Order 7110.65P, Air Traffic Control, with changes
Order 7110.65P, Air Traffic Control, with changes
Order 7110.65P, Air Traffic Control, with changes
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U.S. Departmentof TransportationFederal AviationAdministration<strong>Order</strong> <strong>7110.65P</strong><strong>Air</strong> <strong>Traffic</strong> <strong>Control</strong>Orlando <strong>Air</strong>port <strong>Traffic</strong> <strong>Control</strong> TowerAn electronic version of this publication is on the internet athttp://www.faa.gov/atpubsDistribution: ZAT−710February 19, 2004Initiated By: ATP−100
CHANGEU.S. DEPARTMENT OF TRANSPORTATIONFEDERAL AVIATION ADMINISTRATION<strong>7110.65P</strong> CHG 2SUBJ: AIR TRAFFIC CONTROL1. PURPOSE. This change transmits revised pages to <strong>Order</strong> <strong>7110.65P</strong>, <strong>Air</strong> <strong>Traffic</strong> <strong>Control</strong>, and aBriefing Guide.2. DISTRIBUTION. This change is distributed to select offices in Washington headquarters,regional offices, the William J. Hughes Technical Center, the Mike Monroney Aeronautical Center, allair traffic field facilities, international aviation field offices, and interested aviation public.3. EFFECTIVE DATE. February 17, 2005.4. EXPLANATION OF CHANGES. See the Explanation of Changes attachment which haseditorial corrections and <strong>changes</strong> submitted through normal procedures. The Briefing Guide lists onlynew or modified material, along <strong>with</strong> background and operational impact statements.5. DISPOSITION OF TRANSMITTAL. Retain this transmittal until superseded by a new basicorder.6. PAGE CONTROL CHART. See the Page <strong>Control</strong> Chart attachment.Date: October 19, 2004Distribution: ZAT−710; ZAT−464Initiated By: ATO−R
2/17/05<strong>7110.65P</strong> CHG 2PAGE CONTROL CHART<strong>7110.65P</strong> CHG 2February 17, 2005REMOVE PAGES DATED INSERT PAGES DATEDTable of Contents iii . . . . . . . . . . . . . . . . . . . . 8/5/04 Table of Contents iii . . . . . . . . . . . . . . . . . . . . 2/17/05Table of Contents iv . . . . . . . . . . . . . . . . . . . . 8/5/04 Table of Contents iv . . . . . . . . . . . . . . . . . . . . 8/5/04Table of Contents ix . . . . . . . . . . . . . . . . . . . . 8/5/04 Table of Contents ix . . . . . . . . . . . . . . . . . . . . 8/5/04Table of Contents x . . . . . . . . . . . . . . . . . . . . 8/5/04 Table of Contents x . . . . . . . . . . . . . . . . . . . . 2/17/05Table of Contents xix . . . . . . . . . . . . . . . . . . . 2/19/04 Table of Contents xix . . . . . . . . . . . . . . . . . . . 2/17/05Table of Contents xx . . . . . . . . . . . . . . . . . . . 2/19/04 Table of Contents xx . . . . . . . . . . . . . . . . . . . 2/17/051−2−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/5/04 1−2−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/17/051−2−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/5/04 1−2−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/5/041−2−5 through 1−2−7 . . . . . . . . . . . . . . . . . . . 8/5/04 1−2−5 through 1−2−7 . . . . . . . . . . . . . . . . . . . 2/17/052−4−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/04 2−4−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/042−4−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/04 2−4−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/17/052−4−9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/04 2−4−9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/17/052−4−10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/5/04 2−4−10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/5/042−5−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/5/04 2−5−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/5/042−5−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/04 2−5−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/17/052−6−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/5/04 2−6−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/5/042−6−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/04 2−6−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/17/052−9−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/04 2−9−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/17/052−9−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/5/04 2−9−2 and 2−9−3 . . . . . . . . . . . . . . . . . . . . . . 2/17/053−9−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/04 3−9−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/043−9−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/04 3−9−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/17/053−10−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/04 3−10−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/17/053−10−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/04 3−10−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/045−3−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/04 5−3−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/17/055−4−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/04 5−4−5 and 5−4−6 . . . . . . . . . . . . . . . . . . . . . . 2/17/055−9−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/04 5−9−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/17/055−9−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/04 5−9−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/045−9−7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/04 5−9−7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/17/055−9−8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/04 5−9−8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/047−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/04 7−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/17/057−2−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/5/04 7−2−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/5/048−9−1 and 8−9−2 . . . . . . . . . . . . . . . . . . . . . . 8/5/04 8−9−1 and 8−9−2 . . . . . . . . . . . . . . . . . . . . . . 2/17/059−3−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/04 9−3−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/049−3−4 and 9−3−5 . . . . . . . . . . . . . . . . . . . . . . 8/5/04 9−3−4 and 9−3−5 . . . . . . . . . . . . . . . . . . . . . . 2/17/059−3−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/5/04 9−3−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/5/049−4−1 and 9−4−2 . . . . . . . . . . . . . . . . . . . . . . 2/19/04 9−4−1 and 9−4−2 . . . . . . . . . . . . . . . . . . . . . . 2/17/0510−2−5 through 10−2−7 . . . . . . . . . . . . . . . . . 2/19/04 10−2−5 through 10−2−7 . . . . . . . . . . . . . . . . . 2/17/0513−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/04 13−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/17/0513−2−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/5/04 13−2−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/5/04Page <strong>Control</strong> Chart 1
<strong>7110.65P</strong> CHG 2 2/17/05REMOVE PAGES DATED INSERT PAGES DATEDPCG−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/5/04 PCG−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/17/05PCG A−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/5/04 PCG A−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/17/05PCG A−2 and A−3 . . . . . . . . . . . . . . . . . . . . . 2/19/04 PCG A−2 and A−3 . . . . . . . . . . . . . . . . . . . . . 2/17/05PCG A−4 through A−9 . . . . . . . . . . . . . . . . . 8/5/04 PCG A−4 through A−9 . . . . . . . . . . . . . . . . . 2/17/05PCG A−10 . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/5/04 PCG A−10 . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/5/04PCG A−15 and A−16 . . . . . . . . . . . . . . . . . . . 8/5/04 PCG A−15 and A−16 . . . . . . . . . . . . . . . . . . . 2/17/05PCG C−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/5/04 PCG C−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/5/04PCG C−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/5/04 PCG C−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/17/05PCG L−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/04 PCG L−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/04PCG L−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/04 PCG L−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/17/05PCG M−1 through M−4 . . . . . . . . . . . . . . . . . 2/19/04 PCG M−1 through M−4 . . . . . . . . . . . . . . . . . 2/17/05PCG M−5 and M−6 . . . . . . . . . . . . . . . . . . . . 8/5/04 PCG M−5 and M−6 . . . . . . . . . . . . . . . . . . . . 2/17/05PCG N−1 and N−2 . . . . . . . . . . . . . . . . . . . . . 2/19/04 PCG N−1 and N−2 . . . . . . . . . . . . . . . . . . . . . 2/17/05PCG N−3 and N−4 . . . . . . . . . . . . . . . . . . . . . 8/5/04 PCG N−3 and N−4 . . . . . . . . . . . . . . . . . . . . . 2/17/05PCG R−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/04 PCG R−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/04PCG R−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/19/04 PCG R−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/17/05PCG U−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/5/04 PCG U−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/17/05I−1 through I−9 . . . . . . . . . . . . . . . . . . . . . . . 8/5/04 I−1 through I−9 . . . . . . . . . . . . . . . . . . . . . . . 2/17/052Page <strong>Control</strong> Chart
2/19/04<strong>7110.65P</strong>Table of ContentsChapter 1.НIntroductionSection 1.НGeneralParagraph1−1−1.НPURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1−1−2.НDISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1−1−3.НCANCELLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1−1−4.НEXPLANATION OF MAJOR CHANGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1−1−5.НEFFECTIVE DATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1−1−6.НRECOMMENDATIONS FOR PROCEDURAL CHANGES . . . . . . . . . . . . . . .1−1−7.НPUBLICATION AND DELIVERY DATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1−1−8.НPROCEDURAL LETTERS OF AGREEMENT . . . . . . . . . . . . . . . . . . . . . . . . .1−1−9.НCONSTRAINTS GOVERNING SUPPLEMENTS AND PROCEDURALDEVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page1−1−11−1−11−1−11−1−11−1−11−1−11−1−11−1−21−1−2Section 2.НTerms of Reference1−2−1.НWORD MEANINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1−2−2.НCOURSE DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1−2−3.НNOTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1−2−4.НREFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1−2−5.НANNOTATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1−2−6.НABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1−2−11−2−21−2−21−2−31−2−31−2−3Chapter 2.НGeneral <strong>Control</strong>Section 1.НGeneral2−1−1.НATC SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−1−2.НDUTY PRIORITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−1−3.НPROCEDURAL PREFERENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−1−4.НOPERATIONAL PRIORITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−1−5.НEXPEDITIOUS COMPLIANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−1−6.НSAFETY ALERT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−1−7.НINFLIGHT EQUIPMENT MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . .2−1−8.НMINIMUM FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−1−9.НREPORTING ESSENTIAL FLIGHT INFORMATION . . . . . . . . . . . . . . . . . . .2−1−10.НNAVAID MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−1−11.НUSE OF MARSA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−1−12.НMILITARY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−1−13.НFORMATION FLIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−1−14.НCOORDINATE USE OF AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−1−15.НCONTROL TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−1−16.НSURFACE AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−1−17.НRADIO COMMUNICATIONS TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . .2−1−18.НOPERATIONAL REQUESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−1−19.НWAKE TURBULENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−1−20.НWAKE TURBULENCE CAUTIONARY ADVISORIES . . . . . . . . . . . . . . . . .2−1−21.НTRAFFIC ADVISORIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−1−22.НBIRD ACTIVITY INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−1−12−1−12−1−12−1−22−1−32−1−32−1−42−1−42−1−52−1−52−1−52−1−62−1−62−1−62−1−72−1−72−1−72−1−82−1−92−1−92−1−92−1−10Table of Contentsi
<strong>7110.65P</strong> 2/19/04Paragraph2−1−23.НTRANSFER OF POSITION RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . .2−1−24.НWHEELS DOWN CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−1−25.НSUPERVISORY NOTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−1−26.НPILOT DEVIATION NOTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−1−27.НTCAS RESOLUTION ADVISORIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page2−1−112−1−112−1−112−1−112−1−11Section 2.НFlight Plans and <strong>Control</strong> Information2−2−1.НRECORDING INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−2−2.НFORWARDING INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−2−3.НFORWARDING VFR DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−2−4.НMILITARY DVFR DEPARTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−2−5.НIFR TO VFR FLIGHT PLAN CHANGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−2−6.НIFR FLIGHT PROGRESS DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−2−7.НMANUAL INPUT OF COMPUTER-ASSIGNED BEACON CODES . . . . . . .2−2−8.НALTRV INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−2−9.НCOMPUTER MESSAGE VERIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−2−10.НTRANSMIT PROPOSED FLIGHT PLAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−2−11.НFORWARDING AMENDED AND UTM DATA . . . . . . . . . . . . . . . . . . . . . . . .2−2−12.НAIRBORNE MILITARY FLIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−2−13.НFORWARDING FLIGHT PLAN DATA BETWEEN U.S. ARTCCs ANDCANADIAN ACCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−2−14.НTELETYPE FLIGHT DATA FORMAT− U.S.ARTCCs −CANADIAN ACCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−2−15.НNORTH AMERICAN ROUTE PROGRAM (NRP) INFORMATION . . . . .2−2−12−2−12−2−12−2−12−2−12−2−12−2−22−2−22−2−22−2−32−2−32−2−42−2−42−2−42−2−5Section 3.НFlight Progress Strips2−3−1.НGENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−3−2.НEN ROUTE DATA ENTRIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−3−3.НTERMINAL DATA ENTRIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−3−4.НAIRCRAFT IDENTITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−3−5.НAIRCRAFT TYPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−3−6.НUSAF/USN UNDERGRADUATE PILOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−3−7.НAIRCRAFT EQUIPMENT SUFFIX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−3−8.НCLEARANCE STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−3−9.НCONTROL SYMBOLOGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−3−12−3−32−3−52−3−82−3−92−3−92−3−92−3−92−3−9Section 4.НRadio and Interphone Communications2−4−1.НRADIO COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−4−2.НMONITORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−4−3.НPILOT ACKNOWLEDGMENT/READ BACK . . . . . . . . . . . . . . . . . . . . . . . . . .2−4−4.НAUTHORIZED INTERRUPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−4−5.НAUTHORIZED TRANSMISSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−4−6.НFALSE OR DECEPTIVE COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . .2−4−7.НAUTHORIZED RELAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−4−8.НRADIO MESSAGE FORMAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−4−9.НABBREVIATED TRANSMISSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−4−10.НINTERPHONE TRANSMISSION PRIORITIES . . . . . . . . . . . . . . . . . . . . . . . .2−4−11.НPRIORITY INTERRUPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−4−12−4−12−4−12−4−12−4−12−4−12−4−22−4−22−4−22−4−22−4−2iiTable of Contents
2/17/05<strong>7110.65P</strong> CHG 2Paragraph2−4−12.НINTERPHONE MESSAGE FORMAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−4−13.НINTERPHONE MESSAGE TERMINATION . . . . . . . . . . . . . . . . . . . . . . . . . .2−4−14.НWORDS AND PHRASES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−4−15.НEMPHASIS FOR CLARITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−4−16.НICAO PHONETICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−4−17.НNUMBERS USAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−4−18.НNUMBER CLARIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−4−19.НFACILITY IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−4−20.НAIRCRAFT IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−4−21.НDESCRIPTION OF AIRCRAFT TYPES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−4−22.НAIRSPACE CLASSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page2−4−32−4−42−4−42−4−42−4−52−4−52−4−82−4−82−4−82−4−112−4−11Section 5.НRoute and NAVAID Description2−5−1.НAIR TRAFFIC SERVICE (ATS) ROUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−5−2.НNAVAID TERMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−5−3.НNAVAID FIXES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−5−12−5−12−5−2Section 6.НWeather Information2−6−1.НFAMILIARIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−6−2.НHAZARDOUS INFLIGHT WEATHER ADVISORY SERVICE (HIWAS) . .2−6−3.НPIREP INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−6−4.НWEATHER AND CHAFF SERVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−6−5.НCALM WIND CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−6−6.НREPORTING WEATHER CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−6−7.НDISSEMINATING WEATHER INFORMATION . . . . . . . . . . . . . . . . . . . . . . . .2−6−12−6−12−6−12−6−22−6−32−6−32−6−4Section 7.НAltimeter Settings2−7−1.НCURRENT SETTINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−7−2.НALTIMETER SETTING ISSUANCE BELOW LOWEST USABLE FL . . . . .2−7−12−7−1Section 8.НRunway Visibility Reporting− Terminal2−8−1.НFURNISH RVR/RVV VALUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−8−2.НARRIVAL/DEPARTURE RUNWAY VISIBILITY . . . . . . . . . . . . . . . . . . . . . . .2−8−3.НTERMINOLOGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−8−12−8−12−8−1Section 9.НAutomatic Terminal InformationService Procedures2−9−1.НAPPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−9−2.НOPERATING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−9−3.НCONTENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−9−12−9−12−9−2Table of Contentsiii
<strong>7110.65P</strong> CHG 1 8/5/04Section 10.НTeam Position ResponsibilitiesParagraph2−10−1.НEN ROUTE SECTOR TEAM POSITION RESPONSIBILITIES . . . . . . . . . .2−10−2.НTERMINAL RADAR/NONRADAR TEAM POSITIONRESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2−10−3.НTOWER TEAM POSITION RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . .Page2−10−12−10−22−10−4Chapter 3.Н<strong>Air</strong>port <strong>Traffic</strong> <strong>Control</strong>− TerminalSection 1.НGeneral3−1−1.НPROVIDE SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−1−2.НPREVENTIVE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−1−3.НUSE OF ACTIVE RUNWAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−1−4.НCOORDINATION BETWEEN LOCAL AND GROUND CONTROLLERS .3−1−5.НVEHICLES/EQUIPMENT/PERSONNEL ON RUNWAYS . . . . . . . . . . . . . . . .3−1−6.НTRAFFIC INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−1−7.НPOSITION DETERMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−1−8.НLOW LEVEL WIND SHEAR/MICROBURST ADVISORIES . . . . . . . . . . . . .3−1−9.НUSE OF TOWER RADAR DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−1−10.НOBSERVED ABNORMALITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−1−11.НSURFACE AREA RESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−1−12.НVISUALLY SCANNING RUNWAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−1−13.НESTABLISHING TWO−WAY COMMUNICATIONS . . . . . . . . . . . . . . . . . . .3−1−14.НGROUND OPERATIONS WHEN VOLCANIC ASH IS PRESENT . . . . . . .3−1−13−1−13−1−13−1−23−1−23−1−23−1−23−1−33−1−43−1−53−1−53−1−53−1−53−1−6Section 2.НVisual Signals3−2−1.НLIGHT SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−2−2.НWARNING SIGNAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−2−3.НRECEIVER-ONLY ACKNOWLEDGMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−2−13−2−13−2−1Section 3.Н<strong>Air</strong>port Conditions3−3−1.НLANDING AREA CONDITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−3−2.НCLOSED/UNSAFE RUNWAY INFORMATION . . . . . . . . . . . . . . . . . . . . . . . .3−3−3.НTIMELY INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−3−4.НBRAKING ACTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−3−5.НBRAKING ACTION ADVISORIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−3−6.НARRESTING SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−3−7.НFAR FIELD MONITOR (FFM) REMOTE STATUS UNIT . . . . . . . . . . . . . . . .3−3−13−3−13−3−13−3−23−3−23−3−33−3−4Section 4.Н<strong>Air</strong>port Lighting3−4−1.НEMERGENCY LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−4−2.НRUNWAY END IDENTIFIER LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−4−3.НVISUAL APPROACH SLOPE INDICATORS (VASI) . . . . . . . . . . . . . . . . . . . .3−4−4.НPRECISION APPROACH PATH INDICATORS (PAPI) . . . . . . . . . . . . . . . . . .3−4−5.НAPPROACH LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−4−6.НALS INTENSITY SETTINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−4−7.НSEQUENCED FLASHING LIGHTS (SFL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−4−8.НMALSR/ODALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−4−13−4−13−4−13−4−13−4−23−4−23−4−23−4−2ivTable of Contents
8/5/04<strong>7110.65P</strong> CHG 1Paragraph3−4−9.НALSF−2/SSALR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−4−10.НRUNWAY EDGE LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−4−11.НHIGH INTENSITY RUNWAY, RUNWAY CENTERLINE, ANDTOUCHDOWN ZONE LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−4−12.НHIRL ASSOCIATED WITH MALSR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−4−13.НHIRL CHANGES AFFECTING RVR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−4−14.НMEDIUM INTENSITY RUNWAY LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . .3−4−15.НSIMULTANEOUS APPROACH AND RUNWAY EDGE LIGHTOPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−4−16.НHIGH SPEED TURNOFF LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−4−17.НTAXIWAY LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−4−18.НOBSTRUCTION LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−4−19.НROTATING BEACON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page3−4−33−4−33−4−43−4−43−4−43−4−43−4−43−4−43−4−53−4−53−4−5Section 5.НRunway Selection3−5−1.НSELECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−5−2.НSTOL RUNWAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−5−3.НTAILWIND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−5−13−5−13−5−1Section 6.Н<strong>Air</strong>port Surface Detection Procedures3−6−1.НEQUIPMENT USAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−6−2.НINFORMATION USAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−6−3.НIDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−6−4.НAMASS ALERT RESPONSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−6−13−6−13−6−13−6−1Section 7.НTaxi and Ground Movement Procedures3−7−1.НGROUND TRAFFIC MOVEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−7−2.НTAXI AND GROUND MOVEMENT OPERATIONS . . . . . . . . . . . . . . . . . . . .3−7−3.НGROUND OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−7−4.НRUNWAY PROXIMITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−7−5.НPRECISION APPROACH CRITICAL AREA . . . . . . . . . . . . . . . . . . . . . . . . . . .3−7−13−7−13−7−33−7−43−7−4Section 8.НSpacing and Sequencing3−8−1.НSEQUENCE/SPACING APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−8−2.НTOUCH-AND-GO OR STOP-AND-GO OR LOW APPROACH . . . . . . . . . . .3−8−3.НSIMULTANEOUS SAME DIRECTION OPERATION . . . . . . . . . . . . . . . . . . .3−8−4.НSIMULTANEOUS OPPOSITE DIRECTION OPERATION . . . . . . . . . . . . . . .3−8−13−8−13−8−13−8−2Section 9.НDeparture Procedures and Separation3−9−1.НDEPARTURE INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−9−2.НDEPARTURE DELAY INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−9−3.НDEPARTURE CONTROL INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−9−4.НTAXI INTO POSITION AND HOLD (TIPH) . . . . . . . . . . . . . . . . . . . . . . . . . . .3−9−5.НANTICIPATING SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−9−6.НSAME RUNWAY SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−9−7.НWAKE TURBULENCE SEPARATION FOR INTERSECTIONDEPARTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−9−13−9−13−9−13−9−23−9−33−9−33−9−5Table of Contentsv
<strong>7110.65P</strong> CHG 1 8/5/04Paragraph3−9−8.НINTERSECTING RUNWAY SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−9−9.НTAKEOFF CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−9−10.НCANCELLATION OF TAKEOFF CLEARANCE . . . . . . . . . . . . . . . . . . . . . . .Page3−9−63−9−73−9−8Section 10.НArrival Procedures and Separation3−10−1.НLANDING INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−10−2.НFORWARDING APPROACH INFORMATION BY NONAPPROACHCONTROL FACILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−10−3.НSAME RUNWAY SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−10−4.НINTERSECTING RUNWAY SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . .3−10−5.НLANDING CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−10−6.НANTICIPATING SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−10−7.НLANDING CLEARANCE WITHOUT VISUAL OBSERVATION . . . . . . . . .3−10−8.НWITHHOLDING LANDING CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . .3−10−9.НRUNWAY EXITING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−10−10.НALTITUDE RESTRICTED LOW APPROACH . . . . . . . . . . . . . . . . . . . . . . .3−10−11.НCLOSED TRAFFIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−10−12.НOVERHEAD MANEUVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−10−13.НSIMULATED FLAMEOUT (SFO) APPROACHES/EMERGENCYLANDING PATTERN (ELP) OPERATIONS/PRACTICEPRECAUTIONARY APPROACHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−10−13−10−13−10−23−10−33−10−63−10−63−10−73−10−73−10−73−10−83−10−83−10−83−10−9Section 11.НHelicopter Operations3−11−1.НTAXI AND GROUND MOVEMENT OPERATION . . . . . . . . . . . . . . . . . . . .3−11−2.НHELICOPTER TAKEOFF CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−11−3.НHELICOPTER DEPARTURE SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . .3−11−4.НHELICOPTER ARRIVAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−11−5.НSIMULTANEOUS LANDINGS OR TAKEOFFS . . . . . . . . . . . . . . . . . . . . . . .3−11−6.НHELICOPTER LANDING CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−11−13−11−13−11−23−11−33−11−33−11−4Section 12.НSea Lane Operations3−12−1.НAPPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−12−2.НDEPARTURE SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−12−3.НARRIVAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3−12−13−12−13−12−1Chapter 4.НIFRSection 1.НNAVAID Use Limitations4−1−1.НALTITUDE AND DISTANCE LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . .4−1−2.НEXCEPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−1−3.НCROSSING ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−1−4.НVFR-ON-TOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−1−5.НFIX USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−1−14−1−24−1−24−1−24−1−2viTable of Contents
