAA)− Any
other during simultaneous dependent operations. airspace with defined dimensions within the National
Integral parts of a total system ATC procedures, and Airspace System wherein limitations may be
appropriate airborne and ground based equipment. imposed upon aircraft operations. This airspace may
be restricted areas, prohibited areas, military
SINGLE DIRECTION ROUTES− Preferred IFR
operations areas, air ATC assigned airspace, and any
Routes which are sometimes depicted on high
other designated airspace areas. The dimensions of
altitude en route charts and which are normally flown
this airspace are programmed into EDST and can be
in one direction only.
designated as either active or inactive by screen entry.
(See PREFERRED IFR ROUTES.) Aircraft trajectories are constantly tested against the
(Refer to CHART SUPPLEMENT U.S.) dimensions of active areas and alerts issued to the
SINGLE FREQUENCY APPROACH− A service applicable sectors when violations are predicted.
provided under a letter of agreement to military (See EN ROUTE DECISION SUPPORT TOOL.)
single-piloted turbojet aircraft which permits use of SPECIAL EMERGENCY− A condition of air piracy
a single UHF frequency during approach for landing. or other hostile act by a person(s) aboard an aircraft
Pilots will not normally be required to change which threatens the safety of the aircraft or its
frequency from the beginning of the approach to passengers.
touchdown except that pilots conducting an en route
descent are required to change frequency when SPECIAL INSTRUMENT APPROACH PROCE-
control is transferred from the air route traffic control DURE−
center to the terminal facility. The abbreviation (See INSTRUMENT APPROACH PROCEDURE.)
“SFA” in the DOD FLIP IFR Supplement under SPECIAL USE AIRSPACE− Airspace of defined
“Communications” indicates this service is available dimensions identified by an area on the surface of the
at an aerodrome. earth wherein activities must be confined because of
their nature and/or wherein limitations may be
SINGLE-PILOTED AIRCRAFT− A military imposed upon aircraft operations that are not a part of
turbojet aircraft possessing one set of flight controls, those activities. Types of special use airspace are:
tandem cockpits, or two sets of flight controls but
operated by one pilot is considered single-piloted by a. Alert Area− Airspace which may contain a high
ATC when determining the appropriate air traffic volume of pilot training activities or an unusual type
service to be applied. of aerial activity, neither of which is hazardous to
aircraft. Alert Areas are depicted on aeronautical
(See SINGLE FREQUENCY APPROACH.)
charts for the information of nonparticipating pilots.
SKYSPOTTER− A pilot who has received All activities within an Alert Area are conducted in
specialized training in observing and reporting accordance with Federal Aviation Regulations, and
inflight weather phenomena. pilots of participating aircraft as well as pilots
transiting the area are equally responsible for
SLASH− A radar beacon reply displayed as an collision avoidance.
elongated target.
b. Controlled Firing Area− Airspace wherein
SLDI− activities are conducted under conditions so
(See SECTOR LIST DROP INTERVAL.) controlled as to eliminate hazards to nonparticipating
aircraft and to ensure the safety of persons and
SLOT TIME− property on the ground.
(See METER FIX TIME/SLOT TIME.)
c. Military Operations Area (MOA)− A MOA is
SLOW TAXI− To taxi a float plane at low power or airspace established outside of Class A airspace area
low RPM. to separate or segregate certain nonhazardous
military activities from IFR traffic and to identify for
SN− VFR traffic where these activities are conducted.
(See SYSTEM STRATEGIC NAVIGATION.) (Refer to AIM.)
SPEAK SLOWER− Used in verbal communications d. Prohibited Area− Airspace designated under
as a request to reduce speech rate. 14 CFR Part 73 within which no person may operate
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Pilot/Controller Glossary 12/10/15
an aircraft without the permission of the using value for the purpose of providing desired spacing.
agency. Pilots are expected to maintain a speed of plus or
(Refer to AIM.) minus 10 knots or 0.02 Mach number of the specified
(Refer to En Route Charts.) speed. Examples of speed adjustments are:
e. Restricted Area− Airspace designated under a. “Increase/reduce speed to Mach point
14 CFR Part 73, within which the flight of aircraft, (number.)”
while not wholly prohibited, is subject to restriction. b. “Increase/reduce speed to (speed in knots)” or
Most restricted areas are designated joint use and “Increase/reduce speed (number of knots) knots.”
IFR/VFR operations in the area may be authorized by
the controlling ATC facility when it is not being SPEED BRAKES− Moveable aerodynamic devices
utilized by the using agency. Restricted areas are on aircraft that reduce airspeed during descent and
depicted on en route charts. Where joint use is landing.
authorized, the name of the ATC controlling facility
SPEED SEGMENTS− Portions of the arrival route
is also shown.
between the transition point and the vertex along the
(Refer to 14 CFR Part 73.)
optimum flight path for which speeds and altitudes
(Refer to AIM.)
are specified. There is one set of arrival speed
f. Warning Area− A warning area is airspace of segments adapted from each transition point to each
defined dimensions extending from 3 nautical miles vertex. Each set may contain up to six segments.
outward from the coast of the United States, that
contains activity that may be hazardous to SQUAWK (Mode, Code, Function)− Activate
nonparticipating aircraft. The purpose of such specific modes/codes/functions on the aircraft
warning area is to warn nonparticipating pilots of the transponder; e.g., “Squawk three/alpha, two one zero
potential danger. A warning area may be located over five, low.”
domestic or international waters or both. (See TRANSPONDER.)
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12/10/15 Pilot/Controller Glossary
workload. ATC clearance must always be received sea lane for takeoff. The STEP TURN maneuver
prior to flying a SID. should only be used upon pilot request.
(See IFR TAKEOFF MINIMUMS AND STEPDOWN FIX− A fix permitting additional
DEPARTURE PROCEDURES.)
descent within a segment of an instrument approach
(See OBSTACLE DEPARTURE PROCEDURE.)
procedure by identifying a point at which a
(Refer to AIM.) controlling obstacle has been safely overflown.
STANDARD RATE TURN− A turn of three degrees STEREO ROUTE− A routinely used route of flight
per second. established by users and ARTCCs identified by a
STANDARD TERMINAL ARRIVAL− A coded name; e.g., ALPHA 2. These routes minimize
preplanned instrument flight rule (IFR) air traffic flight plan handling and communications.
control arrival procedure published for pilot use in STOL AIRCRAFT−
graphic and/or textual form. STARs provide (See SHORT TAKEOFF AND LANDING
transition from the en route structure to an outer fix AIRCRAFT.)
or an instrument approach fix/arrival waypoint in the
STOP ALTITUDE SQUAWK− Used by ATC to
terminal area.
inform an aircraft to turn-off the automatic altitude
STANDARD TERMINAL ARRIVAL CHARTS− reporting feature of its transponder. It is issued when
(See AERONAUTICAL CHART.) the verbally reported altitude varies 300 feet or more
from the automatic altitude report.
STANDARD TERMINAL AUTOMATION RE- (See ALTITUDE READOUT.)
PLACEMENT SYSTEM (STARS)− (See TRANSPONDER.)
(See DTAS.)
STOP AND GO− A procedure wherein an aircraft
STAR− will land, make a complete stop on the runway, and
(See STANDARD TERMINAL ARRIVAL.) then commence a takeoff from that point.
(See LOW APPROACH.)
STATE AIRCRAFT− Aircraft used in military,
(See OPTION APPROACH.)
customs and police service, in the exclusive service
of any government, or of any political subdivision, STOP BURST−
thereof including the government of any state, (See STOP STREAM.)
territory, or possession of the United States or the
STOP BUZZER−
District of Columbia, but not including any
(See STOP STREAM.)
government-owned aircraft engaged in carrying
persons or property for commercial purposes. STOP SQUAWK (Mode or Code)− Used by ATC to
tell the pilot to turn specified functions of the aircraft
STATIC RESTRICTIONS− Those restrictions that transponder off.
are usually not subject to change, fixed, in place, (See STOP ALTITUDE SQUAWK.)
and/or published. (See TRANSPONDER.)
STATIONARY RESERVATIONS− Altitude STOP STREAM− Used by ATC to request a pilot to
reservations which encompass activities in a fixed suspend electronic attack activity.
area. Stationary reservations may include activities, (See JAMMING.)
such as special tests of weapons systems or
equipment, certain U.S. Navy carrier, fleet, and STOPOVER FLIGHT PLAN− A flight plan format
anti-submarine operations, rocket, missile and drone which permits in a single submission the filing of a
operations, and certain aerial refueling or similar sequence of flight plans through interim full-stop
operations. destinations to a final destination.
STEP TAXI− To taxi a float plane at full power or STOPWAY− An area beyond the takeoff runway no
high RPM. less wide than the runway and centered upon the
extended centerline of the runway, able to support the
STEP TURN− A maneuver used to put a float plane airplane during an aborted takeoff, without causing
in a planing configuration prior to entering an active structural damage to the airplane, and designated by
PCG S−7
Pilot/Controller Glossary 5/26/16
12/10/15
the airport authorities for use in decelerating the SUPPLEMENTAL WEATHER SERVICE
airplane during an aborted takeoff. LOCATION− Airport facilities staffed with contract
personnel who take weather observations and
STRAIGHT-IN APPROACH IFR− An instrument
provide current local weather to pilots via telephone
approach wherein final approach is begun without
or radio. (All other services are provided by the parent
first having executed a procedure turn, not
FSS.)
necessarily completed with a straight-in landing or
made to straight-in landing minimums. SUPPS− Refers to ICAO Document 7030 Regional
(See LANDING MINIMUMS.) Supplementary Procedures. SUPPS contain
(See STRAIGHT-IN APPROACH VFR.) procedures for each ICAO Region which are unique
(See STRAIGHT-IN LANDING.) to that Region and are not covered in the worldwide
provisions identified in the ICAO Air Navigation
STRAIGHT-IN APPROACH VFR− Entry into the Plan. Procedures contained in Chapter 8 are based in
traffic pattern by interception of the extended runway part on those published in SUPPS.
centerline (final approach course) without executing
any other portion of the traffic pattern. SURFACE AREA− The airspace contained by the
(See TRAFFIC PATTERN.) lateral boundary of the Class B, C, D, or E airspace
designated for an airport that begins at the surface and
STRAIGHT-IN LANDING− A landing made on a extends upward.
runway aligned within 30_ of the final approach
course following completion of an instrument SURPIC− A description of surface vessels in the area
approach. of a Search and Rescue incident including their
(See STRAIGHT-IN APPROACH IFR.) predicted positions and their characteristics.
(Refer to FAAO JO 7110.65, Para 10−6−4,
STRAIGHT-IN LANDING MINIMUMS− INFLIGHT CONTINGENCIES.)
(See LANDING MINIMUMS.)
SURVEILLANCE APPROACH− An instrument
STRAIGHT-IN MINIMUMS− approach wherein the air traffic controller issues
(See STRAIGHT-IN LANDING MINIMUMS.) instructions, for pilot compliance, based on aircraft
position in relation to the final approach course
STRATEGIC PLANNING− Planning whereby
(azimuth), and the distance (range) from the end of
solutions are sought to resolve potential conflicts.
the runway as displayed on the controller’s radar
SUBSTITUTE ROUTE− A route assigned to pilots scope. The controller will provide recommended
when any part of an airway or route is unusable altitudes on final approach if requested by the pilot.
because of NAVAID status. These routes consist of: (Refer to AIM.)
a. Substitute routes which are shown on U.S. SWAP−
Government charts. (See SEVERE WEATHER AVOIDANCE PLAN.)
b. Routes defined by ATC as specific NAVAID SWSL−
radials or courses.
(See SUPPLEMENTAL WEATHER SERVICE
c. Routes defined by ATC as direct to or between LOCATION.)
NAVAIDs.
SYSTEM STRATEGIC NAVIGATION− Military
SUNSET AND SUNRISE− The mean solar times of activity accomplished by navigating along a
sunset and sunrise as published in the Nautical preplanned route using internal aircraft systems to
Almanac, converted to local standard time for the maintain a desired track. This activity normally
locality concerned. Within Alaska, the end of evening requires a lateral route width of 10 NM and altitude
civil twilight and the beginning of morning civil range of 1,000 feet to 6,000 feet AGL with some route
twilight, as defined for each locality. segments that permit terrain following.
PCG S−8
12/10/15 Pilot/Controller Glossary
T
TACAN− this pertains to the act of becoming airborne after
(See TACTICAL AIR NAVIGATION.) departing a takeoff area.
TACAN-ONLY AIRCRAFT− An aircraft, normally TAKEOFF RUN AVAILABLE (TORA) – The
military, possessing TACAN with DME but no VOR runway length declared available and suitable for the
navigational system capability. Clearances must ground run of an airplane taking off.
specify TACAN or VORTAC fixes and approaches. (See ICAO term TAKEOFF RUN AVAILABLE.)
TACTICAL AIR NAVIGATION− An ultra-high TAKEOFF RUN AVAILABLE [ICAO]− The length
frequency electronic rho-theta air navigation aid of runway declared available and suitable for the
which provides suitably equipped aircraft a ground run of an aeroplane take-off.
continuous indication of bearing and distance to the TARGET− The indication shown on an analog
TACAN station. display resulting from a primary radar return or a
(See VORTAC.) radar beacon reply.
(Refer to AIM.) (See ASSOCIATED.)
(See DIGITAL TARGET.)
TAILWIND− Any wind more than 90 degrees to the (See DIGITIZED RADAR TARGET.)
longitudinal axis of the runway. The magnetic (See FUSED TARGET)
direction of the runway shall be used as the basis for
(See PRIMARY RADAR TARGET.)
determining the longitudinal axis.
(See RADAR.)
TAKEOFF AREA− (See SECONDARY RADAR TARGET.)
(See LANDING AREA.) (See TARGET SYMBOL.)
(See ICAO term TARGET.)
TAKEOFF DISTANCE AVAILABLE (TODA)– The (See UNASSOCIATED.)
takeoff run available plus the length of any remaining
runway or clearway beyond the far end of the takeoff TARGET [ICAO]− In radar:
run available. a. Generally, any discrete object which reflects or
(See ICAO term TAKEOFF DISTANCE retransmits energy back to the radar equipment.
AVAILABLE.) b. Specifically, an object of radar search or
surveillance.
TAKEOFF DISTANCE AVAILABLE [ICAO]− The
length of the takeoff run available plus the length of TARGET RESOLUTION− A process to ensure that
the clearway, if provided. correlated radar targets do not touch. Target
resolution must be applied as follows:
TAKEOFF HOLD LIGHTS (THL)– The THL
a. Between the edges of two primary targets or the
system is composed of in-pavement lighting in a
edges of the ASR-9/11 primary target symbol.
double, longitudinal row of lights aligned either side
of the runway centerline. The lights are focused b. Between the end of the beacon control slash and
toward the arrival end of the runway at the “line up the edge of a primary target.
and wait” point, and they extend for 1,500 feet in c. Between the ends of two beacon control slashes.
front of the holding aircraft. Illuminated red lights Note 1: Mandatory traffic advisories and safety
indicate to an aircraft in position for takeoff or rolling alerts must be issued when this procedure is used.
that it is unsafe to takeoff because the runway is Note 2: This procedure must not be used when
occupied or about to be occupied by an aircraft or utilizing mosaic radar systems or multi−sensor
vehicle. mode.
TAKEOFF ROLL − The process whereby an aircraft TARGET SYMBOL− A computer-generated indica-
is aligned with the runway centerline and the aircraft tion shown on a radar display resulting from a
is moving with the intent to take off. For helicopters, primary radar return or a radar beacon reply.
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Pilot/Controller Glossary 12/10/15
TARMAC DELAY− The holding of an aircraft on the TEMPORARY FLIGHT RESTRICTION (TFR) − A
ground either before departure or after landing with TFR is a regulatory action issued by the FAA via the
no opportunity for its passengers to deplane. U.S. NOTAM System, under the authority of United
States Code, Title 49. TFRs are issued within the
TARMAC DELAY AIRCRAFT− An aircraft whose
sovereign airspace of the United States and its
pilot−in−command has requested to taxi to the ramp,
territories to restrict certain aircraft from operating
gate, or alternate deplaning area to comply with the
within a defined area on a temporary basis to protect
Three−hour Tarmac Rule.
persons or property in the air or on the ground. While
TARMAC DELAY REQUEST− A request by the not all inclusive, TFRs may be issued for disaster or
pilot−in−command to taxi to the ramp, gate, or hazard situations such as: toxic gas leaks or spills,
alternate deplaning location to comply with the fumes from flammable agents, aircraft accident/in-
Three−hour Tarmac Rule. cident sites, aviation or ground resources engaged in
wildlife suppression, or aircraft relief activities
TAS− following a disaster. TFRs may also be issued in
(See TERMINAL AUTOMATION SYSTEMS.) support of VIP movements; for reasons of national
TAWS− security; or when determined necessary for the
(See TERRAIN AWARENESS WARNING management of air traffic in the vicinity of aerial
SYSTEM.) demonstrations or major sporting events. NAS users
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.
(See APPROACH CONTROL FACILITY.)
TDLS−
(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
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12/10/15 Pilot/Controller Glossary
radio frequency and also, for subscribers, in a text d. Class B Service− This service provides, in
message via data link to the cockpit or to a gate addition to basic radar service, approved separation
printer. TDLS also provides Pre−departure Clear- of aircraft based on IFR, VFR, and/or weight, and
ances (PDC), at selected airports, to subscribers, sequencing of VFR arrivals to the primary airport(s).
through a service provider, in text to the cockpit or to (See CONTROLLED AIRSPACE.)
a gate printer. In addition, TDLS will emulate the (See TERMINAL RADAR SERVICE AREA.)
Flight Data Input/Output (FDIO) information within (Refer to AIM.)
the control tower. (Refer to CHART SUPPLEMENT U.S.)
TERMINAL-VERY HIGH FREQUENCY OMNI-
TERMINAL RADAR SERVICE AREA− Airspace
DIRECTIONAL RANGE STATION− A very high
surrounding designated airports wherein ATC
frequency terminal omnirange station located on or
provides radar vectoring, sequencing, and separation
near an airport and used as an approach aid.
on a full-time basis for all IFR and participating VFR
(See NAVIGATIONAL AID.)
aircraft. The AIM contains an explanation of TRSA.
(See VOR.)
TRSAs are depicted on VFR aeronautical charts.
Pilot participation is urged but is not mandatory. TERRAIN AWARENESS WARNING SYSTEM
(TAWS)− An on−board, terrain proximity alerting
TERMINAL VFR RADAR SERVICE− A national system providing the aircrew ‘Low Altitude
program instituted to extend the terminal radar warnings’ to allow immediate pilot action.
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
is contained in the Chart Supplement U.S. TETRAHEDRON− A device normally located on
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
primary airport. theoretical height above the runway threshold at
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b. Concerning a precision radar approach (PAR), TOWER EN ROUTE CONTROL SERVICE− The
it is the point where the glide path intercepts the control of IFR en route traffic within delegated
landing surface. airspace between two or more adjacent approach
(See ICAO term TOUCHDOWN.) control facilities. This service is designed to expedite
traffic and reduce control and pilot communication
TOUCHDOWN [ICAO]− The point where the requirements.
nominal glide path intercepts the runway.
TOWER TO TOWER−
Note: Touchdown as defined above is only a datum
and is not necessarily the actual point at which the (See TOWER EN ROUTE CONTROL
aircraft will touch the runway. SERVICE.)
TRACEABLE PRESSURE STANDARD− The
TOUCHDOWN RVR− facility station pressure instrument, with certifica-
(See VISIBILITY.) tion/calibration traceable to the National Institute of
Standards and Technology. Traceable pressure
TOUCHDOWN ZONE− The first 3,000 feet of the
standards may be mercurial barometers, commis-
runway beginning at the threshold. The area is used
sioned ASOS/AWSS or dual transducer AWOS, or
for determination of Touchdown Zone Elevation in
portable pressure standards or DASI.
the development of straight-in landing minimums for
instrument approaches. TRACK− The actual flight path of an aircraft over the
(See ICAO term TOUCHDOWN ZONE.) surface of the earth.
(See COURSE.)
TOUCHDOWN ZONE [ICAO]− The portion of a (See FLIGHT PATH.)
runway, beyond the threshold, where it is intended (See ROUTE.)
landing aircraft first contact the runway. (See ICAO term TRACK.)
TOUCHDOWN ZONE ELEVATION− The highest TRACK [ICAO]− The projection on the earth’s
elevation in the first 3,000 feet of the landing surface. surface of the path of an aircraft, the direction of
TDZE is indicated on the instrument approach which path at any point is usually expressed in
procedure chart when straight-in landing minimums degrees from North (True, Magnetic, or Grid).
are authorized. TRACK OF INTEREST (TOI)− Displayed data
(See TOUCHDOWN ZONE.) representing an airborne object that threatens or has
TOUCHDOWN ZONE LIGHTING− the potential to threaten North America or National
Security. Indicators may include, but are not limited
(See AIRPORT LIGHTING.)
to: noncompliance with air traffic control instructions
TOWER− A terminal facility that uses air/ground or aviation regulations; extended loss of communica-
communications, visual signaling, and other devices tions; unusual transmissions or unusual flight
to provide ATC services to aircraft operating in the behavior; unauthorized intrusion into controlled
vicinity of an airport or on the movement area. airspace or an ADIZ; noncompliance with issued
Authorizes aircraft to land or takeoff at the airport flight restrictions/security procedures; or unlawful
controlled by the tower or to transit the Class D interference with airborne flight crews, up to and
airspace area regardless of flight plan or weather including hijack. In certain circumstances, an object
conditions (IFR or VFR). A tower may also provide may become a TOI based on specific and credible
approach control services (radar or nonradar). intelligence pertaining to that particular aircraft/
(See AIRPORT TRAFFIC CONTROL SERVICE.) object, its passengers, or its cargo.
(See APPROACH CONTROL FACILITY.) TRACK OF INTEREST RESOLUTION− A TOI
(See APPROACH CONTROL SERVICE.) will normally be considered resolved when: the
(See MOVEMENT AREA.) aircraft/object is no longer airborne; the aircraft
(See TOWER EN ROUTE CONTROL complies with air traffic control instructions, aviation
SERVICE.) regulations, and/or issued flight restrictions/security
(See ICAO term AERODROME CONTROL procedures; radio contact is re−established and
TOWER.) authorized control of the aircraft is verified; the
(Refer to AIM.) aircraft is intercepted and intent is verified to be
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nonthreatening/nonhostile; TOI was identified based system based on radar beacon signals which operates
on specific and credible intelligence that was later independent of ground-based equipment. TCAS-I
determined to be invalid or unreliable; or displayed generates traffic advisories only. TCAS-II generates
data is identified and characterized as invalid. traffic advisories, and resolution (collision avoid-
ance) advisories in the vertical plane.
TRAFFIC−
a. A term used by a controller to transfer radar TRAFFIC INFORMATION−
(See TRAFFIC ADVISORIES.)
identification of an aircraft to another controller for
the purpose of coordinating separation action. Traffic TRAFFIC INFORMATION SERVICE−
is normally issued: BROADCAST (TIS−B)− The broadcast of ATC
1. In response to a handoff or point out, derived traffic information to ADS−B equipped
(1090ES or UAT) aircraft. The source of this traffic
2. In anticipation of a handoff or point out, or information is derived from ground−based air traffic
3. In conjunction with a request for control of an surveillance sensors, typically from radar targets.
aircraft. TIS−B service will be available throughout the NAS
b. A term used by ATC to refer to one or more where there are both adequate surveillance coverage
aircraft. (radar) and adequate broadcast coverage from
ADS−B ground stations. Loss of TIS−B will occur
TRAFFIC ADVISORIES− Advisories issued to alert when an aircraft enters an area not covered by the
pilots to other known or observed air traffic which GBT network. If this occurs in an area with adequate
may be in such proximity to the position or intended surveillance coverage (radar), nearby aircraft that
route of flight of their aircraft to warrant their remain within the adequate broadcast coverage
attention. Such advisories may be based on: (ADS−B) area will view the first aircraft. TIS−B may
a. Visual observation. continue when an aircraft enters an area with
b. Observation of radar identified and nonidenti- inadequate surveillance coverage (radar); nearby
fied aircraft targets on an ATC radar display, or aircraft that remain within the adequate broadcast
c. Verbal reports from pilots or other facilities. coverage (ADS−B) area will not view the first
aircraft.
Note 1: The word “traffic” followed by additional
information, if known, is used to provide such TRAFFIC IN SIGHT− Used by pilots to inform a
advisories; e.g., “Traffic, 2 o’clock, one zero miles, controller that previously issued traffic is in sight.
southbound, eight thousand.” (See NEGATIVE CONTACT.)
Note 2: Traffic advisory service will be provided to (See TRAFFIC ADVISORIES.)
the extent possible depending on higher priority TRAFFIC MANAGEMENT PROGRAM ALERT−
duties of the controller or other limitations; e.g., A term used in a Notice to Airmen (NOTAM) issued
radar limitations, volume of traffic, frequency
in conjunction with a special traffic management
congestion, or controller workload. Radar/
nonradar traffic advisories do not relieve the pilot program to alert pilots to the existence of the program
of his/her responsibility to see and avoid other and to refer them to either the Notices to Airmen
aircraft. Pilots are cautioned that there are many publication or a special traffic management program
times when the controller is not able to give traffic advisory message for program details. The contrac-
advisories concerning all traffic in the aircraft’s tion TMPA is used in NOTAM text.
proximity; in other words, when a pilot requests or TRAFFIC MANAGEMENT UNIT− The entity in
is receiving traffic advisories, he/she should not
ARTCCs and designated terminals directly involved
assume that all traffic will be issued.
in the active management of facility traffic. Usually
(Refer to AIM.) under the direct supervision of an assistant manager
TRAFFIC ALERT (aircraft call sign), TURN for traffic management.
(left/right) IMMEDIATELY, (climb/descend) AND TRAFFIC NO FACTOR− Indicates that the traffic
MAINTAIN (altitude). described in a previously issued traffic advisory is no
(See SAFETY ALERT.) factor.
TRAFFIC ALERT AND COLLISION AVOID- TRAFFIC NO LONGER OBSERVED− Indicates
ANCE SYSTEM− An airborne collision avoidance that the traffic described in a previously issued traffic
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advisory is no longer depicted on radar, but may still TRAJECTORY− A EDST representation of the path
be a factor. an aircraft is predicted to fly based upon a Current
Plan or Trial Plan.
TRAFFIC PATTERN− The traffic flow that is (See EN ROUTE DECISION SUPPORT TOOL.)
prescribed for aircraft landing at, taxiing on, or taking TRAJECTORY MODELING− The automated pro-
off from an airport. The components of a typical cess of calculating a trajectory.
traffic pattern are upwind leg, crosswind leg,
downwind leg, base leg, and final approach. TRAJECTORY OPTIONS SET (TOS)- A TOS is an
electronic message, submitted by the operator, that is
a. Upwind Leg− A flight path parallel to the used by the Collaborative Trajectory Options
landing runway in the direction of landing. Program (CTOP) to manage the airspace captured in
b. Crosswind Leg− A flight path at right angles to the traffic management program. The TOS will allow
the landing runway off its upwind end. the operator to express the route and delay trade-off
options that they are willing to accept.
c. Downwind Leg− A flight path parallel to the
landing runway in the direction opposite to landing. TRANSCRIBED WEATHER BROADCAST− A
The downwind leg normally extends between the continuous recording of meteorological and aeronau-
crosswind leg and the base leg. tical information that is broadcast on L/MF and VOR
facilities for pilots. (Provided only in Alaska.)
d. Base Leg− A flight path at right angles to the (Refer to AIM.)
landing runway off its approach end. The base leg
TRANSFER OF CONTROL− That action whereby
normally extends from the downwind leg to the
the responsibility for the separation of an aircraft is
intersection of the extended runway centerline.
transferred from one controller to another.
e. Final Approach. A flight path in the direction of (See ICAO term TRANSFER OF CONTROL.)
landing along the extended runway centerline. The
TRANSFER OF CONTROL [ICAO]− Transfer of
final approach normally extends from the base leg to
responsibility for providing air traffic control service.
the runway. An aircraft making a straight-in approach
VFR is also considered to be on final approach. TRANSFERRING CONTROLLER− A controller/
(See STRAIGHT-IN APPROACH VFR.) facility transferring control of an aircraft to another
controller/facility.
(See TAXI PATTERNS.)
(See ICAO term TRANSFERRING
(See ICAO term AERODROME TRAFFIC UNIT/CONTROLLER.)
CIRCUIT.)
(Refer to 14 CFR Part 91.) TRANSFERRING FACILITY−
(See TRANSFERRING CONTROLLER.)
(Refer to AIM.)
TRANSFERRING UNIT/CONTROLLER [ICAO]−
TRAFFIC SITUATION DISPLAY (TSD)− TSD is a Air traffic control unit/air traffic controller in the
computer system that receives radar track data from process of transferring the responsibility for
all 20 CONUS ARTCCs, organizes this data into a providing air traffic control service to an aircraft to
mosaic display, and presents it on a computer screen. the next air traffic control unit/air traffic controller
The display allows the traffic management coordina- along the route of flight.
tor multiple methods of selection and highlighting of Note: See definition of accepting unit/controller.
individual aircraft or groups of aircraft. The user has
TRANSITION−
the option of superimposing these aircraft positions
over any number of background displays. These a. The general term that describes the change from
background options include ARTCC boundaries, any one phase of flight or flight condition to another; e.g.,
stratum of en route sector boundaries, fixes, airways, transition from en route flight to the approach or
military and other special use airspace, airports, and transition from instrument flight to visual flight.
geopolitical boundaries. By using the TSD, a b. A published procedure (DP Transition) used to
coordinator can monitor any number of traffic connect the basic DP to one of several en route
situations or the entire systemwide traffic flows. airways/jet routes, or a published procedure (STAR
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U
UHF− UNMANNED AIRCRAFT (UA) - A device used or
(See ULTRAHIGH FREQUENCY.) intended to be used for flight that has no onboard
pilot. This device can be any type of airplane,
ULTRAHIGH FREQUENCY− The frequency band helicopter, airship, or powered-lift aircraft.
between 300 and 3,000 MHz. The bank of radio Unmanned free balloons, moored balloons, tethered
frequencies used for military air/ground voice aircraft, gliders, and unmanned rockets are not
communications. In some instances this may go as considered to be a UA.
low as 225 MHz and still be referred to as UHF.