8/5/04<strong>7110.65P</strong> CHG 1Section 2.НClearancesParagraph4−2−1.НCLEARANCE ITEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−2−2.НCLEARANCE PREFIX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−2−3.НDELIVERY INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−2−4.НCLEARANCE RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−2−5.НROUTE OR ALTITUDE AMENDMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−2−6.НTHROUGH CLEARANCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−2−7.НALTRV CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−2−8.НIFR−VFR AND VFR−IFR FLIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−2−9.НCLEARANCE ITEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page4−2−14−2−14−2−14−2−14−2−14−2−24−2−24−2−34−2−3Section 3.НDeparture Procedures4−3−1.НDEPARTURE TERMINOLOGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−3−2.НDEPARTURE CLEARANCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−3−3.НABBREVIATED DEPARTURE CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . .4−3−4.НDEPARTURE RESTRICTIONS, CLEARANCE VOID TIMES,HOLD FOR RELEASE, AND RELEASE TIMES . . . . . . . . . . . . . . . . . . . . .4−3−5.НGROUND STOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−3−6.НDELAY SEQUENCING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−3−7.НFORWARD DEPARTURE DELAY INFORMATION . . . . . . . . . . . . . . . . . . . .4−3−8.НCOORDINATION WITH RECEIVING FACILITY . . . . . . . . . . . . . . . . . . . . . .4−3−9.НVFR RELEASE OF IFR DEPARTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−3−10.НFORWARDING DEPARTURE TIMES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−3−14−3−14−3−34−3−54−3−64−3−64−3−64−3−64−3−74−3−7Section 4.НRoute Assignment4−4−1.НROUTE USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−4−2.НROUTE STRUCTURE TRANSITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−4−3.НDEGREE-DISTANCE ROUTE DEFINITION FOR MILITARYOPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−4−4.НALTERNATIVE ROUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−4−5.НCLASS G AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−4−14−4−24−4−24−4−34−4−3Section 5.НAltitude Assignment and Verification4−5−1.НVERTICAL SEPARATION MINIMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−5−2.НFLIGHT DIRECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−5−3.НEXCEPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−5−4.НLOWEST USABLE FLIGHT LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−5−5.НADJUSTED MINIMUM FLIGHT LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−5−6.НMINIMUM EN ROUTE ALTITUDES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−5−7.НALTITUDE INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−5−8.НANTICIPATED ALTITUDE CHANGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−5−9.НALTITUDE CONFIRMATION− NONRADAR . . . . . . . . . . . . . . . . . . . . . . . . .4−5−14−5−14−5−24−5−24−5−24−5−34−5−34−5−74−5−7Table of Contentsvii
<strong>7110.65P</strong> CHG 1 8/5/04Section 6.НHolding <strong>Air</strong>craftParagraph4−6−1.НCLEARANCE TO HOLDING FIX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−6−2.НCLEARANCE BEYOND FIX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−6−3.НDELAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−6−4.НHOLDING INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−6−5.НVISUAL HOLDING POINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−6−6.НHOLDING FLIGHT PATH DEVIATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−6−7.НUNMONITORED NAVAIDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−6−8.НILS PROTECTION/CRITICAL AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page4−6−14−6−24−6−24−6−34−6−34−6−34−6−34−6−3Section 7.НArrival Procedures4−7−1.НCLEARANCE INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−7−2.НADVANCE DESCENT CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−7−3.НSINGLE FREQUENCY APPROACHES (SFA) . . . . . . . . . . . . . . . . . . . . . . . . . .4−7−4.НRADIO FREQUENCY AND RADAR BEACON CHANGES FORMILITARY AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−7−5.НMILITARY TURBOJET EN ROUTE DESCENT . . . . . . . . . . . . . . . . . . . . . . . .4−7−6.НARRIVAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−7−7.НWEATHER INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−7−8.НBELOW MINIMA REPORT BY PILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−7−9.НTRANSFER OF JURISDICTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−7−10.НAPPROACH INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−7−11.НARRIVAL INFORMATION BY APPROACH CONTROL FACILITIES . . .4−7−12.НAIRPORT CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−7−13.НSWITCHING ILS/MLS RUNWAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−7−14−7−14−7−14−7−24−7−24−7−34−7−34−7−44−7−44−7−44−7−54−7−54−7−6Section 8.НApproach Clearance Procedures4−8−1.НAPPROACH CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−8−2.НCLEARANCE LIMIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−8−3.НRELAYED APPROACH CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−8−4.НALTITUDE ASSIGNMENT FOR MILITARY HIGH ALTITUDEINSTRUMENT APPROACHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−8−5.НSPECIFYING ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−8−6.НCIRCLING APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−8−7.НSIDE−STEP MANEUVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−8−8.НCOMMUNICATIONS RELEASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−8−9.НMISSED APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−8−10.НAPPROACH INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−8−11.НPRACTICE APPROACHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4−8−12.НLOW APPROACH AND TOUCH-AND-GO . . . . . . . . . . . . . . . . . . . . . . . . . . .4−8−14−8−54−8−54−8−54−8−54−8−54−8−54−8−64−8−64−8−64−8−64−8−7Chapter 5.НRadarSection 1.НGeneral5−1−1.НPRESENTATION AND EQUIPMENT PERFORMANCE . . . . . . . . . . . . . . . .5−1−2.НALIGNMENT ACCURACY CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−1−3.НRADAR USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−1−4.НBEACON RANGE ACCURACY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−1−15−1−15−1−15−1−2viiiTable of Contents
8/5/04<strong>7110.65P</strong> CHG 1Paragraph5−1−5.НELECTRONIC ATTACK (EA) ACTIVITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−1−6.НSERVICE LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−1−7.НELECTRONIC CURSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−1−8.НMERGING TARGET PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−1−9.НHOLDING PATTERN SURVEILLANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−1−10.НDEVIATION ADVISORIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−1−11.НRADAR FIX POSTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−1−12.НPOSITION REPORTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−1−13.НRADAR SERVICE TERMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page5−1−25−1−35−1−35−1−35−1−35−1−45−1−45−1−45−1−4Section 2.НBeacon Systems5−2−1.НASSIGNMENT CRITERIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−2−2.НDISCRETE ENVIRONMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−2−3.НNONDISCRETE ENVIRONMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−2−4.НMIXED ENVIRONMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−2−5.НRADAR BEACON CODE CHANGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−2−6.НFUNCTION CODE ASSIGNMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−2−7.НEMERGENCY CODE ASSIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−2−8.НRADIO FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−2−9.НVFR CODE ASSIGNMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−2−10.НBEACON CODE FOR PRESSURE SUIT FLIGHTS AND FLIGHTSABOVE FL 600 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−2−11.НAIR DEFENSE EXERCISE BEACON CODE ASSIGNMENT . . . . . . . . . . .5−2−12.НSTANDBY OR LOW SENSITIVITY OPERATION . . . . . . . . . . . . . . . . . . . . .5−2−13.НCODE MONITOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−2−14.НFAILURE TO DISPLAY ASSIGNED BEACON CODE ORINOPERATIVE/MALFUNCTIONING TRANSPONDER . . . . . . . . . . . . . .5−2−15.НINOPERATIVE OR MALFUNCTIONING INTERROGATOR . . . . . . . . . . .5−2−16.НFAILED TRANSPONDER IN CLASS A AIRSPACE . . . . . . . . . . . . . . . . . . . .5−2−17.НVALIDATION OF MODE C READOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−2−18.НALTITUDE CONFIRMATION− MODE C . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−2−19.НALTITUDE CONFIRMATION− NON−MODE C . . . . . . . . . . . . . . . . . . . . .5−2−20.НAUTOMATIC ALTITUDE REPORTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−2−21.НINFLIGHT DEVIATIONS FROM TRANSPONDER/MODE CREQUIREMENTS BETWEEN 10,000 FEET AND 18,000 FEET . . . . . . . .5−2−22.НBEACON TERMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−2−23.НALTITUDE FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−2−15−2−15−2−15−2−15−2−25−2−25−2−35−2−35−2−35−2−45−2−45−2−55−2−55−2−55−2−65−2−65−2−65−2−75−2−75−2−75−2−85−2−85−2−8Section 3.НRadar Identification5−3−1.НAPPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−3−2.НPRIMARY RADAR IDENTIFICATION METHODS . . . . . . . . . . . . . . . . . . . .5−3−3.НBEACON IDENTIFICATION METHODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−3−4.НTERMINAL AUTOMATION SYSTEMS IDENTIFICATION METHODS . .5−3−5.НQUESTIONABLE IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−3−6.НPOSITION INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−3−7.НIDENTIFICATION STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−3−8.НTARGET MARKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−3−9.НTARGET MARKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−3−15−3−15−3−15−3−25−3−25−3−25−3−25−3−35−3−3Table of Contentsix
<strong>7110.65P</strong> CHG 2 2/17/05Section 4.НTransfer of Radar IdentificationParagraph5−4−1.НAPPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−4−2.НTERMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−4−3.НMETHODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−4−4.НTRAFFIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−4−5.НTRANSFERRING CONTROLLER HANDOFF . . . . . . . . . . . . . . . . . . . . . . . . .5−4−6.НRECEIVING CONTROLLER HANDOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−4−7.НPOINT OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−4−8.НAUTOMATED INFORMATION TRANSFER (AIT) . . . . . . . . . . . . . . . . . . . . .5−4−9.НINTERFACILITY AUTOMATED INFORMATION TRANSFER . . . . . . . . . .5−4−10.НPREARRANGED COORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−4−11.НEN ROUTE FOURTH LINE DATA BLOCK USAGE . . . . . . . . . . . . . . . . . . .Page5−4−15−4−15−4−15−4−25−4−25−4−35−4−45−4−55−4−55−4−55−4−6Section 5.НRadar Separation5−5−1.НAPPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−5−2.НTARGET SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−5−3.НTARGET RESOLUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−5−4.НMINIMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−5−5.НVERTICAL APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−5−6.НEXCEPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−5−7.НPASSING OR DIVERGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−5−8.НADDITIONAL SEPARATION FOR FORMATION FLIGHTS . . . . . . . . . . . .5−5−9.НSEPARATION FROM OBSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−5−10.НADJACENT AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−5−11.НEDGE OF SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−5−12.НBEACON TARGET DISPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−5−13.НGPA 102/103 CORRECTION FACTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−5−15−5−15−5−15−5−25−5−35−5−35−5−45−5−45−5−55−5−55−5−55−5−55−5−6Section 6.НVectoring5−6−1.НAPPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−6−2.НMETHODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−6−3.НVECTORS BELOW MINIMUM ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . .5−6−15−6−15−6−2Section 7.НSpeed Adjustment5−7−1.НAPPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−7−2.НMETHODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−7−3.НMINIMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−7−4.НTERMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−7−15−7−25−7−35−7−3Section 8.НRadar Departures5−8−1.НPROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−8−2.НINITIAL HEADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−8−3.НSUCCESSIVE OR SIMULTANEOUS DEPARTURES . . . . . . . . . . . . . . . . . . . .5−8−4.НDEPARTURE AND ARRIVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−8−5.НDEPARTURES AND ARRIVALS ON PARALLEL ORNONINTERSECTING DIVERGING RUNWAYS . . . . . . . . . . . . . . . . . . . .5−8−15−8−15−8−15−8−35−8−3xTable of Contents
2/19/04<strong>7110.65P</strong>Section 9.НRadar ArrivalsParagraph5−9−1.НVECTORS TO FINAL APPROACH COURSE . . . . . . . . . . . . . . . . . . . . . . . . . .5−9−2.НFINAL APPROACH COURSE INTERCEPTION . . . . . . . . . . . . . . . . . . . . . . . .5−9−3.НVECTORS ACROSS FINAL APPROACH COURSE . . . . . . . . . . . . . . . . . . . . .5−9−4.НARRIVAL INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−9−5.НAPPROACH SEPARATION RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . .5−9−6.НPARALLEL DEPENDENT ILS/MLS APPROACHES . . . . . . . . . . . . . . . . . . . .5−9−7.НSIMULTANEOUS INDEPENDENT ILS/MLS APPROACHES−DUAL & TRIPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−9−8.НSIMULTANEOUS INDEPENDENT DUAL ILS/MLS APPROACHES−HIGH UPDATE RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page5−9−15−9−15−9−25−9−25−9−55−9−55−9−85−9−9Section 10.НRadar Approaches− Terminal5−10−1.НAPPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−10−2.НAPPROACH INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−10−3.НNO-GYRO APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−10−4.НLOST COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−10−5.НRADAR CONTACT LOST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−10−6.НLANDING CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−10−7.НPOSITION INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−10−8.НFINAL CONTROLLER CHANGEOVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−10−9.НCOMMUNICATIONS CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−10−10.НTRANSMISSION ACKNOWLEDGMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−10−11.НMISSED APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−10−12.НLOW APPROACH AND TOUCH-AND-GO . . . . . . . . . . . . . . . . . . . . . . . . . .5−10−13.НTOWER CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−10−14.НFINAL APPROACH ABNORMALITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−10−15.НMILITARY SINGLE FREQUENCY APPROACHES . . . . . . . . . . . . . . . . . . .5−10−15−10−15−10−25−10−25−10−35−10−35−10−35−10−35−10−45−10−45−10−45−10−45−10−45−10−55−10−5Section 11.НSurveillance Approaches− Terminal5−11−1.НALTITUDE INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−11−2.НVISUAL REFERENCE REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−11−3.НDESCENT NOTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−11−4.НDESCENT INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−11−5.НFINAL APPROACH GUIDANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−11−6.НAPPROACH GUIDANCE TERMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . .5−11−15−11−15−11−15−11−15−11−25−11−2Section 12.НPAR Approaches− Terminal5−12−1.НGLIDEPATH NOTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−12−2.НDECISION HEIGHT (DH) NOTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . .5−12−3.НDESCENT INSTRUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−12−4.НGLIDEPATH AND COURSE INFORMATION . . . . . . . . . . . . . . . . . . . . . . . .5−12−5.НDISTANCE FROM TOUCHDOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−12−6.НDECISION HEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−12−7.НPOSITION ADVISORIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−12−8.НAPPROACH GUIDANCE TERMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . .5−12−9.НCOMMUNICATION TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−12−15−12−15−12−15−12−15−12−15−12−15−12−15−12−25−12−2Table of Contentsxi
<strong>7110.65P</strong> 2/19/04Paragraph5−12−10.НELEVATION FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−12−11.НSURVEILLANCE UNUSABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page5−12−25−12−3Section 13.НUse of PAR forApproach Monitoring− Terminal5−13−1.НMONITOR ON PAR EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−13−2.НMONITOR AVAILABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−13−3.НMONITOR INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−13−15−13−15−13−1Section 14.НAutomation− En Route5−14−1.НCONFLICT ALERT (CA) AND MODE C INTRUDER (MCI) ALERT . . . .5−14−2.НEN ROUTE MINIMUM SAFE ALTITUDE WARNING (E-MSAW) . . . . . .5−14−3.НCOMPUTER ENTRY OF ASSIGNED ALTITUDE . . . . . . . . . . . . . . . . . . . . .5−14−4.НENTRY OF REPORTED ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−14−5.НSELECTED ALTITUDE LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−14−6.НSECTOR ELIGIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−14−7.НCOAST TRACKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−14−8.НCONTROLLER INITIATED COAST TRACKS . . . . . . . . . . . . . . . . . . . . . . . .5−14−15−14−15−14−25−14−25−14−25−14−25−14−25−14−3Section 15.НAutomated Radar TerminalSystems (ARTS)− Terminal5−15−1.НAPPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−15−2.НRESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−15−3.НFUNCTIONAL USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−15−4.НSYSTEM REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−15−5.НINFORMATION DISPLAYED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−15−6.НCA/MCI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−15−7.НINHIBITING MINIMUM SAFE ALTITUDE WARNING (MSAW) . . . . . . .5−15−8.НTRACK SUSPEND FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−15−15−15−15−15−15−15−15−15−15−15−25−15−25−15−2Section 16.НTPX−42− Terminal5−16−1.НAPPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−16−2.НRESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−16−3.НFUNCTIONAL USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−16−4.НSYSTEM REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−16−5.НINFORMATION DISPLAYED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5−16−6.НINHIBITING LOW ALTITUDE ALERT SYSTEM (LAAS) . . . . . . . . . . . . . .5−16−15−16−15−16−15−16−15−16−15−16−1Chapter 6.НNonradarSection 1.НGeneral6−1−1.НDISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6−1−2.НNONRECEIPT OF POSITION REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6−1−3.НDUPLICATE POSITION REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6−1−4.НADJACENT AIRPORT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6−1−5.НARRIVAL MINIMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6−1−16−1−16−1−16−1−16−1−1xiiTable of Contents
8/5/04<strong>7110.65P</strong> CHG 1Section 2.НInitial Separation of SuccessiveDeparting <strong>Air</strong>craftParagraph6−2−1.НMINIMA ON DIVERGING COURSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6−2−2.НMINIMA ON SAME COURSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page6−2−16−2−3Section 3.НInitial Separation of Departingand Arriving <strong>Air</strong>craft6−3−1.НSEPARATION MINIMA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6−3−1Section 4.НLongitudinal Separation6−4−1.НAPPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6−4−2.НMINIMA ON SAME, CONVERGING, OR CROSSING COURSES . . . . . . . .6−4−3.НMINIMA ON OPPOSITE COURSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6−4−4.НSEPARATION BY PILOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6−4−5.НRNAV AIRCRAFT ALONG VOR AIRWAYS/ROUTES . . . . . . . . . . . . . . . . . .6−4−16−4−16−4−56−4−66−4−6Section 5.НLateral Separation6−5−1.НSEPARATION METHODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6−5−2.НMINIMA ON DIVERGING RADIALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6−5−3.НDME ARC MINIMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6−5−4.НMINIMA ALONG OTHER THAN ESTABLISHED AIRWAYSOR ROUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6−5−5.НRNAV MINIMA− DIVERGING/CROSSING COURSES . . . . . . . . . . . . . . . .6−5−16−5−16−5−26−5−26−5−4Section 6.НVertical Separation6−6−1.НAPPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6−6−2.НEXCEPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6−6−3.НSEPARATION BY PILOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6−6−16−6−16−6−1Section 7.НTimed Approaches6−7−1.НAPPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6−7−2.НAPPROACH SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6−7−3.НSEQUENCE INTERRUPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6−7−4.НLEVEL FLIGHT RESTRICTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6−7−5.НINTERVAL MINIMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6−7−6.НTIME CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6−7−7.НMISSED APPROACHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6−7−16−7−16−7−26−7−26−7−26−7−26−7−2Table of Contentsxiii
<strong>7110.65P</strong> CHG 1 8/5/04Chapter 7.НVisualSection 1.НGeneralParagraph7−1−1.НCLASS A AIRSPACE RESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−1−2.НVFR CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−1−3.НAPPROACH CONTROL SERVICE FOR VFR ARRIVING AIRCRAFT . . .7−1−4.НVISUAL HOLDING OF VFR AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page7−1−17−1−17−1−17−1−1Section 2.НVisual Separation7−2−1.НVISUAL SEPARATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Section 3.НVFR-on-top7−2−17−3−1.НVFR-ON-TOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−3−2.НALTITUDE FOR DIRECTION OF FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . .7−3−17−3−2Section 4.НApproaches7−4−1.НVISUAL APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−4−2.НVECTORS FOR VISUAL APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−4−3.НCLEARANCE FOR VISUAL APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−4−4.НAPPROACHES TO MULTIPLE RUNWAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−4−5.НCHARTED VISUAL FLIGHT PROCEDURES (CVFP). USA/USNNOT APPLICABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−4−6.НCONTACT APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−4−17−4−17−4−17−4−27−4−37−4−3Section 5.НSpecial VFR (SVFR)7−5−1.НAUTHORIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−5−2.НPRIORITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−5−3.НSEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−5−4.НALTITUDE ASSIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−5−5.НLOCAL OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−5−6.НCLIMB TO VFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−5−7.НGROUND VISIBILITY BELOW ONE MILE . . . . . . . . . . . . . . . . . . . . . . . . . . .7−5−8.НFLIGHT VISIBILITY BELOW ONE MILE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−5−17−5−17−5−27−5−27−5−27−5−37−5−37−5−3Section 6.НBasic Radar Serviceto VFR <strong>Air</strong>craft− Terminal7−6−1.НAPPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−6−2.НSERVICE AVAILABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−6−3.НINITIAL CONTACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−6−4.НIDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−6−5.НHOLDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−6−6.НAPPROACH SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−6−7.НSEQUENCING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−6−8.НCONTROL TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−6−9.НABANDONED APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−6−17−6−17−6−17−6−17−6−17−6−17−6−17−6−27−6−2xivTable of Contents
8/5/04<strong>7110.65P</strong> CHG 1Paragraph7−6−10.НVFR DEPARTURE INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−6−11.НTERMINATION OF SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−6−12.НSERVICE PROVIDED WHEN TOWER IS INOPERATIVE . . . . . . . . . . . . .Page7−6−27−6−27−6−3Section 7.НTerminal Radar ServiceArea (TRSA)− Terminal7−7−1.НAPPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−7−2.НISSUANCE OF EFC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−7−3.НSEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−7−4.НHELICOPTER TRAFFIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−7−5.НALTITUDE ASSIGNMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−7−6.НAPPROACH INTERVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−7−7.НTRSA DEPARTURE INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−7−17−7−17−7−17−7−17−7−17−7−17−7−1Section 8.НClass C Service− Terminal7−8−1.НAPPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−8−2.НCLASS C SERVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−8−3.НSEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−8−4.НESTABLISHING TWO-WAY COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . .7−8−5.НALTITUDE ASSIGNMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−8−6.НEXCEPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−8−7.НADJACENT AIRPORT OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−8−8.НTERMINATION OF SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−8−17−8−17−8−17−8−17−8−17−8−27−8−27−8−2Section 9.НClass B Service Area− Terminal7−9−1.НAPPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−9−2.НVFR AIRCRAFT IN CLASS B AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−9−3.НMETHODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−9−4.НSEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−9−5.НTRAFFIC ADVISORIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−9−6.НHELICOPTER TRAFFIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−9−7.НALTITUDE ASSIGNMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−9−8.НAPPROACH INTERVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7−9−17−9−17−9−17−9−27−9−27−9−27−9−27−9−2Chapter 8.НOffshore/Oceanic ProceduresSection 1.НGeneral8−1−1.НATC SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−1−2.НOPERATIONS IN OFFSHORE AIRSPACE AREAS . . . . . . . . . . . . . . . . . . . . .8−1−3.НVFR FLIGHT PLANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−1−4.НTYPES OF SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−1−5.НALTIMETER SETTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−1−6.НRECEIPT OF POSITION REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−1−7.НOCEANIC NAVIGATIONAL ERROR REPORTING (ONER)PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−1−8.НUSE OF CONTROL ESTIMATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−1−18−1−18−1−18−1−18−1−18−1−18−1−18−1−1Table of Contentsxv