UNMANNED AIRCRAFT SYSTEM (UAS)- An
ULTRALIGHT VEHICLE− A single-occupant unmanned aircraft and its associated elements related
aeronautical vehicle operated for sport or recreational to safe operations, which may include control
purposes which does not require FAA registration, an stations (ground, ship, or air based), control links,
airworthiness certificate, nor pilot certification. support equipment, payloads, flight termination
Operation of an ultralight vehicle in certain airspace systems, and launch/recovery equipment. It consists
requires authorization from ATC of three elements: unmanned aircraft, control station,
(Refer to 14 CFR Part 103.) and data link.
UNABLE− Indicates inability to comply with a UNPUBLISHED ROUTE− A route for which no
specific instruction, request, or clearance. minimum altitude is published or charted for pilot
UNASSOCIATED− A radar target that does not use. It may include a direct route between NAVAIDs,
display a data block with flight identification and a radial, a radar vector, or a final approach course
altitude information. beyond the segments of an instrument approach
procedure.
(See ASSOCIATED.)
(See PUBLISHED ROUTE.)
UNDER THE HOOD− Indicates that the pilot is (See ROUTE.)
using a hood to restrict visibility outside the cockpit
UNRELIABLE (GPS/WAAS)− An advisory to
while simulating instrument flight. An appropriately
pilots indicating the expected level of service of the
rated pilot is required in the other control seat while
GPS and/or WAAS may not be available. Pilots must
this operation is being conducted.
then determine the adequacy of the signal for desired
(Refer to 14 CFR Part 91.)
use.
UNFROZEN− The Scheduled Time of Arrival (STA) UPWIND LEG−
tags, which are still being rescheduled by the time (See TRAFFIC PATTERN.)
based flow management (TBFM) calculations. The
aircraft will remain unfrozen until the time the URGENCY− A condition of being concerned about
corresponding estimated time of arrival (ETA) tag safety and of requiring timely but not immediate
passes the preset freeze horizon for that aircraft’s assistance; a potential distress condition.
stream class. At this point the automatic rescheduling (See ICAO term URGENCY.)
will stop, and the STA becomes “frozen.” URGENCY [ICAO]− A condition concerning the
UNICOM− A nongovernment communication facil- safety of an aircraft or other vehicle, or of person on
ity which may provide airport information at certain board or in sight, but which does not require
airports. Locations and frequencies of UNICOMs are immediate assistance.
shown on aeronautical charts and publications. USAFIB−
(See CHART SUPPLEMENT U.S.) (See ARMY AVIATION FLIGHT INFORMATION
(Refer to AIM.) BULLETIN.)
PCG U−1
12/10/15 Pilot/Controller Glossary
V
VASI− descents and of using very short runways or small
(See VISUAL APPROACH SLOPE INDICATOR.) areas for takeoff and landings. These aircraft include,
but are not limited to, helicopters.
VCOA− (See SHORT TAKEOFF AND LANDING
(See VISUAL CLIMB OVER AIRPORT.) AIRCRAFT.)
VDP− VERY HIGH FREQUENCY− The frequency band
(See VISUAL DESCENT POINT.) between 30 and 300 MHz. Portions of this band, 108
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.
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Pilot/Controller Glossary 12/10/15
VFR MILITARY TRAINING ROUTES− Routes distance, to see and identify prominent unlighted
used by the Department of Defense and associated objects by day and prominent lighted objects by
Reserve and Air Guard units for the purpose of night. Visibility is reported as statute miles, hundreds
conducting low-altitude navigation and tactical of feet or meters.
training under VFR below 10,000 feet MSL at (Refer to 14 CFR Part 91.)
airspeeds in excess of 250 knots IAS. (Refer to AIM.)
VFR NOT RECOMMENDED− An advisory a. Flight Visibility− The average forward horizon-
provided by a flight service station to a pilot during tal distance, from the cockpit of an aircraft in flight,
a preflight or inflight weather briefing that flight at which prominent unlighted objects may be seen
under visual flight rules is not recommended. To be and identified by day and prominent lighted objects
given when the current and/or forecast weather may be seen and identified by night.
conditions are at or below VFR minimums. It does
not abrogate the pilot’s authority to make his/her own b. Ground Visibility− Prevailing horizontal visi-
decision. bility near the earth’s surface as reported by the
United States National Weather Service or an
VFR-ON-TOP− ATC authorization for an IFR accredited observer.
aircraft to operate in VFR conditions at any c. Prevailing Visibility− The greatest horizontal
appropriate VFR altitude (as specified in 14 CFR and visibility equaled or exceeded throughout at least half
as restricted by ATC). A pilot receiving this the horizon circle which need not necessarily be
authorization must comply with the VFR visibility, continuous.
distance from cloud criteria, and the minimum IFR
altitudes specified in 14 CFR Part 91. The use of this d. Runway Visibility Value (RVV)− The visibility
term does not relieve controllers of their responsibil- determined for a particular runway by a transmis-
ity to separate aircraft in Class B and Class C airspace someter. A meter provides a continuous indication of
or TRSAs as required by FAAO JO 7110.65. the visibility (reported in miles or fractions of miles)
for the runway. RVV is used in lieu of prevailing
VFR TERMINAL AREA CHARTS− visibility in determining minimums for a particular
(See AERONAUTICAL CHART.) runway.
PCG V−2
12/10/15 Pilot/Controller Glossary
3. Rollout RVR− The RVR readout values runway as an alternative to complying with climb
obtained from RVR equipment located nearest the gradients greater than 200 feet per nautical mile.
rollout end of the runway. Pilots are responsible to advise ATC as early as
(See ICAO term FLIGHT VISIBILITY.) possible of the intent to fly the VCOA option prior to
(See ICAO term GROUND VISIBILITY.) departure. These textual procedures are published in
(See ICAO term RUNWAY VISUAL RANGE.) the ‘Take−Off Minimums and (Obstacle) Departure
(See ICAO term VISIBILITY.) Procedures’ section of the Terminal Procedures
Publications and/or appear as an option on a Graphic
VISIBILITY [ICAO]− The ability, as determined by ODP.
atmospheric conditions and expressed in units of (See AIM.)
distance, to see and identify prominent unlighted
objects by day and prominent lighted objects by VISUAL DESCENT POINT− A defined point on the
night. final approach course of a nonprecision straight-in
approach procedure from which normal descent from
a. Flight Visibility−The visibility forward from the MDA to the runway touchdown point may be
the cockpit of an aircraft in flight. commenced, provided the approach threshold of that
b. Ground Visibility−The visibility at an aero- runway, or approach lights, or other markings
drome as reported by an accredited observer. identifiable with the approach end of that runway are
c. Runway Visual Range [RVR]−The range over clearly visible to the pilot.
which the pilot of an aircraft on the centerline of a VISUAL FLIGHT RULES− Rules that govern the
runway can see the runway surface markings or the procedures for conducting flight under visual
lights delineating the runway or identifying its conditions. The term “VFR” is also used in the
centerline. United States to indicate weather conditions that are
VISUAL APPROACH− An approach conducted on equal to or greater than minimum VFR requirements.
an instrument flight rules (IFR) flight plan which In addition, it is used by pilots and controllers to
authorizes the pilot to proceed visually and clear of indicate type of flight plan.
clouds to the airport. The pilot must, at all times, have (See INSTRUMENT FLIGHT RULES.)
either the airport or the preceding aircraft in sight. (See INSTRUMENT METEOROLOGICAL
This approach must be authorized and under the CONDITIONS.)
control of the appropriate air traffic control facility. (See VISUAL METEOROLOGICAL
Reported weather at the airport must be ceiling at or CONDITIONS.)
above 1,000 feet and visibility of 3 miles or greater. (Refer to 14 CFR Part 91.)
(See ICAO term VISUAL APPROACH.) (Refer to AIM.)
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W
WA− instructions have been met. “When able,” should not
(See AIRMET.) be used when expeditious compliance is required.
(See WEATHER ADVISORY.) WIDE-AREA AUGMENTATION SYSTEM
WAAS− (WAAS)− The WAAS is a satellite navigation system
(See WIDE-AREA AUGMENTATION SYSTEM.) consisting of the equipment and software which
augments the GPS Standard Positioning Service
WAKE TURBULENCE− Phenomena resulting from (SPS). The WAAS provides enhanced integrity,
the passage of an aircraft through the atmosphere. accuracy, availability, and continuity over and above
The term includes vortices, thrust stream turbulence, GPS SPS. The differential correction function
jet blast, jet wash, propeller wash, and rotor wash provides improved accuracy required for precision
both on the ground and in the air. approach.
(See AIRCRAFT CLASSES.)
WIDE AREA MULTILATERATION (WAM)– A
(See JET BLAST.) distributed surveillance technology which may
(See VORTICES.) utilize any combination of signals from Air Traffic
(Refer to AIM.) Control Radar Beacon System (ATCRBS) (Modes A
WARNING AREA− and C) and Mode S transponders, and ADS-B
transmissions. Multiple geographically dispersed
(See SPECIAL USE AIRSPACE.)
ground sensors measure the time-of-arrival of the
WAYPOINT− A predetermined geographical posi- transponder messages. Aircraft position is determ-
tion used for route/instrument approach definition, ined by joint processing of the time-
progress reports, published VFR routes, visual difference-of-arrival (TDOA) measurements com-
reporting points or points for transitioning and/or puted between a reference and the ground stations
circumnavigating controlled and/or special use measured time-of-arrival.
airspace, that is defined relative to a VORTAC station WILCO− I have received your message, understand
or in terms of latitude/longitude coordinates. it, and will comply with it.
WEATHER ADVISORY− In aviation weather WIND GRID DISPLAY− A display that presents the
forecast practice, an expression of hazardous weather latest forecasted wind data overlaid on a map of the
conditions not predicted in the area forecast, as they ARTCC area. Wind data is automatically entered and
affect the operation of air traffic and as prepared by updated periodically by transmissions from the
the NWS. National Weather Service. Winds at specific
(See AIRMET.) altitudes, along with temperatures and air pressure
(See SIGMET.) can be viewed.
WHEN ABLE− WIND SHEAR− A change in wind speed and/or wind
a. In conjunction with ATC instructions, gives the direction in a short distance resulting in a tearing or
pilot the latitude to delay compliance until a shearing effect. It can exist in a horizontal or vertical
condition or event has been reconciled. Unlike “pilot direction and occasionally in both.
discretion,” when instructions are prefaced “when WIND SHEAR ESCAPE– An unplanned abortive
able,” the pilot is expected to seek the first maneuver initiated by the pilot in command (PIC) as
opportunity to comply. a result of onboard cockpit systems. Wind shear
b. In conjunction with a weather deviation escapes are characterized by maximum thrust climbs
clearance, requires the pilot to determine when he/she in the low altitude terminal environment until wind
is clear of weather, then execute ATC instructions. shear conditions are no longer detected.
c. Once a maneuver has been initiated, the pilot is WING TIP VORTICES−
expected to continue until the specifications of the (See VORTICES.)
PCG W−1
Pilot/Controller Glossary 5/26/16
12/10/15
PCG W−2
05/26/16 JO 7110.65W CHG 1
INDEX
[References are to page numbers]
Index I−1
JO 7110.65W CHG 1 05/26/16
I−2 Index
05/26/16 JO 7110.65W CHG 1
COMPOSITE SEPARATION APPLICATION, 8−9−3 Departure and Arrival (Radar Separation), 5−8−3
Index I−3
JO 7110.65W CHG 1 05/26/16
DESCENT INSTRUCTION, 5−12−1 En Route Fourth Line Data Block Usage, 5−4−5
DESCENT INSTRUCTIONS, 5−11−1 En Route Minimum Safe Altitude Warning, 5−14−1
DESCENT NOTIFICATION, 5−11−1 En Route Sector Team Responsibilities, 2−10−1
Deviation Advisories (Protected Airspace), 5−1−4 Entry of Reported Altitude, 5−14−2
DIRECT CLEARANCES, 4−4−4 EOVM, 10−2−6
Discrete Environment (Beacon), 5−2−1 Equipment on Runways, 3−1−2
Disseminating Weather Information, 2−6−6 EQUIPMENT USAGE, 3−6−1
DISTANCE FROM TOUCHDOWN, 5−12−1 ERAM COMPUTER ENTRY OF HOLD
DL, 13−1−1 INFORMATION, 5−14−3
DME ARC MINIMA, 6−5−2 ERAM Decision Support Tools (EDST), 13−1−1
DOE, 9−2−1 Establishing Two−Way Communications (Class D),
3−1−6
DUPLICATE POSITION REPORTS, 6−1−1
ESTABLISHING TWO-WAY COMMUNICATIONS,
Duty Priority, 2−1−1 7−8−1
Evasive Action Maneuvers, 9−2−9
E EXCEPTIONS, 4−1−1
I−4 Index
05/26/16 JO 7110.65W CHG 1
Flight Plans and Control Information, 2−2−1 Helicopter Departure Separation, 3−11−2
Flight Progress Strips, 2−3−1 Helicopter Landing Clearance, 3−11−4
FLIGHT VISIBILITY BELOW ONE MILE, 7−5−4 Helicopter Operations, 3−11−1
FLYNET, 9−2−2 Helicopter Takeoff Clearance, 3−11−1
FORECAST WINDS, 13−1−6
HELICOPTER TRAFFIC, 7−7−1, 7−9−2
Formation Flight Additional Separation, 5−5−6
High Intensity Runway Lights, 3−4−4
Formation Flights, 2−1−6
High Speed Turnoff Lights, 3−4−5
Forward Departure Delay Information, 4−3−8
Hijacked Aircraft, 10−2−2
Forwarding Amended and UTM Data, 2−2−3
HIRL, 3−4−4
Forwarding Approach Information by Nonapproach
Control Facilities, 3−10−1 HIRL Associated with MALSR, 3−4−4
Forwarding Departure Times, 4−3−8 HIRL Changes Affecting RVR, 3−4−4
Forwarding Flight Plan Data Between U.S. ARTCCs HIWAS, 2−6−1
and Canadian ACCs, 2−2−4
Hold for Release, 4−3−6
Forwarding Information, 2−2−1
Forwarding VFR Data, 2−2−1 HOLDING, 13−1−2
Index I−5
JO 7110.65W CHG 1 05/26/16
Landing Clearance Without Visual Observation, 3−10−7 Military Special Use Frequencies, 9−2−8
I−6 Index
05/26/16 JO 7110.65W CHG 1
Index I−7
JO 7110.65W CHG 1 05/26/16
PHASES OF EMERGENCY, 10−6−1 Radar Beacon Changes for Military Aircraft, 4−7−2
Pilot Acknowledgment/Read Back, 2−4−1 Radar Beacon Code Changes, 5−2−2
PILOT DEVIATION NOTIFICATION, 2−1−12 RADAR CONTACT LOST, 5−10−3
PIREP Information, 2−6−1 Radar Departures, 5−8−1
Point Out, 5−4−4 Radar Fix Posting, 5−1−4
POSITION ADVISORIES, 5−12−1 Radar Identification, 5−3−1
Position Determination (Airports), 3−1−2 RADAR IDENTIFICATION APPLICATION, 8−5−2
POSITION INFORMATION, 5−10−3 Radar Identification Status, 5−3−2
Position Information (Radar), 5−3−2 Radar Presentation and Equipment Performance, 5−1−1
I−8 Index
05/26/16 JO 7110.65W CHG 1
Index I−9
JO 7110.65W CHG 1 05/26/16
Teletype Flight Data Format − U.S. ARTCCs − Transfer of Radar Identification − Methods, 5−4−1
Canadian ACCs, 2−2−4 Transfer of Radar Identification − Terms, 5−4−1
Temporary Moving Airspace Reservations, 8−6−1 Transfer of Radar Identification − Traffic, 5−4−2
Temporary Stationary Airspace Reservations, 8−6−1 Transferring Controller Handoff, 5−4−2
I−10 Index
05/26/16 JO 7110.65W CHG 1
Index I−11
JO 7110.65W CHG 1 05/26/16
I−12 Index
Federal Aviation JO 7110.65W
Administration 12/10/15
BRIEFING GUIDE
Table of Contents
2. BACKGROUND: Headquarters, Air Force Flight Standards Agency (AFFSA), is the office of primary
responsibility for Air Force air traffic control operations. Subordinate units throughout the country, and those
overseas, informed personnel at HQ AFFSA that their units/flights had not received the most recent publication
and that the contact information listed in the order appeared to be incorrect. After reviewing the information in
the order, it was determined that the information was incorrect and HQ AFFSA requested a document change
proposal to provide these facilities with the correct address/information to obtain late orders/publication. This
change will resolve the potential of facilities not having current publications available for reference and
reduces/eliminates a potential impact on flight safety.
3. CHANGE:
OLD NEW
1-1-7. DELIVERY DATES 1-1-7. DELIVERY DATES
Title through b No Change
OLD
TBL 1-1-2
Military Distribution Contacts
Military
DSN Commercial
Headquarters
U.S. Army
656-4868 (703) 806-4868
USAASA
Contact Local
*NGA Customer
U.S. Air Force
Account Represent-
ative
U.S. Navy
664-7727 (703) 604-7727
CNO (N885F)
* NGA – National Geospatial/Intelligence Agency
NEW
TBL 1-1-2
Military Distribution Contacts
Military
DSN Commercial
Headquarters
U.S. Army
656-4868 (703) 806-4868
USAASA
U.S. Air Force
884-5509 (405) 734-5509
HQ AFFSA
U.S. Navy
224−2638 (703) 614−2638
CNO (N980A)
2. BACKGROUND: Several years ago the FAA began replacing the En Route legacy computer system known
as Host, with a new NextGen enabling system known as En Route Automation Modernization (ERAM). The
installation of ERAM was accomplished using a waterfall implementation process over the span of many years.
During this transition period the guidance for air traffic control services operating under ERAM was found in
FAA Order JO 7110.311. Now that the transition nears completion, FAA Order 7110.311C is being incorporated
into FAA Order JO 7110.65. During this process certain outdated terms that are no longer used in the field were
identified. The decision was made to use this opportunity to update the handbook by eliminating or amending the
outdated terminology.
3. CHANGE:
OLD NEW
1-2-6. ABBREVIATIONS 1-2-6. ABBREVIATIONS
Add Automation Embedded Route Text (AERT)
Add Enhanced Backup Surveillance System (EBUS)
Add En Route Decision Support Tool (EDST)
Add Enhanced Limited Data Block (ELDB)
Add En Route Automation Modernization (ERAM)
Add Full Data Block (FDB)
Add Surveillance Data Processing (SDP)
Direct Access Radar Channel (DARC) Delete
Host Embedded Route Text (HERT) Delete
Radar Data Processing (RDP) Delete
User Request Evaluation Tool (URET) Delete
OLD NEW
2-2-11. FORWARDING AMENDED AND 2-2-11. FORWARDING AMENDED AND
UTM DATA UTM DATA
Title through d No Change
Add e. EN ROUTE. When a controller receives a
UTM notification to an FDIO only facility, they
must effect manual coordination for the flight
plan data. In addition, the controller must verify
the flight plan data to the receiving facility
within three minutes of the transfer of control
point estimate.
Add NOTE−
FDIO only facilities are facilities with FDIO but
without ARTS or STARS.
OLD NEW
2-6-2. HAZARDOUS INFLIGHT WEATHER 2-6-2. HAZARDOUS INFLIGHT WEATHER
ADVISORY SERVICE (HIWAS) ADVISORY SERVICE (HIWAS)
Title through c No Change
Add d. EN ROUTE. ERAM. Controllers must
electronically acknowledge hazardous weather
information messages after appropriate action
has been taken.
Add NOTE−
EN ROUTE. While hazardous weather information is
commonly distributed via the SIGMET View, it is
possible to receive the information via the GI View.
OLD NEW
2-10-1. EN ROUTE SECTOR TEAM 2-10-1. EN ROUTE SECTOR TEAM
POSITION RESPONSIBILITIES POSITION RESPONSIBILITIES
Title through c1(f) No Change
(g) Scan radar display. Correlate with flight (g) Scan radar display. Correlate with flight
progress strip information or User Request progress strip information or EDST data, as
Evaluation Tool (URET) data, as applicable. applicable.
c1(h) No Change
(i) Ensure strip marking and/or URET entries (i) Ensure strip marking and/or electronic
are completed on instructions or clearances you flight data entries are completed on instructions or
issue or receive. clearances you issue or receive.
c1(j) through c1(k) No Change
Add (l) At ERAM facilities, ensure the situation
display accurately reflects the status of all SAAs
that impact their area of control responsibility.
c2 through c2a No Change
(b) At URET facilities, use URET information (b) Where available, use EDST to plan,
to plan, organize, and expedite the flow of traffic. organize, and expedite the flow of traffic.
c2(c) through c2(h) No Change
(i) Scan flight progress strips and/or URET (i) Scan flight progress strips and/or EDST
data. Correlate with radar data. data. Correlate with radar data.
(j) Manage flight progress strips and/or URET (j) Manage flight progress strips and/or
flight data. electronic flight data.
c2(k) No Change
(l) As appropriate, ensure strip marking and/or (l) As appropriate, ensure strip marking and/or
URET entries are completed on instructions issued EDST data entries are completed on instructions
or received, and record instructions issued or issued or received, and record instructions issued or
received by the radar position when aware of them. received by the radar position when aware of them.
c2(m) No Change
(n) Where authorized, perform URET data (n) Where authorized, perform EDST data
entries to keep the activation status of designated entries to keep the activation status of designated
URET Airspace Configuration Elements current. Airspace Configuration Elements current.
Add (o) At ERAM facilities, scan the radar
associate display for electronically distributed
information, evaluate the information, and take
action as appropriate.
c3 through c4(c) No Change
(d) Ensure flight data processing equipment is (d) Ensure flight data processing equipment is
operational, except for URET capabilities. operational, except for EDST capabilities.
OLD NEW
4-5-3. EXCEPTIONS 4-5-3. EXCEPTIONS
Title through a2 No Change
NOTE− Delete
Those en route facilities using host software that provides
capability for passing interim altitude shall include the
specific operations and procedures for use of this
procedure in a letter of agreement between the
appropriate facilities.
OLD NEW
4-6-3. DELAYS 4-6-3. DELAYS
Title through b1 No Change
Add REFERENCE−
FAAO7110.65, Para 5-14-9, ERAM Computer Entry of Hold
Information
OLD NEW
5-1-6. SERVICE LIMITATIONS 5-1-6. SERVICE LIMITATIONS
Title through a3 No Change
b. EN ROUTE. When the position symbol b. EN ROUTE. When the position symbol
associated with the full data block falls more than associated with the data block falls more than one
one history behind the actual aircraft target or there history behind the actual aircraft target or there is no
is no target symbol displayed, the Mode C target symbol displayed, the Mode C information in
information in the full data block must not be used the data block must not be used for the purpose of
for the purpose of determining separation. determining separation.
OLD NEW
5-2-2. DISCRETE ENVIRONMENT 5-2-2. DISCRETE ENVIRONMENT
Title through NOTE 1 No Change
2. When an IFR aircraft, or a VFR aircraft that has been 2. When an IFR aircraft, or a VFR aircraft that has been
assigned a beacon code by the host computer and whose assigned a beacon code by the ARTCC computer and
flight plan will terminate in another facility’s area, whose flight plan will terminate in another facility’s area,
cancels ATC service or does not activate the flight plan, cancels ATC service or does not activate the flight plan,
send a remove strips (RS) message on that aircraft via ensure that appropriate action is taken to remove strips
host keyboard, the FDIO keyboard, or call via service F. (RS message) on that aircraft.
OLD NEW
5-3-3. BEACON IDENTIFICATION 5-3-3. BEACON IDENTIFICATION
METHODS METHODS
Title through c No Change
d. EN ROUTE. During narrowband operations, an d. EN ROUTE. An aircraft may be considered
aircraft may be considered identified when the full identified when the full data block is automatically
data block is automatically associated with the associated with the beacon target symbol of an
beacon target symbol of an aircraft that is aircraft that is squawking a discrete code assigned
squawking a discrete code assigned by the by the computer.
computer.
Add NOTE−
Paired LDBs in ERAM do not display a beacon code.
OLD NEW
5-3-8. TARGET MARKERS 5-3-8. TARGET MARKERS
EN ROUTE No Change
Retain data blocks that are associated with the No Change
appropriate target symbol in order to maintain
continuous identity of aircraft. Retain the data block
until the aircraft has exited the sector or delegated
airspace, and all potential conflicts have been
resolved; including an aircraft that is a point out.
The data block shall display flight identification and
altitude information, as a minimum. The displayed
altitude may be assigned, interim, or reported.
Add ERAM: When you have separation responsibil-
ity for an aircraft and a paired track exists,
display a full data block (FDB).
OLD NEW
5-4-3. METHODS 5-4-3. METHODS
a1 through a3 No Change
NOTE− NOTE−
EN ROUTE. Interfacility handoff capabilities are Automated handoff capabilities are only available when
available that can be manually initiated and accepted FDP is operational.
when operating on the backup RDP while FDP is
available. The backup RDP by itself does not have the
capabilities for interfacility handoffs. Therefore,
handoffs between facilities must be made via landline
voice communications when operating with the backup
RDP only.
a4 through b3 No Change
NOTE− NOTE−
1. When physically pointing to the target, you do not When physically pointing to the target, you do not have
have to state the aircraft position. to state the aircraft position.
2. Those en route facilities using host software that Delete
provides capability for passing interim altitude shall
include the specific operations and procedures for use of
this procedure in a LOA between the appropriate
facilities.
OLD NEW
5-4-5. TRANSFERRING CONTROLLER 5-4-5. TRANSFERRING CONTROLLER
HANDOFF HANDOFF
Title through b No Change
NOTE− Delete
Those en route facilities using host software that provides
capability for passing interim altitude shall include the
specific operations and procedures for use of this proced-
ure in a LOA between the appropriate facilities.
OLD NEW
5-4-7. POINT OUT 5-4-7. POINT OUT
Title through a2 No Change
NOTE− Delete
Those en route facilities using HOST software that
provides capability for passing interim altitude shall
include the specific operations and procedures for use of
this procedure in a LOA between the appropriate
facilities.
OLD NEW
5-4-11 EN ROUTE FOURTH LINE DATA 5-4-11 EN ROUTE FOURTH LINE DATA
BLOCK USAGE BLOCK USAGE
a. The en route fourth line data block must be used a. The fourth line of the data block must be
to forward only the specified control information displayed. When used for forwarding control
listed below. Any additional control information information, only the specified messages listed in
must be forwarded via other communication this section may be used. Any additional control
methods. En route fourth line data block free text information must be forwarded via other
area may be used by individual sector teams for communications methods. Free text may be used by
recording any additional information the team individual sector teams for recording information
deems appropriate for managing the sector, but the team deems appropriate for managing the
must be removed prior to initiation of identification sector, but must be removed prior to initiation of
transfer. identification transfer.
REFERENCE− REFERENCE−
REFERENCE− FAAO JO 7110.65, Para 5−4−5, Transferring Controller Handoff,
FAAO JO 7110.65, Para 5−4−5, Transferring Controller Handoff, subpara b.
subpara b. FAAO JO 7110.65, Para 5−4−8, Automated Information Transfer
(AIT).
FAAO JO 7110.65, Para 5−4−9, Interfacility Automated
Information Transfer.
b through k EXAMPLE No Change
l. The acceptance of a handoff by the receiving l. The acceptance of a handoff by the receiving
controller must constitute receipt of the information controller must constitute receipt of the information
contained within the en route fourth line data block. contained within the en route fourth line data block.
It is the responsibility of the receiving controller to This information must not be modified outside
advise the transferring controller if any information of the controller’s area of jurisdiction unless
is not understood, or needs to be revised. verbally coordinated or specified in a Letter of
Agreement or Facility Directive. It is the
responsibility of the receiving controller to advise
the transferring controller if any information is not
understood, or needs to be revised.
OLD NEW
5-5-4. MINIMA 5-5-4. MINIMA
Title through b No Change
c. Stage A/DARC, Terminal Mosaic/ c. EBUS, Terminal Mosaic/Multi-Sensor Mode
Multi-Sensor Mode
NOTE through c2 No Change
3. For areas meeting all of the following 3. Facility directives may specify 3 miles for
conditions: areas meeting all of the following conditions:
c3(a) through c3(c) No Change
OLD NEW
5-5-9. SEPARATION FROM 5-5-9. SEPARATION FROM
OBSTRUCTIONS OBSTRUCTIONS
a. Except in En Route Stage A/DARC or Stage a. TERMINAL. Separate aircraft from
A/EDARC, separate aircraft from obstructions obstructions depicted on the radar display by the
depicted on the radar display by the following following minima:
minima:
a1 and a2 No Change
b. Except in En Route Stage A/DARC or Stage b. TERMINAL. Vertical separation of aircraft
A/EDARC, vertical separation of aircraft above an above an obstruction depicted on the radar display
obstruction depicted on the radar display may be may be discontinued after the aircraft has passed it.
discontinued after the aircraft has passed it.
c. Stage A/DARC or Stage A/EDARC, apply the c. EAS. Apply the radar separation minima
radar separation minima specified in para 5-5-4, specified in Para 5-5-4, Minima.
Minima, subpara b1.
OLD NEW
5-5-10. ADJACENT AIRSPACE 5-5-10. ADJACENT AIRSPACE
Title through a2 No Change
3. En route Stage A/DARC or Stage A/EDARC: 3. EAS:
b1 and b2 No Change
3. En route Stage A/DARC or Stage A/EDARC: 3. EAS:
OLD NEW
5-5-11. EDGE OF SCOPE 5-5-11. EDGE OF SCOPE
Title through b No Change
c. En route Stage A/DARC or Stage A/EDARC: c. EAS:
OLD NEW
5-6-2. METHODS 5-6-2. METHODS
a through g No Change
h. During stage A operation, update the route of h. When flight data processing is available,
flight in the computer unless an operational update the route of flight in the computer unless an
advantage is gained and coordination is operational advantage is gained and coordination is
accomplished. accomplished.
OLD NEW
5-14-1. CONFLICT ALERT (CA) AND 5-14-1. CONFLICT ALERT (CA) AND
MODE C INTRUDER (MCI) ALERT MODE C INTRUDER (MCI) ALERT
Title through a No Change
NOTE− Delete
DARC does not have CA/MCI alert capability.
OLD NEW
5-14-3. COMPUTER ENTRY OF ASSIGNED 5-14-3. COMPUTER ENTRY OF FLIGHT
ALTITUDE PLAN INFORMATION
The data block must always reflect the current Delete
status of the aircraft unless otherwise specified in a
facility directive. Whenever an aircraft is cleared to
maintain an altitude different from that in the flight
plan database, enter into the computer one of the
following:
NOTE− Delete
A facility directive may be published deleting the interim
altitude computer entry requirements of subpara b. The
directive would apply to those conditions where heavy
traffic or sector complexity preclude meeting these entry
requirements.
REFERENCE− Delete
FAAO JO 7210.3, Para 8−2−7, Waiver to Interim Altitude
Requirements.
Add a. Altitude
Add 1. The altitude field(s) of the data block must
always reflect the current status of the aircraft
unless otherwise specified in an appropriate
facility directive.
Add NOTE−
As it applies to altitude, the current status of the
aircraft, for the transferring controller, indicates the
clearance given by air traffic control, directly to and
read back by an aircraft. This ensures the aircraft has
received the clearance and is expected to comply with
the instructions. The current status of the aircraft, for
the receiving controller, indicates the specific verbally
coordinated altitude, if that differs from the altitude
coordinated by automated means.
Add 2. Assigned and Interim altitude information
must not be modified outside of the controller’s
area of jurisdiction unless verbally coordinated
or specified in a Letter of Agreement or Facility
Directive.
Add 3. Whenever an aircraft is cleared to
maintain an altitude different from that in the
flight plan database, enter into the computer one
of the following:
a. The new assigned altitude if the aircraft will (a) The new assigned altitude if the aircraft will
(climb or descend to and) maintain the new altitude, (climb or descend to and) maintain the new altitude,
or or
b. An interim altitude if the aircraft will (climb or (b) An interim altitude if the aircraft will
descend to and) maintain the new altitude for a short (climb or descend to and) maintain the new altitude
period of time and subsequently be recleared to the for a short period of time and subsequently be
altitude in the flight plan database or a new altitude recleared to the altitude in the flight plan database
or a new interim altitude. or a new altitude or a new interim altitude, or
NOTE− Delete
Use of the interim altitude function will ensure that the
data block reflects the actual status of the aircraft and
eliminate superfluous altitude updates.
Add (c) A Local Interim Altitude (LIA), entered
by the transferring controller when the assigned
altitude differs from the coordinated altitude
unless verbally coordinated or specified in a
Letter of Agreement or Facility Directive.
Add NOTE−
A facility directive may be published, in accordance
with JO 7210.3, Paragraph 8-2-7, Waiver to Interim
Altitude Requirements, deleting the interim altitude
computer entry requirements of subpara 3(b).
Add b. Flight Plan Route Data
Add This information must not be modified outside
of the controller’s area of jurisdiction unless
verbally coordinated or specified in a Letter of
Agreement or Facility Directive.
OLD NEW
5-14-5. SELECTED ALTITUDE LIMITS 5-14-5. SELECTED ALTITUDE LIMITS
Title through a No Change
b. 2,200 feet above the highest and below the No Change
lowest flight level of the sector where 2,000 feet
vertical separation is applicable.
NOTE− NOTE−
1. The data block, for purposes of this paragraph, must 1. The data block, for purposes of this paragraph, must
contain the beacon code and Mode C altitude at a contain the Mode C altitude and call sign or beacon
minimum. code at a minimum.
OLD NEW
5-14-8. CONTROLLER INITIATED COAST 5-14-8. CONTROLLER INITIATED COAST
TRACKS TRACKS
Title through a NOTE 1 No Change
2. DARC does not have the capability to initiate 2. EBUS does not have the capability to initiate
coast tracks coast tracks
b. Prior to initiating a coast track, ensure the b. Prior to initiating a coast track, ensure that a
following: departure message or progress report
corresponding with the aircraft’s current
position is entered into the computer.
1. A departure message or progress report Delete
corresponding with the aircraft’s current position is
entered into the computer.
OLD NEW
Add 5-14-9. ERAM COMPUTER ENTRY OF
HOLD INFORMATION
Add a. When an aircraft is issued holding
instructions, the delay is ATC initiated, and the
EFC is other than “no delay expected:”
Add 1. Enter a hold message.
Add 2. Maintain a paired track.
Add 3. Enter an EFC time via a hold message, the
Hold Data Menu, or the Hold View.
Add 4. Enter non-published holding instructions
via a hold message or the Hold Data Menu.
Add NOTE−
The ERAM hold message allows automatic calculation
and reporting of aggregate delays.
Add b. Unless otherwise specified in a facility
directive, verbally coordinate non-published
holding instructions when handing off an
aircraft in hold status to another ERAM sector.
Add c. An EFC time entered into the Hold Data
Menu, Hold View, or the hold message
constitutes coordination of the EFC between
ERAM sectors.
Add REFERENCE−
FAAO JO 7210.3, Para 8-2-9, ERAM Hold Information Facility
Directive Requirements
OLD NEW
Add 5-14-10. ERAM VISUAL INDICATOR OF
SPECIAL ACTIVITY AIRSPACE (SAA)
STATUS
Add Sector controllers shall ensure the situation
display accurately reflects the status of all SAAs
that impact their area of control responsibility.
When “SAA DOWN” is displayed in the Outage
View, manually create visual indicators on the
situation display to reflect changes to airspace
status.
Add NOTE−
The “SAA DOWN” message in the Outage View means
that SAA status is no longer being updated. The status
of each SAA at the time of the failure, whether “on” or
“off”, will continue to be displayed. Status changes will
not be automatically updated on the display until the
outage is resolved.
OLD NEW
10-2-5. EMERGENCY SITUATIONS 10-2-5. EMERGENCY SITUATIONS
Title through e No Change
NOTE− NOTE−
EN ROUTE. During Stage A operation, Code 7700 EN ROUTE. ERAM: Code 7700 causes an emergency
causes EMRG to blink in field E of the data block. indicator to blink in the data block.
OLD NEW
11-1-2. DUTIES AND RESPONSIBILITIES 11-1-2. DUTIES AND RESPONSIBILITIES
Title through a3 No Change
4. Where authorized, perform URET data entries 4. Where authorized, perform EDST data entries
to keep the activation status of designated URET to keep the activation status of designated EDST
Airspace Configuration Elements current. Airspace Configuration Elements current.
5. Perform assigned actions in the event of a 5. Perform assigned actions in the event of an
URET outage or degradation, in accordance with EDST outage or degradation, in accordance with
the requirements of FAA Order 7210.3, Facility the requirements of FAA Order 7210.3, Facility
Operation and Administration, and as designated by Operation and Administration, and as designated by
facility directive. facility directive.
a6 through b4 No Change
5. Where authorized, perform URET data entries 5. Where authorized, perform data entries to keep
to keep the activation status of designated URET the activation status of designated EDST Airspace
Airspace Configuration Elements current. Configuration Elements current.
6. Perform assigned actions in the event of a 6. Perform assigned actions in the event of an
URET outage or degradation, in accordance with EDST outage or degradation, in accordance with
the requirements of FAA Order 7210.3, Facility the requirements of FAA Order 7210.3, Facility
Operation and Administration, and as designated by Operation and Administration, and as designated by
facility directive. facility directive.
b7 through c3 No Change
4. Where authorized, perform URET data entries 4. Where authorized, perform data entries to keep
to keep the activation status of designated URET the activation status of designated EDST Airspace
Airspace Configuration Elements current. Configuration Elements current.
5. Perform assigned actions in the event of a 5. Perform assigned actions in the event of an
URET outage or degradation, in accordance with EDST outage or degradation, in accordance with
the requirements of FAA Order 7210.3, Facility the requirements of FAA Order 7210.3, Facility
Operation and Administration, and as designated by Operation and Administration, and as designated by
facility directive. facility directive.
OLD NEW
CHAPTER 13. DECISION SUPPORT TOOLS No Change
Section 1. User Request Evaluation Tool (URET) Section 1. ERAM Decision Support Tools
(EDST)
13-1-1. DESCRIPTION 13-1-1. DESCRIPTION
URET is an en route decision support tool that is EDST is used by the sector team in performing its
used by the sector team in performing its strategic strategic planning responsibilities. EDST uses
planning responsibilities. URET uses flight plan flight plan data, forecast winds, aircraft
data, forecast winds, aircraft performance performance characteristics, and track data to
characteristics, and track data to derive expected derive expected aircraft trajectories, and to predict
aircraft trajectories, and to predict conflicts conflicts between aircraft and between aircraft and
between aircraft and between aircraft and special special use or designated airspace. It also provides
use or designated airspace. It also provides trial trial planning and enhanced flight data management
planning and enhanced flight data management capabilities. Under ERAM, the EDST
capabilities. capabilities constitute the initial En Route
decision support tools.
OLD NEW
13-1-2. CONFLICT DETECTION AND 13-1-2. CONFLICT DETECTION AND
RESOLUTION RESOLUTION
a. Actively scan URET information for predicted a. Actively scan EDST information for predicted
aircraft-to-aircraft and aircraft-to-airspace alerts. aircraft-to-aircraft and aircraft-to-airspace alerts.
b. When a URET alert is displayed, evaluate the b. When a conflict probe alert is displayed,
alert and take appropriate action as early as evaluate the alert and take appropriate action as
practical, in accordance with duty priorities. early as practical, in accordance with duty
priorities.
c. Prioritize the evaluation and resolution of c. Prioritize the evaluation and resolution of
URET alerts to ensure the safe, expeditious, and conflict probe alerts to ensure the safe, expeditious,
efficient flow of air traffic. and efficient flow of air traffic.
NOTE− NOTE−
URET alerts are based on radar separation standards. Conflict probe alerts are based on standard radar
Caution should be used when situations include separation. Conflict probe does not account for
nonstandard formations. instances in which greater separation may be needed
(e.g., non-standard formations, A380) or where
reduced separation is permitted (e.g., 3mile airspace).
d. When a URET alert is displayed and when d. When a conflict probe alert is displayed and
sector priorities permit, give consideration to the when sector priorities permit, give consideration to
following in determining a solution: the following in determining a solution:
d1 and d2 No Change
e. When the URET Stop Probe feature is activated e. When the Stop Probe feature is activated for an
for an aircraft, Conflict Probe for that aircraft shall aircraft, conflict probe for that aircraft shall be
be restarted before transfer of control, unless restarted before transfer of control, unless
otherwise coordinated. otherwise coordinated.
NOTE− NOTE−
The requirement in paragraph 13-1-2e does not apply to The requirement in paragraph 13-1-2e does not apply to
aircraft entering a non-URET facility. aircraft entering a non EDST facility.
OLD NEW
13-1-3. TRIAL PLANNING 13-1-3. TRIAL PLANNING
When URET is operational at the sector and when When EDST is operational at the sector and when
sector priorities permit, use the trial plan capability sector priorities permit, use the trial plan capability
to evaluate: to evaluate:
OLD NEW
13-1-4. URET-BASED CLEARANCES 13-1-4. CONFLICT PROBE-BASED
CLEARANCES
When the results of a trial plan based upon a user No Change
request indicate the absence of alerts, every effort
should be made to grant the user request, unless the
change is likely to adversely affect operations at
another sector.
OLD NEW
13-1-5. THE AIRCRAFT LIST (ACL), 13-1-5. THE AIRCRAFT LIST (ACL),
DEPARTURE LIST (DL), AND FLIGHT DEPARTURE LIST (DL), AND FLIGHT
DATA MANAGEMENT DATA MANAGEMENT
Title through a No Change
b. Actively scan URET to identify automated b. Actively scan EDST to identify automated
notifications that require sector team action. notifications that require sector team action.
c through e No Change
f. When URET is operational, sector teams shall f. Sector teams shall post flight progress strips for
post flight progress strips for any non-radar flights. any non-radar flights.
g. When URET is operational, a flight progress g. A flight progress strip shall be posted for any
strip shall be posted for any flight plan not flight plan not contained in the EAS.
contained in the Host Computer System.
h. When URET is operational, sector teams shall h. Sector teams shall post any flight progress
post any flight progress strip(s) that are deemed strip(s) that are deemed necessary for safe or
necessary for safe or efficient operations. The efficient operations. The sector team shall comply
sector team shall comply with all applicable facility with all applicable facility directives to maintain
directives to maintain posted flight progress strips. posted flight progress strips.
i. The URET Drop Track Delete option shall be i. The Drop Track Delete option shall be used in
used in accordance with facility directives. accordance with facility directives.
OLD NEW
13-1-6. MANUAL COORDINATION AND 13-1-6. MANUAL COORDINATION AND
THE URET COORDINATION MENU THE COORDINATION MENU
a. Where automated coordination with a facility is a. Where automated coordination with a facility is
not available (e.g., an international facility, a VFR not available (e.g., an international facility, a VFR
tower), use the URET Coordination Menu or a tower), use the Coordination Menu or a flight
flight progress strip to annotate manual progress strip to annotate manual coordination
coordination status, in accordance with facility status, in accordance with facility directives.
directives.
b. When the URET Coordination Menu is used b. When the Coordination Menu is used and the
and the flight plan is subsequently changed, remove flight plan is subsequently changed, remove the
the yellow coding from the Coordination Indicator yellow coding from the Coordination Indicator
after any appropriate action has been taken. after any appropriate action has been taken.
OLD NEW
13-1-7. HOLDING 13-1-7. HOLDING
For flights in hold, use URET Hold Annotations, For flights in hold, use the ERAM Hold Data
Hold Data Menu, Hold View, a flight progress strip, Menu/Hold View, the EDST Hold Annotations
or a facility approved worksheet to annotate holding Menu, a flight progress strip, or a facility approved
instructions, in accordance with facility directives. worksheet, to annotate holding instructions, in
accordance with facility directives.
OLD NEW
13-1-8. RECORDING OF CONTROL DATA 13-1-8. RECORDING OF CONTROL DATA
a and b No Change
c. When the URET Free Text Area is used to enter c. When the ACL or DL Free Text Area is used to
control information, authorized abbreviations shall enter control information, authorized abbreviations
be used. You may use: must be used. You may use:
c1 and c2 No Change
3. The URET equivalents for control 3. The EDST equivalents for control
information symbols authorized in TBL 13-1-3. information symbols authorized in TBL 13-1-3.
c4 and c5 No Change
d. When the URET Free Text Area is used to enter d. When the ACL or DL Free Text Area is used
control information, the Free Text Area shall to enter control information, the Free Text Area
remain open and visible. When no longer relevant, must remain open and visible. When no longer
the information entered into the Free Text Area relevant, the information entered into the Free Text
shall be updated or deleted. Area must be updated or deleted.
e through TBL 13-1-2 No Change
TBL 13-1-3 TBL 13-1-3
URET Equivalents for Control Information EDST Equivalents for Control Information
Symbols Symbols
OLD NEW
13-1-9. ACKNOWLEDGEMENT OF 13-1-9. ACKNOWLEDGEMENT OF
AUTOMATED NOTIFICATION AUTOMATED NOTIFICATION
a. The URET Inappropriate Altitude for Direction a. The EDST Inappropriate Altitude for Direction
of Flight (IAFDOF) feature shall be used in the of Flight (IAFDOF) feature must be used in the
automatic mode (i.e., IAFDOF Manual shall remain automatic mode (i.e., IAFDOF Manual must
deselected) unless otherwise authorized in a facility remain deselected) unless otherwise authorized in
directive. a facility directive.
b. Completion of any required coordination for b. Completion of any required coordination for
IAFDOF shall be acknowledged on the ACL by IAFDOF must be acknowledged on the ACL by
removing the IAFDOF coding. removing the IAFDOF coding.
c. Completion of appropriate coordination for an c. Completion of appropriate coordination for an
Unsuccessful Transmission Message (UTM) shall Unsuccessful Transmission Message (UTM) must
be acknowledged on the ACL by removing the be acknowledged on the ACL by removing the
UTM coding. UTM coding.
d. Issuance of the Expect Departure Clearance d. Issuance of the Expect Departure Clearance
Time (EDCT) to the pilot or other control facility Time (EDCT) to the pilot or other control facility
shall be acknowledged on the DL by removing the must be acknowledged on the DL by removing the
EDCT coding. EDCT coding.
e. IAFDOF, UTM, or EDCT coding shall be e. IAFDOF, UTM, or EDCT coding must be
acknowledged only after the appropriate action has acknowledged only after the appropriate action has
been completed. been completed.
OLD NEW
13-1-10. CURRENCY OF TRAJECTORY 13-1-10. CURRENCY OF TRAJECTORY
INFORMATION INFORMATION
Title through b No Change
NOTE− NOTE−
URET accuracy in assigning alert notification is Conflict probe accuracy in assigning alert notification is
dependent upon entry/update of a flight’s interim dependent upon entry/update of a flight’s interim
altitude. altitude.
OLD NEW
13-1-11. DELAY REPORTING 13-1-11. DELAY REPORTING
a. Adhere to all applicable delay reporting a. Adhere to all applicable delay reporting
directives while URET is operational. directives.
b. Delay information shall be recorded. Delay b. Delay information shall be recorded. Delay
information may be automatically recorded via use information may be automatically recorded via use
of the URET Hold Annotations Menu, or manually of the EDST Hold Annotations Menu, ERAM
on flight progress strips or facility-approved Hold Data Menu, ERAM Hold View, or manually
worksheets, in accordance with the facility-defined on flight progress strips or facility-approved
standard. worksheets, in accordance with the facility-defined
standard.
c. When using URET to automatically record c. When using the Hold Annotation Menu to
delay information, the URET hold annotations shall automatically record delay information, the hold
be deleted when the aircraft is cleared from holding. annotations shall be deleted when the aircraft is
cleared from holding.
NOTE− NOTE−
Delay information cannot be accurately recorded unless When using EDST hold annotations, delay information
URET annotations are deleted when the aircraft is cannot be accurately recorded unless the annotations are
cleared from holding. deleted when the aircraft is cleared from holding. When
using the ERAM Hold Data Menu or Hold View, delays
are automatically recorded when the aircraft is cleared
out of hold.
OLD NEW
13-1-12. OVERDUE AIRCRAFT 13-1-12. OVERDUE AIRCRAFT
Upon receipt of the URET overdue aircraft Upon receipt of the overdue aircraft notification
notification take appropriate actions set forth in take appropriate actions set forth in Chapter 10,
Chapter 10, Section 3, Overdue aircraft. Section 3, Overdue aircraft.
NOTE− NOTE−
URET overdue aircraft notification is based on radar EDST overdue aircraft notification is based on radar
track data. Updating an aircraft’s route of fight will track data. Updating an aircraft’s route of fight will
remove the overdue aircraft notification. remove the overdue aircraft notification.
OLD NEW
13-1-14. FORECAST WINDS 13-1-14. FORECAST WINDS
In the event that current forecast wind data are not In the event that current forecast wind data are not
available, continue use of with appropriate available, continue use of conflict probe and trial
recognition that alert and trajectory data may be planning with appropriate recognition that alert
affected. and trajectory data may be affected.
OLD NEW
13-1-15. INTERFACILITY CONNECTIVITY 13-1-15. INTERFACILITY CONNECTIVITY
In the event of a loss of connectivity to a In the event of a loss of connectivity to an adjacent
neighboring URET system, continue use of URET ERAM facility, continue use of EDST with
with appropriate recognition that alert data may be appropriate recognition that alert data may be
affected. affected.
OLD NEW
13-1-16. PRIMARY HOST OUTAGES 13-1-16. SURVEILLANCE AND FLIGHT
DATA OUTAGES
In the event of a primary HOST outage, URET data In the event of a surveillance or flight data outage,
may be used to support situational awareness while electronic flight data may be used to support
the facility transitions to the backup RDP situational awareness while the facility transitions
capabilities or non radar procedures. to alternate automation capabilities or non radar
procedures.
NOTE− Delete
Without primary system input, URET data cannot be
updated and becomes stale.
OLD NEW
13-1-17. URET AIRSPACE 13-1-17. AIRSPACE CONFIGURATION
CONFIGURATION ELEMENTS ELEMENTS
a. URET Airspace Configuration Elements are: a. Airspace Configuration Elements are:
a1 through a2 No Change
3. URET adapted restrictions. 3. Adapted restrictions.
b. Where assigned as a sector responsibility by b. Where assigned as a sector responsibility by
facility directive, the sector team shall update facility directive, the sector team shall update
URET Airspace Configuration Elements to reflect Airspace Configuration Elements to reflect current
current status. status.
Add NOTE−
Unless otherwise covered in an LOA or facility
directive, activating or scheduling the SAA in the
Airspace Status View does NOT constitute coordination
for activation of airspace.
c. For Airspace Configuration Elements c. For Airspace Configuration Elements
designated as a sector responsibility, notify the designated as a sector responsibility, notify the
operational supervisor when the status of an operational supervisor when the status of an
Airspace Configuration Element has been modified Airspace Configuration Element has been
in URET. modified.
2. BACKGROUND: Terminal areas use mono-pulse secondary surveillance radar (ASR 9, Mode S and
ASR-11 Beacon System). FUSION utilizes all available surveillance sources (airport surveillance radar (ASR),
air route surveillance radar (ARSR), ADS-B, etc.) to display a single tracked target for air traffic control
separation services. FUSION performance characteristics is equivalent to the current single-sensor radar display
system. The performance of this system will be used as the baseline radar system to ensure minimal degradation
of current separation operations within the NAS. The Surveillance and Broadcast Services Air Traffic CHI
Workgroup was established to ensure functional standardization and usability of multiple surveillance sources
integration in both terminal and en route domains. A recently signed Safety Risk Management Document
(SRMD) addendum supports and authorizes 3NM ADS-B to ADS-B and ADS-B to Radar separation when
operating in Fusion mode. Facilities may determine the necessity of the use of ADS-B CHI in airspace where the
only surveillance source is being provided by ADS-B based upon the number of equipped aircraft and affected
operations.
3. CHANGE:
OLD NEW
1−2−6. ABBREVIATIONS 1−2−6. ABBREVIATIONS
Programmable Indicator Data Processor (PIDP) Delete
OLD NEW
2-1-6. SAFETY ALERTS 2-1-6. SAFETY ALERTS
Title through NOTE 1 No Change
2. Recognition of situations of unsafe proximity may 2. Recognition of situations of unsafe proximity may
result from MSAW/E−MSAW/LAAS, automatic altitude result from MSAW/E−MSAW, automatic altitude
readouts, Conflict/Mode C Intruder Alert, observations readouts, Conflict/Mode C Intruder Alert, observations
on a PAR scope, or pilot reports. on a PAR scope, or pilot reports.
OLD NEW
5-2-13. CODE MONITOR 5-2-13. CODE MONITOR
Title through REFERENCE No Change
NOTE− NOTE−
In addition to alphanumeric and control symbology In addition to alphanumeric and control symbology
processing enhancements, the MEARTS, STARS, and the processing enhancements, the MEARTS and STARS
TPX−42 systems are equipped with automatic beacon systems are equipped with automatic beacon decoders.
decoders. Therefore, in facilities where the automatic Therefore, in facilities where the automatic beacon
beacon decoders are providing the control slash video, decoders are providing the control slash video, there is no
there is no requirement to have the nonautomated requirement to have the non−automated decoding
decoding equipment operating simultaneously. equipment operating simultaneously.
OLD NEW
5-2-17. VALIDATION OF MODE C 5-2-17. VALIDATION OF MODE C
READOUT READOUT
Ensure that Mode C altitude readouts are valid after Ensure that Mode C altitude readouts are valid after
accepting an interfacility handoff, initial track start, accepting an interfacility handoff, initial track start,
track start from coast/suspend tabular list, missing, track start from coast/suspend tabular list, missing,
or unreasonable Mode C readouts. For TPX-42 and or unreasonable Mode C readouts. When an X is
equivalent systems ensure that altitude readout is displayed adjacent to the Mode C, the Mode C
valid immediately after identification. altitude readout must be validated after the X is
(TCDD-/BANS-equipped tower cabs are not no longer displayed in the data block. (CTRD
required to validate Mode C readouts after equipped tower cabs are not required to validate
receiving interfacility handoffs from TRACONs Mode C readouts after receiving interfacility
according to the procedures in para 5-4-3, Methods, handoffs from TRACONs according to the
subpara a4.) procedures in Para 5-4-3, Methods, subpara a4.)
OLD NEW
5-4-6. RECEIVING CONTROLLER 5-4-6. RECEIVING CONTROLLER
HANDOFF HANDOFF
Title through f No Change
1. When an automated interfacility handoff 1. When an automated interfacility handoff
action is initiated and “AMB” or “AM” is displayed action is initiated and “AMB” or “AM” is displayed
in the full data block, advise the other facility that in the full data block, advise the other facility that
a disparity exists between the position declared by a disparity exists between the position declared by
their computer and that declared by your their computer and that declared by your system.
ARTS/PIDP/STARS system.
OLD NEW
5-5-2. TARGET SEPARATION 5-5-2. TARGET SEPARATION
a. Apply radar separation: Apply radar separation:
1. Between the centers of primary radar targets; a. Between the centers of primary radar targets;
however, do not allow a primary target to touch however, do not allow a primary target to touch
another primary target or a beacon control slash. another primary target or a beacon control slash.
2. Between the ends of beacon control slashes. b. Between the ends of beacon control slashes.
NOTE− Delete
At TPX−42 sites, the bracket video feature must be
activated to display the beacon control slash.
3. Between the end of a beacon control slash and c. Between the end of a beacon control slash and
the center of a primary target. the center of a primary target.
4. All−digital displays. Between the centers of d. All−digital displays. Between the centers of
digitized targets. Do not allow digitized targets to digitized targets. Do not allow digitized targets to
touch. touch.
REFERENCE− REFERENCE−
FAAO JO 7110.65, Para 5−9−7, Simultaneous Independent ILS/MLS FAAO JO 7110.65, Para 5−9−7, Simultaneous Independent
Approaches− Dual & Triple. Approaches− Dual & Triple.
OLD NEW
5-5-4. MINIMA 5-5-4. MINIMA
Title through b2 No Change
Add NOTE−
In the event of an unexpected ISR on one or more
aircraft, the ATCS working that aircraft must transition
from 3-mile to 5-mile separation, or establish some
other form of approved separation (visual or vertical) as
soon as feasible. This action must be timely, but taken
in a reasonable fashion, using the controller’s best
judgment, as not to reduce safety or the integrity of the
traffic situation. For example, if ISR appears when an
aircraft is established on final with another aircraft on
short final, it would be beneficial from a safety
perspective to allow the trailing aircraft to continue the
approach and land rather than terminate a stabilized
approach.
b3 No Change
Add 4. ADS-B may be integrated as an additional
surveillance source when operating in FUSION
mode. The display of ADS-B targets is permitted
and does not require radar reinforcement.
Add NOTE−
ADS-B surveillance must only be used when operating
in FUSION.
OLD NEW
Section 15. Automated Radar Terminal Section 15. Common Automated Radar
Systems (ARTS)− Terminal Terminal Systems (CARTS) & Standard
Terminal Automation Replacement System
(STARS)− Terminal
OLD NEW
5-15-1. APPLICATION 5-15-1. APPLICATION
ARTS/STARS may be used for identifying aircraft CARTS/STARS may be used for identifying
assigned a discrete beacon code, maintaining aircraft assigned a discrete beacon code, maintain-
identity of targets, and performing handoffs of these ing identity of targets, and performing handoffs of
targets between controllers. these targets between controllers. All procedures
for the terminal domain related to air traffic
control services using CARTS or STARS apply
to the FUSION target.
NOTE− Delete
USAF/USN. Where PIDP/DAIR equipment is capable of
performing the functions described in this section, it may
be used accordingly.
OLD NEW
Section 16. TPX-42− Terminal Delete
5-16−1. APPLICATION Delete
Each TPX−42 facility shall utilize the equipment to Delete
the maximum extent possible consistent with local
operating conditions.
5-16-2. RESPONSIBILITY Delete
This equipment does not relieve the controller of the Delete
responsibility to ensure proper identification,
maintenance of identity, handoff of the correct radar
beacon target associated with numeric data, and the
separation of aircraft.
5-16-3. FUNCTIONAL USE Delete
TPX− 42 may be used for the following functions: Delete
a. Tagging. Delete
b. Altitude information. Delete
REFERENCE− Delete
FAAO JO 7110.65, Para 5−2−23, Altitude Filters.
c. Coordination. Delete
d. Target identity confirmation. Delete
5−16−4. SYSTEM REQUIREMENTS Delete
Use the TPX−42 system as follows: Delete
a. TPX−42 facilities must inform adjacent Delete
facilities of scheduled and unscheduled shutdowns.
b. To the maximum extent practicable, tags should Delete
be utilized for all controlled aircraft.
5−16−5. INFORMATION DEISPLAYED Delete
a. Inhibiting portions of the tag must be in Delete
accordance with facility directives, which must
ensure maximum required use of the equipment.
b. Mode C altitude information must not be Delete
inhibited unless a ground malfunction causes
repeated discrepancies of 300 feet or more between
the automatic altitude readouts and pilot reported
altitudes.
5−16−6. INHIBITING LOW ALTITUDE Delete
ALERT SYSTEM (LAAS)
Assign a beacon code to a VFR aircraft or to an Delete
aircraft that has canceled its IFR flight plan to
inhibit LAAS processing unless the aircraft has
specifically requested LAAS.
OLD NEW
7-6-1. BASIC RADAR SERVICE TO VFR 7-6-1. BASIC RADAR SERVICE TO VFR
AIRCRAFT-TERMINAL AIRCRAFT-TERMINAL
Title through b REFERENCE No Change
c. When ISR is being displayed, target resolution Delete
is prohibited.
OLD NEW
7−7−3. SEPARATION 7−7−3. SEPARATION
Title through b No Change
c. Target resolution. c. Target resolution, except when ISR is being
displayed.
NOTE− NOTE−
1. When ISR is being displayed, target resolution is Apply the provisions of Paragraph 5-5-4, Minima,
prohibited. subparagraphs f and g, when wake turbulence
2. Apply the provisions of Paragraph 5-5-4, Minima, separation is required.
subparagraphs f and g, when wake turbulence
separation is required.
OLD NEW
7−8−3. SEPARATION 7−8−3. SEPARATION
Title through b No Change
c. Target resolution. c. Target resolution, except when ISR is being
displayed.