<strong>7110.65P</strong> CHG 1 8/5/04Section 2.НCoordinationParagraph8−2−1.НGENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−2−2.НTRANSFER OF CONTROL AND COMMUNICATIONS . . . . . . . . . . . . . . . .8−2−3.НAIR TRAFFIC SERVICES INTERFACILITY DATACOMMUNICATIONS (AIDC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page8−2−18−2−18−2−1Section 3.НLongitudinal Separation8−3−1.НAPPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−3−2.НSEPARATION METHODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−3−3.НMACH NUMBER TECHNIQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−3−18−3−18−3−2Section 4.НLateral Separation8−4−1.НAPPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−4−2.НSEPARATION METHODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−4−3.НREDUCTION OF ROUTE PROTECTED AIRSPACE . . . . . . . . . . . . . . . . . . .8−4−4.НTRACK SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−4−18−4−18−4−38−4−4Section 5.НOffshore/Oceanic TransitionProcedures8−5−1.НALTITUDE/FLIGHT LEVEL TRANSITION . . . . . . . . . . . . . . . . . . . . . . . . . . .8−5−2.НCOURSE DIVERGENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−5−3.НOPPOSITE DIRECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−5−4.НSAME DIRECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−5−18−5−18−5−18−5−2Section 6.НSeparation from <strong>Air</strong>space Reservations8−6−1.НTEMPORARY STATIONARY AIRSPACE RESERVATIONS . . . . . . . . . . . . . .8−6−2.НREFUSAL OF AVOIDANCE CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−6−3.НTEMPORARY MOVING AIRSPACE RESERVATIONS . . . . . . . . . . . . . . . . . .8−6−18−6−18−6−1Section 7.НNorth Atlantic ICAO Region8−7−1.НAPPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−7−2.НVERTICAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−7−3.НLONGITUDINAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−7−4.НLATERAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−7−5.НPROCEDURES FOR WEATHER DEVIATIONS IN NORTHATLANTIC (NAT) AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−7−18−7−18−7−18−7−18−7−2Section 8.НCaribbean ICAO Region8−8−1.НAPPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−8−2.НVERTICAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−8−3.НLONGITUDINAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−8−4.НLATERAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−8−5.НVFR CLIMB AND DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−8−18−8−18−8−18−8−28−8−2xviTable of Contents
8/5/04<strong>7110.65P</strong> CHG 1Section 9.НPacific ICAO RegionParagraph8−9−1.НAPPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−9−2.НVERTICAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−9−3.НLONGITUDINAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−9−4.НLATERAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−9−5.НCOMPOSITE SEPARATION MINIMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−9−6.НCOMPOSITE SEPARATION ALTITUDE ASSIGNMENT . . . . . . . . . . . . . . . .8−9−7.НCOMPOSITE SEPARATION APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . .8−9−8.НPROCEDURES FOR WEATHER DEVIATIONS AND OTHERCONTINGENCIES IN OCEANIC CONTROLLED AIRSPACE . . . . . . . . . .Page8−9−18−9−18−9−18−9−28−9−28−9−28−9−38−9−3Section 10.НNorth AmericanICAO Region− Arctic CTA8−10−1.НAPPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−10−2.НVERTICAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−10−3.НLONGITUDINAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−10−4.НLATERAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8−10−18−10−18−10−18−10−1Chapter 9.НSpecial FlightsSection 1.НGeneral9−1−1.НGENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−1−2.НSPECIAL HANDLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−1−3.НFLIGHT CHECK AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−1−19−1−19−1−1Section 2.НSpecial Interest Flights9−2−1.НGENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−2−2.НAPPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−2−3.НEMERGENCY OR UNSCHEDULED LANDINGS . . . . . . . . . . . . . . . . . . . . . .9−2−19−2−19−2−2Section 3.НSpecial Operations9−3−1.НAIRCRAFT CARRYING DANGEROUS MATERIALS . . . . . . . . . . . . . . . . . .9−3−2.НCELESTIAL NAVIGATION TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−3−3.НDEPARTMENT OF ENERGY (DOE) SPECIAL FLIGHTS . . . . . . . . . . . . . . .9−3−4.НEXPERIMENTAL AIRCRAFT OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . .9−3−5.НFAA RESEARCH AND DEVELOPMENT FLIGHTS . . . . . . . . . . . . . . . . . . . .9−3−6.НFLYNET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−3−7.НIFR MILITARY TRAINING ROUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−3−8.НINTERCEPTOR OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−3−9.НSPECIAL INTEREST SITES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−3−10.НLAND−BASED AIR DEFENSE IDENTIFICATION ZONE (ADIZ)ATC PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−3−11.НLAW ENFORCEMENT OPERATIONS BY CIVIL AND MILITARYORGANIZATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−3−12.НMILITARY AERIAL REFUELING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−3−13.НMILITARY OPERATIONS ABOVE FL600 . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−3−14.НMILITARY SPECIAL USE FREQUENCIES . . . . . . . . . . . . . . . . . . . . . . . . . . .9−3−19−3−19−3−19−3−29−3−29−3−29−3−29−3−49−3−49−3−49−3−49−3−59−3−79−3−7Table of Contentsxvii
<strong>7110.65P</strong> CHG 1 8/5/04Paragraph9−3−15.НAVOIDANCE OF AREAS OF NUCLEAR RADIATION . . . . . . . . . . . . . . . .9−3−16.НSAMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−3−17.НAWACS/NORAD SPECIAL FLIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−3−18.НWEATHER RECONNAISSANCE FLIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . .9−3−19.НEVASIVE ACTION MANEUVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−3−20.НNONSTANDARD FORMATION/CELL OPERATIONS . . . . . . . . . . . . . . . . .9−3−21.НOPEN SKIES TREATY AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page9−3−89−3−89−3−89−3−89−3−99−3−99−3−9Section 4.НSpecial Use and ATC Assigned <strong>Air</strong>space9−4−1.НAPPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−4−2.НSEPARATION MINIMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−4−3.НVFR-ON-TOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−4−4.НTRANSITING ACTIVE SUA/ATCAA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−4−19−4−19−4−19−4−2Section 5.НFuel Dumping9−5−1.НINFORMATION REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−5−2.НROUTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−5−3.НALTITUDE ASSIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−5−4.НSEPARATION MINIMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−5−5.НINFORMATION DISSEMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−5−19−5−19−5−19−5−19−5−1Section 6.НJettisoning of External Stores9−6−1.НJETTISONING OF EXTERNAL STORES. . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−6−1Section 7.НUnmanned Free Balloons9−7−1.НAPPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−7−2.НDERELICT BALLOONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−7−19−7−2Section 8.НParachute Operations9−8−1.НCOORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−8−2.НCLASS A, CLASS B, AND CLASS C AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . .9−8−3.НCLASS D AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−8−4.НOTHER CONTROL AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9−8−19−8−19−8−19−8−1Section 9.НUnidentified Flying Object (UFO) Reports9−9−1.НGENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Chapter 10.НEmergenciesSection 1.НGeneral9−9−110−1−1.НEMERGENCY DETERMINATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−1−2.НOBTAINING INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−1−3.НPROVIDING ASSISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−1−4.НRESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−1−110−1−110−1−110−1−1xviiiTable of Contents
2/17/05<strong>7110.65P</strong> CHG 2Paragraph10−1−5.НCOORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−1−6.НAIRPORT GROUND EMERGENCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−1−7.НINFLIGHT EMERGENCIES INVOLVING MILITARY FIGHTER-TYPEAIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page10−1−210−1−210−1−2Section 2.НEmergency Assistance10−2−1.НINFORMATION REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−2−2.НFREQUENCY CHANGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−2−3.НAIRCRAFT ORIENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−2−4.НALTITUDE CHANGE FOR IMPROVED RECEPTION . . . . . . . . . . . . . . . .10−2−5.НEMERGENCY SITUATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−2−6.НHIJACKED AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−2−7.НVFR AIRCRAFT IN WEATHER DIFFICULTY . . . . . . . . . . . . . . . . . . . . . . . .10−2−8.НRADAR ASSISTANCE TO VFR AIRCRAFT IN WEATHER DIFFICULTY10−2−9.НRADAR ASSISTANCE TECHNIQUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−2−10.НEMERGENCY LOCATOR TRANSMITTER (ELT) SIGNALS . . . . . . . . . .10−2−11.НAIRCRAFT BOMB THREATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−2−12.НEXPLOSIVE DETECTION K−9 TEAMS . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−2−13.НMANPADS ALERT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−2−14.НEMERGENCY AIRPORT RECOMMENDATION . . . . . . . . . . . . . . . . . . . .10−2−15.НGUIDANCE TO EMERGENCY AIRPORT . . . . . . . . . . . . . . . . . . . . . . . . . .10−2−16.НEMERGENCY OBSTRUCTION VIDEO MAP (EOVM) . . . . . . . . . . . . . . .10−2−17.НVOLCANIC ASH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−2−110−2−110−2−110−2−110−2−110−2−210−2−210−2−310−2−310−2−310−2−410−2−510−2−610−2−610−2−610−2−710−2−7Section 3.НOverdue <strong>Air</strong>craft10−3−1.НOVERDUE AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−3−2.НINFORMATION TO BE FORWARDED TO ARTCC . . . . . . . . . . . . . . . . . . .10−3−3.НINFORMATION TO BE FORWARDED TO RCC . . . . . . . . . . . . . . . . . . . . . .10−3−4.НALNOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−3−5.НRESPONSIBILITY TRANSFER TO RCC . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−3−6.НAIRCRAFT POSITION PLOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−3−7.НALNOT CANCELLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−3−110−3−110−3−110−3−210−3−210−3−210−3−2Section 4.Н<strong>Control</strong> Actions10−4−1.НTRAFFIC RESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−4−2.НLIGHTING REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−4−3.НTRAFFIC RESUMPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−4−4.НCOMMUNICATIONS FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−4−110−4−110−4−110−4−1Section 5.НMiscellaneous Operations10−5−1.НNAVY FLEET SUPPORT MISSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−5−2.НEXPLOSIVE CARGO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−5−110−5−1Table of Contentsxix
<strong>7110.65P</strong> CHG 2 2/17/05Section 6.НOceanic Emergency ProceduresParagraph10−6−1.НAPPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−6−2.НPHASES OF EMERGENCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−6−3.НALERTING SERVICE AND SPECIAL ASSISTANCE . . . . . . . . . . . . . . . . . . .10−6−4.НINFLIGHT CONTINGENCIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−6−5.НSERVICES TO RESCUE AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Page10−6−110−6−110−6−110−6−210−6−3Section 7.НGround Missile Emergencies10−7−1.НINFORMATION RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−7−2.НIFR AND SVFR MINIMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−7−3.НVFR MINIMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−7−4.НSMOKE COLUMN AVOIDANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−7−5.НEXTENDED NOTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10−7−110−7−110−7−110−7−110−7−1Chapter 11.Н<strong>Traffic</strong> Management ProceduresSection 1.НGeneral11−1−1.НDUTY RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11−1−2.НDUTIES AND RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11−1−111−1−1Chapter 12.НCanadian <strong>Air</strong>space ProceduresSection 1.НGeneral <strong>Control</strong>12−1−1.НAPPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12−1−2.НAIRSPACE CLASSIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12−1−3.НONE THOUSAND-ON-TOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12−1−4.НSEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12−1−5.НDEPARTURE CLEARANCE/COMMUNICATION FAILURE . . . . . . . . . . .12−1−6.НPARACHUTE JUMPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12−1−7.НSPECIAL VFR (SVFR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12−1−112−1−112−1−112−1−112−1−212−1−212−1−2Chapter 13.НDecision Support ToolsSection 1.НUser Request Evaluation Tool (URET) − En Route13−1−1.НDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13−1−2.НCONFLICT DETECTION AND RESOLUTION . . . . . . . . . . . . . . . . . . . . . . .13−1−3.НTRIAL PLANNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13−1−4.НURET−BASED CLEARANCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13−1−5.НTHE AIRCRAFT LIST (ACL) AND FLIGHT DATA MANAGEMENT . . . .13−1−6.НRECORDING OF CONTROL DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13−1−7.НACKNOWLEDGEMENT OF AUTOMATED NOTIFICATION . . . . . . . . . .13−1−8.НCURRENCY OF TRAJECTORY INFORMATION . . . . . . . . . . . . . . . . . . . . .13−1−9.НDELAY REPORTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13−1−10.НOVERDUE AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13−1−11.НUSE OF GRAPHICS PLAN DISPLAY (GPD) . . . . . . . . . . . . . . . . . . . . . . . . .13−1−12.НFORECAST WINDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13−1−13.НINTERFACILITY CONNECTIVITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13−1−14.НHOST OUTAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13−1−113−1−113−1−113−1−113−1−213−1−213−1−213−1−213−1−213−1−313−1−313−1−313−1−313−1−3xxTable of Contents
2/19/04<strong>7110.65P</strong>Section 2.НOcean21 − OceanicParagraph13−2−1.НDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13−2−2.НCONFLICT DETECTION AND RESOLUTION . . . . . . . . . . . . . . . . . . . . . . .13−2−3.НINFORMATION MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13−2−4.НCONTROLLER PILOT DATA LINK COMMUNICATIONS (CPDLC) . . . .13−2−5.НCOORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13−2−6.НTEAM RESPONSIBILITIES − MULTIPLE PERSON OPERATION . . . . . .Page13−2−113−2−113−2−213−2−313−2−413−2−4AppendicesAPPENDIXНA. AIRCRAFT INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .APPENDIXНB. AIRCRAFT INFORMATION HELICOPTERS/ROTORCRAFTS . . .APPENDIXНC. AIRCRAFT INFORMATION SPECIFICHOMEBUILT/EXPERIMENTAL AIRCRAFT . . . . . . . . . . . . . . . . . . .APPENDIXНD. STANDARD OPERATING PRACTICE (SOP) FOR THETRANSFER OF POSITION RESPONSIBILITY . . . . . . . . . . . . . . . . .PILOT/CONTROLLER GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFFICES OF PRIMARY INTEREST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A−1B−1C−1D−1PCG−1I−1OPI−1Table of Contentsxxi
2/19/04<strong>7110.65P</strong>Chapter 1. IntroductionSection 1. General1−1−1. PURPOSEThis order prescribes air traffic control proceduresand phraseology for use by persons providing airtraffic control services. <strong>Control</strong>lers are required to befamiliar <strong>with</strong> the provisions of this order that pertainto their operational responsibilities and to exercisetheir best judgment if they encounter situations thatare not covered by it.1−1−2. DISTRIBUTIONThis order is distributed to selected offices inWashington Headquarters, Regional Offices, theTechnical Center, and the Aeronautical Center. Also,copies are sent to all air traffic control facilities, allinternational aviation field offices, and the interestedaviation public.1−1−3. CANCELLATIONFAA <strong>Order</strong> 7110.65N, <strong>Air</strong> <strong>Traffic</strong> <strong>Control</strong>, datedFebruary 21, 2002, and all <strong>changes</strong> to it are canceled.1−1−4. EXPLANATION OF MAJOR CHANGESThe significant <strong>changes</strong> to this order are identified inthe Explanation of Changes page(s). It is advisable toretain the page(s) throughout the duration of the basicorder. If further information is desired, directquestions through the appropriate facility/region staffto the office shown in parentheses following thechange.1−1−5. EFFECTIVE DATEThis order is effective February 19, 2004.1−1−6. RECOMMENDATIONS FORPROCEDURAL CHANGESa. Personnel should submit recommended<strong>changes</strong> in procedures to facility management.b. Recommendations from other sources shouldbe submitted through appropriate FAA, military, orindustry/user channels to Headquarters, FAA,Director of <strong>Air</strong> <strong>Traffic</strong>, AAT−1, attention: ATP−100.1−1−7. PUBLICATION AND DELIVERY DATESa. This order and its <strong>changes</strong> are scheduled to bepublished according to TBL 1−1−1.Basic orChangeTBL 1−1−1Publications TimetableCutoff Date forSubmissionEffective Dateof Publication<strong>7110.65P</strong> Basic 8/7/03 2/19/04Change 1 2/19/04 8/5/04Change 2 8/5/04 2/17/05Change 3 2/17/05 8/4/057110.65R Basic 8/4/05 2/16/06b. If an FAA facility has not received theorder/<strong>changes</strong> at least 30 days before the aboveeffective dates, the facility shall notify its regionaldistribution officer.c. If a military facility has not received theorder/<strong>changes</strong> at least 30 days before the aboveeffective dates, the facility shall notify its appropriatemilitary headquarters. (See TBL 1−1−2.)MilitaryHeadquartersU.S. ArmyUSAASAU.S. <strong>Air</strong> ForceU.S. NavyCNO (N885F)TBL 1−1−2Military Distribution ContactsDSN656−4868224−2710Commercial(703) 806−4868Contact Local *NIMACustomer AccountRepresentative(703) 614−2710*NIMA−National Imagery and Mapping AgencyGeneral1−1−1
<strong>7110.65P</strong>2/19/041−1−8. PROCEDURAL LETTERS OFAGREEMENTProcedures/minima which are applied jointly orotherwise require the cooperation or concurrence ofmore than one facility/organization must be documentedin a letter of agreement. Letters of agreementonly supplement this order. Any minima they specifymust not be less than that specified herein unlessappropriate military authority has authorized applicationof reduced separation between military aircraft.REFERENCE−FAAO 7110.65, ATC Service, Para 2−1−1.FAAO 7210.3, Letters of Agreement, Para 4−3−1.1−1−9. CONSTRAINTS GOVERNINGSUPPLEMENTS AND PROCEDURALDEVIATIONSa. Exceptional or unusual requirements maydictate procedural deviations or supplementaryprocedures to this order. Prior to implementingsupplemental or any procedural deviation that altersthe level, quality, or degree of service, obtain priorapproval from the Director of <strong>Air</strong> <strong>Traffic</strong>, AAT−1.b. If military operations or facilities are involved,prior approval by the following appropriate headquartersis required for subsequent interface <strong>with</strong>FAA. (See TBL 1−1−3.)BranchU.S. NavyU.S. <strong>Air</strong> ForceU.S. ArmyTBL 1−1−3Military Operations Interface OfficesAddressCNOOffice of the Chief of NavalOperations (N885F)2000 The PentagonWashington, D.C. 20350−2000HQ AFFSA/XA1535 Command DriveSuite D302Andrews AFB, MD 20762−7002DirectorUSAASA (MOAS−AS)9325 Gunston Road, Suite N319Ft. Belvoir, VA 22060−5582NOTE−Terminal: Headquarters USAF has delegated to Major <strong>Air</strong>Command, Directors of Operations (MAJCOM/DOs)authority to reduce same runway separation standards formilitary aircraft. These are specified and approved byaffected ATC and user units. When applied, appropriateadvisories may be required; e.g., “(A/C call sign) continuestraight ahead on right side; F−16 landing behind on left.”“(A/C call sign) hold position on right side; F−5 behind onleft.”REFERENCE−FAAO 7110.65, Use of Active Runways, Para 3−1−3.1−1−2General
2/19/04<strong>7110.65P</strong>Section 2. Terms of Reference1−2−1. WORD MEANINGSAs used in this manual:a. Shall, or an action verb in the imperative sense,means a procedure is mandatory.EXAMPLE−The transferring controller shall forward this data to thereceiving controller.Issue an alternative clearance.Authorize the aircraft to taxi.Do not clear an aircraft to land on or takeoff from a closedrunway.b. Should means a procedure is recommended.c. May or need not means a procedure is optional.d. Will means futurity, not a requirement for theapplication of a procedure.e. Singular words include the plural.f. Plural words include the singular.g. <strong>Air</strong>craft means the airframe, crew members, orboth.h. Approved separation means separation inaccordance <strong>with</strong> the applicable minima in thismanual.i. Altitude means indicated altitude mean sea level(MSL), flight level (FL), or both.j. Miles means nautical miles unless otherwisespecified, and means statute miles in conjunction<strong>with</strong> visibility.k. Course, bearing, azimuth, heading, and winddirection information shall always be magneticunless specifically stated otherwise.l. Time when used for ATC operational activities,is the hour and the minute in Coordinated UniversalTime (UTC). Change to the next minute is made at theminute plus 30 seconds, except time checks are givento the nearest quarter minute.m. Runway means the runway used by aircraft,and in discussions of separation standards isapplicable to helipads <strong>with</strong> accompanying takeoff/landing courses. (See Pilot/<strong>Control</strong>ler Glossaryterm− Runway.)n. Flight operations in accordance <strong>with</strong> the optionsof due regard or operational obligates the authorizedstate aircraft commander to:1. Separate his/her aircraft from all other airtraffic; and2. Assure that an appropriate monitoring agencyassumes responsibility for search and rescue actions;and3. Operate under at least one of the followingconditions:(a) In visual meteorological conditions(VMC); or(b) Within radar surveillance and radiocommunications of a surface radar facility; or(c) Be equipped <strong>with</strong> airborne radar that issufficient to provide separation between his/heraircraft and any other aircraft he/she may becontrolling and other aircraft; or(d) Operate <strong>with</strong>in Class G airspace.(e) An understanding between the pilot andcontroller regarding the intent of the pilot and thestatus of the flight should be arrived at before theaircraft leaves ATC frequency.NOTE−1. A pilot’s use of the phrase “Going Tactical” does notindicate “Due Regard.” An understanding between thepilot and controller regarding the intent of the pilot and thestatus of the flight should be arrived at before the aircraftleaves air traffic control (ATC) frequency.2. The above conditions provide for a level of safetyequivalent to that normally given by International CivilAviation Organization (ICAO) ATC agencies and fulfillsU.S. Government obligations under Article 3 of theChicago Convention of 1944 (Reference (d)), whichstipulates there must be “due regard for the safety ofnavigation of civil aircraft” when flight is not beingconducted under ICAO flight procedures.o. CFR means Code of Federal Regulations.Terms of Reference1−2−1
<strong>7110.65P</strong> 2/19/04FIG 1−2−1Divergence1−2−2. COURSE DEFINITIONSThe following definitions shall be used in theapplication of the separation criteria in this order.NOTE−The term “protected airspace,” as used in this paragraph,is the airspace equal to one half the required applicablelateral separation on either side of an aircraft along itsprojected flight path. If the protected airspace of twoaircraft does not overlap, applicable lateral separation isensured.a. SAME COURSES are courses whose protectedairspaces are coincident, overlap, or intersect andwhose angular difference is less than 45 degrees.(See FIG 1−2−1.)b. CROSSING COURSES are intersecting courseswhose angular difference is 45 through 135 degreesinclusive. (See FIG 1−2−1.)c. OPPOSITE/RECIPROCAL COURSES arecourses whose protected airspaces are coincident,overlap, or intersect and whose angular difference isgreater than 135 degrees through 180 degreesinclusive. (See FIG 1−2−1.)1−2−3. NOTESStatements of fact, or of a prefatory or explanatorynature relating to directive material, are set forth asnotes.1−2−2Terms of Reference