NOTE− NOTE−
1. When ISR is being displayed, target resolution is Apply the provisions of Paragraph 5-5-4, Minima,
prohibited. subparagraphs f and g, when wake turbulence
2. Apply the provisions of Paragraph 5-5-4, Minima, separation is required.
subparagraphs f and g, when wake turbulence
separation
is required.
OLD NEW
7-9-4. SEPARATION 7-9-4. SEPARATION
Title through b1 No Change
Add NOTE−
When ISR is being displayed, discontinue 1 1/2−NM
separation.
b2 through d No Change
1. Target resolution, or 1. Target resolution, except when ISR is being
displayed, or
NOTE− Delete
When ISR is being displayed, target resolution is
prohibited.
2. BACKGROUND: FAA JO 7110.65, Para 8-1-7, requires facilities to refer to FAAO 7110.82 for procedures
on how to process Oceanic Navigational Error (ONER) Reports. FAAO 7110.82 was effective June 3, 2009, and
replaced the terminology ONER with Oceanic Error Report.
3. CHANGE:
OLD NEW
1−2−6. ABBREVIATIONS 1−2−6. ABBREVIATIONS
Oceanic Navigational Error Report (ONER) Delete
OLD NEW
8−1−7. OCEANIC NAVIGATIONAL ERROR 8−1−7. OCEANIC ERROR REPORT
REPORTING (ONER) PROCEDURES PROCEDURES
FAAO 7110.82, Monitoring of Navigation, FAAO 7110.82 establishes procedures for
Longitudinal Separation, and Altitude Keeping reporting Gross Navigation Errors (GNE),
Performance in Oceanic Airspace, contains height errors, time(longitudinal) errors,
procedures for reporting and processing intervention, and Special Area of Operations
navigational errors observed by ATC radar for (SAO) verification in oceanic airspace. This data
aircraft exiting oceanic airspace. is needed for risk modeling activities to support
separation standard reductions.
NOTE− Delete
FAAO 7110.82 establishes procedures for processing
ONER procedures, Oceanic Altitude Deviation Reports,
Erosion of Longitudinal Separation Reports, Letter of
Authorization Verification Reports, and for collecting
system data for analysis. This data is needed for risk
modeling activities to support separation standard
reductions.
2. BACKGROUND: The original phraseology for Safety Alert in the 7110.65A, paragraph 33 read: “(Ident)
Traffic alert, advise you turn right/left heading (degrees) and /or climb/descend to (altitude) immediately”.
Paragraph 33, was later changed to 2-1-6, and then modified in FAA JO 7110.65M on 2/2/00, to incorporate
“traffic alert” at the beginning of the transmission. The phraseology instructs controllers to give the position of
the aircraft, while the example omits the position information. A number of controllers are not discerning the
difference between the phraseology and example in paragraph 2-1-6b.
3. CHANGE:
OLD NEW
2−1−6. SAFETY ALERT 2−1−6. SAFETY ALERT
Title through b PHRASEOLOGY No Change
EXAMPLE− EXAMPLE−
“Traffic Alert, Cessna Three Four Juliet, advise you “Traffic Alert, Cessna Three Four Juliet, 12’o clock, 1
turn left immediately.” mile advise you turn left immediately.”
or or
“Traffic Alert, Cessna Three-Four Juliet, advise you “Traffic Alert, Cessna Three-Four Juliet, 12’o clock, 1
turn left and climb immediately.” mile advise you turn left and climb immediately.”
REFERENCE− REFERENCE−
REFERENCE− FAAO JO 7110.65, Para 5−14−1, Conflict Alert (CA) and Mode C
FAAO JO 7110.65, Para 5−14−1, Conflict Alert (CA) and Mode C Intruder (MCI) Alert.
Intruder (MCI) Alert. FAAO JO 7110.65, Para 5−14−2, En Route Minimum Safe Altitude
FAAO JO 7110.65, Para 5−14−2, En Route Minimum Safe Altitude Warning (E−MSAW).
Warning (E−MSAW). FAAO JO 7110.65, Para 5−15−6, CA/MCI.
FAAO JO 7110.65, Para 5−15−6, CA/MCI. FAAO JO 7110.65, Para 5−2−23, Altitude Filters.
FAAO JO 7110.65, Para 5−2−23, Altitude Filters. FAAO JO 7110.65, Para 2-1-21, Traffic Advisories
OLD NEW
2−1−20. WAKE TURBULENCE 2−1−20. WAKE TURBULENCE
CAUTIONARY ADVISORIES CAUTIONARY ADVISORIES
a. Issue wake turbulence cautionary advisories, a. Issue wake turbulence cautionary advisories
including the position, altitude if known, and including the position, altitude if known, and
direction of flight to aircraft operating behind direction of flight to aircraft operating behind an
Heavy or B757 aircraft to: aircraft that requires wake turbulence
separation when:
REFERENCE− REFERENCE−
AC 90-23, Aircraft Wake Turbulence, Pilot Responsibility, Para 12. AC 90−23, Aircraft Wake Turbulence, Pilot Responsibility, Para 11.
FAAO JO 7110.65, Para 5-5-4,Minima, Subparagraph g.
1. TERMINAL. VFR aircraft not being radar 1. TERMINAL. VFR aircraft not being radar
vectored but are behind heavy jets or B757s. vectored are behind the larger aircraft.
2. IFR aircraft that accept a visual approach or 2. IFR aircraft accept a visual approach or visual
visual separation. separation.
REFERENCE− No Change
3. TERMINAL. VFR arriving aircraft that have 3. TERMINAL. VFR arriving aircraft have
previously been radar vectored and the vectoring previously been radar vectored and the vectoring
has been discontinued. has been discontinued.
b. Issue cautionary information to any aircraft if b. Issue cautionary information to any aircraft if
in your opinion, wake turbulence may have an in your opinion, wake turbulence may have an
adverse effect on it. When traffic is known to be a adverse effect on it. When traffic is known to be
heavy aircraft, include the word heavy in the a super aircraft, include the word super in the
description. description. When traffic is known to be a heavy
aircraft, include the word heavy in the description.
OLD NEW
2-4-14. WORDS AND PHRASES 2-4-14. WORDS AND PHRASES
Title through a No Change
Add b. The word super must be used as part of the
identification in all communications with or
about super aircraft.
b. The word “heavy” must be used as part of the c. The word heavy must be used as part of the
identification of heavy jet aircraft as follows: identification in all communications with or
about heavy aircraft.
TERMINAL. In all communications with or about Delete
heavy jet aircraft.
EN ROUTE. The use of the word heavy may be Delete
omitted except as follows:
Add d. EN ROUTE. The use of the words super or
heavy may be omitted except as follows:
1. In communications with a terminal facility 1. In communications with a terminal facility
about heavy jet operations. about super or heavy aircraft operations.
2. In communications with or about heavy jet 2. In communications with or about super or
aircraft with regard to an airport where the en route heavy aircraft with regard to an airport where the en
center is providing approach control service. route center is providing approach control service.
3. In communications with or about heavy jet 3. In communications with or about super or
aircraft when the separation from a following heavy aircraft when the separation from a following
aircraft may become less than 5 miles by approved aircraft may become less than 5 miles by approved
procedure. procedure.
4 through EXAMPLE No Change
NOTE− NOTE−
Most airlines will use the word “heavy” following the Most airlines will use the word “super” or “heavy”
company prefix and flight number when establishing following the company prefix and flight number when
communications or when changing frequencies within a establishing communications or when changing
terminal facility’s area. frequencies within a terminal facility’s area.
b5 Renumber to e
OLD NEW
2-4-21. DESCRIPTION OF AIRCRAFT 2-4-21. DESCRIPTION OF AIRCRAFT
TYPES TYPES
Except for heavy aircraft, describe aircraft as Except for super and heavy aircraft, describe
follows when issuing traffic information. aircraft as follows when issuing traffic information.
a through b No Change
1. Manufacturer’s model or designator 1. Manufacturer’s model or type designator.
b2 through c No Change
1. Manufacturer’s model or designator. 1. Manufacturer’s model or type designator.
c2 through EXAMPLE No Change
Add d. When issuing traffic information to aircraft
following a super aircraft, specify the word super
before the manufacturer’s name and model.
d. When issuing traffic information to aircraft e. When issuing traffic information to aircraft
following a heavy jet, specify the word “heavy” following a heavy aircraft, specify the word heavy
before the manufacturer’s name and model. before the manufacturer’s name and model.
EXAMPLE− EXAMPLE−
“Heavy L-Ten-Eleven.” “Super A-Three-Eighty” or “Super
“Heavy C-Five.” A-three-eighty-eight.”
“Heavy Boeing Seven Forty-Seven.” “Heavy C-Seventeen.”
“Heavy Boeing Seven Forty-Seven.”
OLD NEW
3-3-5. BRAKING ACTION ADVISORIES 3-3-5. BRAKING ACTION ADVISORIES
Title through b No Change
1. Issue the latest braking action report for the 1. Issue the latest braking action report for the
runway in use to each arriving and departing aircraft runway in use to each arriving and departing aircraft
early enough to be of benefit to the pilot. When early enough to be of benefit to the pilot. When
possible, include reports from heavy jet aircraft possible, include reports from super or heavy
when the arriving or departing aircraft is a heavy. aircraft when the arriving or departing aircraft is a
super or heavy.
OLD NEW
3-7-3. GROUND OPERATIONS 373. GROUND OPERATIONS
Title through a No Change
a. Heavy jet aircraft to use greater than normal a. Super or heavy aircraft to use greater than
taxiing power. normal taxiing power.
OLD NEW
3-10-10. ALTITUDE RESTRICTED LOW 3-10-10. ALTITUDE RESTRICTED LOW
APPROACH APPROACH
A low approach with an altitude restriction of not No Change
less than 500 feet above the airport may be
authorized except over an aircraft in takeoff
position or a departure aircraft. Do not clear aircraft
for restricted altitude low approaches over
personnel unless airport authorities have advised
these personnel that the approaches will be
conducted. Advise the approaching aircraft of the
location of applicable ground traffic, personnel, or
equipment.
NOTE− NOTE−
1. The 500 feet restriction is a minimum. Higher altitudes 1. The 500 feet restriction is a minimum. Higher altitudes
should be used when warranted. For example, 1,000 feet should be used when warranted. For example, 1,000 feet
is more appropriate for heavy aircraft operating over is more appropriate for super or heavy aircraft operating
unprotected personnel or small aircraft on or near the over unprotected personnel or small aircraft on or near
runway. the runway.
OLD NEW
4-8-11. PRACTICE APPROACHES 4-8-11. PRACTICE APPROACHES
Title through a1(b) No Change
2. Where procedures require application of IFR 2. Where procedures require application of IFR
separation to VFR aircraft practicing instrument separation to VFR aircraft practicing instrument
approaches, standard IFR separation in accordance approaches, standard IFR separation in accordance
with Chapter 3, Chapter 4, Chapter 5, Chapter 6, with Chapter 3, Chapter 4, Chapter 5, Chapter 6,
and Chapter 7 must be provided. Controller and Chapter 7 must be provided. Controller
responsibility for separation begins at the point responsibility for separation begins at the point
where the approach clearance becomes effective. where the approach clearance becomes effective.
Except for heavy aircraft/B757, 500 feet vertical Except for super or heavy aircraft, 500 feet vertical
separation may be applied between VFR aircraft separation may be applied between VFR aircraft
and between a VFR and an IFR aircraft. and between a VFR and an IFR aircraft.
OLD NEW
5-5-7. PASSING OR DIVERGING 5-5-7. PASSING OR DIVERGING
Title through a2(b) No Change
3. Although approved separation may be 3. Although approved separation may be
discontinued, the requirements of Para 5-5-4, discontinued, the requirements of Para 5-5-4,
Minima, subparagraphs f and g apply when Minima, subparagraph g must be applied when
operating behind a heavy jet/B757. wake turbulence separation is required.
REFERENCE through b4 No Change
5. You have advised the pilots if either aircraft is 5. You have advised the pilots if either aircraft is
classified as a heavy jet/B757 aircraft. classified as a super or heavy aircraft.
6. Although vertical separation may be 6. Although vertical separation may be
discontinued, the requirements of para 5−5−4, discontinued, the requirements of Para 5−5−4,
Minima, subparas f must be applied when operating Minima, subparagraph g must be applied when
behind a heavy jet/B757. wake turbulence separation is required.
OLD NEW
7-2-1. VISUAL SEPARATION 7-2-1. VISUAL SEPARATION
Aircraft may be separated by visual means, as Aircraft may be separated by visual means, as
provided in this paragraph, when other approved provided in this paragraph, when other approved
separation is assured before and after the separation is assured before and after the
application of visual separation. To ensure that application of visual separation. To ensure that
other separation will exist, consider aircraft other separation will exist, consider aircraft
performance, wake turbulence, closure rate, routes performance, wake turbulence, closure rate, routes
of flight, and known weather conditions. Reported of flight, and known weather conditions. Reported
weather conditions must allow the aircraft to remain weather conditions must allow the aircraft to remain
within sight until other separation exists. Do not within sight until other separation exists. Do not
apply visual separation between successive depar- apply visual separation between successive depar-
tures when departure routes and/or aircraft tures when departure routes and/or aircraft
performance preclude maintaining separation. performance preclude maintaining separation.
Visual separation is not authorized when the
lead aircraft is a super.
2. BACKGROUND: When the new aircraft equipment suffix table was introduced in 2013, the automation
was designed to translate the NAS equipment suffix of an aircraft that loses Mode C altitude reporting capability
to a slant H (/H). The automation would also translate the NAS equipment suffix of an aircraft that loses Mode A
beacon reporting capability (loss of transponder) to a /H. This dual assignment of /H produced numerous
interfacility handoff failures in facilities operating on ERAM involving aircraft that had only lost Mode C altitude
reporting. This situation was caused by ERAM interpreting /H as “No Transponder”, therefore would not process
the handoff if it determined that the aircraft was transmitting a beacon code.
3. CHANGE:
OLD NEW
2-3-8. AIRCRAFT EQUIPMENT SUFFIX 2-3-8. AIRCRAFT EQUIPMENT SUFFIX
Title through c EXAMPLE No Change
d. Utilize aircraft equipment suffix /H to indicate d. Utilize aircraft equipment suffix /O to indicate
“RVSM−capable, no transponder.” “RVSM−capable, no transponder.”
NOTE− NOTE−
/H is for ATC use only. Users are not authorized to file /O is for ATC use only. Users are not authorized to file
this suffix this suffix
REFERENCE− No Change
AC 90−23, Aircraft Wake Turbulence.
e. The minima in para 554, Minima, may be e. The minima in Para 5-5-4, Minima,
applied in lieu of the 2 minute requirement in subparagraph g, may be applied in lieu of the time
subpara f. When para 554, Minima, are applied, interval requirements in subparagraphs f and g.
ensure that the appropriate radar separation exists at When Para 5-5-4, Minima, is applied, ensure that
or prior to the time an aircraft becomes airborne the appropriate radar separation exists at or prior to
when taking off behind a heavy jet/B757. the time an aircraft becomes airborne.
NOTE− NOTE−
The pilot may request additional separation; i.e., 2 The pilot may request additional separation, but should
minutes vs. 4 miles, but should make this request before make this request before taxiing on the runway.
taxiing on the runway.
f. Separate IFR/VFR aircraft taking off behind a f. Separate IFR/VFR aircraft taking off from the
heavy jet/B757 departure by 2 minutes, when same runway or a parallel runway separated by
departing: less than 2,500 feet:
NOTE− NOTE−
Takeoff clearance to the following aircraft should not be Takeoff clearance to the following aircraft should not be
issued until 2 minutes after the heavy jet/B757 begins issued until the time interval has passed after the
takeoff roll. preceding aircraft begins takeoff roll.
1. The same runway. (See FIG 394). 1. Heavy, large, or small behind super − 3
minutes.
FIG 3-9-4 Delete
2 Minute Separation
2. A parallel runway separated by less than 2,500 2. Heavy, large, or small behind heavy − 2
feet. minutes.
g. Separate an aircraft from a heavy jet/B757 g. Separate a small aircraft behind a B757 by 2
when operating on a runway with a displaced minutes when departing the same runway.
landing threshold if projected flight paths will
cross− 2 minutes when:
1. A departure follows a heavy jet/B757 arrival. Delete
2. An arrival follows a heavy jet/B757 departure. Delete
Add FIG 3-9-4
Same Runway Separation
h. Air traffic controllers must not approve pilot h. Separate aircraft when operating on a
requests to deviate from the required wake runway with a displaced landing threshold if
turbulence time interval if the preceding aircraft is projected flight paths will cross when either a
a heavy jet/B757. departure follows an arrival or an arrival
follows a departure by the following minima:
Add 1. Heavy, large, or small behind super − 3
minutes.
Add 2. Heavy, large, or small behind heavy − 2
minutes.
Add 3. Small behind B757 − 2 minutes.
i. Separate a small aircraft behind a large aircraft i. Separate an aircraft behind another aircraft
that has departed or made a low/missed approach that has departed or made a low/missed
when utilizing opposite direction takeoffs on the approach when utilizing opposite direction
same runway by 3 minutes unless a pilot has takeoffs or landings on the same or parallel
initiated a request to deviate from the 3−minute runways separated by less than 2,500 feet by the
interval. In the latter case, issue a wake turbulence following minima:
advisory before clearing the aircraft for takeoff.
Controllers must not initiate or suggest a waiver of
the 3−minute rule.
Add 1. Heavy, large, or small behind super − 4
minutes.
Add 2. Heavy, large, or small behind heavy − 3
minutes
NOTE− Delete
A request for takeoff does not initiate a waiver request.
REFERENCE− No Change
FAAO JO 7110.65, Appendix A, Appendix B, and Appendix C,
Aircraft Information.
j. Separate aircraft behind a heavy jet/B757 that j. Separate a small aircraft behind a B757 that
has departed or made a low/missed approach when has departed or made a low/missed approach
utilizing opposite direction takeoffs or landings on when utilizing opposite direction takeoffs or
the same or parallel runways separated by less than landings on the same runway by − 3 minutes.
2,500 feet − 3 minutes.
k. Inform an aircraft when it is necessary to hold k. Do not approve pilot requests to deviate from
in order to provide the required 3−minute interval. the required intervals contained in
subparagraphs f through j.
PHRASEOLOGY− No Change
HOLD FOR WAKE TURBULENCE.
REFERENCE− No Change
FAAO JO 7110.65, Para 3−9−7, Wake Turbulence Separation for
Intersection Departures.
Add l. Separate a small aircraft behind a large
aircraft (except B757) that has departed or made
a low/missed approach when utilizing opposite
direction takeoffs on the same runway by 3
minutes unless a pilot has initiated a request to
deviate from the time interval. In the latter case,
issue a wake turbulence cautionary advisory
before clearing the aircraft for takeoff.
Controllers must not initiate or suggest a waiver
of the time interval.
Add NOTE−
A request for takeoff does not initiate a waiver request.
Add m. Inform aircraft when it is necessary to hold
in order to provide the required time interval.
OLD NEW
3−9−7. WAKE TURBULENCE SEPARATION 3−9−7. WAKE TURBULENCE SEPARATION
FOR INTERSECTION DEPARTURES FOR INTERSECTION DEPARTURES
a. Apply the following wake turbulence criteria No Change
for intersection departures:
1. Separate a small aircraft taking off from an 1. Separate a small aircraft weighing 12,500 lbs.
intersection on the same runway (same or opposite or less taking off from an intersection on the same
direction takeoff) behind a preceding departing runway (same or opposite direction takeoff) behind
large aircraft by ensuring that the small aircraft does a departing small aircraft weighing more than
not start takeoff roll until at least 3 minutes after the 12,500 lbs. by ensuring that the aircraft does not
large aircraft has taken off. start takeoff roll until at least 3 minutes after the
preceding aircraft has taken off.
2. Separate any aircraft taking off from an 2. Separate a small aircraft taking off from an
intersection on the same runway (same or opposite intersection on the same runway (same or opposite
direction takeoff), parallel runways separated by direction takeoff) behind a departing large
less than 2,500 feet, and parallel runways separated aircraft (except B757) by ensuring that the aircraft
by less than 2,500 feet with runway thresholds does not start takeoff roll until at least 3 minutes
offset by 500 feet or more, by ensuring that the after the preceding aircraft has taken off.
aircraft does not start takeoff roll until at least 3
minutes after a heavy aircraft/B757 has taken off.
NOTE− Delete
Parallel runways separated by less than 2,500 feet with
runway thresholds offset by less than 500 feet must apply
para 3−9−6, Same Runway Separation, subpara f.
3. Separate a small aircraft weighing 12,500 lbs. 3. Separate a small aircraft taking off from an
or less taking off from an intersection on the same intersection on the same runway (same or opposite
runway (same or opposite direction takeoff) behind direction takeoff) behind a departing B757 by
a preceding small aircraft weighing more than ensuring that the aircraft does not start takeoff roll
12,500 lbs. by ensuring the following small aircraft until at least 3 minutes after the preceding aircraft
does not start takeoff roll until at least 3 minutes has taken off.
after the preceding aircraft has taken off.
4. Inform an aircraft when it is necessary to hold 4. Separate aircraft departing from an
in order to provide the required 3−minute interval. intersection on the same runway (same or
opposite direction takeoff), parallel runways
separated by less than 2,500 feet, and parallel
runways separated by less than 2,500 feet with
the runway thresholds offset by 500 feet or more,
by ensuring that the aircraft does not start
take-off roll until the following intervals exist
after the preceding aircraft has taken off:
Add NOTE−
Apply Para 3-9-6, Same Runway Separation,
subparagraph f to parallel runways separated by less
than 2,500 feet with runway thresholds offset by less
than 500 feet.
OLD NEW
3-9-8. INTERSECTING RUNWAY/ 3-9-8. INTERSECTING RUNWAY/
INTERSECTING FLIGHT PATH INTERSECTING FLIGHT PATH
OPERATIONS OPERATIONS
Title through No Change
WAKE TURBULENCE APPLICATION
3. Separate IFR/VFR aircraft taking off behind 3. Separate IFR/VFR aircraft taking off behind
a heavy jet/B757 departure by 2 minutes when a departing or landing aircraft on an
departing: intersecting runway if flight paths will cross (see
FIG 3-9-7 and FIG 3-9-8), or an aircraft
departing a parallel runway separated by 2,500
feet or more if projected flights will cross (see
FIG 3-9-9):
NOTE− NOTE−
Takeoff clearance to the following aircraft should not be Takeoff clearance to the following aircraft should not be
issued until 2 minutes after the heavy jet/B757 begins issued until the appropriate time interval has passed
takeoff roll. after the preceding aircraft began takeoff roll.
(a) Intersecting runways if projected flight (a) Heavy, large, or small behind super − 3
paths will cross. (See FIG. 3−9−7.) minutes.
(b) A parallel runway separated by 2,500 feet (b) Heavy, large, or small behind heavy − 2
or more if projected flight paths will cross. (See FIG minutes.
3-9-8)
Add (c) Small behind B757 − 2 minutes.
Add FIG 3-9-7
Departure Behind Departure on Intersecting
Runway
4. Separate IFR/VFR aircraft departing behind a 4. Pilot requests to deviate from the required
landing heavy jet/B757 on a crossing runway if the time intervals must not be approved if the
departure will fly through the airborne path of the preceding aircraft requires wake turbulence
arrival – 2 minutes. (See FIG 3-9-9) separation.
Add REFERENCE−
FAAO JO 7110.65, Para 5-5-4, Minima, Subparagraph g.
5. Air traffic controllers must not approve pilot Delete
requests to deviate from the required wake
turbulence time interval if the preceding aircraft is
a heavy jet/B757.
REFERENCE− Delete
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.
OLD NEW
3-9-9. NONINTERSECTING CONVERGING 3-9-9. NONINTERSECTING CONVERGING
RUNWAY OPERATIONS RUNWAY OPERATIONS
Title through WAKE TURBULENCE No Change
APPLICATION
b. Separate IFR/VFR aircraft taking off behind a b. Separate IFR/VFR aircraft taking off behind a
heavy jet/B757 departure by 2 minutes when departing aircraft on a crossing runway if
departing a crossing runway if projected flight paths projected flight paths will cross (See FIG 3-9-13):
will cross. (See FIG 3-9-13).
Add 1. Heavy, large, or small behind super − 3
minutes.
Add 2. Heavy, large, or small behind heavy − 2
minutes.
Add 3. Small behind B757 − 2 minutes.
NOTE− NOTE−
Takeoff clearance to the following aircraft should not be Takeoff clearance to the following aircraft should not be
issued until 2 minutes after the heavy jet/B757 begins issued until the time interval has passed from when the
takeoff roll. preceding aircraft began takeoff roll.
c. Separate IFR/VFR aircraft departing behind a c. Separate IFR/VFR aircraft departing behind a
landing heavy jet/B757 on a crossing runway if the landing aircraft on a crossing runway if the
departure will fly through the airborne path of the departure will fly through the airborne path of the
arrival- 2 minutes. (See FIG 3-9-14). arrival (See FIG 3-9-14):
Add 1. Heavy, large, or small behind super − 3
minutes.
Add 2. Heavy, large, or small behind heavy − 2
minutes.
Add 3. Small behind B757 − 2 minutes.
d. Air traffic controllers must not approve pilot d. Do not approve pilot requests to deviate from
requests to deviate from the required wake the required time interval if the preceding aircraft
turbulence time interval if the preceding aircraft is requires wake turbulence separation.
a heavy jet/B757.
REFERENCE− REFERENCE−
FAAO JO 7110.65, Para 5-8-3, Successive or Simultaneous FAAO JO 7110.65, Para 5-8-3, Successive or Simultaneous
Departures. Departures.
FAAO JO 7110.65, Para 5-8-5, Departures and Arrivals on Parallel FAAO JO 7110.65, Para 5-8-5, Departures and Arrivals on Parallel
or Nonintersecting Diverging Runways. or Nonintersecting Diverging Runways.
FAAO JO 7110.65, Para 5-5-4, Minima, Subparagraph g.
OLD NEW
3-10-3. SAME RUNWAY SEPARATION 3-10-3. SAME RUNWAY SEPARATION
Title through b No Change
1. The heavy jet/B757 to aircraft landing behind 1. The super or heavy to aircraft landing behind
a departing/arriving heavy jet/B757 on the same or a departing/arriving super or heavy on the same or
parallel runways separated by less than 2,500 feet. parallel runways separated by less than 2,500 feet.
2. The large aircraft to a small aircraft landing 2. The B757/large aircraft to a small aircraft
behind a departing/arriving large aircraft on the landing behind a departing/arriving B757/large
same or parallel runways separated by less than aircraft on the same or parallel runways separated
2,500 feet. by less than 2,500 feet.
OLD NEW
3-10-4. INTERSECTING RUNWAY/ 3-10-4. INTERSECTING RUNWAY/
INTERSECTING FLIGHT PATH INTERSECTING FLIGHT PATH
SEPARATION SEPARATION
Title through No Change
WAKE TURBULENCE APPLICATION
c. Separate IFR/VFR aircraft landing behind a c. Separate IFR/VFR aircraft landing behind a
departing heavy jet/B757 on a crossing runway if departing aircraft on a crossing runway if the
the arrival will fly through the airborne path of the arrival will fly through the airborne path of the
departure- 2 minutes or the appropriate radar departure by the appropriate radar separation or the
separation minima. (See FIG 3-10-10.) following interval: (See FIG 3-10-10):
Add 1. Heavy, large, or small behind super − 3
minutes.
Add 2. Heavy, large, or small behind heavy − 2
minutes.
Add 3. Small behind B757 − 2 minutes.
d. Issue wake turbulence cautionary advisories, d. Issue wake turbulence cautionary advisories,
the position, altitude if known, and direction of the position, altitude if known, and direction of
flight of the heavy jet/B757 to: flight of the super, heavy, or B757 to:
REFERENCE− REFERENCE−
AC 90−23, Aircraft Wake Turbulence, Para 12, Pilot Responsibility. AC 90−23, Aircraft Wake Turbulence, Para 11, Pilot Responsibility.
OLD NEW
5-5-4. MINIMA 5-5-4. MINIMA
Title through e No Change
f. Separate aircraft operating directly behind, or g. Separate aircraft operating directly behind or
directly behind and less than 1,000 feet below, or following an aircraft conducting an instrument
following an aircraft conducting an instrument approach by the minima specified and in
approach by: accordance with the following:
NOTE− NOTE−
1. When applying wake turbulence separation criteria, Consider parallel runways less than 2,500 feet apart as
directly behind means an aircraft is operating within a single runway because of the possible effects of wake
2,500 feet of the flight path of the leading aircraft over turbulence.
the surface of the earth.
2. Consider parallel runways less than 2,500 feet apart
as a single runway because of the possible effects of wake
turbulence.
1. Heavy behind heavy− 4 miles. 1. When operating within 2,500 feet of the
flight path of the leading aircraft over the
surface of the earth and less than 1,000 feet
below:
Add (a) TERMINAL. Behind super:
Add (1) Heavy - 6 miles.
Add (2) Large - 7 miles.
Add (3) Small - 8 miles.
Add (b) EN ROUTE. Behind super - 5 miles,
unless the super is operating at or below FL240
and below 250 knots, then:
Add (1) Heavy - 6 miles.
Add (2) Large - 7 miles.
Add (3) Small - 8 miles.
Add (c) Behind heavy:
Add (1) Heavy - 4 miles.
Add (2) Large or small - 5 miles.
2. Large/heavy behind B757− 4 miles. 2. Separate small aircraft behind a B757 by 4
miles when operating within 2,500 feet of the
flight path of the leading aircraft over the
surface of the earth and/or less than 500 feet
below.
3. Small behind B757− 5 miles. 3. TERMINAL. When departing parallel
runways separated by less than 2,500 feet, the
2,500 feet requirement in subparagraph 2 is not
required when a small departs the parallel
runway behind a B757. Issue a wake turbulence
cautionary advisory and instructions that will
establish lateral separation in accordance with
subparagraph 2. Do not issue instructions that
will allow the small to pass behind the B757.
Add NOTE−
The application of paragraph 5-8-3, Successive or
Simultaneous Departures, satisfies this requirement
when an initial heading is issued with the take-off
clearance.