2/17/05<strong>7110.65P</strong> CHG 21−2−4. REFERENCESAs used in this order, references direct attention to anadditional or supporting source of information suchas FAA, NWS, and other agencies’ orders, directives,notices, CFRs, and Advisory Circulars (ACs).1−2−5. ANNOTATIONSRevised, reprinted, or new pages are marked asfollows:a. The change number and the effective date areprinted on each revised or additional page.b. A page that does not require a change isreprinted in its original form.c. Bold vertical lines in the margin of changedpages indicate the location of substantive revisions tothe order. Bold vertical lines adjacent to the title of achapter, section, or paragraph means that extensive<strong>changes</strong> have been made to that chapter, section, orparagraph.d. Paragraphs/sections annotated <strong>with</strong> ENROUTE or TERMINAL are only to be applied by thedesignated type facility. When they are not sodesignated, the paragraphs/sections apply to bothtypes of facilities (en route and terminal).e. The annotation, USAF for the U.S. <strong>Air</strong> Force,USN for the U.S. Navy, and USA for the U.S. Armydenotes that the procedure immediately following theannotation applies only to the designated service.REFERENCE−FAAO 7110.65, Military Procedures, Para 2−1−12.f. WAKE TURBULENCE APPLICATION inserted<strong>with</strong>in a paragraph means that the remaininginformation in the paragraph requires the applicationof wake turbulence procedures.g. The annotation PHRASEOLOGY denotes theprescribed words and/or phrases to be used incommunications.NOTE−<strong>Control</strong>lers may, after first using the prescribedphraseology for a specific procedure, rephrase themessage to ensure the content is understood. Goodjudgement shall be exercised when using nonstandardphraseology.h. The annotation EXAMPLE provides a sample ofthe way the prescribed phraseology associated <strong>with</strong>the preceding paragraph(s) will be used. If thepreceding paragraph(s) does (do) not include specificprescribed phraseology, the EXAMPLE merelydenotes suggested words and/or phrases that may beused in communications.NOTE−The use of the exact text contained in an example notpreceded <strong>with</strong> specific prescribed phraseology is notmandatory. However, the words and/or phrases areexpected, to the extent practical, to approximate those usedin the example.1−2−6. ABBREVIATIONSAs used in this manual, the following abbreviationshave the meanings indicated. (See TBL 1−2−1.)AbbreviationAAR . . . . . . .AAT−1 . . . . .AC . . . . . . . .ACC . . . . . . .ACE−IDS . . .ACL . . . . . . .ACLS . . . . . .ADC . . . . . . .ADIZ . . . . . .ADS . . . . . . .ADS−B . . . . .ADS−C . . . . .AIDC . . . . . .AIM . . . . . . .AIRMET . . .ALERFA . . .ALNOT . . . .ALS . . . . . . .ALTRV . . . . .AMASS . . . .AMB . . . . . .TBL 1−2−1FAA <strong>Order</strong> 7110.65 AbbreviationsMeaning<strong>Air</strong>port acceptance rateDirector of <strong>Air</strong> <strong>Traffic</strong>Advisory CircularArea <strong>Control</strong> CenterASOS <strong>Control</strong>ler Equipment− InformationDisplay System<strong>Air</strong>craft listAutomatic Carrier Landing SystemAerospace Defense Command<strong>Air</strong> Defense Identification Zone (to bepronounced “AY DIZ”)Automatic Dependent SurveillanceAutomatic Dependent SurveillanceBroadcastAutomatic Dependent SurveillanceContractATS Interfacility Data CommunicationsAeronautical Information Manual<strong>Air</strong>men’s meteorological informationAlert phase code (Alerting Service)Alert noticeApproach Light SystemAltitude reservation<strong>Air</strong>port Movement Area Safety SystemAmbiguity−A disparity greater than 2 milesexists between the position declared for atarget by ATTS and another facility’scomputer declared position duringinterfacility handoffTerms of Reference1−2−3
<strong>7110.65P</strong> CHG 1 8/5/04AbbreviationAMVER . . . .ANG . . . . . . .APR . . . . . . .ARINC . . . . .ARIP . . . . . .ARS . . . . . . .ARSR . . . . . .ARTCC . . . . .ARTS . . . . . .ASD . . . . . . .ASDE . . . . . .ASDE−X . . .ASOS . . . . . .ASR . . . . . . .ATA . . . . . . .ATC . . . . . . .ATCAA . . . .ATCSCC . . . .ATIS . . . . . . .ATP . . . . . . .ATS . . . . . . .ATTS . . . . . .AWOS . . . . .BASE . . . . . .CA . . . . . . . .CARCAH . . .CARF . . . . . .CARTS . . . . .CAT . . . . . . .CDT . . . . . . .CENRAP . . .CEP . . . . . . .CERAP . . . . .CFR . . . . . . .CNS . . . . . . .CPDLC . . . . .CPME . . . . . .CTA . . . . . . .CTRD . . . . . .MeaningAutomated Mutual Assistance VesselRescue System<strong>Air</strong> National GuardATC preferred routeAeronautical Radio Incorporated<strong>Air</strong> refueling initial point<strong>Air</strong> <strong>Traffic</strong> System Requirements Service<strong>Air</strong> route surveillance radar<strong>Air</strong> Route <strong>Traffic</strong> <strong>Control</strong> CenterAutomated Radar Terminal System<strong>Air</strong>craft Situation Display<strong>Air</strong>port surface detection equipment<strong>Air</strong>port Surface Detection EquipmentSystem − Model XAutomated Surface Observing System<strong>Air</strong>port surveillance radar<strong>Air</strong> <strong>Traffic</strong> <strong>Air</strong>space Management Program<strong>Air</strong> traffic controlATC assigned airspace<strong>Air</strong> <strong>Traffic</strong> <strong>Control</strong> System CommandCenterAutomatic Terminal Information Service<strong>Air</strong> <strong>Traffic</strong> Planning and Procedures<strong>Air</strong> <strong>Traffic</strong> ServiceAutomated Terminal Tracking SystemsAutomated Weather Observing SystemCloud baseConflict AlertChief, Aerial ReconnaissanceCoordination, All HurricanesCentral Altitude Reservation FunctionCommon ARTSClear air turbulence<strong>Control</strong>led departure timeCenter Radar ARTS PresentationCentral East PacificCombined Center/RAPCONCode of Federal RegulationsContinuous<strong>Control</strong>ler Pilot Data LinkCommunicationsCalibration Performance MonitorEquipment<strong>Control</strong> AreaCertified Tower Radar DisplayAbbreviationCVFP . . . . . .CWA . . . . . . .DARC . . . . .DETRESFA .DF . . . . . . . .DH . . . . . . . .DME . . . . . . .DOE . . . . . . .DP . . . . . . . .DR . . . . . . . .DRT . . . . . . .DSR . . . . . . .DTM . . . . . . .DVFR . . . . . .DVRSN . . . .EA . . . . . . . .EDARC . . . .EDCT . . . . . .EFC . . . . . . .ELP . . . . . . .ELT . . . . . . . .EOS . . . . . . .EOVM . . . . .ERIDS . . . . .ETA . . . . . . .ETMS . . . . . .FAA . . . . . . .FAAO . . . . . .FANS . . . . . .FDIO . . . . . .FDP . . . . . . .FIR . . . . . . . .FL . . . . . . . . .FLIP . . . . . . .FLY . . . . . . .FMS . . . . . . .FMSP . . . . . .FSM . . . . . . .FSS . . . . . . . .GCA . . . . . . .GNSS . . . . . .GPD . . . . . . .GPS . . . . . . .MeaningCharted Visual Flight ProcedureCenter Weather AdvisoryDirect Access Radar ChannelDistress Phase code (Alerting Service)Direction finderDecision heightDistance measuring equipment compatible<strong>with</strong> TACANDepartment of EnergyInstrument Departure ProcedureDead reckoningDiversion recovery toolDisplay System ReplacementDigital Terrain MapDefense Visual Flight RulesDiversionElectronic AttackEnhanced Direct Access Radar ChannelExpect Departure Clearance TimeExpect further clearanceEmergency Landing PatternEmergency locator transmitterEnd ServiceEmergency obstruction video mapEn Route Information Display SystemEstimated time of arrivalEnhanced <strong>Traffic</strong> Management SystemFederal Aviation AdministrationFAA <strong>Order</strong>Future <strong>Air</strong> Navigation SystemFlight Data Input/OutputFlight data processingFlight Information RegionFlight levelFlight Information PublicationFly or flyingFlight Management SystemFlight Management System ProcedureFlight Schedule MonitorFlight Service StationGround controlled approachGlobal Navigation Satellite SystemGraphics Plan DisplayGlobal Positioning System1−2−4Terms of Reference
2/17/05<strong>7110.65P</strong> CHG 2AbbreviationGS . . . . . . . .HAR . . . . . . .HERT . . . . . .HF/RO . . . . .HIRL . . . . . .ICAO . . . . . .IDENT . . . . .IDS . . . . . . . .IFR . . . . . . . .IFSS . . . . . . .ILS . . . . . . . .INCERFA . . .INREQ . . . . .INS . . . . . . . .IR . . . . . . . . .IRU . . . . . . . .ITWS . . . . . .JATO . . . . . .LAHSO . . . .LOA . . . . . . .LLWAS . . . . .LLWAS NE .LLWAS−RS .LLWS . . . . . .L/MF . . . . . .LORAN . . . .LTD . . . . . . .Mach . . . . . .MALS . . . . .MALSR . . . .MAP . . . . . . .MARSA . . . .MCA . . . . . .MCI . . . . . . .MDA . . . . . .MDM . . . . . .MEA . . . . . . .MEARTS . . .METAR . . . .MIA . . . . . . .Ground stopMeaningHigh Altitude RedesignHost Embedded Route TextHigh Frequency/Radio OperatorHigh intensity runway lightsInternational Civil Aviation Organization<strong>Air</strong>craft identificationInformation Display SystemInstrument flight rulesInternational Flight Service StationInstrument Landing SystemUncertainty Phase code (Alerting Service)Information requestInertial Navigation SystemIFR military training routeInertial Reference UnitIntegrated Terminal Weather SystemJet assisted takeoffLand and Hold Short OperationsLetter of AgreementLow Level Wind Shear Alert SystemLow Level Wind Shear Alert SystemNetwork ExpansionLow Level Wind Shear Alert SystemRelocation/SustainmentLow Level Wind ShearLow/medium frequencyLong Range Navigation SystemAlong Track DistanceMach numberMedium Intensity Approach Light SystemMedium Approach Light System <strong>with</strong>runway alignment indicator lightsMissed approach pointMilitary authority assumes responsibilityfor separation of aircraftMinimum crossing altitudeMode C IntruderMinimum descent altitudeMain display monitorMinimum en route (IFR) altitudeMicro En Route Automated RadarTracking SystemAviation Routine Weather ReportMinimum IFR altitudeAbbreviationMIAWS . . . .MIRL . . . . . .MLS . . . . . . .MNPS . . . . . .MNT . . . . . . .MOA . . . . . .MOCA . . . . .MRA . . . . . .MSAW . . . . .MSL . . . . . . .MTI . . . . . . .MTR . . . . . . .MVA . . . . . . .NADIN . . . . .NAR . . . . . . .NAS . . . . . . .NAT . . . . . . .NBCAP . . . .NDB . . . . . . .NHOP . . . . . .NIDS . . . . . .NM . . . . . . . .NOAA . . . . .NOPAC . . . .NORAD . . . .NOS . . . . . . .NOTAM . . . .NRP . . . . . . .NRR . . . . . . .NRS . . . . . . .NTZ . . . . . . .NWS . . . . . . .NWSOP . . . .ODALS . . . .OID . . . . . . .ONER . . . . . .OS . . . . . . . .OTR . . . . . . .PAPI . . . . . . .MeaningMedium Intensity <strong>Air</strong>port Weather SystemMedium intensity runway lightsMicrowave Landing SystemMinimum Navigation PerformanceSpecificationMach Number TechniqueMilitary operations areaMinimum obstruction clearance altitudeMinimum reception altitudeMinimum Safe Altitude WarningMean sea levelMoving target indicatorMilitary training routeMinimum vectoring altitudeNational <strong>Air</strong>space Data InterchangeNetworkNational Automation RequestNational <strong>Air</strong>space SystemICAO North Atlantic RegionNational Beacon Code Allocation PlanNondirectional radio beaconNational Hurricane Operations PlanNational Institute for Discovery SciencesNautical mileNational Oceanic and AtmosphericAdministrationNorth PacificNorth American Aerospace DefenseCommandNational Ocean ServiceNotice to <strong>Air</strong>menNorth American Route ProgramNonrestrictive RouteNavigation Reference SystemNo transgression zoneNational Weather ServiceNational Winter Storm Operations PlanOmnidirectional Approach LightingSystemOperator Interface DeviceOceanic Navigational Error ReportOperations SupervisorOceanic transition routePrecision Approach Path IndicatorsTerms of Reference1−2−5
<strong>7110.65P</strong> CHG 2 2/17/05AbbreviationPAR . . . . . . .PAR . . . . . . .PBCT . . . . . .P/CG . . . . . . .PDAR . . . . . .PDC . . . . . . .PDR . . . . . . .PIDP . . . . . . .PPI . . . . . . . .PTP . . . . . . . .PVD . . . . . . .RA . . . . . . . .RDP . . . . . . .RAIL . . . . . .RAPCON . . .RATCF . . . . .RBS . . . . . . .RCC . . . . . . .RCLS . . . . . .RCR . . . . . . .RE . . . . . . . .REIL . . . . . . .RNAV . . . . . .RNP . . . . . . .RTQC . . . . . .RVR . . . . . . .RVSM . . . . . .RVV . . . . . . .SAR . . . . . . .SATCOM . . .SELCAL . . . .SFA . . . . . . . .SFO . . . . . . .SID . . . . . . . .SIGMET . . . .SPECI . . . . . .STAR . . . . . .STARS . . . . .STMC . . . . . .MeaningPrecision approach radarPreferred arrival routeProposed boundary crossing timePilot/<strong>Control</strong>ler GlossaryPreferential departure arrival routePre−Departure ClearancePreferential departure routeProgrammable indicator data processorPlan position indicatorPoint−to−pointPlan view displayRadar AssociateRadar data processingRunway alignment indicator lightsRadar Approach <strong>Control</strong> Facility (USAF)Radar <strong>Air</strong> <strong>Traffic</strong> <strong>Control</strong> Facility (USN)Radar bomb scoringRescue Coordination CenterRunway Centerline SystemRunway condition readingRecent (used to qualify weatherphenomena such as rain, e.g. recent rain =RERA)Runway end identifier lightsArea navigationRequired Navigation PerformanceReal−Time Quality <strong>Control</strong>Runway visual rangeReduced Vertical Separation MinimumRunway visibility valueSearch and rescueSatellite CommunicationSelective Calling SystemSingle frequency approachSimulated flameoutStandard Instrument DepartureSignificant meteorological informationNonroutine (Special) Aviation WeatherReportStandard terminal arrivalStandard Terminal AutomationReplacement SystemSupervisory <strong>Traffic</strong> ManagementCoordinatorAbbreviationSTMCIC . . . .STOL . . . . . .SURPIC . . . .SVFR . . . . . .TAA . . . . . . .TACAN . . . .TCAS . . . . . .TCAS . . . . . .TCDD . . . . . .TDLS . . . . . .TDW . . . . . .TDWR . . . . .TDZL . . . . . .TMC . . . . . . .TMU . . . . . . .TRACON . . .TRSA . . . . . .UFO . . . . . . .UHF . . . . . . .URET . . . . . .USA . . . . . . .USAF . . . . . .USN . . . . . . .UTC . . . . . . .UTM . . . . . . .UUA . . . . . . .VFR . . . . . . .VHF . . . . . . .VMC . . . . . .VNAV . . . . . .VOR . . . . . . .VOR/DME . .VORTAC . . .VR . . . . . . . .VSCS . . . . . .MeaningSupervisory <strong>Traffic</strong> ManagementCoordinator−in−chargeShort takeoff and landingSurface PictureSpecial Visual Flight RulesTerminal arrival areaTACAN UHF navigational aid(omnidirectional course and distanceinformation)<strong>Traffic</strong> Alert and Collision AvoidanceSystem<strong>Traffic</strong> Alert and Collision AvoidanceSystemTower cab digital displayTerminal Data Link SystemTower display workstationTerminal Doppler Weather RadarTouchdown Zone Light System<strong>Traffic</strong> Management Coordinator<strong>Traffic</strong> Management UnitTerminal Radar Approach <strong>Control</strong>Terminal radar service areaUnidentified flying objectUltra high frequencyUser request evaluation toolUnited States ArmyUnited States <strong>Air</strong> ForceUnited States NavyCoordinated universal timeUnsuccessful transmission messageUrgent pilot weather reportVisual flight rulesVery high frequencyVisual meteorological conditionsVertical NavigationVHF navigational aid (omnidirectionalcourse information)Collocated VOR and DME navigationalaids (VHF course and UHF distanceinformation)Collocated VOR and TACAN navigationaids (VHF and UHF course and UHFdistance information)VFR military training routeVoice Switching and <strong>Control</strong> System1−2−6Terms of Reference
2/17/05<strong>7110.65P</strong> CHG 2AbbreviationMeaningWAAS . . . . . Wide Area Augmentation SystemWARP . . . . . Weather and Radar ProcessingWATRS . . . . . West Atlantic Route SystemWSO . . . . . . Weather Service OfficeWSP . . . . . . . Weather System ProcessorWST . . . . . . . Convective SIGMETTerms of Reference1−2−7
2/19/04<strong>7110.65P</strong>Chapter 2. General <strong>Control</strong>Section 1. General2−1−1. ATC SERVICEThe primary purpose of the ATC system is to preventa collision between aircraft operating in the systemand to organize and expedite the flow of traffic. Inaddition to its primary function, the ATC system hasthe capability to provide (<strong>with</strong> certain limitations)additional services. The ability to provide additionalservices is limited by many factors, such as thevolume of traffic, frequency congestion, quality ofradar, controller workload, higher priority duties, andthe pure physical inability to scan and detect thosesituations that fall in this category. It is recognizedthat these services cannot be provided in cases inwhich the provision of services is precluded by theabove factors. Consistent <strong>with</strong> the aforementionedconditions, controllers shall provide additionalservice procedures to the extent permitted by higherpriority duties and other circumstances. Theprovision of additional services is not optional on thepart of the controller, but rather is required when thework situation permits. Provide air traffic controlservice in accordance <strong>with</strong> the procedures andminima in this order except when:a. A deviation is necessary to conform <strong>with</strong> ICAODocuments, National Rules of the <strong>Air</strong>, or specialagreements where the U.S. provides air traffic controlservice in airspace outside the U.S. and itspossessions or:NOTE−Pilots are required to abide by CFRs or other applicableregulations regardless of the application of any procedureor minima in this order.b. Other procedures/minima are prescribed in aletter of agreement, FAA directive, or a militarydocument, or:NOTE−These procedures may include altitude reservations, airrefueling, fighter interceptor operations, law enforcement,etc.REFERENCE−FAAO 7110.65, Procedural Letters of Agreement, Para 1−1−8.c. A deviation is necessary to assist an aircraftwhen an emergency has been declared.REFERENCE−FAAO 7110.65, Safety Alert, Para 2−1−6.FAAO 7110.65, Emergencies, Chapter 10FAAO 7110.65, Merging Target Procedures, Para 5−1−8.2−1−2. DUTY PRIORITYa. Give first priority to separating aircraft andissuing safety alerts as required in this order. Goodjudgment shall be used in prioritizing all otherprovisions of this order based on the requirements ofthe situation at hand.REFERENCE−FAAO 7110.65, Safety Alert, Para 2−1−6.NOTE−Because there are many variables involved, it is virtuallyimpossible to develop a standard list of duty priorities thatwould apply uniformly to every conceivable situation.Each set of circumstances must be evaluated on its ownmerit, and when more than one action is required,controllers shall exercise their best judgment based on thefacts and circumstances known to them. That action whichis most critical from a safety standpoint is performed first.b. Provide additional services to the extentpossible, contingent only upon higher priority dutiesand other factors including limitations of radar,volume of traffic, frequency congestion, andworkload.2−1−3. PROCEDURAL PREFERENCEa. Use automation procedures in preference tononautomation procedures when workload, communications,and equipment capabilities permit.b. Use radar separation in preference to nonradarseparation when it will be to an operational advantageand workload, communications, and equipmentpermit.c. Use nonradar separation in preference to radarseparation when the situation dictates that anoperational advantage will be gained.NOTE−One situation may be where vertical separation wouldpreclude excessive vectoring.General2−1−1
<strong>7110.65P</strong> CHG 1 8/5/042−1−4. OPERATIONAL PRIORITYProvide air traffic control service to aircraft on a “firstcome, first served” basis as circumstances permit,except the following:NOTE−It is solely the pilot’s prerogative to cancel an IFR flightplan. However, a pilot’s retention of an IFR flight plan doesnot afford priority over VFR aircraft. For example, thisdoes not preclude the requirement for the pilot of anarriving IFR aircraft to adjust his/her flight path, asnecessary, to enter a traffic pattern in sequence <strong>with</strong>arriving VFR aircraft.a. An aircraft in distress has the right of way overall other air traffic.REFERENCE−14 CFR Section 91.113(c).b. Provide priority to civilian air ambulanceflights “LIFEGUARD.” <strong>Air</strong> carrier/taxi usage of the“LIFEGUARD” call sign, indicates that operationalpriority is requested. When verbally requested,provide priority to military air evacuation flights(AIR EVAC, MED EVAC) and scheduled aircarrier/air taxi flights. Assist the pilots of airambulance/evacuation aircraft to avoid areas ofsignificant weather and turbulent conditions. Whenrequested by a pilot, provide notifications to expediteground handling of patients, vital organs, or urgentlyneeded medical materials.NOTE−It is recognized that heavy traffic flow may affect thecontroller’s ability to provide priority handling. However,<strong>with</strong>out compromising safety, good judgement shall beused in each situation to facilitate the most expeditiousmovement of a lifeguard aircraft.c. Provide maximum assistance to SAR aircraftperforming a SAR mission.REFERENCE−FAAO 7110.65, Providing Assistance, Para 10−1−3.d. Expedite the movement of presidential aircraftand entourage and any rescue support aircraft as wellas related control messages when traffic conditionsand communications facilities permit.NOTE−As used herein the terms presidential aircraft andentourage include aircraft and entourage of the President,Vice President, or other public figures when designated bythe White House.REFERENCE−FAAO 7110.65, <strong>Air</strong>craft Identification, Para 2−4−20.FAAO 7110.65, Departure Clearances, Para 4−3−2.FAAO 7210.3, Advance Coordination, Para 5−1−1.e. Provide special handling, as required toexpedite Flight Check aircraft.NOTE−It is recognized that unexpected wind conditions, weather,or heavy traffic flows may affect controller’s ability toprovide priority or special handling at the specific timerequested.REFERENCE−FAAO 7110.65, Flight Check <strong>Air</strong>craft, Para 9−1−3.f. Expedite movement of NIGHT WATCH aircraftwhen NAOC (pronounced NA−YOCK) is indicatedin the remarks section of the flight plan or inair/ground communications.NOTE−The term “NAOC” will not be a part of the call sign but maybe used when the aircraft is airborne to indicate a requestfor special handling.REFERENCE−FAAO 7610.4, Applications, Para 12−1−1.g. Provide expeditious handling for any civil ormilitary aircraft using the code name “FLYNET.”REFERENCE−FAAO 7110.65, FLYNET, Para 9−3−6.FAAO 7610.4, “FLYNET” Flights, Nuclear Emergency Teams,Para 12−4−1.h. Provide expeditious handling of aircraft usingthe code name “Garden Plot” only when CARFnotifies you that such priority is authorized. Refer anyquestions regarding flight procedures to CARF forresolution.NOTE−Garden Plot flights require priority movement and arecoordinated by the military <strong>with</strong> CARF. State authority willcontact the Regional Administrator to arrange for priorityof National Guard troop movements <strong>with</strong>in a particularstate.i. Provide special handling for USAF aircraftengaged in aerial sampling missions using the codename “SAMP.”REFERENCE−FAAO 7110.65, SAMP, Para 9−3−16.FAAO 7210.3, Atmosphere Sampling For Nuclear Contamination,Para 5−3−4.FAAO 7610.4, Atmospheric Sampling For Nuclear Contamination,Para 12−4−3.j. Provide maximum assistance to expedite themovement of interceptor aircraft on active air defensemissions until the unknown aircraft is identified.2−1−2General
8/5/04<strong>7110.65P</strong> CHG 1k. Expedite movement of Special <strong>Air</strong> Missionaircraft when SCOOT is indicated in the remarkssection of the flight plan or in air/groundcommunications.NOTE−The term “SCOOT” will not be part of the call sign but maybe used when the aircraft is airborne to indicate a requestfor special handling.REFERENCE−FAAO 7110.65, Law Enforcement Operations by Civil and MilitaryOrganizations, Para 9−3−1.FAAO 7610.4, Applications, Para 12−7−1.l. When requested, provide priority handling toTEAL and NOAA mission aircraft.NOTE−Priority handling may be requested by the pilot, or viatelephone from CARCAH or the 53rd Weather ReconnaissanceSquadron (53WRS) operations center personnel, orin the remarks section of the flight plan.REFERENCE−FAAO 7110.65, Weather Reconnaissance Flights, Para 9−3−18.m. IFR aircraft shall have priority over SVFRaircraft.REFERENCE−FAAO 7110.65, Chapter 7, Section 5, Special VFR (SVFR).n. Providing priority and special handling toexpedite the movement of OPEN SKIES observationand demonstration flights.NOTE−An OPEN SKIES aircraft has priority over all “regular”air traffic. “Regular” is defined as all aircraft traffic otherthan:1. Emergencies.2. <strong>Air</strong>craft directly involved in presidential movement.3. Forces or activities in actual combat.4. Lifeguard, MED EVAC, AIR EVAC and active SARmissions.REFERENCE−FAAO 7110.65 OPEN SKIES Treaty <strong>Air</strong>craft, Para 9−3−21.FAAO 7210.3, OPEN SKIES Treaty <strong>Air</strong>craft, Para 5−3−7.Treaty on OPEN SKIES, Treaty Document, 102−37.o. <strong>Air</strong>craft operating under the North AmericanRoute Program (NRP) and in airspace identified inthe High Altitude Redesign (HAR) program, are notsubject to route limiting restrictions (e.g., publishedpreferred IFR routes, letter of agreement requirements,standard operating procedures).REFERENCE−FAAO 7110.65, En Route Data Entries, Para 2−3−2.FAAO 7110.65, North American Route Program (NRP) Information,Para 2−2−15.FAAO 7110.65, Route or Altitude Amendments, Para 4−2−5.FAAO 7210.3, Chapter 17, Section 17, North American Route Program.p. If able, provide priority handling to divertedflights. Priority handling may be requested via use of“DVRSN” in the remarks section of the flight plan orby the flight being placed on the Diversion RecoveryTool (DRT).REFERENCE−FAAO 7210.3, Diversion Recovery, Para 17−4−5.2−1−5. EXPEDITIOUS COMPLIANCEa. Use the word “immediately” only whenexpeditious compliance is required to avoid animminent situation.b. Use the word “expedite” only when promptcompliance is required to avoid the development ofan imminent situation. If an “expedite” climb ordescent clearance is issued by ATC, and subsequentlythe altitude to maintain is changed or restated <strong>with</strong>outan expedite instruction, the expedite instruction iscanceled.c. In either case, if time permits, include the reasonfor this action.2−1−6. SAFETY ALERTIssue a safety alert to an aircraft if you are aware theaircraft is in a position/altitude which, in yourjudgment, places it in unsafe proximity to terrain,obstructions, or other aircraft. Once the pilot informsyou action is being taken to resolve the situation, youmay discontinue the issuance of further alerts. Do notassume that because someone else has responsibilityfor the aircraft that the unsafe situation has beenobserved and the safety alert issued; inform theappropriate controller.If a TRACON has given control of an aircraft to oneof its remote towers, and the tower has aural andvisual MSAW alert capability, the TRACON does nothave to inform the tower controller if an alert isobserved for that aircraft when it is <strong>with</strong>in the remotetower’s aural alarm area.NOTE−1. The issuance of a safety alert is a first priority (seepara 2−1−2, Duty Priority) once the controller observesand recognizes a situation of unsafe aircraft proximity toterrain, obstacles, or other aircraft. Conditions, such asworkload, traffic volume, the quality/limitations of theradar system, and the available lead time to react arefactors in determining whether it is reasonable for thecontroller to observe and recognize such situations. Whilea controller cannot see immediately the development ofevery situation where a safety alert must be issued, theGeneral2−1−3