4. Small/large behind heavy – 5 miles. Delete
g. In addition to subpara f, separate an aircraft h. In addition to subpara g, separate an aircraft
landing behind another aircraft on the same runway, landing behind another aircraft on the same runway,
or one making a touch-and-go, stop-and-go, or low or one making a touch-and-go, stop-and-go, or low
approach by ensuring the following minima will approach by ensuring the following minima will
exist at the time the preceding aircraft is over the exist at the time the preceding aircraft is over the
landing threshold: landing threshold:
NOTE− No Change
Consider parallel runways less than 2,500 feet apart as
a single runway because of the possible effects of wake
turbulence.
1. Small behind large− 4 miles. No Change
2. Small behind B757−5 miles. Delete
3. Small behind heavy− 6 miles. 2. Small behind heavy− 6 miles.
If the landing threshold cannot be determined, No Change
apply the above minima as constant or increasing at
the closest point that can be determined prior to the
landing threshold.
Add i. TERMINAL. When NOWGT is displayed in
an aircraft data block, provide 10 miles
separation behind the preceding aircraft and 10
miles separation to the succeeding aircraft.
h. TERMINAL. 2.5 nautical miles (NM) j. TERMINAL. 2.5 nautical miles (NM) separation
separation is authorized between aircraft is authorized between aircraft established on the
established on the final approach course within 10 final approach course within 10 NM of the landing
NM of the landing runway when operating in single runway when operating in single sensor slant range
sensor slant range mode and aircraft remains within mode and aircraft remains within 40 miles of the
40 miles of the antenna and: antenna, and:
1. The leading aircraft’s weight class is the same No Change
or less than the trailing aircraft;
2. Heavy aircraft and the Boeing 757 are 2. Super and heavy aircraft are permitted to
permitted to participate in the separation reduction participate in the separation reduction as the trailing
as the trailing aircraft only; aircraft only;
OLD NEW
5-8-3. SUCCESSIVE OR SIMULTANEOUS 5-8-3. SUCCESSIVE OR SIMULTANEOUS
DEPARTURES DEPARTURES
Title through FIG 5-8-3 No Change
NOTE− NOTE−
This procedure does not apply when a small aircraft is This procedure does not apply when wake turbulence
taking off from an intersection on the same runway separation is required.
behind a large aircraft or when an aircraft is departing
behind a heavy jet/B757.
REFERENCE− REFERENCE−
FAAO JO 7110.65, Para 3−9−7, Wake Turbulence Separation for FAAO JO 7110.65, Para 3−9−7, Wake Turbulence Separation for
Intersection Departures. Intersection Departures.
FAAO JO 7110.65, Para 3−9−8, Intersecting Runway/Intersecting FAAO JO 7110.65, Para 3−9−8, Intersecting Runway/Intersecting
Flight Path Operations. Flight Path Operations.
FAAO JO 7110.65, Para 5−5−4, Minima. FAAO JO 7110.65, Para 5−5−4, Minima.
FAAO JO 7110.65, Para 554, Minima, Subparagraph g.
b1 through FIG 5-8-5 No Change
NOTE− NOTE−
This procedure does not apply when aircraft are de- This procedure does not apply when wake turbulence
parting behind a heavy jet/B757. separation is required.
Add REFERENCE−
FAAO JO 7110.65, Para 5-5-4, Minima, Subparagraph g.
OLD NEW
5-8-5. DEPARTURES AND ARRIVALS ON 5-8-5. DEPARTURES AND ARRIVALS ON
PARALLEL OR NONINTERSECTING PARALLEL OR NONINTERSECTING
DIVERGING RUNWAYS DIVERGING RUNWAYS
Title through b1 No Change
NOTE− NOTE−
In the event of a missed approach by a heavy jet/B757, In the event of a missed approach by an aircraft
apply the procedures in Para 3-9-6, Same Runway requiring wake turbulence separation behind it, apply
Separation, or Para 3-9-8, Intersecting the procedures in Para 3-9-6, Same Runway Separation,
Runway/Intersecting Flight Path Operations, ensure Para 3-9-8, Intersecting Runway/Intersecting Flight
that the heavy jet does not overtake or cross in front of an Path Operations, ensure that the larger aircraft does not
aircraft departing from the adjacent parallel runway. overtake or cross in front of an aircraft departing from the
adjacent parallel runway.
Add REFERENCE−
FAAO JO 7110.65, Para 5-5-4, Minima, Subparagraph f.
OLD NEW
6-1-4. ADJACENT AIRPORT OPERATION 6-1-4. ADJACENT AIRPORT OPERATION
Title through WAKE TRUBULENCE No Change
APPLICATION
The ATC facility providing service to heavy The ATC facility having control jurisdiction at
jets/B757s and having control jurisdiction at adjacent airports must separate arriving or
adjacent airports must separate arriving or departing IFR aircraft on a course that will cross the
departing IFR aircraft on a course that will cross flight path of an aircraft requiring wake
behind the flight path of a heavy jet/B757 − 2 turbulence separation in accordance with the
minutes. following:
Add a. Heavy, large, or small behind super − 3
minutes.
Add b. Heavy, large, or small behind heavy − 2
minutes.
Add c. Small behind B757 - 2 minutes.
OLD
FIG 6−1−1
Adjacent Airport Operation – Arrival
NEW
FIG 6−1−1
Adjacent Airport Operation – Arrival
OLD
FIG 6−1−2
Adjacent Airport Operation – Departure
NEW
FIG 6−1−2
Adjacent Airport Operation – Departure
OLD NEW
6-1-5. ARRIVAL MINIMA 6-1-5. ARRIVAL MINIMA
Title through No Change
WAKE TURBULENCE APPLICATION
Separate IFR aircraft landing behind an arriving a. Separate IFR aircraft landing behind an arriving
heavy jet/B757 by 2 minutes when arriving: aircraft to the same runway:
a. The same runway (use 3 minutes for a small Delete
aircraft behind a heavy jet/B757).
b. A parallel runway separated by less than Delete
2,500 feet.
c. A crossing runway if projected flight paths will Delete
cross. (See FIG 6-1-3.)
Add 1. Behind super:
Add (a) Heavy or large − 3 minutes.
Add (b) Small − 4 minutes.
Add 2. Behind heavy:
Add (a) Heavy or large − 2 minutes.
Add (b) Small − 3 minutes.
Add 3. Small behind B757 − 3 minutes.
Add b. Separate IFR aircraft landing behind an
arriving aircraft to a parallel runway separated
by less than 2,500 feet, or a crossing runway if
projected flight paths will cross:
Add 1. Heavy, large, or small behind super − 3
minutes.
Add 2. Heavy, large, or small behind heavy − 2
minutes.
Add 3. Small behind B757 − 2 minutes.
OLD
FIG 6-1-3
Arrival Minima
Landing Behind an Arriving Heavy Jet/B757
NEW
FIG 6-1-3
Arrival Minima Landing Behind an Arriving Aircraft Requiring Wake Turbulence Separation
OLD NEW
6-7-5. INTERVAL MINIMA 6-7-5. INTERVAL MINIMA
Use a 2-minute or a 5-mile radar interval (except for Use the following time or radar interval as the
a small aircraft behind a heavy aircraft: use a minimum interval between successive approaches:
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− Delete
Increased separation is required for small aircraft
behind heavy aircraft because of the possible effects of
wake turbulence.
REFERENCE− No Change
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.
Add a. Behind super:
Add 1. Heavy − 3 minutes or 6 miles.
Add 2. Large − 3 minutes or 7 miles.
Add 3. Small − 4 minutes or 8 miles.
Add b. Behind heavy:
Add 1. Heavy − 2 minutes or 4 miles.
Add 2. Large − 2 minutes or 5 miles.
Add 3. Small − 3 minutes or 6 miles.
Add c. Small behind B757 − 2 minutes or 4 miles.
Add d. Increase the interval, as necessary, taking
into account the:
a through d Renumber d1 through d4
OLD NEW
7-4-3. CLEARANCE FOR VISUAL 7-4-3. CLEARANCE FOR VISUAL
APPROACH APPROACH
Title through c3 No Change
d. All aircraft following a heavy jet/B757 must be d. All aircraft following a heavy, or a small
informed of the airplane manufacturer and/or aircraft following a B757, must be informed of the
model. airplane manufacturer and/or model.
EXAMPLE− No Change
“Cessna Three Four Juliet, following a Boeing 757, 12
o’clock, six miles.”
or
OLD NEW
7-4-4. APPROACHES TO MULTIPLE 7-4-4. APPROACHES TO MULTIPLE
RUNWAYS RUNWAYS
Title through b1 No Change
2. When the aircraft flight paths intersect, ensure 2. When the aircraft flight paths intersect, ensure
another form of approved separation is maintained approved separation is maintained until visual
until visual separation is provided. separation is provided.
c No Change
1. Parallel runways separated by less than 2,500 1. Parallel runways separated by less than 2,500
feet. Unless standard separation is provided by feet. Unless approved separation is provided by
ATC, an aircraft must report sighting a preceding ATC, an aircraft must report sighting a preceding
aircraft making an approach (instrument or visual) aircraft making an approach (instrument or visual)
to the adjacent parallel runway. When an aircraft to the adjacent parallel runway. When an aircraft
reports another aircraft in sight on the adjacent final reports another aircraft in sight on the adjacent final
approach course and visual separation is applied, approach course and visual separation is applied,
controllers must advise the succeeding aircraft to controllers must advise the succeeding aircraft to
maintain visual separation. However, do not permit maintain visual separation. However, do not permit
a heavy/B757 aircraft to overtake another aircraft. a super or heavy aircraft to overtake another
Do not permit a large aircraft to overtake a small aircraft. Do not permit a B757 or other large
aircraft. aircraft to overtake a small aircraft.
c2 through c4(a) No Change
(b) When aircraft flight paths intersect, another (b) When aircraft flight paths intersect, approved
form of approved separation must be maintained separation must be maintained until visual
until visual separation is provided. separation is provided.
OLD NEW
7-6-7. SEQUENCING 7-6-7. SEQUENCING
Title through c1 No Change
2. When parallel runways are less than 2,500 feet 2. When parallel runways are less than 2,500 feet
apart, do not permit a heavy jet/B757 to overtake apart, do not permit a super or heavy aircraft to
any aircraft, nor a large aircraft to overtake a small overtake any aircraft, nor a B757 or other large
aircraft established on final within the facility’s area aircraft to overtake a small aircraft established on
of responsibility. final within the facility’s area of responsibility.
2. BACKGROUND: In 2012, in response to industry concerns, the Aeronautical Charting Forum (ACF)
formed a work group to improve the understanding and use of Visual Climb Over Airport (VCOA). The VCOA
option provides an alternative means of departure for those aircraft that are unable to achieve the minimum climb
gradient published for the runway and the departure routing. Since the VCOA is a part of the published Obstacle
Departure Procedure (ODP), when the ODP is included in the ATC clearance, pilots have the option of using the
VCOA option without advising ATC. This lack of specificity can pose a safety concern.
3. CHANGE:
OLD NEW
4-3-2. DEPARTURE CLEARANCES 4-3-2. DEPARTURE CLEARANCES
Title through c2 No Change
Add 3. Do not solicit use of the Visual Climb over
Airport (VCOA) option.
Add NOTE−
Pilots will specifically advise ATC of their intent to
use the VCOA option.
c3 and c4 Renumber to c4 and c5
2. BACKGROUND: Confusion exists concerning the issuance of approach clearances in accordance with
FAAO JO 7110.65, Paragraph 4-8-1, Approach Clearance. The FAAO JO 7110.65 Revision Steering Committee
convened in August 2014 and was asked to review and modify this paragraph in a manner that would eliminate
this confusion as one of the Top 15 document change proposal taskings for FY2015. Separately, a question was
raised by the Air Traffic Procedures Advisory Committee (ATPAC) about whether controllers are authorized to
assign altitudes below altitudes published on approach charts. This change clarifies that they are, provided there
is an MVA or MIA that allows it, and the aircraft is assigned an altitude to maintain until reaching a point that it is
vertically established on the approach.
3. CHANGE:
OLD NEW
4-8-1. APPROACH CLEARANCE 4-8-1. APPROACH CLEARANCE
Title through a5 PHRASEOLOGY No Change
EXAMPLE− EXAMPLE−
“Cleared Approach.” “Cleared Approach.”
“Cleared V-O-R Approach.” “Cleared (V-O-R/I-L-S/Localizer) Approach.”
“Cleared V-O-R Runway Three-Six Approach.” “Cleared L-D-A Runway Three-Six Approach.”
“Cleared L-D-A Approach.” “Cleared Localizer Back Course Runway One-Three
“Cleared L-D-A Runway Three-Six Approach.” Approach.”
“Cleared I-L-S Approach.” “Cleared (GPS/RNAV Z) Runway Two-Two Ap-
“Cleared Localizer Approach.” proach.”
“Cleared Localizer Back Course Runway One-Three “Cleared BRANCH ONE Arrival and (ILS/RNAV)
Approach.” Runway One-Three Approach.”
“Cleared RNAV Z Runway Two-Two Approach.” “Cleared I-L-S Runway Three-Six Approach,
“Cleared GPS Runway Two Approach.” glideslope unusable.”
“Cleared BRANCH ONE Arrival and RNAV Runway “Cleared S-D-F Approach.”
One-Three Approach.” “Cleared G-L-S Approach.”
“Cleared I-L-S Runway Three-Six Approach,
glideslope unusable.”
“Cleared S-D-F Approach.”
“Cleared G-L-S Approach.”
NOTE 1 and 2 No Change
3. In some cases, the name of the approach, as 3. In some cases, the name of the approach, as
published, is used to identify the approach, even though published, is used to identify the approach, even though
a component of the approach aid, other than the localizer a component of the approach aid, other than the localizer
on an ILS is inoperative. Where more than one procedure on an ILS is inoperative.
to the same runway is published on a single chart, each
must adhere to all final approach guidance contained on
that chart, even though each procedure will be treated as
a separate entity when authorized by ATC. The use of
alphabetical identifiers in the approach name with a
letter from the end of the alphabet; for example, X, Y, Z,
such as “HI TACAN Z Rwy 6L or HI TACAN Y Rwy 6L,”
or “RNAV (GPS) Z Rwy 04 or 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;
for example, A, B, C, denote a procedure that does not
meet the criteria for straight-in landing minimums
authorization.
Add 4. Where more than one procedure to the same runway
is published on a single chart, each must adhere to all
final approach guidance contained on that chart, even
though each procedure will be treated as a separate
entity when authorized by ATC.
Add 5. The use of alphabetical identifiers in the approach
name with a letter from the end of the alphabet; for
example, X, Y, Z, such as “HI TACAN Z Rwy 6L or
RNAV(GPS) Y Rwy 04”, denotes multiple straight-in
approaches to the same runway that use the same
approach aid.
Add 6. Alphabetical suffixes with a letter from the beginning
of the alphabet; for example, A, B, C, denote a
procedure that does not meet the criteria for straight-in
landing minimums authorization.
2. Assigned an altitude to maintain until the 2. Assigned an altitude to maintain until the
aircraft is established on a segment of a published aircraft is established on a segment of a published
route or instrument approach procedure. route or instrument approach procedure. (See FIG
4-8-2.)
EXAMPLE− EXAMPLE−
Aircraft 2: The aircraft is inbound to the VOR on an Aircraft 1 is cleared direct LEFTT. The MVA in the
unpublished direct route at 7,000 feet. The minimum area is 3,000 feet, and the aircraft is at 4,000 feet.
IFR altitude for IFR operations (14 CFR Section “Cross LEFTT at or above three thousand five hun-
91.177) along this flight path to the VOR is 5,000 feet. dred, cleared RNAV Runway One Eight Approach.”
“Cross the Redding V-O-R at or above five thousand,
cleared V-O-R Runway Three Four Approach.”
Add The MVA in the area is 3,000 feet and Aircraft 2 is at
3,000 feet. “Cleared direct LEFTT direct CENTR,
maintain three thousand until CENTR, cleared
straight-in RNAV Runway One Eight Approach.”
EXAMPLE− Delete
Aircraft 2 cannot be cleared direct to CENTR unless
the aircraft is allowed to execute the hold-in-lieu-of
procedure turn. The intercept angle at that IF/IAF is
greater than 90 degrees. The minimum altitude for IFR
operations (14 CFR Section 91.177) along the flight
path to the IAF is 3,000 feet. “Cleared direct CENTR,
maintain at or above three thousand until CENTR,
cleared RNAV Runway One Eight approach.” The pilot
is expected to proceed direct CENTR and execute the
hold-in-lieu of procedure turn.
e. For both RNAV and conventional approaches, e. If a procedure turn, hold-in-lieu of procedure
intercept angles greater than 90 degrees may be turn, or arrival holding pattern is depicted and the
used when a procedure turn, a hold-in-lieu of angle of intercept is 90 degrees or less, the aircraft
procedure turn pattern, or arrival holding is must be instructed to conduct a straight-in approach
depicted and the pilot will execute the procedure. If if ATC does not want the pilot to execute a
a procedure turn, hold-in-lieu of procedure turn, or procedure turn or hold-in-lieu of procedure turn.
arrival holding pattern is depicted and the angle of (See FIG 4−8−3)
intercept is 90 degrees or less, the aircraft must be
instructed to conduct a straight-in approach if ATC
does not want the pilot to execute a procedure turn
or hold-in-lieu of procedure turn. (See FIG 4−8−3)
PHRASEOLOGY− Delete
CLEARED STRAIGHT-IN (type) APPROACH
NOTE− Delete
1. Restate “cleared straight-in” in the approach
clearance even if the pilot was advised earlier to expect
a straight-in approach.
2. Some approach charts have an arrival holding pattern
depicted at the IAF using a “thin line” holding symbol.
It is charted where holding is frequently required prior to
starting the approach procedure so that detailed holding
instructions are not required. The arrival holding pattern
is not authorized unless assigned by ATC.
EXAMPLE− Delete
“Cleared direct SECND, maintain at or above three
thousand until SECND, cleared straight-in ILS Runway
One-Eight approach.”
REFERENCE−
AIM, Paragraph 5-4-5, Instrument Approach Procedure Charts
AIM, Paragraph 5-4-9, Procedure Turn and Hold-in-Lieu of
Procedure Turn
EXAMPLE− Delete
Aircraft 1 can be cleared direct to XYZ VORTAC, or
SECND because the intercept angle is 90 degrees or
less.
NOTE− Delete
1. RNAV approaches (containing RF legs) that
commence at 10,000 feet or above require special
procedures that will be site specific and specified in a
facility directive.
2. An RF leg is defined as a curved segment indicating a
constant radius circular path about a defined turn center
that begins at a waypoint. RF legs may have maximum
airspeeds charted for procedural containment that must
be followed.
3. If an aircraft is vectored off the procedure, expect the
aircraft to request a return to an IAF.
FIG 4−8−4 Delete
Radius to Fix (RF) and Track to Fix (TF)
NOTE− Delete
1. The segment between THIRD and FORTH in FIG
4-8-4 is an RF leg
EXAMPLE− Delete
Aircraft 1: The aircraft has crossed the TAA boundary
and is therefore established on a segment of the
approach. “Cleared R−NAV Runway One Eight
Approach.”
Add PHRASEOLOGY−
CLEARED STRAIGHT-IN (type) APPROACH
Add NOTE−
1. Restate “cleared straight-in” in the approach
clearance even if the pilot was advised earlier to expect
a straight-in approach.
2. Some approach charts have an arrival holding
pattern depicted at the IAF using a “thin line” holding
symbol. It is charted where holding is frequently
required prior to starting the approach procedure so
that detailed holding instructions are not required. The
arrival holding pattern is not authorized unless
assigned by ATC.
Add EXAMPLE−
“Cleared direct SECND, maintain at or above three
thousand until SECND, cleared straight-in ILS Run-
way One-Eight approach.”
Add REFERENCE−
AIM, Paragraph 5-4-5, Instrument Approach Procedure Charts
AIM, Paragraph 5-4-9, Procedure Turn and Hold-in-lieu of
Procedure Turn
Add EXAMPLE−
Aircraft 1 can be cleared direct to XYZ VORTAC, or
SECND because the intercept angle is 90 degrees or
less.
Add EXAMPLE−
Aircraft 1 is more than 5 miles from SHANN. The
minimum altitude for IFR operations (14 CFR Sec-
tion 91.177) along the flight path to SHANN is 3,000
feet. SHANN is a step down fix between the IF/IAF
(CENTR) and the FAF. To clear Aircraft 1 to
SHANN, ATC must ensure the intercept angle for the
intermediate segment at SHANN is not greater than
30 degrees and must be cleared to an altitude that will
allow a normal descent to the FAF. “Cleared direct
SHANN, cross SHANN at or above three thousand,
cleared RNAV Runway One-Eight Approach.”
Add REFERENCE−
FAAO 7110.65, Par 5-6-2, Methods
FAAO 7110.65, Chapter 5, Section 9, Radar Arrivals
Add FIG 4-8−4
Approach Clearance Example
For RNAV Aircraft
Add EXAMPLE−
Aircraft 2 cannot be cleared direct to CENTR unless
the aircraft is allowed to execute the hold-in-lieu of
procedure turn. The intercept angle at that IF/IAF is
greater than 90 degrees. The minimum altitude for
IFR operations (14 CFR Section 91.177) along the
flight path to the IAF is 3,000 feet. “Cleared direct
CENTR, maintain at or above three thousand until
CENTR, cleared RNAV Runway One-Eight ap-
proach.” The pilot is expected to proceed direct
CENTR and execute the hold-in-lieu of procedure
turn.
Add NOTE−
1. The segment between THIRD and FORTH in FIG
4-8-5 is an RF leg.
2. The straight segments between waypoints in FIG
4-8-5 are TF legs.
Add j. Where a terminal arrival area (TAA) has
been established to support RNAV approaches,
use the procedures under subpara b1 and b2
above. (See FIG 4−8−6.)
Add EXAMPLE−
Aircraft 1: The aircraft has crossed the TAA
boundary and is therefore established on a segment
of the approach. “Cleared R-NAV Runway One-Eight
Approach.”
2. BACKGROUND: FAA Order JO 7110.65 uses several terms when describing aircraft separation applied by
controllers. The use of undefined terms introduces a variety of interpretations and the possibility of altering the
intent of the paragraph. “Standard IFR separation” is not defined in this order and its use may infer that various
standards of separation exist. Guidance for the application of IFR separation is contained in Chapter 3, Chapter 4,
Chapter 5, Chapter 6, and Chapter 7 of this order. Removing extraneous and undefined words reduces the chance
of misinterpretation.
3. CHANGE:
OLD NEW
4-8-11. PRACTICE APPROACHES 4-8-11. PRACTICE APPROACHES
Title through a1(b) No Change
2. Where procedures require application of IFR 2. Where procedures require application of IFR
separation to VFR aircraft practicing instrument separation to VFR aircraft practicing instrument
approaches, standard IFR separation in accordance approaches, IFR separation in accordance with
with Chapter 3, Chapter 4, Chapter 5, Chapter 6, Chapter 3, Chapter 4, Chapter 5, Chapter 6, and
and Chapter 7 must be provided. Controller Chapter 7 must be provided. Controller
responsibility for separation begins at the point responsibility for separation begins at the point
where the approach clearance becomes effective. where the approach clearance becomes effective.
Except for heavy aircraft/B757, 500 feet vertical Except for heavy aircraft/B757, 500 feet vertical
separation may be applied between VFR aircraft separation may be applied between VFR aircraft
and between a VFR and an IFR aircraft. and between a VFR and an IFR aircraft.
OLD NEW
7-3-1. VFR-ON-TOP 7-3-1. VFR-ON-TOP
Title through NOTE 1. No Change
2. Although standard IFR separation is not applied, 2. Although IFR separation is not applied, controllers
controllers must continue to provide traffic advisories must continue to provide traffic advisories and safety
and safety alerts, and apply merging target procedures to alerts, and apply merging target procedures to aircraft
aircraft operating VFR-on-top. operating VFR-on-top.
OLD NEW
10-6-5. SERVICES TO RESCUE AIRCRAFT 10-6-5. SERVICES TO RESCUE AIRCRAFT
a. Provide standard IFR separation between the a. Provide IFR separation between the SAR and
SAR and the aircraft in distress, except when visual the aircraft in distress, except when visual or radar
or radar contact has been established by the search contact has been established by the search and
and rescue aircraft and the pilots of both aircraft rescue aircraft and the pilots of both aircraft concur,
concur, IFR separation may be discontinued. IFR separation may be discontinued.
2. BACKGROUND: On February 29, 1996, a change was made to FAA JO 7110.65J, Paragraph 5-4-2c,
TERMS, that defined a point out as a “physical or automated action” taken by a controller in lieu of “an action”
taken by a controller. The background for the change explained this was done only to improve understanding.
Upon review of paragraph 5-4-2 it has been determined that the original language of “an action” is preferable and
is consistent with the wording used in the definition of a “handoff” in paragraph 5-4-2a.
3. CHANGE:
OLD NEW
5−4−2. TERMS 5−4−2. TERMS
Title through b No Change
c. Point out. A physical or automated action taken c. Point out. An action taken by a controller to
by a controller to transfer the radar identification of transfer the radar identification of an aircraft to
an aircraft to another controller and radio another controller and radio communications will
communications will not be transferred. not be transferred.
2. BACKGROUND: With the advent of NextGEN, the number of RNAV equipped aircraft within the NAS has
increased, and RNAV procedures have become the industry standard. Throughout FAA Order JO 7110.65, there
are several sections that cover the proper handling of RNAV aircraft regarding routing assignments and the ability
to issue amended routes.
3. CHANGE:
OLD NEW
5-6-1. APPLICATION 5-6-1. APPLICATION
Vector aircraft: No Change
a. In controlled airspace for separation, safety, a. In controlled airspace for separation, safety,
noise abatement, operational advantage, noise abatement, operational advantage,
confidence maneuver, or when a pilot requests. confidence maneuver, or when a pilot requests.
Allow aircraft operating on an RNAV route to
remain on their own navigation to the extent
possible.
2. BACKGROUND: The Flight Standards Service recently released technical report DOT-FAA-AFS-400-83,
Reduction of Diagonal Separation from 1.5 Nautical Miles (NM) to 1.0 NM for Parallel Dependent Approaches.
The report, generated at the request of Air Traffic, now permits the use of 1 NM radar separation diagonally when
runway centerlines are separated by at least 2,500 feet but no more than 3,600 feet, and the legacy 1.5 NM radar
separation diagonally will now be required when runway centerlines are separated by more than 3,600 feet but no
more than 4,300 feet. The application of 1 NM or 1.5 NM diagonal minima ensures aircraft remain staggered on
adjacent approaches. This reduces the risk of collision from aircraft inadvertently deviating from the final
approach path.
3. CHANGE:
OLD NEW
5−9−6. SIMULTANEOUS DEPENDENT 5−9−6. SIMULTANEOUS DEPENDENT
APPROACHES APPROACHES
Title through a1 No Change
Add 2. Provide a minimum of 1 mile radar
separation diagonally between successive
aircraft on adjacent final approach courses
when runway centerlines are at least 2,500 feet
but no more than 3,600 feet apart.
FIG 5-9-7
Add Simultaneous Dependent Approaches
Add EXAMPLE−
In FIG 5−9−7, Aircraft 2 is 1.0 mile from Aircraft 1.
Approved radar separation must be maintained
between Aircraft 1 and Aircraft 3.
2. Provide a minimum of 1.5 miles radar 3. Provide a minimum of 1.5 miles radar
separation diagonally between successive aircraft separation diagonally between successive aircraft
on adjacent final approach courses when runway on adjacent final approach courses when runway
centerlines are at least 2,500 feet but no more than centerlines are more than 3,600 feet but no more
4,300 feet apart. than 4,300 feet apart.
EXAMPLE− EXAMPLE−
In FIG 5−9−7, Aircraft 2 is 1.5 miles from Aircraft 1, In FIG 5−9−8, Aircraft 2 is 1.5 miles from Aircraft 1,
and Aircraft 3 is 1.5 miles or more from Aircraft 2. and Aircraft 3 is 1.5 miles or more from Aircraft 2.
*The resultant separation between Aircraft 1 and 3 is Approved radar separation must be maintained
at least 2.5 miles. between aircraft on the same final.
3. Provide a minimum of 2 miles radar 4. Provide a minimum of 2 miles radar
separation diagonally between successive aircraft separation diagonally between successive aircraft
on adjacent final approach courses where runway on adjacent final approach courses where runway
centerlines are more than 4,300 feet but no more centerlines are more than 4,300 feet but no more
than 9,000 feet apart. than 9,000 feet apart.
FIG 5-9-8 Re-Label FIG 5-9-9
EXAMPLE− EXAMPLE−
In FIG 5−9−8, Aircraft 2 is 2 miles from heavy Aircraft In FIG 5−9−9, Aircraft 2 is 2 miles from heavy Aircraft
1. Aircraft 3 is a small aircraft and is 6 miles from 1. Aircraft 3 is a small aircraft and is 6 miles from
Aircraft 1.*The resultant separation between Aircraft 2 Aircraft 1. *The resultant separation between Aircraft
and 3 is at least 4.2 miles. 2 and 3 is at least 4.2 miles.
4. Provide the minimum applicable radar 5. Provide the minimum approved radar
separation between aircraft on the same final separation between aircraft on the same final
approach course. approach course.
operating with dual parallel runways or triple parallel runways. Additionally, they account for the inclusion of
offset approaches to further reduce the RCLS without the need for high update radars and allows for the removal
of the simultaneous independent close parallel approaches without high update radar paragraph due to the
duplicative content.
3. CHANGE:
OLD NEW
5-9-7. SIMULTANEOUS INDEPENDENT 5-9-7. SIMULTANEOUS INDEPENDENT
APPROACHES − DUAL & TRIPLE APPROACHES − DUAL & TRIPLE
Title through a1 NOTE No Change
2. Dual parallel runway centerlines are at least 2. Dual parallel runway centerlines are at least
4,300 feet apart. 3,600 feet apart, or dual parallel runway
centerlines are at least 3,000 feet apart with a
2.5_ to 3.0_ offset approach to either runway and
the airport field elevation is 2,000 feet MSL or
less.
Add NOTE−
Airport field elevation requirement does not apply to
dual parallel runways that are 4,300 feet or more apart.
3. Triple parallel runway centerlines are at least 3. Triple parallel approaches may be
5,000 feet apart and the airport field elevation is less conducted under one of the following conditions:
than 1,000 feet MSL.
Add (a) Parallel runway centerlines are at least
3,900 feet apart and the airport field elevation is
2,000 feet MSL or less; or
Add (b) Parallel runway centerlines are at least
3,000 feet apart, a 2.5_ to 3.0_ offset approach to
both outside runways, and the airport field
elevation is 2,000 feet MSL or less; or
Add (c) Parallel runway centerlines are at least
3,000 feet apart, a single 2.5 _ to 3.0 _ offset
approach to either outside runway while parallel
approaches to the remaining two runways are
separated by at least 3,900 feet, and the airport
field elevation is 2,000 feet MSL or less.
Add 4. Provide the minimum applicable radar
separation between aircraft on the same final
approach course.
4. A high-resolution color monitor with alert b. A color digital display set to a 4 to 1 (4:1)
algorithms, such as the final monitor aid or that aspect ratio (AR) with visual and aural alerts,
required in the precision runway monitor program such as the STARS final monitor aid (FMA), and
must be used to monitor approaches where: a surveillance update rate at least 4.8 seconds
must be used to monitor approaches where:
Add 1. Dual parallel runway centerlines are at
least 3,000 and no more than 4,300 feet apart.
(a) Triple parallel runway centerlines are at 2. Triple parallel runway centerlines are at least
least 4,300 but less than 5,000 feet apart and the 3,000 but less than 5,000 feet apart and the airport
airport field elevation is less than 1,000 feet MSL. field elevation is 2,000 feet MSL or less.
(b) Triple parallel approaches to airports 3. Triple parallel approaches to airports where
where the airport field elevation is 1,000 feet MSL the airport field elevation is more than 2,000 feet
or more require the high resolution color monitor MSL require use of the FMA system and an
with alert algorithms and an approved FAA approved FAA aeronautical study.
aeronautical study.
Add NOTE−
FMA is not required to monitor the NTZ for runway
centerlines greater than 4,300 feet for dual runways,
and 5,000 feet or greater for triple operations.
Add c. FUSION must be discontinued on the FMA
displays and set to a single-sensor, when
conducting final monitoring activities.
5. Provide the minimum applicable radar Delete
separation between aircraft on the same final
approach course.
REFERENCE− No Change
FAAO JO 7110.65, Para 5−5−5, Minima.
b. The following conditions are required when d. The following conditions must be met when
applying the minimum separation on adjacent dual conducting dual or triple simultaneous
or triple final approach courses allowed in independent approaches:
subparagraph a:
NOTE− NOTE−
Simultaneous independent approaches may only be Simultaneous independent approaches may only be
conducted where instrument approach charts conducted where instrument approach charts
specifically authorize simultaneous approaches to specifically authorize simultaneous approaches.
adjacent runways.
b1 and b2 Re-Letter d1 and d2
3. Inform aircraft that simultaneous independent 3. Inform aircraft that simultaneous independent
approaches are in use prior to aircraft departing an approaches are in use, or when runway centerlines
outer fix. This information may be provided are less than 4,300 feet PRM approaches are in use,
through the ATIS. prior to aircraft departing an outer fix. This
information may be provided through the ATIS.
Add REFERENCE−
P/CG Term− Precision Runway Monitor (PRM) System.
b4 Reletter d4
Add NOTE−
Not applicable to approaches with RF legs.
b5 through c1 Re-Letter d5 through e1
PHRASEOLOGY− No Change
2. Instruct aircraft on the adjacent final approach 2. Instruct aircraft on the adjacent final approach
course to alter course to avoid the deviating aircraft course to alter course to avoid the deviating aircraft
when an aircraft is observed penetrating or in the when an aircraft is observed penetrating or in your
controller’s judgment will penetrate the NTZ. judgment will penetrate the NTZ.
3. CHANGE:
OLD NEW
5−9−8. SIMULTANEOUS INDEPENDENT 5-9-8. SIMULTANEOUS INDEPENDENT
CLOSE PARALLEL APPROACHES – HIGH CLOSE PARALLEL APPROACHES -
UPDATE RADAR PRECISION RUNWAY MONITOR (PRM)
APPROACHES
TERMINAL TERMINAL
Simultaneous close parallel approaches may only a. PRM approaches may only be conducted when
be conducted where instrument approach charts charted in the approach title, and where
specifically authorize simultaneous approaches to instrument approach charts specifically authorize
adjacent runways. simultaneous approaches.
Add REFERENCE−
P/CG- Precision Runway Monitor (PRM) System
P/CG-Simultaneous Close Parallel Approaches
a. Authorize simultaneous independent close b. PRM approaches must be assigned when
parallel approaches to dual runways with conducting instrument approaches to dual and
centerlines separated by at least 3,000 feet with one triple parallel runways with runway centerlines
final approach course offset by 2.5 degrees using a separated by less than 4,300 feet.
precision runway monitor system with a 1.0 second
radar update system and when centerlines are
separated by 3,400 to 4,300 feet when precision
runway monitors are utilized with a radar update
rate of 2.4 seconds or less; and
1. Provide a minimum of 1,000 feet vertical or c. Provide a minimum of 1,000 feet vertical or a
a minimum of 3 miles radar separation between minimum of 3 miles radar separation between
aircraft during turn-on to parallel final approach. aircraft during turn-on to parallel or offset final
approach.
NOTE− No Change
Communications transfer to the tower controller’s
frequency must be completed prior to losing vertical
separation between aircraft.
2. Provide the minimum applicable radar d. Provide the minimum applicable radar
separation between aircraft on the same final separation between aircraft on the same final
approach course. approach course.
REFERENCE− No Change
FAAO JO 7110.65, Para 5−5−4 , Minima.
b. The following conditions are required when e. The following conditions must be met when
applying the minimum separation on dual final conducting dual and triple PRM approaches:
approach courses allowed in subparagraph a:
b1 and b2 Re-Letter e1 and e2
3. Inform aircraft that closely spaced 3. Inform aircraft that PRM approaches are in use
simultaneous approaches are in use prior to aircraft prior to aircraft departing an outer fix. This
departing an outer fix. This information may be information may be provided through the ATIS.
provided through the ATIS.
b4 Re-Letter e4
Add NOTE−
Not applicable to approaches with RF legs.
b5 through b7 Re-Letter e5 through e7
NOTE− NOTE−
The aircraft is considered the center of the digitized The aircraft is considered the center of the digitized
target for that aircraft for the purposes of ensuring an target for the purposes of ensuring an aircraft does not
aircraft does not penetrate the NTZ. penetrate the NTZ.
c. The following procedures must be used by the f. The following procedures must be used by the
final monitor controllers: final monitor controllers:
1. A controller must provide position 1. Provide position information to an aircraft
information to an aircraft that is (left/right) of the that is (left/right) of the depicted final approach
depicted localizer centerline, and in their opinion is course centerline, and in your judgment is
continuing on a track that may penetrate the NTZ. continuing on a track that may penetrate the NTZ.
PHRASEOLOGY− No Change
(Aircraft call sign) I SHOW YOU (left/right) OF THE
FINAL APPROACH COURSE.
2. Instruct the aircraft to return immediately to No Change
the correct final approach course when aircraft are
observed to overshoot the turn-on or continue on a
track which will penetrate the NTZ.
PHRASEOLOGY− No Change
YOU HAVE CROSSED THE FINAL APPROACH
COURSE. TURN (left/right) IMMEDIATELY AND
RETURN TO THE FINAL APPROACH COURSE.
or
TURN (left/right) AND RETURN TO THE FINAL
APPROACH COURSE.
3. Instruct aircraft on the adjacent final approach 3. Instruct aircraft on the adjacent final approach
course to alter course to avoid the deviating aircraft course to alter course to avoid the deviating aircraft
when an aircraft is observed penetrating or in the when an aircraft is observed penetrating or in your
controller’s judgment will penetrate the NTZ. judgment will penetrate the NTZ.
c3 NOTE through c4(b) Re-Letter f3 NOTE through f4(b)
(c) The aircraft has landed or, in the event of a (c) The aircraft is 1 mile or less from the
missed approach, is one-half mile beyond the runway threshold, if procedurally required, and
departure end of the runway. contained in facility directives.
c5 Re-Letter f5
6. Do not apply the provisions of Paragraph 6. Do not apply the provisions of Paragraph
5-13-1, Monitor on PAR Equipment, for 5-13-1, Monitor on PAR Equipment, for PRM
closely-spaced simultaneous approaches. approaches.
d. Consideration should be given to known factors g. Consideration should be given to known factors
that may in any way affect the safety of the that may in any way affect the safety of the
instrument approach phase of flight when instrument approach phase of flight when PRM
closely-spaced simultaneous approaches are being approaches are being conducted to parallel
conducted to parallel runways. Factors include, but runways. Factors include, but are not limited to,
are not limited to, wind direction/velocity, wind direction/velocity, windshear alerts/reports,
windshear alerts/reports, severe weather activity, severe weather activity, etc. Closely monitor
etc. Closely monitor weather activity that could weather activity that could impact the final
impact the final approach course. Weather approach course. Weather conditions in the vicinity
conditions in the vicinity of the final approach of the final approach course may dictate a change of
course may dictate a change of the approach in use. the approach in use.
REFERENCE− No Change
FAAO JO 7110.65, Para 5−1−13 , Radar Service Termination.
FAAO JO 7110.65, Para 5−9−2 , Final Approach Course
Interception.
OLD NEW
5−9−9. SIMULTANEOUS INDEPENDENT Delete
CLOSE PARALLEL APPROACHES − HIGH
UPDATE RADAR NOT REQUIRED.
TERMINAL Delete
a. Simultaneous close parallel approaches may Delete
only be conducted where instrument approach
charts specifically authorize simultaneous
approaches to parallel runways.
b. Apply the following minimum separation when Delete
conducting simultaneous independent close
parallel approaches:
1. Provide a minimum of 1,000 feet vertical or Delete
a minimum of 3 miles radar separation between
aircraft during turn-on to parallel final approach
courses.
NOTE− Delete
Communications transfer to the tower controller’s
frequency will be completed prior to losing vertical
separation between aircraft.
NOTE− Delete
1. Separate monitor controllers, each with
transmit/receive and override capability on the local
control frequency, will ensure aircraft do not penetrate
the depicted NTZ. Facility directives must define
responsibility for providing the minimum applicable
longitudinal separation between aircraft on the same
final approach course.
2. The aircraft is considered the center of the primary
radar return for that aircraft, or, if an FMA or other color
final monitor aid is used, the center of the digitized target
of that aircraft, for the purposes of ensuring an aircraft
does not penetrate the NTZ. The provisions of Paragraph
5-5-2, Target Separation, also apply.
e. The following procedures must be used by the Delete
final monitor controllers:
1. Instruct the aircraft to return to the correct Delete
final approach course when aircraft are observed to
overshoot the turn-on or to continue on a track that
will penetrate the NTZ.
PHRASEOLOGY− Delete
YOU HAVE CROSSED THE FINAL APPROACH
COURSE. TURN (left/right) IMMEDIATELY AND
RETURN TO THE FINAL APPROACH COURSE,
or
OLD NEW
5−9−10. SIMULTANEOUS OFFSET 5−9−9. SIMULTANEOUS OFFSET
INSTRUMENT APPROACHES (SOIA)− INSTRUMENT APPROACHES (SOIA)−
HIGH UPDATE RADAR HIGH UPDATE RADAR
TERMINAL No Change
a. Simultaneous offset independent approaches a. Simultaneous offset independent approaches
SOIA may be conducted at FAA designated airports (SOIA) may be conducted at FAA designated
that have an authorization issued by the Director, airports that have an authorization issued by the
Terminal Operations, Headquarters, in Director, Operations-Headquarters, AJT-2, in
coordination with AFS with parallel runways that coordination with AFS with parallel runways that
have centerlines separated by less than 3,000 feet have centerlines separated by less than 3,000 feet
with one final approach course offset by 2.5 to 3.0 with one final approach course offset by 2.5 to 3.0
degrees using a high update rate surveillance degrees using a high update rate surveillance
system with a 1.0−second radar update; and system with a 1.0−second radar update; and
a1 through b2 No Change
3. Inform aircraft that closely spaced 3. Inform aircraft that PRM approaches are in
simultaneous approaches are in use prior to aircraft use prior to aircraft departing an outer fix. This
departing an outer fix. This information may be information may be provided through the ATIS.
provided through the ATIS.
b4 No Change
NOTE− NOTE−
Not applicable to curved and segmented approaches Not applicable to approaches with RF legs.
b5 through c No Change
1. A controller must provide position 1. Provide position information to an aircraft
information to an aircraft that is (left/right) of the that is (left/right) of the depicted final approach
depicted final approach course centerline, and in course centerline, and in your judgment is
their opinion is continuing on a track that may continuing on a track that may penetrate the NTZ.
penetrate the NTZ.
c1 PHRASEOLOGY through c2 No Change
PHRASEOLOGY− PHRASEOLOGY−
YOU HAVE CROSSED THE FINAL APPROACH YOU HAVE CROSSED THE FINAL APPROACH
COURSE. TURN (left/right) IMMEDIATELY AND COURSE. TURN (left/right) IMMEDIATELY AND
RETURN TO FINAL APPROACH COURSE. RETURN TO FINAL APPROACH COURSE.
Or Or
TURN (left/right) AND RETURN TO THE LOCAL- TURN (left/right) AND RETURN TO THE FINAL AP-
IZER/AZIMUTH COURSE. PROACH COURSE.
3. Instruct aircraft on the adjacent final approach 3. Instruct aircraft on the adjacent final approach
course to alter course to avoid the deviating aircraft course to alter course to avoid the deviating aircraft
when an aircraft is observed penetrating or in the when an aircraft is observed penetrating or in your
controller’s judgment will penetrate the NTZ. judgment will penetrate the NTZ.
c3 NOTE through c5 No Change
6. Do not apply the provisions of paragraph 6. Do not apply the provisions of paragraph
5-13-1, Monitor on PAR Equipment, for 5-13-1, Monitor on PAR Equipment, for
closely-spaced simultaneous approaches. simultaneous approaches.
d through g2 No Change
3. For runways less than 2,500 feet apart, 3. For runways less than 2,500 feet apart,
whenever the ceiling is less than 500 feet above the whenever the ceiling is less than 500 feet above the
MVA, wake vortex spacing between aircraft on MVA, wake vortex spacing between aircraft on
adjacent final approach courses, as described in adjacent final approach courses, as described in
para 5−5−4, Minima, must be applied unless Para 5−5−4, Minima, must be applied unless
acceptable mitigating techniques and operational acceptable mitigating techniques and operational
procedures have been documented and verified by procedures have been documented and verified by
an AFS safety assessment and authorized by an AFS safety assessment and authorized by the
Director, Terminal Safety and Operations Support. Director, Operations-Headquarters, AJT-2. The
The wake turbulence mitigation techniques wake turbulence mitigation techniques employed
employed will be based on each airport’s specific will be based on each airport’s specific runway
runway geometry and meteorological conditions geometry and meteorological conditions and
and implemented through local facility directives. implemented through local facility directives.
OLD NEW
5−9−11. SIMULTANEOUS INDEPENDENT 5−9−10. SIMULTANEOUS INDEPENDENT
APPROACHES TO WIDELY-SPACED APPROACHES TO WIDELY-SPACED
PARALLEL RUNWAYS WITHOUT FINAL PARALLEL RUNWAYS WITHOUT FINAL
MONITORS MONITORS
Add TERMINAL
Simultaneous independent approaches to a. Simultaneous independent approaches to
widely-spaced parallel runways may only be widely-spaced parallel runways may only be
conducted where instrument approach charts conducted where instrument approach charts
specifically authorize simultaneous approaches to specifically authorize simultaneous approaches.
adjacent runways.
TERMINAL Delete
a through a2 REFERENCE Re-letter b through b2 REFERENCE
b. The following conditions are required when c. The following conditions are required when
applying the minimum separation on applying the minimum separation on
widely−spaced parallel courses allowed in subpara widely−spaced parallel courses allowed in subpara
a: b:
b1 through b4 Re-Letter c1 through c4
Add NOTE−
Not applicable to approaches with RF legs.
b5 Re-letter c5
6. Transfer of communication and monitor 6. Transfer of communication to the tower
responsibility to the tower controller’s frequency controller’s frequency must be specified in a facility
must be specified in a facility directive and/or Letter directive and/or Letter of Agreement.
of Agreement.
c. The following procedures must be used by the d. The following procedures must be used by the
final approach controllers: final approach controllers:
NOTE− NOTE−
There is no requirement for the establishment of a NTZ. There is no requirement for establishment of a NTZ.
1. Instruct the aircraft to return to the correct No Change
final approach course when that aircraft is observed
to overshoot the turn-on or continue on a track
which deviates from the final approach course in the
direction of the adjacent approach course.
PHRASEOLOGY− PHRASEOLOGY−
YOU HAVE CROSSED THE FINAL APPROACH YOU HAVE CROSSED THE FINAL APPROACH
COURSE. TURN (left/right) IMMEDIATELY AND COURSE. TURN (left/right) IMMEDIATELY AND
RETURN TO LOCALIZER/AZIMUTH COURSE, RETURN TO THE FINAL APPROACH COURSE,
or or
TURN (left/right) AND RETURN TO THE TURN (left/right) AND RETURN TO THE FINAL AP-
LOCALIZER/AZIMUTH COURSE. PROACH COURSE.
2. Instruct aircraft on adjacent final approach No Change
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.
PHRASEOLOGY− No Change
TRAFFIC ALERT, (call sign), TURN (left/right)
IMMEDIATELY HEADING (degrees), CLIMB AND
MAINTAIN (altitude)
3. Terminate radar monitoring when one of the Delete
following occurs:
(a) Visual separation is applied. Delete
(b) The aircraft reports the approach lights or Delete
runway in sight.
(c) The aircraft is 1 mile or less from the Delete
runway threshold, if procedurally required, and
contained in facility directives.
4. Do not inform the aircraft when radar Delete
monitoring is terminated.
d. Consideration should be given to known factors e. Consideration should be given to known factors
that may in any way affect the safety of the that may in any way affect the safety of the
instrument approach phase of flight when instrument approach phase of flight when
simultaneous approaches are being conducted to simultaneous approaches are being conducted to
parallel runways. Factors include, but are not parallel runways. Factors include, but are not
limited to, wind direction/velocity, wind-shear limited to, wind direction/velocity, wind-shear
alerts/reports, severe weather activity, etc. Closely alerts/reports, severe weather activity, etc. Closely
monitor weather activity that could impact the final monitor weather activity that could impact the final
approach course. Weather conditions in the vicinity approach course. Weather conditions in the vicinity
of the final approach course may dictate a change of of the final approach course may dictate a change of
approach in use. approach in use.
REFERENCE− REFERENCE−
FAAO JO 7110.65, Para 5-1-13,Radar Service Termination. FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception.
FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception.
2. BACKGROUND: Current guidance permits reduced separation between aircraft on final during
simultaneous dependent, simultaneous independent, or approved same runway operations. Existing procedures
do not allow for an approved transition from reduced separation to approved separation, without a loss of
separation that results in a low Measure of Compliance (MOC).
3. CHANGE:
OLD NEW
5−9−11. SIMULTANEOUS INDEPENDENT 5-9-11. TRANSITIONAL PROCEDURES
APPROACHES TO WIDELY-SPACED
PARALLEL RUNWAYS WITHOUT FINAL
MONITORS
Add When aircraft are conducting simultaneous
dependent, independent, or any approaches
allowing for reduced separation, and one of the
aircraft executes a go-around or has its
approach clearance terminated and prior to
losing the approved reduced separation, control
instructions must be expeditiously issued to
increase separation between the applicable
aircraft. These control instructions must
establish approved separation (for example,
altitude and/or lateral separation via
divergence). In addition, wake turbulence
cautionary advisories must be issued in
accordance with FAAO JO 7110.65, Paragraph
2-1-20, Wake Turbulence Cautionary
Advisories.
BRIEFING GUIDE
Table of Contents
2. BACKGROUND: Currently, there is no defined process for the submission of interpretation or clarification
requests regarding the content of FAA Order JO 7110.65, Air Traffic Control. This proposed change formalizes
the process as it now exists and delineates responsibilities for interpretation and clarification responses.
3. CHANGE:
OLD NEW
Add 1-1-9. REQUESTS FOR INTERPRETATIONS
OR CLARIFICATIONS TO THIS ORDER
Add a. Interpretation requests from field air traffic
personnel must be submitted as follows:
Add 1. The request must be submitted, in writing,
by an Air Traffic Facility/District manager to
their Service Area Director.
Add 2. The Service Area Director must review the
request and determine if more than one
interpretation on the intent of the language can
be inferred.
Add 3. If it is determined that an interpretation is
required, the Service Area Director must submit
the request, in writing, to the Air Traffic
Procedures Directorate, for a response.
Add b. If a request does not require an
interpretation but further clarification is needed
it must be forwarded to the Service Center
Operations Support Group for a response.
Add 1. The Service Center Operations Support
Group may consult with the Air Traffic
Procedures Directorate when preparing their
response.
Add 2. The Service Center Operations Support
Group must provide a written response to the
requestor and forward the response to the Air
Traffic Procedures Directorate.
Add c. Interpretation requests from all other
sources must be submitted, in writing, to the Air
Traffic Procedures Directorate through the Air
Traffic Procedures correspondence mailbox.
Add NOTE−
Interpretations can be accessed through the Air
Traffic Control Interpretation link at the follow-
ing website:
https://my.faa.gov/org/linebusiness/ato/mis-
sion_support/air_traffic_procedures.html.
1-1-9 through 1-1-13 Renumber 1-1-10 through 1-1-14
2. BACKGROUND: FAA Order JO 7110.65W added a requirement to provide 10 NM separation in front and
behind an aircraft when the data block indicates “NOWGT.” The abbreviation description for “NOWGT” was
inadvertently omitted from the new basic order.
3. CHANGE:
OLD NEW
1-2-6. ABBREVIATIONS 1-2-6. ABBREVIATIONS
Add NOWGT. No weight. The weight class or wake
category has not been determined
3. CHANGE:
OLD NEW
1-2-6. ABBREVIATIONS 1-2-6. ABBREVIATIONS
TBL 1-2-1 TBL 1-2-1
FAA Order JO 7110.65 Abbreviations FAA Order JO 7110.65 Abbreviations
Microwave Landing System (MLS) Delete
OLD NEW
2−3−10. CONTROL SYMBOLOGY 2−3−10. CONTROL SYMBOLOGY
TBL 2-3-12 TBL 2-3-12
Miscellaneous Abbreviations Miscellaneous Abbreviations
MLS approach Delete
OLD NEW
2−4−17. NUMBERS USAGE 2−4−17. NUMBERS USAGE
Title through k2 No Change
3. Issue MLS/TACAN frequencies by stating the 3. Issue TACAN frequencies by stating the
assigned two− or three−digit channel number. assigned two− or three−digit channel number.
EXAMPLE− Delete
“M−L−S channel Five Three Zero.”
OLD NEW
2−5−2. NAVAID TERMS 2−5−2. NAVAID TERMS
Title through b No Change
1 . V O R / V O RTA C / TA C A N / M L S / G P S 1. VOR/VORTAC/TACAN/GPS Waypoint.
Way-point. State the name of the NAVAID or GPS State the name of the NAVAID or GPS Waypoint
Waypoint followed by the separate digits of the 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.”
EXAMPLE− EXAMPLE−
“Appleton Zero Five Zero Radial.” “Appleton Zero Five Zero Radial.”
“Lindburg Runway Two Seven M−L−S, Two Six Zero
Azimuth.”
2. Arcs about VOR-DME/VORTAC/TACAN/ 2. Arcs about VOR-DME/VORTAC/TACAN
MLS NAVAIDs. State the distance in miles from NAVAIDs. State the distance in miles from the
theNAVAID followed by the words “mile arc,” the NAVAID followed by the words “mile arc,” the
direction from the NAVAID in terms of the eight direction from the NAVAID in terms of the eight
principal points of the compass, the word “of,” and principal points of the compass, the word “of,” and
the name of the NAVAID. the name of the NAVAID.
EXAMPLE− EXAMPLE−
“Two Zero mile arc southwest of O−Hare Runway Two “Two Zero mile arc southwest of Kirksville VOR”
Seven Left M−L−S.”
OLD NEW
2−5−3. NAVAID FIXES 2−5−3. NAVAID FIXES
Describe fixes determined by reference to a Describe fixes determined by reference to a
radial/localizer/azimuth and distance from a radial/localizer/azimuth and distance from a
VOR-DME/VORTAC/TACAN/ILS-DME or MLS VOR-DME/VORTAC/TACAN/ILS-DME as
as follows: follows:
a No Change
EXAMPLE− EXAMPLE−
“Appleton Zero Five Zero radial Three Seven mile “Appleton Zero Five Zero radial Three Seven mile
fix.” “Reno localizer back course Four mile fix.” fix.” “Reno localizer back course Four mile fix.”
“Hobby Runway One Two M−L−S Zero Niner Zero
azimuth One Two mile fix.”
OLD NEW
3−3−2. CLOSED/UNSAFE RUNWAY 3−3−2. CLOSED/UNSAFE RUNWAY
INFORMATION INFORMATION
Title through b No Change
c. Except as permitted by para 4−8−7, Side-step c. Except as permitted by para 4−8−7, Side-step
Maneuver, where parallel runways are served by Maneuver, where parallel runways are served by
separate ILS/MLS systems and one of the runways separate ILS systems and one of the runways is
is closed, the ILS/MLS associated with the closed closed, the ILS associated with the closed runway
runway should not be used for approaches unless should not be used for approaches unless not using
not using the ILS/MLS would have an adverse the ILS would have an adverse impact on the
impact on the operational efficiency of the airport. operational efficiency of the airport.
OLD NEW
3−7−5. PRECISION APPROACH CRITICAL 3−7−5. PRECISION APPROACH CRITICAL
AREA AREA
Title through c No Change
NOTE− NOTE−
Signs and markings are installed by the airport operator Signs and markings are installed by the airport operator
to define the ILS/MLS critical area. No point along the to define the ILS critical area. No point along the
longitudinal axis of the aircraft is permitted past the hold longitudinal axis of the aircraft is permitted past the hold
line for holding purposes. The operator is responsible to line for holding purposes. The operator is responsible to
properly position the aircraft, vehicle, or equipment at properly position the aircraft, vehicle, or equipment at
the appropriate hold line/sign or designated point. The the appropriate hold line/sign or designated point. The
requirements in para 3−1−12, Visually Scanning requirements in Para 3−1−12, Visually Scanning
Runways, remain valid as appropriate. Runways, remain valid as appropriate.
REFERENCE− No Change
AC150/5340−1, Standards for Airport Markings
OLD NEW
4−1−1. ALTITUDE AND DISTANCE 4−1−1. ALTITUDE AND DISTANCE
LIMITATIONS LIMITATIONS
When specifying a route other than an established When specifying a route other than an established
airway or route, do not exceed the limitations in the airway or route, do not exceed the limitations in the
table on any portion of the route which lies within table on any portion of the route which lies within
controlled airspace. (For altitude and distance controlled airspace. (For altitude and distance
limitations, see TBL 4−1−1, TBL 4−1−2, TBL limitations, see TBL 4−1−1, TBL 4−1−2 and TBL
4−1−3, and TBL 4−1−4.) (For correct application of 4−1−3.) (For correct application of altitude and
altitude and distance limitations see FIG 4−1−1 and distance limitations see FIG 4−1−1 and FIG 4−1−2.)
FIG 4−1−2.)
REFERENCE− No Change
FAAO JO 7110.65, Para 4−1−5, Fix Use.
FAAO JO 7110.65, Para 5−6−2, Methods.
OLD NEW
4−6−4. HOLDING INSTRUCTIONS 4−6−4. HOLDING INSTRUCTIONS
Title through e No Change
NOTE− Delete
It is mandatory for the controller to issue left or right
turns every time a holding pattern is issued for MLS.
OLD NEW
4−7−5. MILITARY TURBOJET EN ROUTE 4−7−5. MILITARY TURBOJET EN ROUTE
DESCENT DESCENT
Title through b3 No Change
EXAMPLE− EXAMPLE−
“Expect ILS/MLS approach to runway eight; radar “Expect ILS approach to runway eight; radar vectors
vectors to localizer/azimuth course. Weather (reported to localizer course. Weather (reported weather).”
weather).”
OLD NEW
4−7−10. APPROACH INFORMATION 4−7−10. APPROACH INFORMATION
Title through c No Change
d. Advise pilots when the ILS/MLS on the runway d. Advise pilots when the ILS on the runway in use
in use is not operational if that ILS/MLS is on the is not operational if that ILS is on the same
same frequency as an operational ILS/MLS serving frequency as an operational ILS serving another
another runway. runway.
OLD NEW
4−7−13. SWITCHING ILS/MLS RUNWAYS 4−7−13. SWITCHING ILS RUNWAYS
TERMINAL No Change
When a change is made from one ILS to another or When a change is made from one ILS to another at
from one MLS to another at airports equipped with airports equipped with multiple systems which are
multiple systems which are not used not used simultaneously, coordinate with the
simultaneously, coordinate with the facilities which facilities which use the fixes formed by reference to
use the fixes formed by reference to these these NAVAIDs.
NAVAIDs.
OLD NEW
5−1−13. RADAR SERVICE TERMINATION 5−1−13. RADAR SERVICE TERMINATION
Title through b No Change
NOTE− NOTE−
1. Termination of radar monitoring when conducting 1. Termination of radar monitoring when conducting
simultaneous ILS/MLS approaches is prescribed in para simultaneous ILS approaches is prescribed in Para
5−9−7, Simultaneous Independent ILS/MLS 5−9−7, Simultaneous Independent Approaches− Dual &
Approaches− Dual & Triple. Triple.
OLD NEW
5−9−2. FINAL APPROACH COURSE 5−9−2. FINAL APPROACH COURSE
INTERCEPTION INTERCEPTION
Title through a No Change
OLD
TBL 5−9−1
Approach Course Interception Angle
Distance from interception
Maximum interception angle
point to approach gate
Less than 2 miles or triple 20 degrees
simultaneous ILS/MLS
approaches in use
2 miles or more 30 degrees
(45 degrees for helicopters)
NEW
TBL 5−9−1
Approach Course Interception Angle
Distance from interception
Maximum interception angle
point to approach gate
Less than 2 miles or triple 20 degrees
simultaneous approaches in
use
2 miles or more 30 degrees
(45 degrees for helicopters)
OLD NEW
5−9−4. ARRIVAL INSTRUCTIONS 5−9−4. ARRIVAL INSTRUCTIONS
Title through c1 No Change
2. Assigned an altitude to maintain until the 2. Assigned an altitude to maintain until the
aircraft is established on a segment of a published aircraft is established on a segment of a published
route or instrument approach procedure. route or instrument approach procedure.