<strong>7110.65P</strong> 2/19/04controller must remain vigilant for such situations andissue a safety alert when the situation is recognized.2. Recognition of situations of unsafe proximity may resultfrom MSAW/E−MSAW/LAAS, automatic altitude readouts,Conflict/Mode C Intruder Alert, observations on a PARscope, or pilot reports.3. Once the alert is issued, it is solely the pilot’sprerogative to determine what course of action, if any, willbe taken.a. Terrain/Obstruction Alert. Immediately issue/initiate an alert to an aircraft if you are aware theaircraft is at an altitude which, in your judgment,places it in unsafe proximity to terrain/obstructions.Issue the alert as follows:PHRASEOLOGY−(Identification) LOW ALTITUDE ALERT,CHECK YOUR ALTITUDE IMMEDIATELY.THE (as appropriate) MEA/MVA/MOCA/MIA IN YOURAREA IS (altitude),or if an aircraft is past the final approach fix(nonprecision approach),or the outer marker,or the fix used in lieu of the outer marker (precisionapproach),and, if known, issueTHE (as appropriate) MDA/DH IS (altitude).b. <strong>Air</strong>craft Conflict/Mode C Intruder Alert.Immediately issue/initiate an alert to an aircraft if youare aware of another aircraft at an altitude which youbelieve places them in unsafe proximity. If feasible,offer the pilot an alternate course of action.c. When an alternate course of action is given, endthe transmission <strong>with</strong> the word “immediately.”PHRASEOLOGY−TRAFFIC ALERT (call sign) (position of aircraft) ADVISEYOU TURN LEFT/RIGHT (heading),and/orCLIMB/DESCEND (specific altitude if appropriate)IMMEDIATELY.REFERENCE−FAAO 7110.65, Conflict Alert (CA) and Mode C Intruder (MCI) Alert,Para 5−14−1.FAAO 7110.65, En Route Minimum Safe Altitude Warning (E−MSAW),Para 5−14−2.FAAO 7110.65, CA/MCI, Para 5−15−6.FAAO 7110.65, Altitude Filters, Para 5−2−23.2−1−7. INFLIGHT EQUIPMENT MALFUNCTIONSa. When a pilot reports an inflight equipmentmalfunction, determine the nature and extent of anyspecial handling desired.NOTE−Inflight equipment malfunctions include partial orcomplete failure of equipment which may affect eithersafety and/or the ability of the flight to proceed under IFRin the ATC system. <strong>Control</strong>lers may expect reports frompilots regarding VOR, TACAN, ADF, GPS, or lowfrequency navigation receivers, impairment of air-groundcommunications capability, or other equipment deemedappropriate by the pilot (e.g. airborne weather radar).Pilots should communicate the nature and extent of anyassistance desired from ATC.b. Provide the maximum assistance possibleconsistent <strong>with</strong> equipment, workload, and any specialhandling requested.c. Relay to other controllers or facilities who willsubsequently handle the aircraft, all pertinent detailsconcerning the aircraft and any special handlingrequired or being provided.2−1−8. MINIMUM FUELIf an aircraft declares a state of “minimum fuel,”inform any facility to whom control jurisdiction istransferred of the minimum fuel problem and be alertfor any occurrence which might delay the aircraft enroute.NOTE−Use of the term “minimum fuel” indicates recognition bya pilot that his/her fuel supply has reached a state where,upon reaching destination, he/she cannot accept any unduedelay. This is not an emergency situation but merely anadvisory that indicates an emergency situation is possibleshould any undue delay occur. A minimum fuel advisorydoes not imply a need for traffic priority. Common senseand good judgment will determine the extent of assistanceto be given in minimum fuel situations. If, at any time, theremaining usable fuel supply suggests the need for trafficpriority to ensure a safe landing, the pilot should declarean emergency and report fuel remaining in minutes.2−1−4General
2/19/04<strong>7110.65P</strong>2−1−9. REPORTING ESSENTIAL FLIGHTINFORMATIONReport as soon as possible to the appropriate FSS,airport manager’s office, ARTCC, approach controlfacility, operations office, or military operationsoffice any information concerning components of theNAS or any flight conditions which may have anadverse effect on air safety.NOTE−FSSs are responsible for classifying and disseminatingNotices to <strong>Air</strong>men.REFERENCE−FAAO 7110.65, Timely Information, Para 3−3−3.FAAO 7110.65, Service Limitations, Para 5−1−6.FAAO 7210.3, Periodic Maintenance, Para 3−1−2.USN, See OPNAVINST 3721.30.2−1−10. NAVAID MALFUNCTIONSa. When an aircraft reports a ground−basedNAVAID malfunction, take the following actions:1. Request a report from a second aircraft.2. If the second aircraft reports normaloperations, continue use and inform the first aircraft.Record the incident on FAA Form 7230−4 orappropriate military form.3. If the second aircraft confirms the malfunctionor in the absence of a second aircraft report,activate the standby equipment or request the monitorfacility to activate.4. If normal operation is reported after thestandby equipment is activated, continue use, recordthe incident on FAA Form 7230−4 or appropriatemilitary form, and notify <strong>Air</strong>way Facilities (AF)personnel (the Systems Engineer of the ARTCCwhen an en route aid is involved).5. If continued malfunction is reported after thestandby equipment is activated or the standbyequipment cannot be activated, inform AF personneland request advice on whether or not the aid shouldbe shut down. In the absence of a second aircraftreport, advise the AF personnel of the time of theinitial aircraft report and the estimated time a secondaircraft report could be obtained.b. When an aircraft reports a GPS anomaly,request the following information and/or take thefollowing actions:1. Record the following minimum information:(a) <strong>Air</strong>craft call sign and type.(b) Location.(c) Altitude.(d) Date/time of occurrence.2. Record the incident on FAA Form 7230−4 orappropriate military form.3. Broadcast the anomaly report to other aircraftas necessary.PHRASEOLOGY−ATTENTION ALL AIRCRAFT, GPS REPORTEDUNRELIABLE IN VICINITY/AREA (position).EXAMPLE−“Attention all aircraft, GPS reported unreliable in the area30 miles south of Waco VOR.”c. When an aircraft reports a Wide AreaAugmentation System (WAAS) anomaly, request thefollowing information and/or take the followingactions:1. Determine if the pilot has lost all WAASservice.PHRASEOLOGY−ARE YOU RECEIVING ANY WAAS SERVICE?2. If the pilot reports receipt of any WAASservice, acknowledge the report and continue normaloperations.3. If the pilot reports loss of all WAAS service,report as a GPS anomaly using procedures insubpara 2−1−10b.2−1−11. USE OF MARSAa. MARSA may only be applied to militaryoperations specified in a letter of agreement or otherappropriate FAA or military document.NOTE−Application of MARSA is a military command prerogative.It will not be invoked indiscriminately by individual unitsor pilots. It will be used only for IFR operations requiringits use. Commands authorizing MARSA will ensure that itsimplementation and terms of use are documented andcoordinated <strong>with</strong> the control agency having jurisdictionover the area in which the operations are conducted. Termsof use will assign responsibility and provide for separationamong participating aircraft.b. ATC facilities do not invoke or deny MARSA.Their sole responsibility concerning the use ofMARSA is to provide separation between militaryaircraft engaged in MARSA operations and othernonparticipating IFR aircraft.General2−1−5
<strong>7110.65P</strong> CHG 1 8/5/04c. DOD shall ensure that military pilots requestingspecial-use airspace/ATCAAs have coordinated <strong>with</strong>the scheduling agency, have obtained approval forentry, and are familiar <strong>with</strong> the appropriate MARSAprocedures. ATC is not responsible for determiningwhich military aircraft are authorized to enterspecial-use airspace/ATCAAs.REFERENCE−FAAO 7110.65, Military Aerial Refueling, Para 9−3−12.2−1−12. MILITARY PROCEDURESMilitary procedures in the form of additions,modifications, and exceptions to the basic FAAprocedure are prescribed herein when a commonprocedure has not been attained or to fulfill a specificrequirement. They shall be applied by:a. ATC facilities operated by that military service.EXAMPLE−1. An <strong>Air</strong> Force facility providing service for an <strong>Air</strong> Forcebase would apply USAF procedures to all traffic regardlessof class.2. A Navy facility providing service for a Naval <strong>Air</strong> Stationwould apply USN procedures to all traffic regardless ofclass.b. ATC facilities, regardless of their parentorganization (FAA, USAF, USN, USA), supportinga designated military airport exclusively. Thisdesignation determines which military proceduresare to be applied.EXAMPLE−1. An FAA facility supports a USAF base exclusively;USAF procedures are applied to all traffic at that base.2. An FAA facility provides approach control service for aNaval <strong>Air</strong> Station as well as supporting a civil airport;basic FAA procedures are applied at both locations by theFAA facility.3. A USAF facility supports a USAF base and providesapproach control service to a satellite civilian airport;USAF procedures are applied at both locations by theUSAF facility.REFERENCE−FAAO 7110.65, Annotations, Para 1−2−5.c. Other ATC facilities when specified in a letter ofagreement.EXAMPLE−A USAF unit is using a civil airport supported by an FAAfacility− USAF procedures will be applied as specified ina letter of agreement between the unit and the FAA facilityto the aircraft of the USAF unit. Basic FAA procedures willbe applied to all other aircraft.2−1−13. FORMATION FLIGHTS<strong>Control</strong> formation flights as a single aircraft. Whenindividual control is requested, issue advisoryinformation which will assist the pilots in attainingseparation. When pilot reports indicate separation hasbeen established, issue control instructions asrequired.NOTE−1. Separation responsibility between aircraft <strong>with</strong>in theformation during transition to individual control rests <strong>with</strong>the pilots concerned until standard separation has beenattained.2. Formation join-up and breakaway will be conducted inVFR weather conditions unless prior authorization hasbeen obtained from ATC or individual control has beenapproved.REFERENCE−FAAO 7110.65, Additional Separation for Formation Flights,Para 5−5−8.P/CG Term− Formation Flight.2−1−14. COORDINATE USE OF AIRSPACEa. Ensure that the necessary coordination has beenaccomplished before you allow an aircraft under yourcontrol to enter another controller’s area ofjurisdiction.b. Before you issue control instructions directly orrelay through another source to an aircraft which is<strong>with</strong>in another controller’s area of jurisdiction thatwill change that aircraft’s heading, route, speed, oraltitude, ensure that coordination has been accomplished<strong>with</strong> each of the controllers listed belowwhose area of jurisdiction is affected by thoseinstructions unless otherwise specified by a letter ofagreement or a facility directive:1. The controller <strong>with</strong>in whose area of jurisdictionthe control instructions will be issued.2. The controller receiving the transfer ofcontrol.3. Any intervening controller(s) through whosearea of jurisdiction the aircraft will pass.2−1−6General
2/19/04<strong>7110.65P</strong>c. If you issue control instructions to an aircraftthrough a source other than another controller (e.g.,ARINC, FSS, another pilot) ensure that the necessarycoordination has been accomplished <strong>with</strong> anycontrollers listed in subparas b1, 2, and 3, whose areaof jurisdiction is affected by those instructions unlessotherwise specified by a letter of agreement or afacility directive.REFERENCE−FAAO 7110.65, <strong>Control</strong> Transfer, Para 2−1−15.FAAO 7110.65, Adjacent <strong>Air</strong>space, Para 5−5−10.FAAO 7110.65, Transferring <strong>Control</strong>ler Handoff, Para 5−4−5.FAAO 7110.65, Receiving <strong>Control</strong>ler Handoff, Para 5−4−6.2−1−15. CONTROL TRANSFERa. Transfer control of an aircraft in accordance<strong>with</strong> the following conditions:1. At a prescribed or coordinated location, time,fix, or altitude; or,2. At the time a radar handoff and frequencychange to the receiving controller have beencompleted and when authorized by a facility directiveor letter of agreement which specifies the type andextent of control that is transferred.REFERENCE−FAAO 7110.65, Coordinate Use of <strong>Air</strong>space, Para 2−1−14.FAAO 7110.65, Transferring <strong>Control</strong>ler Handoff, Para 5−4−5.FAAO 7110.65, Receiving <strong>Control</strong>ler Handoff, Para 5−4−6.b. Transfer control of an aircraft only aftereliminating any potential conflict <strong>with</strong> other aircraftfor which you have separation responsibility.c. Assume control of an aircraft only after it is inyour area of jurisdiction unless specifically coordinatedor as specified by letter of agreement or afacility directive.2−1−16. SURFACE AREASa. Coordinate <strong>with</strong> the appropriate nonapproachcontrol tower on an individual aircraft basis beforeissuing a clearance which would require flight <strong>with</strong>ina surface area for which the tower has responsibilityunless otherwise specified in a letter of agreement.REFERENCE−FAAO 7210.3, Letters of Agreement, Para 4−3−1.14 CFR Section 91.127, Operating on or in the Vicinity of an <strong>Air</strong>port inClass E <strong>Air</strong>space.P/CG Term− Surface Area.b. Coordinate <strong>with</strong> the appropriate control towerfor transit authorization when you are providing radartraffic advisory service to an aircraft that will enteranother facility’s airspace.NOTE−The pilot is not expected to obtain his/her ownauthorization through each area when in contact <strong>with</strong> aradar facility.c. Transfer communications to the appropriatefacility, if required, prior to operation <strong>with</strong>in a surfacearea for which the tower has responsibility.REFERENCE−FAAO 7110.65, Radio Communications Transfer, Para 2−1−17.FAAO 7110.65, Surface Area Restrictions, Para 3−1−1.FAAO 7110.65, Application, Para 7−6−1.14 CFR Section 91.129, Operations in Class D <strong>Air</strong>space.2−1−17. RADIO COMMUNICATIONS TRANSFERa. Transfer radio communications before anaircraft enters the receiving controller’s area ofjurisdiction unless otherwise coordinated or specifiedby a letter of agreement or a facility directive.b. Transfer radio communications by specifyingthe following:NOTE−Radio communications transfer procedures may bespecified by a letter of agreement or contained in the routedescription of an MTR as published in the DOD PlanningAP/1B (AP/3).1. The facility name or location name andterminal function to be contacted. TERMINAL: Omitthe location name when transferring communicationsto another controller <strong>with</strong>in your facility; exceptwhen instructing the aircraft to change frequency forfinal approach guidance include the name of thefacility.2. Frequency to use except the following may beomitted:(a) FSS frequency.(b) Departure frequency if previously givenor published on a DP chart for the procedure issued.(c) TERMINAL:(1) Ground or local control frequency if inyour opinion the pilot knows which frequency is inuse.(2) The numbers preceding the decimalpoint if the ground control frequency is in the 121MHz bandwidth.General2−1−7
<strong>7110.65P</strong> 2/19/04EXAMPLE−“Contact Tower.”“Contact Ground.”“Contact Ground Point Seven.”“Contact Ground, One Two Zero Point Eight.”“Contact Huntington Radio.”“Contact Departure.”“Contact Los Angeles Center, One Two Three Point Four.”3. Time, fix, altitude, or specifically when tocontact a facility. You may omit this whencompliance is expected upon receipt.NOTE−AIM, para 5−3−1, ARTCC Communications, informs pilotsthat they are expected to maintain a listening watch on thetransferring controller’s frequency until the time, fix, oraltitude specified.PHRASEOLOGY−CONTACT (facility name or location name and terminalfunction), (frequency).If required,AT (time, fix, or altitude).c. In situations where an operational advantagewill be gained, and following coordination <strong>with</strong> thereceiving controller, you may instruct aircraft on theground to monitor the receiving controller’sfrequency.EXAMPLE−“Monitor Tower.”“Monitor Ground.”“Monitor Ground Point Seven.”“Monitor Ground, One Two Zero Point Eight.”d. In situations where a sector has multiplefrequencies or when sectors are combined usingmultiple frequencies and the aircraft will remainunder your jurisdiction, transfer radio communicationby specifying the following:PHRASEOLOGY−(Identification) CHANGE TO MY FREQUENCY (statefrequency).EXAMPLE−“United two twenty-two change to my frequency one twothree point four.”REFERENCE−AIM, Contact Procedures, Para 4−2−3.e. Avoid issuing a frequency change to helicoptersknown to be single-piloted during air-taxiing,hovering, or low-level flight. Whenever possible,relay necessary control instructions until the pilot isable to change frequency.NOTE−Most light helicopters are flown by one pilot and requirethe constant use of both hands and feet to maintain control.Although Flight <strong>Control</strong> Friction Devices assist the pilot,changing frequency near the ground could result ininadvertent ground contact and consequent loss of control.Pilots are expected to advise ATC of their single-pilotstatus if unable to comply <strong>with</strong> a frequency change.REFERENCE−AIM, Communications, Para 4−3−14.f. In situations where the controller does not wantthe pilot to change frequency but the pilot is expectingor may want a frequency change, use the followingphraseology.PHRASEOLOGY−REMAIN THIS FREQUENCY.REFERENCE−FAAO 7110.65, Clearance Information, Para 4−7−1.FAAO 7110.65, Communication Transfer, Para 5−12−9.2−1−18. OPERATIONAL REQUESTSRespond to a request from another controller, a pilotor vehicle operator by one of the following verbalmeans:a. Restate the request in complete or abbreviatedterms followed by the word “APPROVED.” Thephraseology “APPROVED AS REQUESTED” maybe substituted in lieu of a lengthy readback.PHRASEOLOGY−(Requested operation) APPROVED.orAPPROVED AS REQUESTED.b. State restrictions followed by the word“APPROVED.”PHRASEOLOGY−(Restriction and/or additional instructions, requestedoperation) APPROVED.c. State the word “UNABLE” and, time permitting,a reason.PHRASEOLOGY−UNABLE (requested operation).and when necessary,(reason and/or additional instructions.)2−1−8General
2/19/04<strong>7110.65P</strong>d. State the words “STAND BY.”NOTE−“STAND BY” is not an approval or denial. The controlleracknowledges the request and will respond at a later time.REFERENCE−FAAO 7110.65, <strong>Traffic</strong> Advisories, Para 2−1−21.FAAO 7110.65, Route or Altitude Amendments, Para 4−2−5.FAAO 7110.65, Methods, Para 7−9−3.2−1−19. WAKE TURBULENCEa. Apply wake turbulence procedures to aircraftoperating behind heavy jets/B757s and, whereindicated, to small aircraft behind large aircraft.NOTE−Para 5−5−4, Minima, specifies increased radar separationfor small type aircraft landing behind large, heavy, or B757aircraft because of the possible effects of wake turbulence.b. The separation minima shall continue totouchdown for all IFR aircraft not making a visualapproach or maintaining visual separation.REFERENCE−FAAO 7110.65, Approach Separation Responsibility, Para 5−9−5.2−1−20. WAKE TURBULENCE CAUTIONARYADVISORIESa. Issue wake turbulence cautionary advisoriesand the position, altitude if known, and direction offlight of the heavy jet or B757 to:REFERENCE−AC 90−23, <strong>Air</strong>craft Wake Turbulence, Pilot Responsibility, Para 12.1. TERMINAL. VFR aircraft not being radarvectored but are behind heavy jets or B757s.2. IFR aircraft that accept a visual approach orvisual separation.REFERENCE−FAAO 7110.65, Visual Approach, Para 7−4−1.3. TERMINAL. VFR arriving aircraft that havepreviously been radar vectored and the vectoring hasbeen discontinued.b. Issue cautionary information to any aircraft if inyour opinion, wake turbulence may have an adverseeffect on it. When traffic is known to be a heavyaircraft, include the word heavy in the description.NOTE−Wake turbulence may be encountered by aircraft in flightas well as when operating on the airport movement area.Because wake turbulence is unpredictable, the controlleris not responsible for anticipating its existence or effect.Although not mandatory during ground operations,controllers may use the words jet blast, propwash, orrotorwash, in lieu of wake turbulence, when issuing acaution advisory.REFERENCE−AC 90−23, <strong>Air</strong>craft Wake Turbulence.P/CG Term− <strong>Air</strong>craft Classes.P/CG Term− Wake Turbulence.PHRASEOLOGY−CAUTION WAKE TURBULENCE (traffic information).REFERENCE−FAAO 7110.65, Visual Separation, Para 7−2−1.2−1−21. TRAFFIC ADVISORIESUnless an aircraft is operating <strong>with</strong>in Class A airspaceor omission is requested by the pilot, issue trafficadvisories to all aircraft (IFR or VFR) on yourfrequency when, in your judgment, their proximitymay diminish to less than the applicable separationminima. Where no separation minima applies, suchas for VFR aircraft outside of Class B/Class Cairspace, or a TRSA, issue traffic advisories to thoseaircraft on your frequency when in your judgmenttheir proximity warrants it. Provide this service asfollows:a. To radar identified aircraft:1. Azimuth from aircraft in terms of the 12−hourclock, or2. When rapidly maneuvering aircraft preventaccurate issuance of traffic as in 1 above, specify thedirection from an aircraft’s position in terms of theeight cardinal compass points (N, NE, E, SE, S, SW,W, and NW). This method shall be terminated at thepilot’s request.3. Distance from aircraft in miles.4. Direction in which traffic is proceedingand/or relative movement of traffic.NOTE−Relative movement includes closing, converging, parallelsame direction, opposite direction, diverging, overtaking,crossing left to right, crossing right to left.5. If known, type of aircraft and altitude.REFERENCE−FAAO 7110.65, Description of <strong>Air</strong>craft Types, Para 2−4−21.PHRASEOLOGY−TRAFFIC, (number) O’CLOCK,or when appropriate,(direction) (number) MILES, (direction)−BOUND and/or(relative movement),General2−1−9
<strong>7110.65P</strong> 2/19/04and if known,(type of aircraft and altitude).orWhen appropriate,(type of aircraft and relative position), (number of feet)FEET ABOVE/BELOW YOU.If altitude is unknown,ALTITUDE UNKNOWN.EXAMPLE−“<strong>Traffic</strong>, eleven o’clock, one zero miles, southbound,converging, Boeing Seven Twenty Seven, one seventhousand.”“<strong>Traffic</strong>, twelve o’clock, one five miles, opposite direction,altitude unknown.”“<strong>Traffic</strong>, ten o’clock, one two miles, southeast bound, onethousand feet below you.”6. When requested by the pilot, issue radarvectors to assist in avoiding the traffic, provided theaircraft to be vectored is <strong>with</strong>in your area ofjurisdiction or coordination has been effected <strong>with</strong>the sector/facility in whose area the aircraft isoperating.7. If unable to provide vector service, inform thepilot.REFERENCE−FAAO 7110.65, Operational Requests, Para 2−1−18.8. Inform the pilot of the following when trafficyou have issued is not reported in sight:(a) The traffic is no factor.(b) The traffic is no longer depicted on radar.PHRASEOLOGY−TRAFFIC NO FACTOR/NO LONGER OBSERVED,or(number) O’CLOCK TRAFFIC NO FACTOR/NOLONGER OBSERVED,or(direction) TRAFFIC NO FACTOR/NO LONGEROBSERVED.b. To aircraft that are not radar identified:1. Distance and direction from fix.2. Direction in which traffic is proceeding.3. If known, type of aircraft and altitude.4. ETA over the fix the aircraft is approaching,if appropriate.PHRASEOLOGY−TRAFFIC, (number) MILES/MINUTES (direction) OF(airport or fix), (direction)−BOUND,and if known,(type of aircraft and altitude),ESTIMATED (fix) (time),orTRAFFIC, NUMEROUS AIRCRAFT VICINITY(location).If altitude is unknown,ALTITUDE UNKNOWN.EXAMPLE−“<strong>Traffic</strong>, one zero miles east of Forsythe V−O−R,Southbound, M−D Eighty, descending to one sixthousand.”“<strong>Traffic</strong>, reported one zero miles west of Downey V−O−R,northbound, Apache, altitude unknown, estimated JolietV−O−Rone three one five.““<strong>Traffic</strong>, eight minutes west of Chicago Heights V−O−R,westbound, Mooney, eight thousand, estimated JolietV−O−R two zero three five.”“<strong>Traffic</strong>, numerous aircraft, vicinity of Delia airport.”c. For aircraft displaying Mode C, not radaridentified, issue indicated altitude.EXAMPLE−“<strong>Traffic</strong>, one o’clock, six miles, eastbound, altitudeindicates six thousand five hundred.”REFERENCE−FAAO 7110.65, <strong>Traffic</strong> Information, Para 3−1−6.FAAO 7110.65, Visual Separation, Para 7−2−1.FAAO 7110.65, VFR Departure Information, Para 7−6−10.2−1−22. BIRD ACTIVITY INFORMATIONa. Issue advisory information on pilot-reported,tower-observed, or radar-observed and pilot-verifiedbird activity. Include position, species or size of birds,if known, course of flight, and altitude. Do this for atleast 15 minutes after receipt of such informationfrom pilots or from adjacent facilities unless visualobservation or subsequent reports reveal the activityis no longer a factor.2−1−10General
2/19/04<strong>7110.65P</strong>EXAMPLE−“Flock of geese, one o’clock, seven miles, northbound, lastreported at four thousand.”“Flock of small birds, southbound along Mohawk River,last reported at three thousand.”“Numerous flocks of ducks, vicinity Lake Winnebago,altitude unknown.”b. Relay bird activity information to adjacentfacilities and to FSSs whenever it appears it willbecome a factor in their areas.2−1−23. TRANSFER OF POSITIONRESPONSIBILITYThe transfer of position responsibility shall beaccomplished in accordance <strong>with</strong> the “StandardOperating Practice (SOP) for the Transfer of PositionResponsibility,” and appropriate facility directiveseach time operational responsibility for a position istransferred from one specialist to another.2−1−24. WHEELS DOWN CHECKUSA/USAF/USNRemind aircraft to check wheels down on eachapproach unless the pilot has previously reportedwheels down for that approach.NOTE−The intent is solely to remind the pilot to lower the wheels,not to place responsibility on the controller.a. Tower shall issue the wheels down check at anappropriate place in the pattern.PHRASEOLOGY−CHECK WHEELS DOWN.b. Approach/arrival control, GCA shall issue thewheels down check as follows:1. To aircraft conducting ASR, PAR, or radarmonitored approaches, before the aircraft startsdescent on final approach.2. To aircraft conducting instrument approachesand remaining on the radar facility’s frequency,before the aircraft passes the outer marker/finalapproach fix.PHRASEOLOGY−WHEELS SHOULD BE DOWN.2−1−25. SUPERVISORY NOTIFICATIONEnsure supervisor/controller-in-charge (CIC) isaware of conditions which impact sector/positionoperations including, but not limited to, thefollowing:a. Weather.b. Equipment status.c. Potential sector overload.d. Emergency situations.e. Special flights/operations.2−1−26. PILOT DEVIATION NOTIFICATIONWhen it appears that the actions of a pilot constitutea pilot deviation, notify the pilot, workloadpermitting.PHRASEOLOGY−(Identification) POSSIBLE PILOT DEVIATION ADVISEYOU CONTACT (facility) AT (telephone number).REFERENCE−FAAO 8020.11, <strong>Air</strong>craft Accident and Incident Notification,Investigation, and Reporting, Pilot Deviations, Para 84.2−1−27. TCAS RESOLUTION ADVISORIESa. When an aircraft under your control jurisdictioninforms you that it is responding to a TCASResolution Advisory (RA), do not issue controlinstructions that are contrary to the RA procedure thata crew member has advised you that they areexecuting. Provide safety alerts regarding terrain orobstructions and traffic advisories for the aircraftresponding to the RA and all other aircraft under yourcontrol jurisdiction, as appropriate.b. Unless advised by other aircraft that they arealso responding to a TCAS RA, do not assume thatother aircraft in the proximity of the respondingaircraft are involved in the RA maneuver or are awareof the responding aircraft’s intended maneuvers.Continue to provide control instructions, safetyalerts, and traffic advisories as appropriate to suchaircraft.c. Once the responding aircraft has begun amaneuver in response to an RA, the controller is notresponsible for providing standard separationbetween the aircraft that is responding to an RA andany other aircraft, airspace, terrain or obstructions.Responsibility for standard separation resumes whenone of the following conditions are met:General2−1−11
<strong>7110.65P</strong> 2/19/041. The responding aircraft has returned to itsassigned altitude, or2. A crew member informs you that the TCASmaneuver is completed and you observe that standardseparation has been reestablished, or3. The responding aircraft has executed analternate clearance and you observe that standardseparation has been reestablished.NOTE−1. AC 120−55A, <strong>Air</strong> Carrier Operational Approval andUse of TCAS II, suggests pilots use the followingphraseology to notify controllers during TCAS events.When a TCAS RA may affect an ATC clearance, informATC when beginning the maneuver, or as soon as workloadpermits.EXAMPLE−1. “New York Center, United 321, TCAS climb.”NOTE−2. When the RA has been resolved, the flight crew shouldadvise ATC they are returning to their previously assignedclearance or subsequent amended clearance.EXAMPLE−2. “New York Center, United 321, clear of conflict,returning to assigned altitude.”2−1−12General
2/19/04<strong>7110.65P</strong>Section 2. Flight Plans and <strong>Control</strong> Information2−2−1. RECORDING INFORMATIONa. Record flight plan information required by thetype of flight plan and existing circumstances. Useauthorized abbreviations when possible.NOTE−Generally, all military overseas flights are required toclear through a specified military base operations office(BASOPS). Pilots normally will not file flight plans directly<strong>with</strong> an FAA facility unless a BASOPS is not available.BASOPS will, in turn, forward the IFR flight notificationmessage to the appropriate center.b. EN ROUTE. When flight plans are filed directly<strong>with</strong> the center, record all items given by the piloteither on a flight progress strip/flight data entry or ona voice recorder. If the latter, enter in box 26 of theinitial flight progress strip the sector or positionnumber to identify where the information may befound in the event search and rescue (SAR) activitiesbecome necessary.REFERENCE−FAAO 7110.65, En Route Data Entries, Para 2−3−2.2−2−2. FORWARDING INFORMATIONa. Except during NAS Stage A operation, forwardthe flight plan information to the appropriate ATCfacility, FSS, or BASOPS and record the time of filingand delivery on the form.b. EN ROUTE. During NAS Stage A operation,the above manual actions are required in cases wherethe data is not forwarded automatically by thecomputer.NOTE−During NAS Stage A operation, data is exchanged betweeninterfaced automated facilities and both the data and timeof transmission are recorded automatically.c. EN ROUTE. Forward proposed tower en routeflight plans and any related amendments to theappropriate departure terminal facility.2−2−3. FORWARDING VFR DATATERMINALForward aircraft departure times to FSSs or militaryoperations offices when they have requested them.Forward other VFR flight plan data only if requestedby the pilot.2−2−4. MILITARY DVFR DEPARTURESTERMINALForward departure times on all military DVFRdepartures from joint-use airports to the militaryoperations office.NOTE−1. Details for handling air carrier, nonscheduled civil, andmilitary DVFR flight data are contained in FAAO 7610.4,Special Military Operations.2. Military pilots departing DVFR from a joint-use airportwill include the phrase “DVFR to (destination)” in theirinitial call-up to an FAA operated tower.2−2−5. IFR TO VFR FLIGHT PLAN CHANGERequest a pilot to contact the appropriate FSS if thepilot informs you of a desire to change from an IFRto a VFR flight plan.2−2−6. IFR FLIGHT PROGRESS DATAForward control information from controller tocontroller <strong>with</strong>in a facility, then to the receivingfacility as the aircraft progresses along its route.Where appropriate, use computer equipment in lieuof manual coordination procedures. Do not use theremarks section of flight progress strips in lieu ofvoice coordination to pass control information.Ensure that flight plan and control information iscorrect and up-to-date. When covered by a letter ofagreement/facility directive, the time requirements ofsubpara a may be reduced, and the time requirementsof subpara b1 and para 2−2−11, ForwardingAmended and UTM Data, subpara a may be increasedup to 15 minutes when facilitated by automatedsystems or mandatory radar handoffs; or ifoperationally necessary because of manual dataprocessing or nonradar operations, the time requirementsof subpara a may be increased.NOTE−1. The procedures for preparing flight plan and controlinformation related to altitude reservations (ALTRVs) arecontained in FAAO 7210.3, Facility Operation andAdministration, para 8−1−2, ALTRV Flight DataProcessing. Development of the methods for assuring theaccuracy and completeness of ALTRV flight plan andcontrol information is the responsibility of the militaryliaison and security officer.Flight Plans and <strong>Control</strong> Information2−2−1
<strong>7110.65P</strong> 2/19/042. The term facility in this paragraph refers to centers andterminal facilities when operating in an en route capacity.a. Forward the following information at least15 minutes before the aircraft is estimated to enter thereceiving facility’s area:1. <strong>Air</strong>craft identification.2. Number of aircraft if more than one, heavyaircraft indicator “H/” if appropriate, type of aircraft,and aircraft equipment suffix.3. Assigned altitude and ETA over last reportingpoint/fix in transferring facility’s area or assumeddeparture time when the departure point is the lastpoint/fix in the transferring facility’s area.4. Altitude at which aircraft will enter thereceiving facility’s area if other than the assignedaltitude.5. True airspeed.6. Point of departure.7. Route of flight remaining.8. Destination airport and clearance limit ifother than destination airport.9. ETA at destination airport (not required formilitary or scheduled air carrier aircraft).10. Altitude requested by the aircraft if assignedaltitude differs from requested altitude (<strong>with</strong>in afacility only).NOTE−When an aircraft has crossed one facility’s area andassignment at a different altitude is still desired, the pilotwill reinitiate the request <strong>with</strong> the next facility.REFERENCE−FAAO 7110.65, Anticipated Altitude Changes, Para 4−5−8.11. When flight plan data must be forwardedmanually and an aircraft has been assigned a beaconcode by the computer, include the code as part of theflight plan.NOTE−When an IFR aircraft, or a VFR aircraft that has beenassigned a beacon code by the host computer and whoseflight plan will terminate in another facility’s area cancelsATC service or does not activate the flight plan, send aremove strips (RS) message on that aircraft via the hostkeyboard, the FDIO keyboard or call via service F.12. Longitudinal separation being used betweenaircraft at the same altitude if it results in these aircrafthaving less than 10 minutes separation at thefacilities’ boundary.13. Any additional nonroutine operationalinformation pertinent to flight safety.NOTE−EN ROUTE. This includes alerting the receiving controllerthat the flight is conducting celestial navigation training.REFERENCE−FAAO 7110.65, Celestial Navigation Training, Para 9−3−2.b. Forward position report over last reportingpoint in the transferring facility’s area if any of thefollowing conditions exist:1. Time differs more than 3 minutes fromestimate given.2. Requested by receiving facility.3. Agreed to between facilities.2−2−7. MANUAL INPUT OFCOMPUTER-ASSIGNED BEACON CODESWhen a flight plan is manually entered into thecomputer and a computer-assigned beacon code hasbeen forwarded <strong>with</strong> the flight plan data, insert thebeacon code in the appropriate field as part of theinput message.2−2−8. ALTRV INFORMATIONEN ROUTEWhen an aircraft is a part of an approved ALTRV,forward only those items necessary to properlyidentify the flight, update flight data contained in theALTRV APVL, or revise previously given information.2−2−9. COMPUTER MESSAGE VERIFICATIONEN ROUTEUnless your facility is equipped to automaticallyobtain acknowledgment of receipt of transferred data,when you transfer control information by computermessage, obtain, via Service F, acknowledgment thatthe receiving center has received the message andverification of the following:a. Within the time limits specified by a letter ofagreement or when not covered by a letter ofagreement, at least 15 minutes before the aircraft isestimated to enter the receiving facility’s area, or at2−2−2Flight Plans and <strong>Control</strong> Information
2/19/04<strong>7110.65P</strong>the time of a radar handoff, or coordination fortransfer of control:1. <strong>Air</strong>craft identification.2. Assigned altitude.3. Departure or coordination fix time.b. Any cancellation of IFR or HOST generatedVFR flight plan.REFERENCE−FAAO 7110.65, IFR Flight Progress Data, Para 2−2−6.2−2−10. TRANSMIT PROPOSED FLIGHT PLANEN ROUTEa. Transmit proposed flight plans which fall<strong>with</strong>in an ARTCC’s Proposed Boundary CrossingTime (PBCT) parameter to adjacent ARTCC’s via theComputer B network during hours of inter-centercomputer operation. In addition, when the route offlight of any proposed flight plan exceeds 20 elementsexternal to the originating ARTCC’s area,NADIN shall be used to forward the data to allaffected centers.b. During nonautomated operation, the proposedflight plans shall be sent via NADIN to the othercenters involved when any of the followingconditions are met:1. The route of flight external to the originatingcenter’s area consists of 10 or more elements and theflight will enter 3 or more other center areas.NOTE−An element is defined as either a fix or route as specified inFAAO 7110.10, Flight Services, para 6−3−3, IFR FlightPlan <strong>Control</strong> Messages.2. The route of flight beyond the first point ofexit from the originating center’s area consists of 10or more elements, which are primarily fixesdescribed in fix-radial-distance or latitude/longitudeformat, regardless of the number of other center areasentered.3. The flight plan remarks are too lengthy forinterphone transmission.2−2−11. FORWARDING AMENDED AND UTMDATAa. Forward any amending data concerning previouslyforwarded flight plans except that revisions toETA information in para 2−2−6, IFR Flight ProgressData, need only be forwarded when the time differsby more than 3 minutes from the estimate given.PHRASEOLOGY−(Identification), REVISED (revised information).EXAMPLE−“American Two, revised flight level, three three zero.”“United Eight Ten, revised estimate, Front Royal two zerozero five.”“Douglas Five Zero One Romeo, revised altitude, eightthousand.”“U.S. <strong>Air</strong> Eleven Fifty−one, revised type, heavy BoeingSeven Sixty-seven.”REFERENCE−FAAO 7110.65, IFR Flight Progress Data, Para 2−2−6.b. Computer acceptance of an appropriate inputmessage fulfills the requirement for sending amendeddata. During NAS Stage A operations, theamendment data are considered acknowledged onreceipt of a Computer Readout Device (CRD) updatemessage or a computer-generated flight progress stripcontaining the amended data.NOTE−1. The successful utilization of automation equipmentrequires timely and accurate insertion of <strong>changes</strong> and/ornew data.2. If a pilot is not issued a computer-generatedPDR/PDAR/PAR and if amendment data is not entered intothe computer, the next controller will have incorrect routeinformation.c. Forward any amended control information andrecord the action on the appropriate flight progressstrip. Additionally, when a route or altitude in apreviously issued clearance is amended <strong>with</strong>in15 minutes of an aircraft’s proposed departure time,the facility that amended the clearance shallcoordinate the amendment <strong>with</strong> the receiving facilityvia verbal AND automated means to ensure timelypassage of the information.NOTE−The term “receiving” facility means the ATC facility thatis expected to transmit the amended clearance to theintended aircraft/pilot.Flight Plans and <strong>Control</strong> Information2−2−3
<strong>7110.65P</strong> 2/19/04d. EN ROUTE. Effect manual coordination on anyinterfacility flight plan data that is not passed throughautomated means.2−2−12. AIRBORNE MILITARY FLIGHTSForward to FSSs the following information receivedfrom airborne military aircraft:a. IFR flight plans and <strong>changes</strong> from VFR to IFRflight plans.b. Changes to an IFR flight plan as follows:1. Change in destination:(a) <strong>Air</strong>craft identification and type.(b) Departure point.(c) Original destination.(d) Position and time.(e) New destination.(f) ETA.(g) Remarks including change in fuel exhaustiontime.(h) Revised ETA.2. Change in fuel exhaustion time.NOTE−This makes current information available to FSSs for relayto military bases concerned and for use by centers in theevent of two−way radio communications failure.2−2−13. FORWARDING FLIGHT PLAN DATABETWEEN U.S. ARTCCs AND CANADIAN ACCsEN ROUTEa. Domestic. (Continental U.S./Canadian airspaceexcept Alaska) Proposed departure flight plans anden route estimates will be handled on a 30 minute leadtime (or as bilaterally agreed) between any ACC andARTCC.b. International. Any route <strong>changes</strong> (except DPs)must be forwarded to the appropriate Oceanic/PreoceanicACC or ARTCC <strong>with</strong> an optimum lead timeof 30 minutes or as soon as this information becomesavailable.c. Initially, if a flight goes from U.S. airspace intoCanadian airspace and returns to U.S. airspace, theACC will be responsible for forwarding the flightplan data to the appropriate ARTCC by voicetransmission except for flights which traversemutually agreed on airways/fixes. These airways/fixeswill be determined on a case-by-case basisand will be based on time and distance considerationsat the regional level.2−2−14. TELETYPE FLIGHT DATA FORMAT−U.S. ARTCCs − CANADIAN ACCsEN ROUTEThe exchange of flight plan data between CanadianACCs and U.S. ARTCCs shall be made as follows:a. The U.S. ARTCCs will transmit flight data tothe Canadian ACCs in one of the following formats:1. NADIN II input format as described in theNAS Management Directives (MDs) for:(a) Flight Plan Messages:(1) Active.(2) Proposed.(b) Amendment messages.(c) Cancellation messages.(d) Response Messages to Canadian Input:(1) Acknowledgment messages.(2) Error messages.(3) Rejection messages.2. Transport Canada (TC) ACC Flight StripFormat: Where the data to be printed on the ACC stripform exceeds the strip form field size, the NADIN IIinput format in 1 above will be used. Inputsequentially fields 1 through 8 in para 2−2−6, IFRFlight Progress Data, subpara a.b. TC’s ACCs will transmit flight data to the FAAARTCCs in the following format:1. NADIN II input format as described in NASMDs for:(a) Flight Plan Messages:(1) Active.(2) Proposed.(b) Amendment messages.(c) Cancellation messages.(d) Correction messages.2−2−4Flight Plans and <strong>Control</strong> Information
2/19/04<strong>7110.65P</strong>2−2−15. NORTH AMERICAN ROUTE PROGRAM(NRP) INFORMATIONa. “NRP” shall be retained in the remarks sectionof the flight plan if the aircraft is moved due toweather, traffic, or other tactical reasons.NOTE−Every effort should be made to ensure the aircraft isreturned to the original filed flight plan/altitude as soon asconditions warrant.b. If the route of flight is altered due to a pilotrequest, “NRP” shall be removed from the remarkssection of the flight plan.c. “NRP” shall not be entered in the remarkssection of a flight plan, unless prior coordination isaccomplished <strong>with</strong> the ATCSCC or as prescribed byinternational NRP flight operations procedures.d. The en route facility <strong>with</strong>in which aninternational flight entering the conterminous U.S.requests to participate in the NRP shall enter “NRP”in the remarks section of the flight plan.REFERENCE−FAAO 7110.65, Operational Priority, Para 2−1−4.FAAO 7110.65, En Route Data Entries, Para 2−3−2.FAAO 7110.65, Route or Altitude Amendments, Para 4−2−5.FAAO 7210.3, Chapter 17, Section 17, North American Route Program.Flight Plans and <strong>Control</strong> Information2−2−5
2/19/04<strong>7110.65P</strong>Section 3. Flight Progress Strips2−3−1. GENERALUnless otherwise authorized in a facility directive,use flight progress strips to post current data on airtraffic and clearances required for control and otherair traffic control services. To prevent misinterpretationwhen data is hand printed, use standardhand-printed characters.En route: Flight progress strips shall be posted.REFERENCE−FAAO 7210.3, Flight Progress Strip Usage, Para 6−1−6.a. Maintain only necessary current data andremove the strips from the flight progress boardswhen no longer required for control purposes. Tocorrect, update, or preplan information:1. Do not erase or overwrite any item. Use an“X” to delete a climb/descend and maintain arrow, anat or above/below symbol, a cruise symbol, andunwanted altitude information. Write the new altitudeinformation immediately adjacent to it and <strong>with</strong>in thesame space.2. Do not draw a horizontal line through analtitude being vacated until after the aircraft hasreported or is observed (valid Mode C) leaving thealtitude.3. Preplanning may be accomplished in redpencil.b. Manually prepared strips shall conform to theformat of machine-generated strips and manual strippreparation procedures will be modified simultaneously<strong>with</strong> the operational implementation of<strong>changes</strong> in the machine-generated format.(See FIG 2−3−1.)c. Altitude information may be written inthousands of feet provided the procedure isauthorized by the facility manager, and is defined ina facility directive, i.e. 5,000 feet as 5, and 2,800 as2.8.NOTE−A slant line crossing through the number zero andunderline of the letter “s” on handwritten portions of flightprogress strips are required only when there is reason tobelieve the lack of these markings could lead tomisunderstanding. A slant line crossing through thenumber zero is required on all weather data.Flight Progress Strips2−3−1
<strong>7110.65P</strong> 2/19/04FIG 2−3−1Standard Recording of Hand-printed CharactersTyped Hand Printed Typed Hand PrintedABCDEFTUVWXYUGZHIJKLMNOPQR1234567890SS2−3−2Flight Progress Strips
2/19/04<strong>7110.65P</strong>2−3−2. EN ROUTE DATA ENTRIESFIG 2−3−2Flight Progress Strip(7230−19)a. Information recorded on the flight progress strips (FAA Forms 7230−19) shall be entered in thecorrespondingly numbered spaces:BlockTBL 2−3−1Information Recorded1. Verification symbol if required.2. Revision number.DSR−Not used.3. <strong>Air</strong>craft identification.4. Number of aircraft if more than one, heavyaircraft indicator “H/” if appropriate, type ofaircraft, and aircraft equipment suffix.5. Filed true airspeed.6. Sector number.7. Computer identification number if required.8. Estimated ground speed.9. Revised ground speed or strip request (SR)originator.10. Strip number.DSR− Strip number/Revision number.11. Previous fix.12. Estimated time over previous fix.13. Revised estimated time over previous fix.BlockInformation Recorded14. Actual time over previous fix, or actualdeparture time entered on first fix posting afterdeparture.14a. Plus time expressed in minutes from theprevious fix to the posted fix.15. Center−estimated time over fix (in hours andminutes), or clearance information fordeparting aircraft.16. Arrows to indicate if aircraft is departing (↑) orarriving (↓).17. Pilot−estimated time over fix.18. Actual time over fix, time leaving holding fix,arrival time at nonapproach control airport, orsymbol indicating cancellation of IFR flightplan for arriving aircraft, or departure time(actual or assumed).19. Fix. For departing aircraft, add proposeddeparture time.20. Altitude information (in hundreds of feet) or asnoted below.NOTE− Altitude information may be written inthousands of feet provided the procedure isauthorized by the facility manager, and isdefined in a facility directive, i.e. FL 330 as 33,5,000 feet as 5, and 2,800 as 2.8.Flight Progress Strips2−3−3
<strong>7110.65P</strong> CHG 1 8/5/04BlockInformation Recorded20a. OPTIONAL USE, when voice recorders areoperational;REQUIRED USE, when the voice recordersare not operating and strips are being use at thefacility. This space is used to record reportedRA events. The letters RA followed by a climbor descent arrow (if the climb or descent actionis reported) and the time (hhmm) the event isreported.21. Next posted fix or coordination fix.22. Pilot’s estimated time over next fix.23. Arrows to indicate north (↑), south (↓), east(→), or west (←) direction of flight if required.24. Requested altitude.NOTE− Altitude information may be written inthousands of feet provided the procedure isauthorized by the facility manager, and isdefined in a facility directive, i.e., FL 330 as 33,5,000 feet as 5, and 2,800 as 2.8.25. Point of origin, route as required for controland data relay, and destination.BlockInformation Recorded26. Pertinent remarks, minimum fuel, pointout/radar vector/speed adjustment informationor sector/position number (when applicable inaccordance <strong>with</strong> para 2−2−1, Recording Information),or NRP. High Altitude Redesign(HAR) or Point−to−point (PTP) may be used atfacilities actively using these programs.27. Mode 3/A beacon code if applicable.28. Miscellaneous control data (expected furtherclearance time, time cleared for approach,etc.).29−30. Transfer of control data and coordinationindicators.b. Latitude/longitude coordinates may be used todefine waypoints and may be substituted fornonadapted NAVAIDs in space 25 of domestic enroute flight progress strips provided it is necessary toaccommodate a random RNAV or GNSS routerequest.c. Facility <strong>Air</strong> <strong>Traffic</strong> managers may authorize theoptional use of spaces 13, 14, 14a, 22, 23, 24, and 28for point out information, radar vector information,speed adjustment information, or transfer of controldata.2−3−4Flight Progress Strips
2/19/04<strong>7110.65P</strong>2−3−3. TERMINAL DATA ENTRIESa. Arrivals:Information recorded on the flight progress strips (FAA Forms 7230−7.1, 7230−7.2, and 7230−8) shall be enteredin the correspondingly numbered spaces. Facility managers can authorize omissions and/or optional use ofspaces 2A, 8A, 8B, 9A, 9B, 9C, and 10−18, if no misunderstanding will result. These omissions and/or optionaluses shall be specified in a facility directive.FIG 2−3−3BlockTBL 2−3−2Information Recorded1. <strong>Air</strong>craft identification.2. Revision number (FDIO locations only).2A. Strip request originator. (At FDIO locationsthis indicates the sector or position thatrequested a strip be printed.)3. Number of aircraft if more than one, heavyaircraft indicator “H/” if appropriate, type ofaircraft, and aircraft equipment suffix.4. Computer identification number if required.5. Secondary radar (beacon) code assigned.6. (FDIO Locations.) The previous fix will beprinted.(Non−FDIO Locations.) Use of the inboundairway. This function is restricted to facilitieswhere flight data is received via interphonewhen agreed upon by the center and terminalfacilities.7. Coordination fix.8. Estimated time of arrival at the coordinationfix or destination airport.8A. OPTIONAL USE.BlockInformation Recorded8B. OPTIONAL USE, when voice recorders areoperational;REQUIRED USE, when the voice recordersare not operating and strips are being used atthe facility. This space is used to recordreported RA events when the voice recordersare not operational and strips are being used atthe facility. The letters RA followed by a climbor descent arrow (if the climb or descent actionis reported) and the time (hhmm) the event isreported.9. Altitude (in hundreds of feet) and remarks.NOTE− Altitude information may be written inthousands of feet provided the procedure isauthorized by the facility manager, and isdefined in a facility directive, i. e., FL 230 as23, 5,000 feet as 5, and 2,800 as 2.8.9A. Minimum fuel, destination airport/pointout/radar vector/speed adjustment information.<strong>Air</strong> <strong>Traffic</strong> managers may authorize in afacility directive the omission of any of theseitems, except minimum fuel, if no misunderstandingwill result.NOTE− Authorized omissions and optional use ofspaces shall be specified in the facilitydirective concerning strip marking procedures.9B. OPTIONAL USE.9C. OPTIONAL USE.10−18. Enter data as specified by a facility directive.Radar facility personnel need not enter data inthese spaces except when nonradar proceduresare used or when radio recording equipment isinoperative.Flight Progress Strips2−3−5
<strong>7110.65P</strong> 2/19/04b. Departures:Information recorded on the flight progress strips (FAA Forms 7230−7.1, 7230−7.2, and 7230−8) shall be enteredin the correspondingly numbered spaces. Facility managers can authorize omissions and/or optional use ofspaces 2A, 8A, 8B, 9A, 9B, 9C, and 10−18, if no misunderstanding will result. These omissions and/or optionaluses shall be specified in a facility directive.FIG 2−3−4BlockTBL 2−3−3Information Recorded1. <strong>Air</strong>craft identification.2. Revision number (FDIO locations only).2A. Strip request originator. (At FDIO locationsthis indicates the sector or position thatrequested a strip be printed.)3. Number of aircraft if more than one, heavyaircraft indicator “H/” if appropriate, type ofaircraft, and aircraft equipment suffix.4. Computer identification number if required.5. Secondary radar (beacon) code assigned.6. Proposed departure time.7. Requested altitude.NOTE− Altitude information may be written inthousands of feet provided the procedure isauthorized by the facility manager, and isdefined in a facility directive, i. e., FL 230 as23, 5,000 feet as 5, and 2,800 as 2.8.8. Departure airport.8A. OPTIONAL USE.BlockInformation Recorded8B. OPTIONAL USE, when voice recorders areoperational;REQUIRED USE, when the voice recordersare not operating and strips are being used atthe facility. This space is used to recordreported RA events when the voice recordersare not operational and strips are being used atthe facility. The letters RA followed by a climbor descent arrow (if the climb or descent actionis reported) and the time (hhmm) the event isreported.9. Computer−generated: Route, destination,and remarks. Manually enter altitude/altituderestrictions in the order flown, if appropriate,and remarks.9. Hand−prepared: Clearance limit, route,altitude/altitude restrictions in the order flown,if appropriate, and remarks.NOTE− Altitude information may be written inthousands of feet provided the procedure isauthorized by the facility manager, and isdefined in a facility directive, i.e., FL 230 as 23,5,000 feet as 5, and 2,800 as 2.8.9A. OPTIONAL USE.9B. OPTIONAL USE.9C. OPTIONAL USE.10−18. Enter data as specified by a facility directive.Items, such as departure time, runway used fortakeoff, check marks to indicate informationforwarded or relayed, may be entered in thesespaces.2−3−6Flight Progress Strips