(See FIG 5−9−2 thru FIG 5−9−4.)
FIG 5−9−2 Delete
Arrival Instructions
EXAMPLE− Delete
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.)
EXAMPLE− Delete
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.)
EXAMPLE− Delete
The aircraft is being vectored to an MLS curved
approach, 3 miles from X-ray at 3,000 feet. “Three miles
from X-ray. Turn right heading three three zero. Maintain
three thousand until established on the azimuth course.
Cleared M−L−S runway one eight approach.”
(See FIG 5−9−4.)
FIG 5-9-5 Renumber to FIG 5-9-2
EXAMPLE through c2 NOTE 2 No Change
NOTE− NOTE−
3. Aircraft being vectored to the intermediate fix in 3. Aircraft being vectored to the intermediate fix in
FIG 5−9−5 must meet all the provisions described in FIG 5−9−2 must meet all the provisions described in
subpara 4−8−1b4. subpara 4−8−1h2.
d through d4 NOTE No Change
REFERENCE− REFERENCE−
FAAO JO 7110.65, Para 5−9−2, Final Approach Course FAAO JO 7110.65, Para 5−9−2, Final Approach Course
Interception. FAAO JO 7110.65, Para 5−9−7, Simultaneous Interception. FAAO JO 7110.65, Para 5−9−7, Simultaneous
Independent ILS/MLS Approaches− Dual & Triple. Independent Approaches− Dual & Triple
e. Where a Terminal Arrival Area (TAA) has been e. Where a Terminal Arrival Area (TAA) has been
established to support RNAV approaches, inform established to support RNAV approaches, inform
the aircraft of its position relative to the appropriate the aircraft of its position relative to the appropriate
IAF and issue the approach clearance. (See FIG IAF and issue the approach clearance. (See FIG
5−9−6.) 5−9−3.)
EXAMPLE 1 through EXAMPLE 3 No Change
FIG 5-9-6 Renumber to FIG 5-9-3
OLD NEW
5−9−5. APPROACH SEPARATION 5−9−5. APPROACH SEPARATION
RESPONSIBILITY RESPONSIBILITY
Title through b No Change
REFERENCE− REFERENCE−
FAAO JO 7110.65, Para 5−4−6, Receiving Controller Handoff. FAAO JO 7110.65, Para 5−4−6, Receiving Controller Handoff.
FAAO JO 7110.65, Para 5−9−2, Final Approach Course FAAO JO 7110.65, Para 5−9−2, Final Approach Course
Interception. FAAO JO 7110.65, Para 5−9−6, Parallel Dependent Interception. FAAO JO 7110.65, Para 5−9−6, Simultaneous
ILS/MLS Approaches. Dependent Approaches.
FAAO JO 7110.65, Para 6−7−2, Approach Sequence. FAAO JO 7110.65, Para 6−7−2, Approach Sequence.
OLD NEW
5−9−6. SIMULTANEOUS DEPENDENT 5−9−6. SIMULTANEOUS DEPENDENT
APPROACHES APPROACHES
Title through a2 No Change
FIG 5-9-7 Renumber to FIG 5-9-4
EXAMPLE− EXAMPLE−
In FIG 5−9−7, Aircraft 2 is 1.0 mile from Aircraft 1. In FIG 5−9−4, Aircraft 2 is 1.0 mile from Aircraft 1.
Approved radar separation must be maintained between Approved radar separation must be maintained between
Aircraft 1 and Aircraft 3. Aircraft 1 and Aircraft 3.
a3 No Change
FIG 5-9-8 Renumber to FIG 5-9-5
EXAMPLE− EXAMPLE−
In FIG 5−9−8, Aircraft 2 is 1.5 miles from Aircraft 1, and In FIG 5−9−5, Aircraft 2 is 1.5 miles from Aircraft 1, and
Aircraft 3 is 1.5 miles or more from Aircraft 2. Approved Aircraft 3 is 1.5 miles or more from Aircraft 2. Approved
radar separation must be maintained between aircraft on radar separation must be maintained between aircraft on
the same final. the same final.
a4 No Change
FIG 5-9-9 Renumber to FIG 5-9-6
EXAMPLE− EXAMPLE−
In FIG 5−9−9, Aircraft 2 is 2 miles from heavy Aircraft 1. In FIG 5−9−6, Aircraft 2 is 2 miles from heavy Aircraft 1.
Aircraft 3 is a small aircraft and is 6 miles from Aircraft Aircraft 3 is a small aircraft and is 6 miles from Aircraft
1. *The resultant separation between Aircraft 2 and 3 is 1. *The resultant separation between Aircraft 2 and 3 is
at least 4.2 miles at least 4.2 miles
OLD NEW
5−9−9. SIMULTANEOUS OFFSET 5−9−9. SIMULTANEOUS OFFSET
INSTRUMENT APPROACHES (SOIA)− INSTRUMENT APPROACHES (SOIA)−
HIGH UPDATE RADAR HIGH UPDATE RADAR
Title through g3 No Change
4. Issue all applicable wake turbulence 4. Issue all applicable wake turbulence
advisories. advisories.
REFERENCE− REFERENCE−
FAAO JO 8260.49, Para 13.0, Wake Turbulence Requirements. FAAO JO 8260.49, Para 13.0, Wake Turbulence Requirements.
FAAO JO 7210.3, Para 10−4−6, Simultaneous ILS/MLS Approaches. FAAO JO 7210.3, Para 10−4−6, Simultaneous Independent
FAAO JO 7110.65, Para 2−1−20, Wake Turbulence Cautionary Approaches.
Advisories. FAAO JO 7110.65, Para 2−1−20, Wake Turbulence Cautionary
FAAO JO 7110.65, Para 5−5−4 , Minima Advisories.
FAAO JO 7110.65, Para 5−5−4 , Minima
OLD NEW
5−13−1. MONITOR ON PAR EQUIPMENT 5−13−1. MONITOR ON PAR EQUIPMENT
Title to NOTE No Change
NOTE− NOTE−
1. The provisions of this section do not apply to 1. The provisions of this section do not apply to
monitoring simultaneous ILS, MLS, or ILS and MLS monitoring simultaneous approaches.
approaches.
NOTE 2 through 2c No Change
REFERENCE− REFERENCE−
FAAO JO 7110.65, Para 5−9−7, Simultaneous Independent ILS/MLS FAAO JO 7110.65, Para 5−9−7, Simultaneous Independent
Approaches− Dual & Triple. Approaches− Dual & Triple.
OLD NEW
5−13−3. MONITOR INFORMATION 5−13−3. MONITOR INFORMATION
Title through e No Change
f. Provide azimuth monitoring only at locations Delete
where the MLS glidepath and the PAR glidepath are
not coincidental.
REFERENCE− Delete
FAAO JO 7110.65, Para 5−1−13, Radar Service Termination.
OLD NEW
13−1−8. RECORDING OF CONTROL DATA 13−1−8. RECORDING OF CONTROL DATA
Title through e NOTE No Change
TBL 13−1−2 TBL 13−1−2
Miscellaneous Abbreviations Miscellaneous Abbreviations
MLS - MLS approach Delete
TBL 13−1−3 TBL 13−1−3
EDST Equivalents for Control Information EDST Equivalents for Control Information
Symbols Symbols
ARC mi. dir.− DME arc of VORTAC, TACAN, or ARC mi. dir. − DME arc of VORTAC or TACAN
MLS
2. BACKGROUND: The International Civil Aviation Organization (ICAO) formulates aircraft type
designators for the world’s aircraft that will most likely receive air traffic services. ICAO provides this
information through ICAO Document 8643, Aircraft Type Designators, which is updated at least annually. FAA
supplements the ICAO information and publishes it through two documents: FAA Order JO 7340.2,
Contractions, and FAA Order JO 7110.65, Air Traffic Control. These FAA documents didn’t contain all the
aircraft listed by ICAO and the FAA documents contained dissimilar information.
3. CHANGE:
OLD NEW
2−3−6. AIRCRAFT TYPE 2−3−6. AIRCRAFT TYPE
Use the approved codes listed in Appendix A Use the approved aircraft type designator, in
through C to indicate aircraft type. accordance with FAA Order 7360.1, Aircraft
Type Designators.
2. BACKGROUND: The proposed change to realign the En Route Flight Advisory Service (EFAS), known as
“Flight Watch” in air-to-ground communications, to the Inflight position is part of an effort by Flight Service to
modernize and streamline service delivery in order to increase efficiencies and value for its stakeholders. When
EFAS was introduced in 1972, EFAS specialists received advanced training in aviation weather which included
translating data received from radar and satellite displays. At the time, only flight service stations providing
EFAS services had access to these products. Currently, all CONUS flight service specialists have access to
common weather displays, such as radar and satellite imagery, as well as other weather products which were
previously available only to EFAS specialists. Today, a pilot contacting Flight Watch for updated weather
information is not able to obtain NOTAM information or flight planning services and must contact Flight Service
on a different frequency. With this new approach, a pilot can obtain all services that Flight Service has to offer
with one call. The elimination of overlapping services will allow for a smarter, more strategic allocation of
limited resources.
3. CHANGE:
OLD NEW
2−6−2. HAZARDOUS INFLIGHT WEATHER 2−6−2. HAZARDOUS INFLIGHT WEATHER
ADVISORY SERVICE (HIWAS) ADVISORY SERVICE (HIWAS)
Title through a NOTE No Change
PHRASEOLOGY− PHRASEOLOGY−
ATTENTION ALL AIRCRAFT. HAZARDOUS ATTENTION ALL AIRCRAFT. HAZARDOUS
WEATHER INFORMATION (SIGMET, Convective WEATHER INFORMATION (SIGMET, Convective
SIGMET, AIRMET, Urgent Pilot Weather Report (UUA), SIGMET, AIRMET, Urgent Pilot Weather Report (UUA),
or Center Weather Advisory (CWA), Number or or Center Weather Advisory (CWA), Number or
Numbers) FOR (geographical area) AVAILABLE ON Numbers) FOR (geographical area) AVAILABLE ON
HIWAS, FLIGHT WATCH, OR FLIGHT SERVICE HIWAS OR FLIGHT SERVICE FREQUENCIES.
FREQUENCIES.
b. Controllers outside of commissioned HIWAS b. Controllers outside of commissioned HIWAS
areas must: areas must:
1. Advise pilots of the availability of hazardous 1. Advise pilots of the availability of hazardous
weather advisories. Pilots requesting additional weather advisories. Pilots requesting additional
information should be directed to contact the information should be directed to contact the
nearest Flight Watch or Flight Service. nearest Flight Service.
b2 No Change
PHRASEOLOGY− PHRASEOLOGY−
ATTENTION ALL AIRCRAFT. HAZARDOUS WEATH- ATTENTION ALL AIRCRAFT. HAZARDOUS WEATH-
ER INFORMATION FOR (geographical area) AVAIL- ER INFORMATION FOR (geographical area) AVAIL-
ABLE FROM FLIGHT WATCH OR FLIGHT SERVICE. ABLE FROM FLIGHT SERVICE.
OLD NEW
2−9−3. CONTENT 2−9−3. CONTENT
Title through l No Change
m. Instructions for the pilot to acknowledge No Change
receipt of the ATIS message by informing the
controller on initial contact.
EXAMPLE− EXAMPLE−
“Boston Tower Information Delta. One four zero zero “Boston Tower Information Delta. One four zero zero
Zulu. Wind two five zero at one zero. Visibility one zero. Zulu. Wind two five zero at one zero. Visibility one zero.
Ceiling four thousand five hundred broken. Temperature Ceiling four thousand five hundred broken. Temperature
three four. Dew point two eight. Altimeter three zero one three four. Dew point two eight. Altimeter three zero one
zero. ILS−DME Runway Two Seven Approach in use. zero. ILS−DME Runway Two Seven Approach in use.
Departing Runway Two Two Right. Hazardous Weather Departing Runway Two Two Right. Hazardous Weather
Information for (geographical area) available on Information for (geographical area) available on
HIWAS, Flight Watch, or Flight Service Frequencies. HIWAS or Flight Service Frequencies. Advise on initial
Advise on initial contact you have Delta.” contact you have Delta.”
2. BACKGROUND: Instrument flight procedures with published crossing restrictions have been in use for
many years. Continued evolution and expanded use of these procedures results in the need to clarify the actions
required when an aircraft is issued a clearance to deviate for weather off a procedure that contains published
altitude restrictions. Existing guidance does not capture the need to issue an altitude to maintain after aircraft are
cleared to deviate from Climb Via or Descend Via clearances, or even the need to issue an altitude when deviating
after a basic crossing altitude has been issued. Without an assigned altitude or a published fix to rejoin, Flight
Management Systems may no longer process crossing altitudes and in the case of Climb or Descend Via
clearances, VNAV may revert to a SID/STAR’s top or bottom altitude.
3. CHANGE:
OLD NEW
2-6-4 WEATHER AND CHAFF SERVICES 2-6-4 WEATHER AND CHAFF SERVICES
Title through g1 No Change
Add 2. When approving a weather deviation for
an aircraft that had previously been issued a
crossing altitude, including Climb Via or
Descend Via clearances, issue an altitude to
maintain along with the clearance to deviate. If
you intend on clearing the aircraft to resume the
procedure, advise the pilot.
Add PHRASEOLOGY−
DEVIATION (restrictions if necessary) APPROVED,
MAINTAIN (altitude), (if applicable) EXPECT TO
RESUME (SID, STAR, etc.) AT (NAVAID, fix,
waypoint)
Add NOTE−
After a Climb Via or Descend Via clearance has been
issued, a vector/deviation off of a SID/STAR cancels the
altitude restrictions on the procedure. The aircraft’s
Flight Management System (FMS) may be unable to
process crossing altitude restrictions once the aircraft
leaves the SID/STAR lateral path. Without an assigned
altitude, the aircraft’s FMS may revert to leveling off at
the altitude set by the pilot, which may be the
SID/STAR’s published top or bottom altitude.
Add REFERENCE−
FAAO JO 7110.65, Para 4-2-5, Route or Altitude Amendments
FAAO JO 7110.65, Para 5-6-2, Methods
g2 through g4 Renumber g3 through g5
1. PARAGRAPH NUMBER AND TITLE: 2-10-1. EN ROUTE SECTOR TEAM POSITION RESPONS-
IBILITIES
2. BACKGROUND: In support of the ATO positive safety culture, several changes are being made to sections
in this Order and in FAA Order JO 7210.3, Facility Operations and Administration, to shift away from allusions to
“blame” and remove terms such as “operational error/deviation.” This change also clarifies the same concept
may be applied to en route or oceanic sector teams.
3. CHANGE:
OLD NEW
2-10-1. EN ROUTE SECTOR TEAM 2-10-1. EN ROUTE OR OCEANIC SECTOR
POSITION RESPONSIBILITIES TEAM POSITION RESPONSIBILITIES
a. En Route Sector Team Concept and Intent: a. En Route or Oceanic Sector Team Concept and
Intent: There are no absolute divisions of
responsibilities regarding position operations.
The tasks to be completed remain the same
whether one, two, or three people are working
positions within a sector. The team, as a whole,
has responsibility for the safe and efficient
operation of that sector.
1. There are no absolute divisions of Delete
responsibilities regarding position operations. The
tasks to be completed remain the same whether one,
two, or three people are working positions within a
sector. The team, as a whole, has responsibility for
the safe and efficient operation of that sector.
2. The intent of the team concept is not to hold Delete
the team accountable for the action of individual
members, in the event of an operational accident/
incident.
2. BACKGROUND: This change reflects support of the ATO positive safety culture. In keeping with that
culture, several changes are being made to sections in this Order and in FAA Order JO 7210.3, Facility Operation
and Administration, to shift away from allusions to “blame” and to remove terms such as “operational
error/deviation.”
3. CHANGE:
OLD NEW
2−10−3. TOWER TEAM 2−10−3. TOWER TEAM
RESPONSIBILITIES RESPONSIBILITIES
a. Tower Team Concept and Intent: a. Tower Team Concept and Intent: There are no
absolute divisions of responsibilities regarding
position operations. The tasks to be completed
remain the same whether one, two, or three
people are working positions within a
facility/sector. The team, as a whole, has
responsibility for the safe and efficient operation
of that facility/sector.
1. There are no absolute divisions of Delete
responsibilities regarding position operations. The
tasks to be completed remain the same whether one,
two, or three people are working positions within a
facility/sector. The team, as a whole, has
responsibility for the safe and efficient operation of
that facility/sector.
2. The intent of the team concept is not to hold Delete
the team accountable for the action of individual
members in the event of an operational
error/deviation.
1. PARAGRAPH NUMBER AND TITLE: 3-3-7. FAR FIELD MONITOR (FFM) REMOTE STATUS
UNIT
2. BACKGROUND: A change in CFR 14 Section 91.175 (k) published in 2005 eliminated the need for middle
markers as a component for an Instrument Landing System (ILS). Meanwhile, Flight Standards Service policy
allows for the elimination of outer markers (OM) and inner markers (IM) where they no longer serve their
original need. Many of these NAVAIDS have since been decommissioned. It has become necessary to revise FAA
Order JO 7110.65, Para 3-3-7, FAR FIELD MONITOR (FFM) REMOTE STATUS UNIT to reflect these
changes.
3. CHANGE:
OLD NEW
3-3-7. FAR FIELD MONITOR (FFM) 3-3-7. FAR FIELD MONITOR (FFM)
REMOTE STATUS UNIT REMOTE STATUS UNIT
Title through e No Change
1. The aircraft is outside the middle marker 1. The aircraft is outside the middle marker
(MM), check for encroachment those portions of (MM) or in the absence of a MM, 1/2 mile final,
the critical area that can be seen from the tower. It check for encroachment of those portions of the
is understood that the entire critical area may not be critical area that can be seen from the tower. It is
visible due to low ceilings and poor visibility. The understood that the entire critical area may not be
check is strictly to determine possible causal factors visible due to low ceilings and poor visibility. The
for the out-of-tolerance situation. If the alarm has check is strictly to determine possible causal factors
not cleared prior to the aircraft’s arriving at the MM, for the out-of-tolerance situation. If the alarm has
immediately issue an advisory that the FFM remote not cleared prior to the aircraft’s arriving at the MM
status sensing unit indicates the localizer is or in the absence of a MM, 1/2 mile final,
unreliable. immediately issue an advisory that the FFM remote
status sensing unit indicates the localizer is
unreliable.
2. The aircraft is between the MM and the inner 2. The aircraft is between the MM or 1/2 mile
marker (IM), immediately issue an advisory that the final and the inner marker (IM), or if the IM is not
FFM remote status sensing unit indicates the installed, the CAT II Missed Approach Point
localizer is unreliable. (MAP), immediately issue an advisory that the
FFM remote status sensing unit indicates the
localizer is unreliable.
PHRASEOLOGY No Change
3. The aircraft has passed the IM, there is no 3. The aircraft has passed the IM or the CAT II
action requirement. Although the FFM has been MAP (if the IM is not installed) there is no action
modified with filters which dampen the effect of requirement. Although the FFM has been modified
false alarms, you may expect alarms when aircraft with filters which dampen the effect of false alarms,
are located between the FFM and the localizer you may expect alarms when aircraft are located
antenna either on landing or on takeoff. between the FFM and the localizer antenna either
on landing or on takeoff.
2. BACKGROUND: The following is a response to the Runway Safety Group Root Cause Analysis Team
review of a runway incursion event at Kansas City Downtown (KMKC). The cause was a helicopter pilot that
elected to hover over the runway after being issued a cleared for the option.
3. CHANGE:
OLD NEW
3−8−1. SEQUENCE/SPACING 3−8−1. SEQUENCE/SPACING
APPLICATION APPLICATION
Title through PHRASEOLOGY No Change
NOTE− NOTE−
1. The “Cleared for the Option” procedure will permit an 1. The “Cleared for the Option” procedure will permit an
instructor pilot/flight examiner/pilot the option to make instructor pilot/flight examiner/pilot the option to make
a touch-and-go, low approach, missed approach, a touch-and-go, low approach, missed approach,
stopand-go, or full stop landing. This procedure will only stop-and-go, or full stop landing. This procedure will
be used at those locations with an operational control only be used at those locations with an operational
tower and will be subject to ATC approval. control tower and will be subject to ATC approval. After
ATC approval of the option, the pilot should inform
ATC as soon as possible of any delay on the runway
during their stop-and-go or full stop landing.
NOTE 2 and NOTE 3 No Change
Add REFERENCE−
FAAO JO 7110.65, Para 3−7−2, Taxi and Ground Movement
Operations.
AIM, Para 4−3−22, Option Approach
2. BACKGROUND: Paragraph 3-9-6 refers to departing aircraft and how to separate a departing aircraft from
previous departing or arriving aircraft. In subparagraph “a” references are made to FIG 3-9-1 and FIG 3-9-2 and
both of these figures show the departure aircraft on the runway, shaded, with the previous departing aircraft
depicted in outline form. In subparagraph “b” a reference is made to FIG 3-9-3 that is intended to depict a
departing aircraft from a preceding arriving aircraft. The preceding arriving aircraft is correctly depicted in
outline form, consistent with previous figures in this chapter. However, while the departure is shaded consistent
with the two previous figures in this chapter, it is not depicted on the runway.
3. CHANGE:
OLD NEW
3-9-6. SAME RUNWAY SEPARATION 3-9-6. SAME RUNWAY SEPARATION
Title through a No Change
FIG 3−9−2
Same Runway Separation
NOTE− NOTE−
Aircraft same runway separation (SRS) categories are Aircraft same runway separation (SRS) categories are
specified in Appendices A, B, and C and based upon the specified in FAA Order JO 7360.1, Aircraft Type
following definitions: Designators and based upon the following definitions:
CATEGORY I* small aircraft weighing 12,500 lbs. or CATEGORY I* small single−engine propeller driven
less, with a single propeller driven engine, and all aircraft weighing 12,500 lbs. or less, and all helicopters.
helicopters.
CATEGORY II* small twin−engine propeller driven
CATEGORY II* small aircraft weighing 12,500 lbs. or aircraft weighing 12,500 lbs. or less.
less, with propeller driven twin*engines.
CATEGORY III* all other aircraft.
CATEGORY III* all other aircraft.
OLD
FIG 3−9−3
Preceding Landing Aircraft Clear of Runway
NEW
FIG 3−9−3
Preceding Landing Aircraft Clear of Runway
2. BACKGROUND: The placement of paragraph 3-9-9, 2e may result in the conclusion that the procedures
are only required for operations requiring wake turbulence application. In fact, the provisions of this paragraph
should be applied for all converging runway operations.
3. CHANGE:
OLD NEW
3-9-9. NONINTERSECTING CONVERGING 3-9-9. NONINTERSECTING CONVERGING
RUNWAY OPERATION RUNWAY OPERATION
Title through a2 No Change
FIG−3−9−12
Intersecting Runway Separation
Add b. If the extended centerline of a runway
crosses a converging runway or the extended
centerline of a converging runway at a distance
of 1NM or less from either departure end, apply
the provisions of Pragraph 3−9−8, Intersecting
Runway Separation, unless: The facility is using
aids specified in a facility directive, (may include
but are not limited to, Arrival/Departure
Window (ADW), ASDE−X Virtual Runway
Intersection Point (VRIP), cut−off points or
automation). (See FIG 3−9−15 and FIG 3−9−16).
Add REFERENCE−
FAAO JO 7210.3, Para 10-3-14, Go-Around/Missed Approach
WAKE TURBULENCE APPLICATION No Change
Add FIG 3−9−13
Intersecting Runway Separation
b. Separate IFR/VFR aircraft taking off behind a c. Separate IFR/VFR aircraft taking off behind a
departing aircraft on a crossing runway if projected departing aircraft on a crossing runway if projected
flight paths will cross (See FIG 3−9−13). flight paths will cross (See FIG 3−9−15).
1. Heavy, large, or small behind super − 3 No Change
minutes.
2. Heavy, large, or small behind heavy − 2 No Change
minutes.
3. Small behind B757 − 2 minutes. No Change
FIG 3−9−13 FIG 3−9−15
Intersecting Runway Separation Intersecting Runway Separation
NOTE− No Change
Takeoff clearance to the following aircraft should not be
issued until the time interval has passed from when the
preceding aircraft began takeoff roll.
c. Separate IFR/VFR aircraft departing behind a d. Separate IFR/VFR aircraft departing behind a
landing aircraft on a crossing runway if the landing aircraft on a crossing runway if the
departure will fly through the airborne path of the departure will fly through the airborne path of the
arrival (See FIG 3−9−14). arrival (See FIG 3−9−16).
1. Heavy, large, or small behind super – 3 No Change
minutes.
2. Heavy, large, or small behind heavy – 2 No Change
minutes.
3. Small behind B757 – 2 minutes. No Change
FIG 3−9−14 FIG 3−9−16
Intersecting Runway Separation Intersecting Runway Separation
d. Do not approve pilot requests to deviate from e. Do not approve pilot requests to deviate from
the required time interval if the preceding aircraft the required time interval if the preceding aircraft
requires wake turbulence separation. requires wake turbulence separation.
REFERENCE− No Change
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.
FAAO JO 7110.65, Para 5-5-4, Minima, Subparagraph g.
2. BACKGROUND: Airport traffic control towers responsible for sequencing arriving aircraft employ
various techniques to establish a landing sequence. Occasionally, control instructions necessary to sequence
aircraft are not compatible with the phraseology “CONTINUE” specified in the example in FAA Order JO
7110.65 paragraph 3-10-5. Examples of incompatible phraseology with the word “CONTINUE” include:
“EXTEND DOWNWIND, TURN BASE NOW, TURN BASE IN ONE MILE, BASE APPROVED, MAKE
LEFT THREE-SIXTY”, etc. When an inbound aircraft is issued a restriction such as “TOWER WILL CALL
BASE” and a controller subsequently issues the instruction “CONTINUE, TRAFFIC HOLDING IN
POSITION”, pilots have reported uncertainty on the meaning of “CONTINUE” in this situation. Some pilots
believe it means continue flying the current leg of the traffic pattern, some think it means fly a normal pattern.
Similarly, some controllers report being unsure whether instructing an aircraft to “CONTINUE” deletes a
previously issued control instruction.
3. CHANGE:
OLD NEW
3−10−5. LANDING CLEARANCE 3−10−5. LANDING CLEARANCE
Title through b2c No Change
EXAMPLE− EXAMPLE−
“Delta One, Runway One−Eight, continue, traffic “Delta One, Runway One−Eight, continue, traffic
holding in position.” holding in position.”
“Delta One, Runway One−Eight, cleared to land. “Delta One, Runway One−Eight, cleared to land.
Traffic holding in position.” Traffic holding in position.”
“Twin Cessna Four Four Golf, Runway One-Niner
base approved, traffic holding in position.”
“Baron Two Five Foxtrot, Runway One-Niner Right
extend downwind, tower will call your base, traffic
holding in position.”
2. BACKGROUND: Flight Standards Service recommends 4-2-5b, Note 2 be stated better to avoid any
potential misinterpretation. It is not a good idea to have “mandatory” used in the same sentence with “crossing
altitudes.” This could potentially mislead the audience into believing all altitudes on an ODP are “mandatory
altitudes,” as opposed to what is correctly specified in the ODP text or graphic.
3. CHANGE:
OLD NEW
4-2-5. ROUTE OR ALTITUDE 4-2-5. ROUTE OR ALTITUDE
AMENDMENTS AMENDMENTS
Title through b NOTE 1 No Change
2. Crossing altitudes and speed restrictions on 2. Crossing altitudes and speed restrictions on
ODPs are mandatory and cannot be canceled by Obstacle Departure Procedure/s (ODP/s) cannot
ATC. be canceled or amended by ATC.
2. BACKGROUND: Flight Standards Service (AFS-420) has identified that paragraph 4-3-2 (c) (2) only
refers to textually described obstacle departure procedures (ODP).
3. CHANGE:
OLD NEW
4-3-2. DEPARTURE CLEARANCES 4-3-2. DEPARTURE CLEARANCES
Title through c1(c) No Change
2. Where only textually described obstacle 2. Where an obstacle departure procedure
departure procedures (ODP) have been published (ODP) has been published for a location and pilot
for a location and pilot compliance is necessary to compliance is necessary to ensure separation,
ensure separation, include the procedure as part of include the procedure as part of the ATC clearance.
the ATC clearance.
Add EXAMPLE−
“Depart via the (airport name)(runway number)
departure procedure.”
Or
“Depart via the (graphic ODP name) obstacle
departure procedure.”
Add NOTE−
Some aircraft are required by 14 CFR 91.175 to depart
a runway under IFR using the ODP absent other
instructions from ATC.
Add NOTE−
IFR takeoff minimums and obstacle departure
procedures are prescribed for specific airports/runways
and published in either a textual, or graphic form with
the label (OBSTACLE) in the procedure title, and
documented on an appropriate FAA Form 8260. To
alert pilots of their existence, instrument approach
procedure charts are annotated with a symbol:
Add
Delete
2. BACKGROUND: In response to aviation industry concerns over cold weather effect on indicated altitudes
versus that of an aircraft’s true altitude, the FAA completed an analysis to determine if current 14 CFR Part 97
instrument approach procedures in the United States National Airspace System are at risk of compromised
required obstacle clearances (ROC) during time of extreme cold temperature. As a result of the study, all airports
with runways greater than 2500 feet with instrument approach procedures were analyzed to determine which
approach procedures needed compensation based on a formula that articulated the potential for a degree of ROC
that could be compromised. A safety risk management panel (SRMP) was conducted on the impact to ATC
operations, and a condition of the SRMP was to add content to the pertinent FAA documents to assist in pilot and
controller awareness of the need to apply cold temperature compensation.