2/19/04<strong>7110.65P</strong>c. Overflights:Information recorded on the flight progress strips (FAA Forms 7230−7.1, 7230−7.2, and 7230−8) shall be enteredin the correspondingly numbered spaces. Facility managers can authorize omissions and/or optional use ofspaces 2A, 8A, 8B, 9A, 9B, 9C, and 10−18, if no misunderstanding will result. These omissions and/or optionaluses shall be specified in a facility directive.FIG 2−3−5BlockTBL 2−3−4Information Recorded1. <strong>Air</strong>craft identification.2. Revision number (FDIO locations only).2A. Strip request originator. (At FDIO locationsthis indicates the sector or position thatrequested a strip be printed.)3. Number of aircraft if more than one, heavyaircraft indicator “H/” if appropriate, type ofaircraft, and aircraft equipment suffix.4. Computer identification number if required.5. Secondary radar (beacon) code assigned.6. Coordination fix.7. Overflight coordination indicator (FDIOlocations only).NOTE− The overflight coordination indicatoridentifies the facility to which flight data hasbeen forwarded.8. Estimated time of arrival at the coordinationfix.8A. OPTIONAL USE.BlockInformation Recorded8B. OPTIONAL USE, when voice recorders areoperational;REQUIRED USE, when the voice recordersare not operating and strips are being used atthe facility. This space is used to recordreported RA events when the voice recordersare not operational and strips are being used atthe facility. The letters RA followed by a climbor descent arrow (if the climb or descent actionis reported) and the time (hhmm) the event isreported.9. Altitude and route of flight through theterminal area.NOTE− Altitude information may be written inthousands of feet provided the procedure isauthorized by the facility manager, and isdefined in a facility directive, i.e., FL 230 as 23,5,000 feet as 5, and 2,800 as 2.8.9A. OPTIONAL USE.9B. OPTIONAL USE.9C. OPTIONAL USE.10−18. Enter data as specified by a facility directive.NOTE−National standardization of items (10 through 18) is notpractical because of regional and local variations inoperating methods; e.g., single fix, multiple fix, radar,tower en route control, etc.Flight Progress Strips2−3−7
<strong>7110.65P</strong> CHG 1 8/5/04d. <strong>Air</strong> traffic managers at automated terminalradar facilities may waive the requirement to useflight progress strips provided:1. Backup systems such as multiple radarsites/systems or single site radars <strong>with</strong> CENRAP areutilized.2. Local procedures are documented in a facilitydirective. These procedures should include but not belimited to:(a) Departure areas and/or procedures.(b) Arrival procedures.(c) Overflight handling procedures.(d) Transition from radar to nonradar.(e) Transition from ARTS to non−ARTS.(f) Transition from ASR to CENRAP.(g) Transition to or from ESL.3. No misunderstanding will occur as a result ofno strip usage.4. Unused flight progress strips, facility developedforms and/or blank notepads shall be providedfor controller use.5. Facilities shall revert to flight progress stripusage if backup systems referred to in subpara d1 arenot available.e. <strong>Air</strong> traffic managers at FDIO locations mayauthorize reduced lateral spacing between fields so asto print all FDIO data to the left of the stripperforation. When using FAA Form 7230−7.2, allitems will retain the same relationship to each otheras they do when the full length strip (FAAForm 7230−7.1) is used.2−3−4. AIRCRAFT IDENTITYIndicate aircraft identity by one of the followingusing combinations not to exceed seven alphanumericcharacters:a. Civil aircraft, including air-carrier aircraftletter-digit registration number including the letter“T” prefix for air taxi aircraft, the letter “L” forlifeguard aircraft, 3−letter aircraft company designatorspecified in FAAO 7340.1, Contractions,followed by the trip or flight number. Use theoperating air carrier’s company name in identifyingequipment interchange flights.EXAMPLE−“N12345.”“TN5552Q.”“AAl192.”“LN751B.”NOTE−The letter “L” is not to be used for air carrier/air taxilifeguard aircraft.b. Military <strong>Air</strong>craft.1. Prefixes indicating branch of service and/ortype of mission followed by the last 5 digits of theserial number (the last 4 digits for CAF/CAM/CTG).(See TBL 2−3−5 and TBL 2−3−6.)2. Pronounceable words of 3, 4, 5, and 6 lettersfollowed by a 4−, 3−, 2−, or 1−digit number.EXAMPLE−“SAMP Three One Six.”3. Assigned double-letter 2−digit flight number.4. Navy or Marine fleet and training commandaircraft, one of the following:(a) The service prefix and 2 letters (usephonetic alphabet equivalent) followed by 2 or 3digits.PrefixACGRVMVVCAFCAMCTGPrefixEFLRCHSTBL 2−3−5Branch of Service PrefixBranchU.S. <strong>Air</strong> ForceU.S. Coast Guard<strong>Air</strong> or Army National GuardU.S. ArmyU.S. Marine CorpsU.S. NavyCanadian Armed ForceCanadian Armed Force (Transport Command)Canadian Coast GuardTBL 2−3−6Military Mission PrefixMissionMedical <strong>Air</strong> EvacuationFlight CheckLOGAIR (USAF Contract)AMC (<strong>Air</strong> Mobility Command)Special <strong>Air</strong> Mission(b) The service prefix and a digit and a letter(use phonetic alphabet equivalent) followed by 2 or3 digits.2−3−8Flight Progress Strips
8/5/04<strong>7110.65P</strong> CHG 1c. Special-use. Approved special-use identifiers.2−3−5. AIRCRAFT TYPEUse the approved codes listed in Appendices Athrough C to indicate aircraft type.2−3−6. USAF/USN UNDERGRADUATE PILOTSTo identify aircraft piloted by solo USAF/USNundergraduate student pilots (who may occasionallyrequest revised clearances because they normally arerestricted to flight in VFR conditions), the aircraftidentification in the flight plan shall include the letter“Z” as a suffix. Do not use this suffix, however, inground-to-air communication.NOTE−USAF solo students who have passed an instrumentcertification check may penetrate cloud layers in climb ordescent only. Requests for revised clearances to avoidclouds in level flight can still be expected. This does notchange the requirement to use the letter “Z” as a suffix tothe aircraft identification.REFERENCE−FAAO 7110.65, <strong>Air</strong>craft Identification, Para 2−4−20.FAAO 7610.4, Chapter 12, Section 10, USAF Undergraduate FlyingTraining (UFT)/Pilot Instructor Training (PIT).2−3−7. AIRCRAFT EQUIPMENT SUFFIXa. Indicate, for both VFR and IFR operations, theaircraft’s radar transponder, DME, or navigationcapability by adding the appropriate symbol,preceded by a slant. (See TBL 2−3−7.)b. When forwarding this information, state theaircraft type followed by the word “slant” and theappropriate phonetic letter equivalent of the suffix.EXAMPLE−“Cessna Three−ten slant Tango.”“A−Ten slant November.”“F−Sixteen slant Papa.”“Seven−sixty−seven slant Golf.”2−3−8. CLEARANCE STATUSUse an appropriate clearance symbol followed by adash (−) and other pertinent information to clearlyshow the clearance status of an aircraft. To indicatedelay status use:a. The symbol “H” at the clearance limit whenholding instructions have been included in theaircraft’s original clearance. Show detailed holdinginformation following the dash when holding differsfrom the established pattern for the fix; i.e., turns, leglengths, etc.b. The symbols “F” or “O” to indicate theclearance limit when a delay is not anticipated.2−3−9. CONTROL SYMBOLOGYUse authorized control and clearance symbols orabbreviations for recording clearances, reports, andinstructions. <strong>Control</strong> status of aircraft must always becurrent. You may use:a. Plain language markings when it will aid inunderstanding information.b. Locally approved identifiers. Use these only<strong>with</strong>in your facility and not on teletypewriter orinterphone circuits.c. Plain sheets of paper or locally prepared formsto record information when flight progress strips arenot used. (See TBL 2−3−8 and TBL 2−3−9.)d. <strong>Control</strong> Information Symbols.(See FIG 2−3−6 and FIG 2−3−7.)REFERENCE−FAAO 7110.65, Exceptions, Para 4−5−3.Flight Progress Strips2−3−9
<strong>7110.65P</strong> CHG 1 8/5/04SuffixNO DME/X No transponder/T Transponder <strong>with</strong> no Mode C/U Transponder <strong>with</strong> Mode CDME/D No transponder/B Transponder <strong>with</strong> no Mode C/A Transponder <strong>with</strong> Mode CTACAN ONLY/M No transponder/N Transponder <strong>with</strong> no Mode C/P Transponder <strong>with</strong> Mode CAREA NAVIGATION (RNAV)/Y LORAN, VOR/DME, or INS <strong>with</strong> no transponderTBL 2−3−7<strong>Air</strong>craft Equipment Suffixes<strong>Air</strong>craft Equipment Suffixes/C LORAN, VOR/DME, or INS, transponder <strong>with</strong> no Mode C/I LORAN, VOR/DME, or INS, transponder <strong>with</strong> Mode CADVANCED RNAV WITH TRANSPONDER AND MODE C (If an aircraft is unable to operate <strong>with</strong> atransponder and/or Mode C, it will revert to the appropriate code listed above under Area Navigation.)/E Flight Management System (FMS) <strong>with</strong> en route, terminal, and approach capability. Equipment requirements are:(a) Dual FMS which meets the specifications of AC 25−15, Approval of Flight Management Systems in TransportCategory <strong>Air</strong>planes; AC 20−129, <strong>Air</strong>worthiness Approval of Vertical Navigation (VNAV) Systems for use in the U.S.NAS and Alaska; AC 20−130A, <strong>Air</strong>worthiness Approval of Navigation or Flight Management Systems IntegratingMultiple Navigation Sensors; or equivalent criteria as approved by Flight Standards.(b) A flight director and autopilot control system capable of following the lateral and vertical FMS flight path.(c) At least dual inertial reference units (IRUs).(d) A database containing the waypoints and speed/altitude constraints for the route and/or procedure to be flownthat is automatically loaded into the FMS flight plan.(e) An electronic map.(U.S. and U.S. territories only unless otherwise authorized.)/F FMS <strong>with</strong> en route, terminal, and approach capability. Unless otherwise authorized by the Administrator, equipmentrequirements are:(a) Single FMS which meets the specifications of AC 25−15, Approval of Flight Management Systems in TransportCategory <strong>Air</strong>planes; AC 20−129, <strong>Air</strong>worthiness Approval of Vertical Navigation (VNAV) Systems for use in the U.S.NAS and Alaska; AC 20−130A, <strong>Air</strong>worthiness Approval of Navigation or Flight Management Systems IntegratingMultiple Navigation Sensors; or equivalent criteria as approved by Flight Standards.(b) A demonstrated capability of depicting and following the lateral and vertical path.(c) An FMS <strong>with</strong> DME/DME updating and one or more of the following: Single Global Positioning System (GPS) −Single inertial reference unit (IRU).(d) A database containing the waypoints and speed/altitude constraints for the route and/or procedure to be flownthat is automatically loaded into the FMS flight plan.(U.S. and U.S. territories only unless otherwise authorized.)/G GPS/Global Navigation Satellite System (GNSS) equipped aircraft <strong>with</strong> en route and terminal capability/R Required Navigational Performance (Denotes capability to operate in Required Navigation Performance (RNP)designated airspace and routes)/W Reduced Vertical Separation Minima (RVSM)/Q RNP and RVSM (Indicate approval for application of RNP and RVSM separation standards.) It should be noted that/Q is for automation purposes only and will not be filed by system users. FAA processors will convert thecombination of /R+/W to =/Q.2−3−10Flight Progress Strips
8/5/04<strong>7110.65P</strong> CHG 1AbbreviationABCCAFDFHLNOPDQTVXZTBL 2−3−8Clearance AbbreviationsMeaningCleared to airport (point of intendedlanding)Center clearance deliveredATC clears (when clearance relayedthrough non−ATC facility)Cleared as filedCleared to depart from the fixCleared to the fixCleared to hold and instructions issuedCleared to landClearance not deliveredCleared to the outer markerCleared to climb/descend at pilot’sdiscretionCleared to fly specified sectors of aNAVAID defined in terms of courses,bearings, radials or quadrants <strong>with</strong>in adesignated radius.Cleared through (for landing and takeoffthrough intermediate point)Cleared over the fixCleared to cross (airway, route, radial) at(point)Tower jurisdictionAbbreviationBCCTFAFMSGPSIILSMAMLSNDBOTPPAPTRARHRNAVRPRXSASITATLTRVAVRTBL 2−3−9Miscellaneous AbbreviationsMeaningBack course approachContact approachFinal approachFlight management system approachGPS approachInitial approachILS approachMissed approachMLS approachNondirectional radio beacon approachVFR conditions−on−topPrecision approachProcedure turnResolution advisory (Pilot reportedTCAS event)Runway headingArea navigation approachReport immediately upon passing(fix/altitude)Report crossingSurveillance approachStraight−in approachTACAN approachTurn leftTurn rightVisual approachVOR approachFlight Progress Strips2−3−11
<strong>7110.65P</strong> 2/19/04FIG 2−3−6<strong>Control</strong> Information Symbols [Part 1]2−3−12Flight Progress Strips
2/19/04<strong>7110.65P</strong>FIG 2−3−7<strong>Control</strong> Information Symbols [Part 2]Flight Progress Strips2−3−13
2/19/04<strong>7110.65P</strong>Section 4. Radio and Interphone Communications2−4−1. RADIO COMMUNICATIONSUse radio frequencies for the special purposes forwhich they are intended. A single frequency may beused for more than one function except as follows:TERMINAL. When combining positions in the tower,do not use ground control frequency for airbornecommunications.NOTE−Due to the limited number of frequencies assigned totowers for the ground control function, it is very likely thatairborne use of a ground control frequency could causeinterference to other towers or interference to your aircraftfrom another tower. When combining these functions, it isrecommended combining them on local control. The ATISmay be used to specify the desired frequency.2−4−2. MONITORINGMonitor interphones and assigned radio frequenciescontinuously.NOTE−Although all FAA facilities, including RAPCONs andRATCFs, are required to monitor all assigned frequenciescontinuously, USAF facilities may not monitor allunpublished discrete frequencies.2−4−3. PILOT ACKNOWLEDGMENT/READBACKa. When issuing clearances or instructions ensureacknowledgment by the pilot.NOTE−Pilots may acknowledge clearances, instructions, or otherinformation by using “Wilco,” “Roger,” “Affirmative,” orother words or remarks.REFERENCE−AIM, Contact Procedures, Para 4−2−3.b. If altitude, heading, or other items are read backby the pilot, ensure the read back is correct. Ifincorrect or incomplete, make corrections asappropriate.2−4−4. AUTHORIZED INTERRUPTIONSAs necessary, authorize a pilot to interrupt his/hercommunications guard.NOTE−Some users have adopted procedures to insure uninterruptedreceiving capability <strong>with</strong> ATC when a pilot <strong>with</strong> onlyone operative communications radio must interrupthis/her communications guard because of a safety relatedproblem requiring airborne communications <strong>with</strong> his/hercompany. In this event, pilots will request approval toabandon guard on the assigned ATC frequency for amutually agreeable time period. Additionally, they willinform controllers of the NAVAID voice facility and thecompany frequency they will monitor.2−4−5. AUTHORIZED TRANSMISSIONSTransmit only those messages necessary for air trafficcontrol or otherwise contributing to air safety.REFERENCE−FAAO 7210.3, Authorized Messages Not Directly Associated <strong>with</strong> ATServices, Para 3−2−2.2−4−6. FALSE OR DECEPTIVECOMMUNICATIONSTake action to detect, prevent, and report false,deceptive, or phantom controller communications toan aircraft or controller. The following shall beaccomplished when false or deceptive communicationsoccur:a. Correct false information.b. Broadcast an alert to aircraft operating on allfrequencies <strong>with</strong>in the area where deceptive orphantom transmissions have been received.EXAMPLE−“Attention all aircraft. False ATC instructions have beenreceived in the area of Long Beach <strong>Air</strong>port. Exerciseextreme caution on all frequencies and verifyinstructions.”c. Collect pertinent information regarding theincident.d. Notify the operations supervisor of the false,deceptive, or phantom transmission and report allrelevant information pertaining to the incident.Radio and Interphone Communications2−4−1
<strong>7110.65P</strong> 2/19/042−4−7. AUTHORIZED RELAYSa. Relay operational information to aircraft oraircraft operators as necessary. Do not agree to handlesuch messages on a regular basis. Give the source ofany such message you relay.b. Relay official FAA messages as required.NOTE−The FAA Administrator and Deputy Administrator willsometimes use code phrases to identify themselves inair-to-ground communications as follows:Administrator: “SAFEAIR ONE.”Deputy Administrator: “SAFEAIR TWO.”EXAMPLE−“Miami Center, Jetstar One, this is SAFEAIR ONE,(message).”c. Relay operational information to militaryaircraft operating on, or planning to operate on IRs.2−4−8. RADIO MESSAGE FORMATUse the following format for radio communications<strong>with</strong> an aircraft:a. Sector/position on initial radio contact:1. Identification of aircraft.2. Identification of ATC unit.3. Message (if any).4. The word “over” if required.b. Subsequent radio transmissions from the samesector/position shall use the same format, except theidentification of the ATC unit may be omitted.TERMINAL. You may omit aircraft identificationafter initial contact when conducting the final portionof a radar approach.REFERENCE−FAAO 7110.65, <strong>Air</strong>craft Identification, Para 2−4−20.2−4−9. ABBREVIATED TRANSMISSIONSTransmissions may be abbreviated as follows:a. Use the identification prefix and the last 3 digitsor letters of the aircraft identification aftercommunications have been established. Do notabbreviate similar sounding aircraft identifications orthe identification of an air carrier or other civil aircrafthaving an FAA authorized call sign.REFERENCE−FAAO 7110.65, <strong>Air</strong>craft Identification, Para 2−4−20.b. Omit the facility identification after communicationhas been established.c. Transmit the message immediately after thecallup (<strong>with</strong>out waiting for the aircraft’s reply) whenthe message is short and receipt is generally assured.d. Omit the word “over” if the message obviouslyrequires a reply.2−4−10. INTERPHONE TRANSMISSIONPRIORITIESGive priority to interphone transmissions as follows:a. First priority. Emergency messages includingessential information on aircraft accidents orsuspected accidents. After an actual emergency haspassed, give a lower priority to messages relating tothat accident.b. Second priority. Clearances and control instructions.c. Third priority. Movement and control messagesusing the following order of preference whenpossible:1. Progress reports.2. Departure or arrival reports.3. Flight plans.d. Fourth priority. Movement messages on VFRaircraft.2−4−11. PRIORITY INTERRUPTIONUse the words “emergency” or “control” forinterrupting lower priority messages when you havean emergency or control message to transmit.2−4−2Radio and Interphone Communications
2/19/04<strong>7110.65P</strong>2−4−12. INTERPHONE MESSAGE FORMATUse the following format for interphone intra/interfacilitycommunications:a. Both the caller and receiver identify theirfacility and/or position in a manner that insures theywill not be confused <strong>with</strong> another position.NOTE−Other means of identifying a position, such as substitutingdeparture or arrival gate/fix names for positionidentification, may be used. However, it must beoperationally beneficial, and the procedure fully coveredin a letter of agreement or a facility directive, asappropriate.EXAMPLE−Caller: “Albuquerque Center Sixty Three, AmarilloDeparture.”Receiver: “Albuquerque Center.”b. Between two facilities which utilize numericposition identification, the caller must identify bothfacility and position.EXAMPLE−Caller: “Albuquerque Sixty Three, Fort Worth EightyTwo.”c. Caller states the type of coordination to beaccomplished when advantageous. For example,handoff or APREQ.d. The caller states the message.e. The receiver states the response to the caller’smessage followed by the receiver’s operating initials.f. The caller states his or her operating initials.EXAMPLE−1.Caller: “Denver High, R Twenty−five.”Receiver: “Denver High.”Caller: “Request direct Denver for Northwest ThreeTwenty−eight.”Receiver: “Northwest Three Twenty−eight direct Denverapproved. H.F.”Caller: “G.M.”2.Receiver: “Denver High, Go ahead override.”Caller: “R Twenty−five, Request direct Denver forNorthwest Three Twenty−eight.”Receiver: “Northwest Three Twenty−eight direct Denverapproved. H.F.”Caller: “G.M.”3.Caller: (“Bolos” is a departure gate in Houston ARTCC’sSabine sector)−“Bolos, Houston local.”Receiver: “Bolos.”Caller: “Request Flight Level three five zero for AmericanTwenty−five.”Receiver: “American Twenty−five Flight Level three fivezero approved, A.C.”Caller: “G.M.”4.Caller: “Sector Twelve, Ontario Approach, APREQ.”Receiver: “Sector Twelve.”Caller: “Cactus Five forty−two heading one three zero andclimbing to one four thousand.”Receiver: “Cactus Five forty−two heading one three zeroand climbing to one four thousand approved. B.N.”Caller: “A.M.”5.Caller: “Zanesville, Columbus, seventy−three line,handoff.”Receiver: “Zanesville.”Caller: “Five miles east of Appleton VOR, United ThreeSixty−six.”Receiver: “United Three Sixty−six, radar contact, A.Z.”Caller: “M.E.”Radio and Interphone Communications2−4−3
<strong>7110.65P</strong> CHG 2 2/17/05g. Identify the interphone voice line on which thecall is being made when two or more such lines arecollocated at the receiving operating position.EXAMPLE−“Washington Center, Washington Approach on the FiftySeven line.”“Chicago Center, O’Hare Tower handoff on the DepartureWest line.”h. TERMINAL. The provisions of subparas a, b, c,e, f, g, and para 2−4−13, Interphone MessageTermination, may be omitted provided:1. Abbreviated standard coordination proceduresare contained in a facility directive describingthe specific conditions and positions that may utilizean abbreviated interphone message format; and2. There will be no possibility of misunderstandingwhich positions are using the abbreviatedprocedures.2−4−13. INTERPHONE MESSAGETERMINATIONTerminate interphone messages <strong>with</strong> your operatinginitials.2−4−14. WORDS AND PHRASESa. Use the words or phrases in radiotelephone andinterphone communication as contained in the P/CGor, <strong>with</strong>in areas where <strong>Control</strong>ler Pilot Data LinkCommunications (CPDLC) is in use, the phraseologycontained in the applicable CPDLC message set.b. The word “heavy” shall be used as part of theidentification of heavy jet aircraft as follows:TERMINAL. In all communications <strong>with</strong> or aboutheavy jet aircraft.EN ROUTE. The use of the word heavy may beomitted except as follows:1. In communications <strong>with</strong> a terminal facilityabout heavy jet operations.2. In communications <strong>with</strong> or about heavy jetaircraft <strong>with</strong> regard to an airport where the en routecenter is providing approach control service.3. In communications <strong>with</strong> or about heavy jetaircraft when the separation from a following aircraftmay become less than 5 miles by approved procedure.4. When issuing traffic advisories.EXAMPLE−“United Fifty−Eight Heavy.”NOTE−Most airlines will use the word “heavy” following thecompany prefix and flight number when establishingcommunications or when changing frequencies <strong>with</strong>in aterminal facility’s area.5. When in radio communications <strong>with</strong> “<strong>Air</strong>Force One” or “<strong>Air</strong> Force Two,” do not add the heavydesignator to the call sign. State only the call sign “<strong>Air</strong>Force One/Two” regardless of the type aircraft.2−4−15. EMPHASIS FOR CLARITYEmphasize appropriate digits, letters, or similarsounding words to aid in distinguishing betweensimilar sounding aircraft identifications.Additionally:a. Notify each pilot concerned when communicating<strong>with</strong> aircraft having similar sounding identifications.EXAMPLE−“United Thirty−one United, Miami Center, U.S. <strong>Air</strong>Thirty−one is also on this frequency, acknowledge.”“U.S. <strong>Air</strong> Thirty−one U.S. <strong>Air</strong>, Miami Center, UnitedThirty−one is also on this frequency, acknowledge.”REFERENCE−FAAO 7110.65, <strong>Air</strong>craft Identification, Para 2−4−20.FAAO 7210.3, <strong>Air</strong>craft Identification Problems, Para 2−1−13.b. Notify the operations supervisor−in-charge ofany duplicate flight identification numbers orphonetically similar-sounding call signs when theaircraft are operating simultaneously <strong>with</strong>in the samesector.REFERENCE−FAAO 7210.3, <strong>Air</strong>craft Identification Problems, Para 2−1−13.NOTE−This is especially important when this occurs on arepetitive, rather than an isolated, basis.2−4−4Radio and Interphone Communications
2/19/04<strong>7110.65P</strong>2−4−16. ICAO PHONETICSUse the ICAO pronunciation of numbers andindividual letters. (See the ICAO radiotelephonyalphabet and pronunciation in TBL 2−4−1.)TBL 2−4−1ICAO PhoneticsCharacter Word Pronunciation0 Zero ZE−RO1 One WUN2 Two TOO3 Three TREE4 Four FOW−ER5 Five FIFE6 Six SIX7 Seven SEV−EN8 Eight AIT9 Nine NIN−ERA Alfa ALFAHB Bravo BRAHVOHC Charlie CHARLEED Delta DELLTAHE Echo ECKOHF Foxtrot FOKSTROTG Golf GOLFH Hotel HOHTELLI India INDEE AHJ Juliett JEWLEE ETTK Kilo KEYLOHL Lima LEEMAHM Mike MIKEN November NOVEMBERO Oscar OSSCAHP Papa PAHPAHQ Quebec KEHBECKR Romeo ROWME OHS Sierra SEEAIRAHT Tango TANGGOU Uniform YOUNEE FORMV Victor VIKTAHW Whiskey WISSKEYX X−ray ECKSRAYY Yankee YANGKEYZ Zulu ZOOLOONOTE−Syllables to be emphasized in pronunciation are in boldface.2−4−17. NUMBERS USAGEState numbers as follows:a. Serial numbers. The separate digits.EXAMPLE−NumberStatement11,495 “One one four niner five.”20,069 “Two zero zero six niner.”b. Altitudes or flight levels:1. Altitudes. Pronounce each digit in the numberof hundreds or thousands followed by the word“hundred” or “thousand” as appropriate.EXAMPLE−NumberStatement10,000 “One zero thousand.”11,000 “One one thousand.”17,900 “One seven thousand ninerhundred.”NOTE−Altitudes may be restated in group form for added clarityif the controller chooses.EXAMPLE−NumberStatement10,000 “Ten thousand.”11,000 “Eleven thousand.”17,900 “Seventeen thousand ninerhundred.”2. Flight levels. The words “flight level”followed by the separate digits of the flight level.EXAMPLE−Flight levelStatement180 “Flight level one eight zero.”275 “Flight level two seven five.”Radio and Interphone Communications2−4−5