3. CHANGE:
OLD NEW
4−7−12. AIRPORT CONDITIONS 4−7−12. AIRPORT CONDITIONS
Title through a No Change
NOTE− NOTE−
1. Airport conditions information, in the provision of en 1. Airport conditions information, in the provision of en
route approach control service, does not include route approach control service, does not include
information pertaining to the airport surface information pertaining to cold temperature
environment other than the landing area(s) or compensation or the airport surface environment other
obstruction information for aircraft that will be cleared than the landing area(s) or obstruction information for
for an instrument approach. Accordingly, D NOTAMs aircraft that will be cleared for an instrument approach.
that contain the keywords TAXIWAY (TWY), RAMP, Accordingly, D NOTAMs that contain the keywords
APRON, or SERVICE (SVC) are not required to be TAXIWAY (TWY), RAMP, APRON, or SERVICE (SVC)
issued. Additionally, Obstruction NOTAMs (OBST) are are not required to be issued. Additionally, Obstruction
not required to be issued if an aircraft will be cleared for NOTAMs (OBST) are not required to be issued if an
an instrument approach. aircraft will be cleared for an instrument approach.
NOTE 2 through b No Change
OLD NEW
4−8−1. APPROACH CLEARANCE 4−8−1. APPROACH CLEARANCE
Title through a5 No Change
Add 6. Controllers must not disapprove a pilot
request to cold temperature compensate in
conjunction with the issuance of an approach
clearance.
NOTE 1 No Change
2. Approach clearances are issued based on known 2. Approach clearances are issued based on known
traffic. The receipt of an approach clearance does not traffic. The receipt of an approach clearance does not
relieve the pilot of his/her responsibility to comply with relieve the pilot of his/her responsibility to comply with
applicable Parts of Title 14 of the Code of Federal applicable Parts of Title 14 of the Code of Federal
Regulations and the notations on instrument approach Regulations and the notations on instrument approach
charts which levy on the pilot the responsibility to comply charts which levy on the pilot the responsibility to comply
with or act on an instruction; for example, “Straight-in with or act on an instruction; for example, “Straight-in
minima not authorized at night,” “Procedure not minima not authorized at night,” “Procedure not
authorized when glideslope/glidepath not used,” “Use of authorized when glideslope/glidepath not used,” “Use of
procedure limited to aircraft authorized to use airport,” procedure limited to aircraft authorized to use airport,”
or “Procedure not authorized at night.” “Procedure not authorized at night,” or Snowflake icon
with associated temperature.
NOTE 3 through NOTE 9 No Change
Add 10. Pilots are required to advise ATC when intending to
apply cold temperature compensation to instrument
approach segments. Pilots must advise ATC of the
amount of compensation required for each affected
segment on initial contact or as soon as possible. Pilots
are not required to advise ATC when correcting on the
final segment only. Controllers may delay the issuance
of an approach clearance to comply with approved
separation requirements when informed that a pilot will
apply cold temperature compensation (CTC). Pilots will
not apply altitude compensation, unless authorized,
when assigned an altitude prior to an approach
clearance. Consideration should be given to vectoring
aircraft at or above the requested compensating altitude
if possible. This eliminates pilots having to climb once
on the approach.
REFERENCE− REFERENCE−
FAAO 8260.3, United States Standard for Terminal Instrument FAAO 8260.3, United States Standard for Terminal Instrument
Procedures (TERPS). Procedures (TERPS).
P/CG Term – Cold Temperature Compensation
AIM, Paragraph 5-1-17, Cold Temperature Operations
AIM, Paragraph 5-5-4, Instrument Approach
OLD NEW
4-8-9. MISSED APPROACH 4-8-9. MISSED APPROACH
Title through NOTE 2 No Change
Add NOTE−
3. Pilots must advise ATC when intending to apply cold
temperature compensation and of the amount of
compensation required. Pilots will not apply altitude
compensation, unless authorized, when assigned an
altitude if provided an initial heading to fly or radar
vectors in lieu of published missed approach
procedures. Consideration should be given to vectoring
aircraft at or above the requested compensating altitude
if possible.
Add REFERENCE−
AIM, Paragraph 5-5-5, Missed Approach
OLD NEW
4-8-10. APPROACH INFORMATION 4-8-10. APPROACH INFORMATION
Title through e No Change
Add f. Applicable notations on instrument
approach charts which levy on the pilot the
responsibility to comply with or act on an
instruction; for example, “Straight-in minima
not authorized at night,” “Procedure not
authorized when glideslope/glidepath not used,”
“Use of procedure limited to aircraft authorized
to use airport,” “Procedure not authorized at
night,” or a Snowflake icon indicating
mandatory cold temperature compensation.
Add REFERENCE−
AIM, Paragraph 5-1-17, Cold Temperature Operations
AIM, Paragraph 5-5-4, Instrument Approach
AIM, Paragraph 5-5-5, Missed Approach
2. BACKGROUND: In the January 2015 change to this paragraph, sub-paragraph f was revised. Content
involving Radius to Fix (RF) legs was revised by removing mileage distances that were stated for the segment
prior to commencing an RF leg. However, the associated FIG 4-8-5 was not changed at the time the content was
revised.
3. CHANGE:
OLD NEW
4-8-1. APPROACH CLEARANCE 4-8-1. APPROACH CLEARANCE
Title through i4 NOTE No Change
OLD
FIG 4−8−5
Radius to Fix (RF) and Track to Fix (TF)
NEW
FIG 4−8−5
Radius to Fix (RF) and Track to Fix (TF)
3. CHANGE:
OLD NEW
5-1-3. RADAR USE 5-1-3. ATC SURVEILLANCE SOURCE USE
Use radar information derived from primary and Use approved ATC surveillance sources.
secondary radar systems.
REFERENCE through b No Change
Add c. All procedures and requirements relating to
ATC services using secondary radar targets
apply to ATC services provided to targets
derived from ADS-B and WAM.
Add NOTE−
Targets derived from ADS-B and/or WAM cannot be
used to provide 3NM separation in the EAS. 3NM
targets are not derived from ADS-B and/or WAM within
the EAS.
Add REFERENCE−
JO 7110.65, Para4-1-2, Exceptions.
JO 7110.65, Para 4-4-2, Route Structure Transitions
JO 7110.65, Para 5-5-1, Application
JO 7110.65, Para 6-5-4, Minima Along Other Than Established
Airways or Routes
JO 7110.65, Chapter 6, Nonradar
JO 7110.65, Para 5-5-4, Minima
JO 7210.3 3-6-2 ATC Surveillance Source Use
2. BACKGROUND: Since 2009 the New York Air Route Traffic Control Center has been working under a
waiver that allows the use of the Computer Identification Number (CID) in lieu of using the aircraft call sign or
discreet beacon code for aircraft identification under paragraph 5-4-3, METHODS, sub-paragraph b.2. This DCP
incorporates the provisions of the waiver so the use of the CID is available to all Enroute facilities.
3. CHANGE:
OLD NEW
5-4-3. METHODS 5-4-3. METHODS
Title through b2(a) No Change
(b) The discrete beacon code of the aircraft during (b) The discrete beacon code of the aircraft during
inter-facility point-outs only, if both the receiving inter-facility point-outs only, if both the receiving
and the transferring controllers agree. and the transferring controllers agree, or
NOTE− Delete
Those en route facilities using HOST software that
provides capability for passing interim altitude shall
include the specific operations and procedures for use of
this procedure in a LOA between the appropriate
facilities.
h. If you decide, after accepting the transfer of i. If you decide, after accepting the transfer of
radar identification, to delay the aircraft’s climb or radar identification, to delay the aircraft’s climb or
descent through the vertical limits of the descent through the vertical limits of the
transferring controller’s area of jurisdiction, advise transferring controller’s area of jurisdiction, advise
the transferring controller of that decision as soon the transferring controller of that decision as soon
as possible. as possible.
NOTE− Delete
Those en route facilities using HOST software that
provides capability for passing interim altitude shall
include the specific operations and procedures for use of
this procedure in a LOA between the appropriate
facilities.
2. BACKGROUND: Instrument flight procedures with published crossing restrictions have been in use for
many years. Continued evolution of flight procedures has resulted in the need to clarify and supplement actions
required when an aircraft is issued a clearance off a procedure that contains published altitude restrictions.
Current guidance for when an aircraft is vectored off a procedure has not changed since 1980. Existing guidance
does not capture the nuances surrounding Climb Via and Descend Via clearances when subsequent radar vectors
are issued or aircraft are cleared to deviate from Climb Via/Descend Via procedures. Without an assigned altitude
or a published fix to rejoin, Flight Management Systems may no longer calculate crossing altitudes and VNAV
may revert to a SID/STAR’s top or bottom altitude. In a separate issue, Flight Standards AFS-420 identified an
issue with regards to Obstacle Departure Procedures (ODP). In order to be consistent with language currently
found in the AIM, they recommend adding guidance to this order for when an aircraft is vectored off an Obstacle
Departure Procedure (ODP).
3. CHANGE:
OLD NEW
5-6-2. METHODS 5-6-2. METHODS
Title through a3 No Change
b. When initiating a vector, advise the pilot of the b. When initiating a vector, advise the pilot of the
purpose. purpose, and if appropriate, what to expect when
radar navigational guidance is terminated.
PHRASEOLOGY− PHRASEOLOGY−
VECTOR TO (fix or airway). VECTOR TO (fix or airway).
VECTOR TO (approach name) FINAL APPROACH or if the pilot does not have knowledge of the type of
COURSE. approach,
PHRASEOLOGY− PHRASEOLOGY−
(Position with respect to course/fix along route), (Position with respect to course/fix along route),
RESUME OWN NAVIGATION, RESUME OWN NAVIGATION, FLY HEADING
(degrees). WHEN ABLE, PROCEED DIRECT (name
or of fix), RESUME (SID/STAR/transition/procedure).
FLY HEADING (degrees). WHEN ABLE, PROCEED
DIRECT (name of fix),
or
RESUME (name/numberFMSP/SID/transition/STAR/
procedure).
REFERENCE− REFERENCE−
FAAO JO 7110.65, Chapter 4, Section 1, NAVAID Use Limitations. FAAO JO 7110.65, Chapter 4, Section 1, NAVAID Use Limitations
FAAO JO 7110.65,Paragraph 4-5-7, Altitude Information
f. Aircraft instructed to resume a procedure which f. Aircraft instructed to resume a procedure which
contains restrictions (SID/STAR/FMSP, etc.) must contains restrictions (SID/STAR, etc.) must be
be issued/reissued all applicable restrictions or issued/reissued all applicable restrictions or must
must be advised to comply with those restrictions. be advised to comply with those restrictions.
PHRASEOLOGY− PHRASEOLOGY−
RESUME (name/numberFMSP/SID/transition/STAR), RESUME (name/SID/transition/STAR), COMPLY WITH
COMPLY WITH RESTRICTIONS. RESTRICTIONS. PROCEED DIRECT (NAVAID, fix,
waypoint) CROSS (NAVAID, fix, waypoint) AT/AT OR
ABOVE/AT OR BELOW (altitude) CLIMB
VIA/DESCEND VIA (SID/STAR)
EXAMPLE− EXAMPLE*
“Resume the Mudde One Arrival, comply with “Resume the Mudde One Arrival, comply with
restrictions.” restrictions.”
“Cleared direct Luxor, resume the Ksino One arrival, “Cleared direct Luxor, resume the Ksino One arrival,
comply with restrictions.”
comply with restrictions.”
“Cleared direct HITME, cross HITME at or above
one one thousand, climb via the Boach Five
departure.”
Add g. Aircraft may not be vectored off an Obstacle
Departure Procedure (ODP), or issued an
altitude lower than published altitude on an
ODP, until at or above the MVA/MIA, at which
time the ODP is cancelled.
NOTE−
Once an aircraft has been vectored off an Obstacle
Add Departure Procedure, the procedure is cancelled and
ATC cannot clear the aircraft to resume the ODP.
Add REFERENCE−
P/CG, Obstacle Departure Procedure
g Re−Letter to h
i Re−Letter to j
2. BACKGROUND: The Flight Technologies and Procedures Division, AFS-400, removed the requirement
to provide 1,000 feet vertical or 3 miles radar separation during turn on to widely spaced parallel finals and
substituted procedural design to allow simultaneous independent parallel operations between RNAV (RNP)
approaches with RF legs and a RNAV (RNP) approaches with RF legs and certain other straight−in approaches.
3. CHANGE:
OLD NEW
5-9-10. SIMULTANEOUS INDEPENDENT 5-9-10. SIMULTANEOUS INDEPENDENT
APPROACHES TO WIDELY-SPACED APPROACHES TO WIDELY-SPACED
PARALLEL RUNWAYS WITHOUT FINAL PARALLEL RUNWAYS WITHOUT FINAL
MONITORS MONITORS
Title through a No Change
1. Provide a minimum of 1,000 feet vertical or 1. Provide a minimum of 1,000 feet vertical or
a minimum of 3 miles radar separation between a minimum of 3 miles radar separation between
aircraft during turn-on to parallel final approach. aircraft:
Add (a) during turn-on to parallel final
approach, or
Add (b) conducting an RNAV (RNP) approach
that contains a Radius-to-Fix (RF) leg and an
aircraft conducting a straight-in ILS/RNAV
with vertical guidance/GLS or another RNAV
(RNP) approach with an RF leg until both
aircraft are established on their respective
approach procedures. Ensure dual RNAV (RNP)
approaches that contain RF legs are limited to
aircraft approaching from opposite downwinds
or base legs and all approach pairings must be
conducted so that the approach courses do not
overlap.
Add REFERENCE−
FAAO JO 7210.3, Paragraph 10-4-7, Simultaneous
Widely-Spaced Parallel Operations
2. BACKGROUND: Improper application of tower-applied and pilot-applied visual separation has been
identified by the Air Traffic Organization (ATO) Safety Roundtable as an ATO Top 5 Issue for 2015. The Top 5 is
a quantifiable list of hazards that contribute to the highest risk in the National Airspace System.
3. CHANGE:
OLD NEW
7-2-1. VISUAL SEPARATION 7-2-1. VISUAL SEPARATION
Aircraft may be separated by visual means, as Visual separation may be applied when other
provided in this paragraph, when other approved approved separation is assured before and after the
separation is assured before and after the application of visual separation. To ensure that
application of visual separation. To ensure that other separation will exist, consider aircraft
other separation will exist, consider aircraft performance, wake turbulence, closure rate, routes
performance, wake turbulence, closure rate, routes of flight, known weather conditions, and aircraft
of flight, and known weather conditions. Reported position. Weather conditions must allow the
weather conditions must allow the aircraft to remain aircraft to remain within sight until other separation
within sight until other separation exists. Do not exists.
apply visual separation between successive depar-
tures when departure routes and/or aircraft
performance preclude maintaining
REFERENCE No Change
a1 No Change
(a) Maintain communication with at least one (a) Maintain communication with at least one
of the aircraft involved or ensure there is an ability of the aircraft involved or ensure there is an ability
to communicate immediately as prescribed in to communicate immediately with applicable
paragraph 3-9-3, Departure Control Instructions, military aircraft as prescribed in Paragraph 3-9-3,
subparagraph a2. Departure Control Instructions, subparagraph a2.
(b) The tower visually observes the aircraft, (b) The tower visually observes the aircraft,
issues timely traffic advisories, and maintains issues timely traffic advisories, and provides visual
visual separation between the aircraft. The use of separation between the aircraft.
tower-applied visual separation is not authorized
when wake turbulence separation is required.
(c) Issue subsequent control instructions as (c) Issue control instructions as necessary to
necessary to ensure continued separation between ensure continued separation between the applicable
the applicable aircraft. aircraft.
Add (d) Do not apply visual separation between
successive departures when departure routes
and/or aircraft performance preclude
maintaining separation.
Add (e) The use of tower-applied visual
separation is not authorized when wake
turbulence separation is required.
NOTE− (f) Adjacent airports with operating ATCTs are
Adjacent airports with operating ATCTs are not not authorized to apply visual separation between
authorized to apply visual separation between their their traffic and the other ATCT’s traffic.
traffic and the other ATCT’s traffic.
a2(a) and a2(b) No Change
(1) Tell the pilot about the other aircraft. (1) Tell the pilot about the other aircraft.
Include position, direction, and, unless it is obvious, Include position, direction, type and, unless it is
the other aircraft’s intention. obvious, the other aircraft’s intention.
a2(b)(2) and a2(b)(3) No Change
PHRASEOLOGY− PHRASEOLOGY−
TRAFFIC, (clock position and distance), (direction) (ACID), TRAFFIC, (clock position and distance),
BOUND, (type of aircraft), (intentions and other relevant (direction) BOUND, (type of aircraft), (intentions and
information). other relevant information).
MAINTAIN VISUAL SEPARATION. If the pilot reports traffic in sight, or the answer is in the
affirmative,
REFERENCE No Change
c. EN ROUTE. Visual separation may be used up b. EN ROUTE. Visual separation may be used up
to but not including FL 180 when the following to but not including FL 180 when the following
conditions are met: conditions are met:
1. Direct communication is maintained with one No Change
of the aircraft involved and there is an ability to
communicate with the other.
2. A pilot sees another aircraft and is instructed No Change
to maintain visual separation from it as follows:
(a) Tell the pilot about the other aircraft (a) Tell the pilot about the other aircraft
including position, direction and unless it is including position, direction, and type. If it is not
obvious, the other aircraft’s intentions. obvious, include the other aircraft’s intentions.
Add REFERENCE−
FAAO JO 7110.65, Para 2−1−21, Traffic Advisories.
(b) Obtain acknowledgment from the pilot that No Change
the other aircraft is in sight.
(c) Instruct the pilot to maintain visual No Change
separation from that aircraft.
Add PHRASEOLOGY−
(ACID), TRAFFIC, (clock position and distance),
(direction) BOUND, (type of aircraft), (intentions and
other relevant information). If required, (ACID),
REPORT TRAFFIC IN SIGHT or DO YOU HAVE IT
IN SIGHT? If the pilot reports traffic in sight, or the
answer is in the affirmative, (ACID), MAINTAIN
VISUAL SEPARATION
Add (d) If the pilot reports the traffic in sight and
will maintain visual separation (the pilot must
state both), the controller may “approve” the
operation instead of restating the instructions.
Add PHRASEOLOGY−
(ACID), APPROVED.
Add NOTE−
Pilot-applied visual separation between aircraft is
achieved when the controller has instructed the pilot to
maintain visual separation and the pilot acknowledges
with their call sign or when the controller has approved
pilot-initiated visual separation.
(d) Advise the pilot if the radar targets appear (e) Advise the pilot if the targets appear likely
likely to converge. to converge.
(e) If the aircraft are on converging courses, (f) If aircraft are on converging courses, inform
inform the other aircraft of the traffic and that visual the other aircraft of the traffic and that visual
separation is being applied. separation is being applied.
Add PHRASEOLOGY−
(ACID) TRAFFIC, (clock position and distance),
(direction)−BOUND, (type of aircraft), ON
CONVERGING COURSE, HAS YOU IN SIGHT AND
WILL MAINTAIN VISUAL SEPARATION.
Add REFERENCE−
FAAO JO 7110.65, Para 7−4−1, Visual Approach.
FAAO JO 7110.65, Para 7−4−2, Vectors for Visual Approach.
(f) Advise the pilots if either aircraft is a heavy. (g) Advise the pilots if either aircraft is a heavy.
(g) Traffic advisories and wake turbulence (h) Issue wake turbulence cautionary advisories
cautionary advisories must be issued in accordance in accordance with para 2−1−20.
with para 2−1−20, Wake Turbulence Cautionary
Advisories, and para 2−1−21, Traffic Advisories.
(h) If the pilot advises he/she has the traffic in Delete
sight and will maintain visual separation from it (the
pilot must use that entire phrase), the controller
need only “approve” the operation instead of
restating the instructions.
PHRASEOLOGY− Delete
TRAFFIC, (clock position and distance),
(direction)−BOUND, (type of aircraft), (intentions and
other relevant information).
If applicable,
ON CONVERGING COURSE.
PHRASEOLOGY− PHRASEOLOGY−
VISUAL SEPARATION APPROVED BETWEEN VISUAL SEPARATION APPROVED BETWEEN
(identification) AND (identification), (ACID) AND (ACID),
2. BACKGROUND: ADS-B In Trail Procedure (ITP) is an additional capability fully compatible with the
existing Advanced Technologies and Ocean Procedures (ATOP) oceanic automation system. The ADS-B ITP is a
pilot-requested procedure that utilizes existing ADS-B aircraft equipage and air traffic control capabilities to
allow more flights to achieve their preferred vertical profiles, and thereby increases both capacity and efficiency
in the oceanic domain. The ADS-B ITP was designed to improve service to appropriately equipped aircraft by
allowing pilots to request an altitude change when the existing separation minima do not allow aircraft to climb or
descend through the altitude of a blocking aircraft.
3. CHANGE:
OLD NEW
8-7-3. LONGITUDINAL SEPARATION 8-7-3. LONGITUDINAL SEPARATION
Title through c2 No Change
Add d. Clear an aircraft for an ADS-B In Trail
Procedure (ITP) climb or descent provided the
following conditions are satisfied:
Add 1. The ITP climb or descent has been
requested by the pilot;
Add 2. The aircraft identification of each
reference aircraft in the ITP request exactly
matches the Item 7 - aircraft identification of the
corresponding aircraft’s filed flight plan;
Add 3. The reported ITP distance between the ITP
aircraft and any reference aircraft is 15 NM or
more;
Add 4. Both the ITP aircraft and reference
aircraft are either on:
Add (a) same identical tracks and any turn at a
waypoint shall be limited to less than 45 degrees;
or
Add (b) same tracks with no turns permitted that
degrade required separation during the ITP.
Add NOTE−
Same identical tracks are where the angular difference
is zero degrees.
Add 5. No speed or route change clearance shall be
issued to the ITP aircraft until the ITP climb or
descent is completed;
Add 6. The altitude difference between the ITP
aircraft and any reference aircraft shall be 2000
ft or less;
Add 7. No instruction to amend speed, altitude or
route shall be issued to any reference aircraft
until the ITP climb or descent is completed;
Add 8. The maximum closing speed between the
ITP aircraft and each reference aircraft shall be
Mach 0.06; and
Add 9. The ITP aircraft shall not be a reference
aircraft in another ITP clearance.
Add NOTE−
ATOP is designed to check for the above criteria prior
to allowing the minima to be provided.
d Re−Letter e
OLD NEW
8-8-3. LONGITUDINAL SEPARATION 8-8-3. LONGITUDINAL SEPARATION
Title through d3 No Change
OLD NEW
8-9-3. LONGITUDINAL SEPARATION 8-9-3. LONGITUDINAL SEPARATION
Title through a4 No Change
Add b. Clear an aircraft for an ADS-B In Trail
Procedure (ITP) climb or descent provided the
following conditions are satisfied:
OLD NEW
8-10-3. LONGITUDINAL SEPARATION 8-10-3. LONGITUDINAL SEPARATION
Title through a3 No Change
Add b. Clear an aircraft for an ADS-B In Trail
Procedure (ITP) climb or descent provided the
following conditions are satisfied:
Add 1. The ITP climb or descent has been
requested by the pilot;
2. BACKGROUND: A GENOT was issued on May 11, 2015, regarding the call sign addition FLIGHT VAL.
Activities associated with FAA authorized non-FAA Service Providers conducting Flight Validation (FV)
activities are similar to Flight Check activities. The Flight Procedure Implementation and Oversight Branch
(AFS-460) felt that additional information should be added to FAA Order JO 7110.65, para 9-1-2 to increase Air
Traffic awareness and understanding of the level of activity required.
3. CHANGE:
OLD NEW
9-1-2. SPECIAL HANDLING 9-1-2. SPECIAL HANDLING
2. BACKGROUND: Changes to reporting responsibilities and obsolete procedures have necessitated updates
and clarifications to MANPADS paragraphs in FAA Order JO 7610.4, Special Operations; FAA Order JO
7210.3, Facility Operation and Administration; and FAA Order JO 7110.65, Air Traffic Control. The updates
include requiring ATC facilities to report any MANPADS threat received to the the Domestic Events Network
(DEN) Air Traffic Security Coordinator (ATSC).
3. CHANGE:
OLD NEW
10-2-13. MANPADS ALERT 10-2-13. MANPADS ALERT
Title through c No Change
d. Report MANPADS threat/attack/post–event d. Report MANPADS threat/attack/post–event
activity until notified otherwise by FAA national activity via the ATIS and/or controller–to–pilot
headquarters. transmissions until notified otherwise by the
Domestic Events Network (DEN) Air Traffic
Security Coordinator (ATSC).
REFERENCE− REFERENCE−
FAAO JO 7110.65, Para 2–9–3, Content. FAAO JO 7110.65, Para 2–9–3, Content.
FAAO JO 7210.3, Para 2–1–9, Handling MANPADS Incidents. FAAO JO 7210.3, Para 2–1–9, Handling MANPADS Incidents.
FAAO JO 7610.4, Para 16-1-3, Responsibilities.
3. CHANGE:
OLD NEW
11−1−1. DUTY RESPONSIBILITY 11−1−1. DUTY RESPONSIBILITY
Title through a No Change
Add b. TBFM must be used to the maximum extent
feasible in preference to miles-in-trail initiatives.
Add NOTE−
The benefits of TBFM are best realized through the
coordinated effort of all facilities supporting
Performance Based Navigation procedures or Traffic
Management Initiatives (TMIs).
b. It is recognized that the ATCS is integral in the c. It is recognized that the ATCS is integral in the
execution of the traffic management mission. execution of the traffic management mission.
NOTE− No Change
Complete details of traffic management initiatives and
programs can be found in FAAO JO 7210.3, Facility
Operation and Administration.
OLD NEW
11−1−2. DUTIES AND RESPONSIBILITIES 11−1−2. DUTIES AND RESPONSIBILITIES
Title through a No Change
1. Ensure that an operational briefing is 1. Ensure an operational briefing is conducted at
conducted at least once during the day and evening least once during the day and evening shifts.
shifts. Participants must include, at a minimum, the Participants must include, at a minimum, the
STMCIC, Operations Supervisors (OS), Traffic STMCIC, Front Line Manager-in-Charge
Management Coordinator(s) (TMC), and other (FLMIC)/Controller-in-Charge (CIC) and other
interested personnel as designated by facility interested personnel as designated by facility
management. Discussions at the meeting should management. Discussions at the meeting should
include meteorological conditions (present and include meteorological conditions (present and
forecasted), staffing, equipment status, runways in forecasted), staffing, equipment status, runways in
use, AAR and traffic management initiatives use, Airport Arrival Rate (AAR)/Metering
(present and anticipated). Parameters and Traffic Management Initiatives
(TMIs) (present and anticipated).
a2 No Change
3. Ensure that traffic management initiatives are 3. Ensure that TMIs are carried out by
carried out by Supervisory Traffic Management personnel providing traffic management
Coordinator−in−Charge (STMCIC). services.
a4 and a5 No Change
6. Ensure changes to restrictions based on the 6. Ensure changes to restrictions/metering are
Restrictions Inventory and Evaluation are implemented in a timely manner.
implemented in a timely manner.
b. FLM must: b. FLM/CIC must:
b1 No Change
2. Coordinate with the TMU and ATCSs to 2. Coordinate with the TMU and personnel
develop appropriate traffic management initiatives providing air traffic services to develop
for sectors and airports in their area of appropriate TMIs for sectors and airports in their
responsibility. area of responsibility.
OLD NEW
11−1−3. TIME BASED FLOW 11−1−3. TIME BASED FLOW
MANAGEMENT (TBFM) MANAGEMENT (TBFM)
During periods of metering, ATCS must: During periods of metering, personnel providing
air traffic services must:
a. Display TMA schedule information on the main a. Display TBFM schedule information on the
display monitor (MDM). main display monitor (MDM).
b. Comply with TMA-generated metering times b. Comply with TBFM-generated metering times
within +/- 1 minute. within +/- 1 minute.
2. BACKGROUND: In the Host Computer System, computer applied preferential routes (PARs, PDRs,
PDARs) were developed to provide Air Traffic Control (ATC) directed preferred and/or mandated routes. The
need for a controller to provide a modified clearance to an aircraft was provided by a “red route” or later a
“highlighted route” on a flight strip. Only a single sector received this indication and it was expected the
controller would issue the clearance or provide some alternative. En Route Decision Support Tool (EDST
previously URET) introduced the concept of blue Embedded Route Text (ERT previously HERT) coding as a
replacement for the red/highlighted indication on flight strips, and is integrated in En Route Automation
Modernization (ERAM). Embedded Route Text (ERT) coding differs from previous method in that the ERT
coding will show at every sector in the facility until the coding is acknowledged. However depending on facility
settings, flight plans sent to other facilities could show the route merged; i.e., assumes that the ERT route has been
issued. To function properly with the ERAM design, the acknowledgement of the ERT coding needs to be done in
a timely manner. This is especially true to support terminal ARTS/STARS and FDIO processing.
3. CHANGE:
OLD NEW
13-1-9. ACKNOWLEDGEMENT OF 13-1-9. ACKNOWLEDGEMENT OF
AUTOMATED NOTIFICATION AUTOMATED NOTIFICATION
Title through e No Change
f. Send/acknowledge Host Embedded Route Text f. The first sector which displays Embedded
(HERT) coding only after the appropriate clearance Route Text (ERT) coding must issue and
has been issued to the pilot or otherwise send/acknowledge the route prior to initiating a
coordinated. Do not send/acknowledge HERT hand-off unless verbally coordinated or as
unless the sector has track control for the flight or specified in appropriate facility directives. Do
it has been otherwise coordinated. not send/acknowledge ERT coding unless the
sector has track control for the flight or it has been
otherwise coordinated.
g. Remove ATC Preferred Route (APR) coding g. Route Action Notifications (RAN) such as
only after the route has been checked and any ATC preferred routes or route processing errors
required action has been completed. Do not remove must be amended at the first control position
APR coding unless the sector has track control or it that displays the RAN unless verbally
has been otherwise coordinated. coordinated or as specified in appropriate
facility directives. Do not remove RAN coding
unless the sector has track control or it has been
otherwise coordinated.
NOTE− Delete
If coding is prematurely removed and the control of the
aircraft is transferred before completing the appropriate
action, the next sector may not receive the necessary APR
notification.
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Appendix B - Aircraft Information Delete Entire Appendix
Helicopters/ Rotorcrafts
OLD NEW
Appendix C - Aircraft Information Specific Delete Entire Appendix
Amateur−Built/Experimental Aircraft
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Appendix D − Standard Operating Practice Appendix A − Standard Operating Practice
(SOP) for the Transfer of Position (SOP) for the Transfer of Position
Responsibility Responsibility