<strong>7110.65P</strong> 2/19/043. MDA/DH Altitudes. The separate digits ofthe MDA/DH altitude.EXAMPLE−MDA/DH AltitudeStatement1,320 “Minimum descent altitude,one three two zero.”486 “Decision height, four eightsix.”EXAMPLE−TimeStatement1415:06 “Time, one four one five.”1415:10 “Time, one four one five andone−quarter.”4. Abbreviated time. The separate digits of theminutes only.EXAMPLE−c. Time:1. General time information. The four separatedigits of the hour and minute/s in terms of UTC.EXAMPLE−Time1415 “One five.”1420 “Two zero.”Statement5. Field elevation. The words “field elevation”followed by the separate digits of the elevation.EXAMPLE−UTC Time (12 hour) Statement0715 1:15 a.m. CST “Zero seven one five.”1915 1:15 p.m. CST “One niner one five.”2. Upon request. The four separate digits of thehours and minute/s in terms of UTC followed by thelocal standard time equivalent; or the local timeequivalent only. Local time may be based on the24−hour clock system, and the word “local” or thetime zone equivalent shall be stated when other thanUTC is referenced. The term “ZULU” may be usedto denote UTC.EXAMPLE−UTCTime(24 hour)Time(12 hour)Statement2230 1430 PST 2:30 p.m. “Two two three zero,one four three zeroPacific or Local.” or“Two−thirty P−M.”3. Time check. The word “time” followed by thefour separate digits of the hour and minutes, andnearest quarter minute. Fractions of a quarter minuteless than eight seconds are stated as the precedingquarter minute; fractions of a quarter minute of eightseconds or more are stated as succeeding quarterminute.ElevationStatement17 feet “Field elevation, one seven.”817 feet “Field elevation, eight one seven.”2,817 feet “Field elevation, two eight one seven.”d. The number “0” as “zero” except where it isused in approved “group form” for authorized aircraftcall signs, and in stating altitudes.EXAMPLE−As Zero“Field elevation one six zero.”“Heading three zero zero.”“One zero thousand fivehundred.”As Group“Western five thirty.”“EMAIR One Ten.”“Ten thousand five hundred.”e. Altimeter setting. The word “altimeter” followedby the separate digits of the altimeter setting.EXAMPLE−SettingStatement30.01 “Altimeter, three zero zero one.”f. Surface wind. The word “wind” followed by theseparate digits of the indicated wind direction to thenearest 10−degree multiple, the word “at” and theseparate digits of the indicated velocity in knots.EXAMPLE−“Wind zero three zero at two five.”“Wind two seven zero at one five gusts three five.”2−4−6Radio and Interphone Communications
2/19/04<strong>7110.65P</strong>g. Heading. The word “heading” followed by thethree separate digits of the number of degrees,omitting the word “degrees.” Use heading 360degrees to indicate a north heading.EXAMPLE−HeadingStatement5 degrees “Heading zero zero five.”30 degrees “Heading zero three zero.”360 degrees “Heading three six zero.”h. Radar beacon codes. The separate digits of the4−digit code.EXAMPLE−CodeStatement1000 “One zero zero zero.”2100 “Two one zero zero.”i. Runways. The word “runway,” followed by theseparate digits of the runway designation. For aparallel runway, state the word “left,” “right,” or“center” if the letter “L,” “R,” or “C” is included in thedesignation.EXAMPLE−DesignationStatement3 “Runway Three.”8L27R“Runway Eight Left.”“Runway Two Seven Right.”EXAMPLE−FrequencyStatement126.55 MHz “One two six point five five.”369.0 MHz “Three six niner point zero.”121.5 MHz “One two one point five.”135.275 MHz “One three five point two seven.”302 kHz “Three zero two kiloHertz.”2. USAF/USN. Local channelization numbersmay be used in lieu of frequencies for locally basedaircraft when local procedures are established toensure that local aircraft and ATC facilities use thesame channelization.EXAMPLE−FrequencyStatement275.8 MHz “Local channel one six.”3. Issue MLS/TACAN frequencies by statingthe assigned two− or three−digit channel number.EXAMPLE−“M−L−Schannel Five Three Zero.”“TACAN channel Nine Seven.”k. Speeds.1. The separate digits of the speed followed by“knots” except as required by para 5−7−2, Methods.EXAMPLE−SpeedStatement250 “Two five zero knots.”190 “One niner zero knots.”2. The separate digits of the Mach numberpreceded by “Mach.”EXAMPLE−j. Frequencies.1. The separate digits of the frequency, insertingthe word “point” where the decimal point occurs.(a) Omit digits after the second digit to theright of the decimal point.(b) When the frequency is in the L/MF band,include the word “kiloHertz.”Mach NumberStatement1.5 “Mach one point five.”0.64 “Mach point six four.”0.7 “Mach point seven.”l. Miles. The separate digits of the mileagefollowed by the word “mile.”EXAMPLE−“Three zero mile arc east of Nottingham.”“<strong>Traffic</strong>, one o’clock, two five miles, northbound, D−CEight, flight level two seven zero.”Radio and Interphone Communications2−4−7
<strong>7110.65P</strong> 2/19/042−4−18. NUMBER CLARIFICATIONa. If deemed necessary for clarity, and after statingnumbers as specified in para 2−4−17, NumbersUsage, controllers may restate numbers using eithergroup or single-digit form.EXAMPLE−“One Seven Thousand, Seventeen Thousand.”“Altimeter Two Niner Niner Two, Twenty Nine NinetyTwo.”“One Two Six Point Five Five, One Twenty Six Point FiftyFive.”2−4−19. FACILITY IDENTIFICATIONIdentify facilities as follows:a. <strong>Air</strong>port traffic control towers. State the name ofthe facility followed by the word “tower.” Wheremilitary and civil airports are located in the samegeneral area and have similar names, state the nameof the military service followed by the name of themilitary facility and the word “tower.”EXAMPLE−“Columbus Tower.”“Barksdale Tower.”“Navy Jacksonville Tower.”b. <strong>Air</strong> route traffic control centers. State the nameof the facility followed by the word “center.”c. Approach control facilities, including RAP-CONs, RATCFs, and ARACs. State the name of thefacility followed by the word “approach.” Wheremilitary and civil facilities are located in the samegeneral area and have similar names, state the nameof the military service followed by the name of themilitary facility and the word “approach.”EXAMPLE−“Denver Approach.”“Griffiss Approach.”“Navy Jacksonville Approach.”d. Functions <strong>with</strong>in a terminal facility. State thename of the facility followed by the name of thefunction.EXAMPLE−“Boston Departure.”“LaGuardia Clearance Delivery.”“O’Hare Ground.”e. When calling or replying on an interphone linewhich connects only two non−VSCS equippedfacilities, you may omit the facility name.EXAMPLE−“Bradford High, Handoff.”f. FAA flight service stations. State the name of thestation followed by the word “radio.”EXAMPLE−“Altoona Radio.”g. Radar facilities having ASR or PAR but notproviding approach control service. State the nameof the facility, followed by the letters “G−C−A.”EXAMPLE−“Corpus Christi G−C−A.”“Davison G−C−A.”2−4−20. AIRCRAFT IDENTIFICATIONUse the full identification in reply to aircraft <strong>with</strong>similar sounding identifications. For other aircraft,the same identification may be used in reply that thepilot used in his/her initial callup except use thecorrect identification after communications havebeen established. Identify aircraft as follows:a. U.S. registry aircraft. State one of the following:REFERENCE−FAAO 7110.65, Radio Message Format, Para 2−4−8.FAAO 7110.65, Abbreviated Transmissions, Para 2−4−9.FAAO 7110.65, Emphasis for Clarity, Para 2−4−15.FAAO 7110.65, Numbers Usage, Para 2−4−17.1. Civil. State the prefix “November” whenestablishing initial communications <strong>with</strong> U.S.registered aircraft followed by the ICAO phoneticpronunciation of the numbers/letters of the aircraftregistration. The controller may state the aircrafttype, the model, the manufacturer’s name, followedby the ICAO phonetic pronunciation of thenumbers/letters of the aircraft registration if used bythe pilot on the initial or subsequent call.EXAMPLE−<strong>Air</strong> traffic controller’s initiated call:“November One Two Three Four Golf.”“November One Two Three Four.”Responding to pilot’s initial or subsequent call:“Jet Commander One Two Three Four Papa.”“Bonanza One Two Three Four Tango.”“Sikorsky Six Three Eight Mike Foxtrot.”NOTE−If aircraft identification becomes a problem when theprocedures specified above are used, the call sign shall berestated after the flight number of the aircraft involved.2−4−8Radio and Interphone Communications
2/17/05<strong>7110.65P</strong> CHG 2EXAMPLE−“American Five Twenty−One American.”“Commuter Six Eleven Commuter.”“General Motors Thirty−Seven General Motors.”REFERENCE−FAAO 7210.3, <strong>Air</strong>craft Identification Problems, Para 2−1−13.2. <strong>Air</strong> carrier and other civil aircraft having FAAauthorized call signs. State the call sign followed bythe flight number in group form.NOTE−“Group form” is the pronunciation of a series of numbersas the whole number, or pairs of numbers they representrather than pronouncing each separate digit. The use ofgroup form may, however, be negated by four-digitidentifiers or the placement of zeros in the identifier.EXAMPLE−“American Fifty−Two.”“Delta One Hundred.”“Eastern Metro One Ten.”“General Motors Thirty Fifteen.”“United One Zero One.”“Delta Zero One Zero.”“TWA Ten Zero Four.”NOTE−<strong>Air</strong> carrier and other civil aircraft having FAA authorizedcall signs may be pronounced using single digits ifnecessary for clarity.EXAMPLE−“United Five One Seven.”“United Five Seven Zero.”3. <strong>Air</strong> taxi and commercial operators not havingFAA authorized call signs. State the prefix “TANGO”on initial contact, if used by the pilot, followed by theregistration number. The prefix may be dropped insubsequent communications.EXAMPLE−“Tango Mooney Five Five Five Two Quebec.”“Tango November One Two Three Four.”4. <strong>Air</strong> carrier/taxi ambulance. State the prefix,“Lifeguard,” if used by the pilot, followed by the callsign and flight number in group form.EXAMPLE−“Lifeguard Delta Fifty−One.”5. Civilian air ambulance. State the word“LIFEGUARD” followed by the numbers/letters ofthe registration number.EXAMPLE−“Lifeguard Two Six Four Six.”6. U.S. military. State one of the following:(a) The service name, followed by the word“copter,” when appropriate, and the last 5 digits of theserial number.EXAMPLE−“Navy Five Six Seven One Three.”“Coast Guard Six One Three Two Seven.”“<strong>Air</strong> Guard One Three Five Eight Six.”“Army Copter Three Two One Seven Six.”NOTE−If aircraft identification becomes a problem, theprocedures reflected in FAAO 7210.3, Facility Operationand Administration, <strong>Air</strong>craft Identification Problems,para 2−1−13,will apply.(b) Special military operations. State one ofthe following followed by the last 5 digits of the serialnumber:(c) <strong>Air</strong> evacuation flights. “AIR EVAC,”“MARINE AIR EVAC,” or “NAVY AIR EVAC.”EXAMPLE−“<strong>Air</strong> Evac One Seven Six Five Two.”(d) Rescue flights. (Service name) “RES-CUE.”EXAMPLE−“<strong>Air</strong> Force Rescue Six One Five Seven Niner.”(e) <strong>Air</strong> Mobility Command. “REACH.”EXAMPLE−“Reach Seven Eight Five Six Two.”(f) Special <strong>Air</strong> Mission. “SAM.”EXAMPLE−“Sam Niner One Five Six Two.”(g) USAF Contract <strong>Air</strong>craft “LOGAIR.”EXAMPLE−“Logair Seven Five Eight Two Six.”(h) Military tactical and training:(1) U.S. <strong>Air</strong> Force, <strong>Air</strong> National Guard,Military District of Washington priority aircraft, andUSAF civil disturbance aircraft. Pronounceablewords of 3 to 6 letters followed by a 1 to 5 digitnumber.EXAMPLE−“Paul Two Zero.”“Pat One Five Seven.”“Gaydog Four.”NOTE−When the “Z” suffix described in para 2−3−6, USAF/USNUndergraduate Pilots, is added to identify aircraft pilotedby USAF undergraduate pilots, the call sign will be limitedto a combination of six characters.Radio and Interphone Communications2−4−9
<strong>7110.65P</strong> CHG 1 8/5/04(2) Navy or Marine fleet and trainingcommand aircraft. The service name and 2 letters, ora digit and a letter (use letter phonetic equivalents),followed by 2 or 3 digits.EXAMPLE−“Navy Golf Alfa Two One.”“Marine Four Charlie Two Three Six.”(i) NORAD interceptors. An assigneddouble letter 2−digit flight number.EXAMPLE−“Alfa Kilo One Five.”7. Presidential aircraft and Presidential familyaircraft:(a) When the President is aboard a militaryaircraft, state the name of the military service,followed by the word “One.”EXAMPLE−“<strong>Air</strong> Force One.”“Army One.”“Marine One.”(b) When the President is aboard a civilaircraft, state the words “Executive One.”(c) When a member of the President’s familyis aboard any aircraft, if the U.S. Secret Service or theWhite House Staff determines it is necessary, state thewords “Executive One Foxtrot.”REFERENCE−FAAO 7110.65, Operational Priority, Para 2−1−4.8. Vice Presidential aircraft:(a) When the Vice President is aboard amilitary aircraft, state the name of the militaryservice, followed by the word “Two.”EXAMPLE−“<strong>Air</strong> Force Two.”“Army Two.”“Marine Two.”(b) When the Vice President is aboard a civilaircraft, state the words “Executive Two.”(c) When a member of the Vice President’sfamily is aboard any aircraft, if the U.S. SecretService or the White House Staff determines it isnecessary, state the words “Executive Two Foxtrot.”REFERENCE−FAAO 7110.65, Operational Priority, Para 2−1−4.9. DOT and FAA flights. The followingalphanumeric identifiers and radio/interphone callsigns are established for use in air/ground communicationswhen the Secretary of Transportation,Deputy Secretary of Transportation, FAA Administratoror FAA Deputy Administrator have arequirement to identify themselves.(See TBL 2−4−2.)TBL 2−4−2DOT and FAA Alphanumeric Identifiersand Call SignsOfficial Identifier Call SignSecretary of Transportation DOT−1 Transport−1Deputy Secretary ofDOT−2 Transport−2TransportationAdministrator,FAA−1 Safeair−1Federal Aviation AdministrationDeputy Administrator,Federal Aviation AdministrationFAA−2 Safeair−210. Other Special Flights.(a) Department of Energy flights. State theletters “R−A−C” (use phonetic alphabet equivalents)followed by the last 4 separate digits of the aircraftregistration number.EXAMPLE−“Romeo Alfa Charlie One Six Five Three.”(b) Flight Inspection of navigational aids.State the call sign “FLIGHT CHECK” followed bythe digits of the registration number.EXAMPLE−“Flight Check Three Niner Six Five Four.”(c) USAF aircraft engaged in aerial samplingmissions. State the call sign “SAMP” followed by thelast three digits of the serial number.EXAMPLE−“SAMP Three One Six.”REFERENCE−FAAO 7110.65, SAMP, Para 9−3−16.11. Use a pilot’s name in identification of anaircraft only in special or emergency situations.b. Foreign registry. State one of the following:1. Civil. State the aircraft type or the manufacturer’sname followed by the letters/numbers of theaircraft registration, or state the letters or digits of theaircraft registration or call sign.EXAMPLE−“Stationair F−L−R−B.”“C−F−L−R−B.”NOTE−Letters may be spoken individually or phonetically.2−4−10Radio and Interphone Communications
2/19/04<strong>7110.65P</strong>2. <strong>Air</strong> carrier. The abbreviated name of theoperating company followed by the letters or digits ofthe registration or call sign.EXAMPLE−“<strong>Air</strong> France F−L−R−L−G.”3. The flight number in group form, or you mayuse separate digits if that is the format used by thepilot.EXAMPLE−“Scandinavian Sixty−eight.”“Scandinavian Six Eight.”4. Foreign Military. Except Canada, the name ofthe country and the military service followed by theseparate digits or letters of the registration or callsign. Canadian Armed Force aircraft shall beidentified by the word “Canforce” followed by theseparate digits of the serial number, except that theTransport Command of the Canadian Armed Forceshall be identified by the words “Canadian Military”and the Canadian Coast Guard shall be identified as“Canadian Coast Guard” followed by the separatedigits of the serial number.EXAMPLE−“Canforce Five Six Two Seven.”“Brazilian <strong>Air</strong> Force Five Three Two Seven Six.”2−4−21. DESCRIPTION OF AIRCRAFT TYPESExcept for heavy aircraft, describe aircraft as followswhen issuing traffic information.a. Military:1. Military designator, <strong>with</strong> numbers spoken ingroup form, or2. Service and type, or3. Type only if no confusion or misidentificationis likely.b. <strong>Air</strong> Carrier:1. Manufacturer’s model or designator.2. Add the manufacturer’s name, companyname or other identifying features when confusion ormisidentification is likely.EXAMPLE−“L−Ten−Eleven.”“American MD−Eighty. Seven Thirty−Seven.”“Boeing Seven Fifty−Seven.”NOTE−Pilots of “interchange” aircraft are expected to inform thetower on the first radio contact the name of the operatingcompany and trip number followed by the company name,as displayed on the aircraft, and the aircraft type.c. General Aviation and <strong>Air</strong> Taxi:1. Manufacturer’s model, or designator.2. Manufacturer’s name, or add color whenconsidered advantageous.EXAMPLE−“Tri−Pacer.”“P A Twenty−Two.”“Cessna Four−Oh−One.”“Blue and white King <strong>Air</strong>.”“<strong>Air</strong>liner.”“Sikorsky S−Seventy−Six.”d. When issuing traffic information to aircraftfollowing a heavy jet, specify the word “heavy”before the manufacturer’s name and model.EXAMPLE−“Heavy L−Ten−Eleven.”“Heavy C−Five.”“Heavy Boeing Seven Forty−Seven.”REFERENCE−FAAO 7110.65, <strong>Traffic</strong> Advisories, Para 2−1−21.2−4−22. AIRSPACE CLASSESA, B, C, D, E, and G airspace are pronounced in theICAO phonetics for clarification. The term “Class”may be dropped when referring to airspace inpilot/controller communications.EXAMPLE−“Cessna 123 Mike Romeo cleared to enter Bravoairspace.”“Sikorsky 123 Tango Sierra cleared to enter New YorkBravo airspace.”Radio and Interphone Communications2−4−11
8/5/04<strong>7110.65P</strong> CHG 1Section 5. Route and NAVAID Description2−5−1. AIR TRAFFIC SERVICE (ATS) ROUTESDescribe ATS routes as follows:a. VOR/VORTAC/TACAN airways or jet routes.State the word “Victor” or the letter “J” followed bythe number of the airway or route in group form.EXAMPLE−“Victor Twelve.”“J Five Thirty−Three.”b. VOR/VORTAC/TACAN alternate airways.State the word “Victor” followed by the number of theairway in group form and the alternate direction.EXAMPLE−“Victor Twelve South.”c. Colored/L/MF airways. State the color of theairway followed by the number in group form.EXAMPLE−“Blue Eighty−One.”d. Named Routes. State the words “NorthAmerican Route” or “Bahama Route” followed bythe number of the route in group form.EXAMPLE−“North American Route Sixty−Seven Bravo.”“Bahama Route Fifty−Five Victor.”e. <strong>Air</strong> <strong>Traffic</strong> Service (ATS) routes. State theletter(s) of the route phonetically, followed by thenumber of the route in group form.EXAMPLE−“Romeo Twenty.”“Alfa Fifty.”“Golf Sixty−one.”“Alfa Seven Hundred.”f. Military Training Routes (MTRs). State theletters “I−R” or “V−R” followed by the number of theroute in group form.EXAMPLE−“I−R Five Thirty−one.”“V−R Fifty−two.”g. Published RNAV routes. State the letter “Q”followed by the route number in group form except inAlaska where RNAV routes are followed <strong>with</strong> theletter “R.”EXAMPLE−“Q One Forty−five.”2−5−2. NAVAID TERMSDescribe radials, arcs, courses, bearings, andquadrants of NAVAIDs as follows:a. VOR/VORTAC/TACAN/MLS/GPS Waypoint.State the name of the NAVAID or GPSWaypoint followed by the separate digits of theradial/azimuth/bearing (omitting the word “degrees”)and the word “radial/azimuth/bearing.”EXAMPLE−“Appleton Zero Five Zero Radial.”“Lindburg Runway Two Seven M−L−S, Two Six ZeroAzimuth.”b. Arcs about VOR-DME/VORTAC/TACAN/MLS NAVAIDs. State the distance in miles from theNAVAID followed by the words “mile arc,” thedirection from the NAVAID in terms of the eightprincipal points of the compass, the word “of,” andthe name of the NAVAID.EXAMPLE−“Two Zero mile arc southwest of O’Hare Runway TwoSeven Left M−L−S.”c. Quadrant <strong>with</strong>in a radius of NAVAID. Statedirection from NAVAID in terms of the quadrant;e.g., NE, SE, SW, NW, followed by the distance inmiles from the NAVAID.EXAMPLE−“Cleared to fly northeast quadrant of PhillipsburgVORTAC <strong>with</strong>in Four Zero mile radius.”REFERENCE−FAAO 7110.65, Route Use, Para 4−4−1.P/CG Term− Quadrant.d. Nondirectional beacons. State the course to orthe bearing from the radio beacon, omitting the word“degree,” followed by the words “course to” or“bearing from,” the name of the radio beacon, and thewords “radio beacon.”EXAMPLE−“Three Four Zero bearing from Randolph Radio Beacon.”e. MLS. State the azimuth to or azimuth from theMLS, omitting the word “degree” followed by thewords “azimuth to” or “azimuth from,” the name ofthe MLS, and the term MLS.EXAMPLE−“Two Six Zero azimuth to Linburgh Runway Two SevenMLS.”Route and NAVAID Description2−5−1
<strong>7110.65P</strong> CHG 22/17/05f. Navigation Reference System (NRS) Waypoint.State the single letter corresponding to the ICAOFlight Information Region (FIR) identifier, followedby the letter corresponding to the FIR subset (ARTCCarea for the conterminous U.S.), the latitudeincrement in single digit or group form, and thelongitude increment.EXAMPLE−“Kilo Delta Three Four Uniform.”“Kilo Delta Thirty Four Uniform.”2−5−3. NAVAID FIXESDescribe fixes determined by reference to aradial/localizer/azimuth and distance from a VOR-DME/VORTAC/TACAN/ILS-DME or MLS asfollows:a. When a fix is not named, state the name of theNAVAID followed by a specified radial/localizer/azimuth,and state the distance in miles followed by thephrase “mile fix.”EXAMPLE−“Appleton Zero Five Zero radial Three Seven mile fix.”“Reno localizer back course Four mile fix.”“Hobby Runway One Two M−L−S Zero Niner Zero azimuthOne Two mile fix.”b. When a fix is charted on a DP, STAR, en routechart, or approach plate, state the name of the fix.c. Use specific terms to describe a fix. Do not useexpressions such as “passing Victor Twelve” or“passing J Eleven.”2−5−2Route and NAVAID Description
8/5/04<strong>7110.65P</strong> CHG 1Section 6. Weather Information2−6−1. FAMILIARIZATIONBecome familiar <strong>with</strong> pertinent weather informationwhen coming on duty, and stay aware of currentweather information needed to perform ATC duties.2−6−2. HAZARDOUS INFLIGHT WEATHERADVISORY SERVICE (HIWAS)<strong>Control</strong>lers shall advise pilots of hazardous weatherthat may impact operations <strong>with</strong>in 150 NM of theirsector or area of jurisdiction. Hazardous weatherinformation contained in HIWAS broadcasts includes<strong>Air</strong>men’s Meteorological Information (AIRMET),Significant Meteorological Information (SIGMET),Convective SIGMET (WST), Urgent Pilot WeatherReports (UUA), and Center Weather Advisories(CWA). Facilities shall review alert messages todetermine the geographical area and operationalimpact for hazardous weather information broadcasts.The broadcast is not required if aircraft on yourfrequency(s) will not be affected.a. <strong>Control</strong>lers <strong>with</strong>in commissioned HIWAS areasshall broadcast a HIWAS alert on all frequencies,except emergency frequency, upon receipt ofhazardous weather information. <strong>Control</strong>lers arerequired to disseminate data based on the operationalimpact on the sector or area of control jurisdiction.NOTE−The inclusion of the type and number of weather advisoryresponsible for the HIWAS advisory is optional.PHRASEOLOGY−ATTENTION ALL AIRCRAFT. HAZARDOUS WEATHERINFORMATION (SIGMET, Convective SIGMET,AIRMET, Urgent Pilot Weather Report (UUA), or CenterWeather Advisory (CWA), Number or Numbers) FOR(geographical area) AVAILABLE ON HIWAS, FLIGHTWATCH, OR FLIGHT SERVICE FREQUENCIES.b. <strong>Control</strong>lers outside of commissioned HIWASareas shall:1. Advise pilots of the availability of hazardousweather advisories. Pilots requesting additionalinformation should be directed to contact the nearestFlight Watch or Flight Service.2. Apply the same procedure when HIWASoutlets, or outlets <strong>with</strong> radio coverage extending intoyour sector or airspace under your jurisdiction, areout of service.PHRASEOLOGY−ATTENTION ALL AIRCRAFT. HAZARDOUS WEATHERINFORMATION FOR (geographical area) AVAILABLEFROM FLIGHT WATCH OR FLIGHT SERVICE.c. Terminal facilities have the option to limithazardous weather information broadcasts as follows:Tower cab and approach control facilities mayopt to broadcast hazardous weather information alertsonly when any part of the area described is <strong>with</strong>in50 NM of the airspace under their jurisdiction.REFERENCE−AIM, Chapter 7, Section 1, Meteorology, Para 7−1−5 throughPara 7−1−9.2−6−3. PIREP INFORMATIONSignificant PIREP information includes reports ofstrong frontal activity, squall lines, thunderstorms,light to severe icing, wind shear and turbulence(including clear air turbulence) of moderate or greaterintensity, volcanic eruptions and volcanic ash clouds,and other conditions pertinent to flight safety.REFERENCE−FAAO 7110.65, Low Level Wind Shear/Microburst Advisories,Para 3−1−8.FAAO 7210.3, Handling of SIGMETs, CWAs, and PIREPs, Para 6−3−1.AIM, Flight Operations in Volcanic Ash, Para 7−5−8.FAAO 7210.3, SIGMET and PIREP Handling, Para 10−3−1.a. Solicit PIREPs when requested or when one ofthe following conditions exists or is forecast for yourarea of jurisdiction:1. Ceilings at or below 5,000 feet. ThesePIREPs shall include cloud base/top reports whenfeasible.TERMINAL. Ensure that at least one descent/climboutPIREP, including cloud base/s, top/s, and otherrelated phenomena, is obtained each hour.EN ROUTE. When providing approach controlservices, the requirements stated in TERMINALabove apply.2. Visibility (surface or aloft) at or less than 5miles.3. Thunderstorms and related phenomena.4. Turbulence of moderate degree or greater.5. Icing of light degree or greater.Weather Information2−6−1
<strong>7110.65P</strong> CHG 22/17/056. Wind shear.7. Volcanic ash clouds.NOTE−Pilots may forward PIREPs regarding volcanic activityusing the format described in the Volcanic ActivityReporting Form (VAR) as depicted in the AIM, Appendix 2.8. TERMINAL. Braking Action Advisories arein effect.REFERENCE−FAAO 7110.65, Braking Action Advisories, Para 3−3−5.P/CG Term− Braking Action Advisories.b. Record <strong>with</strong> the PIREPs:1. Time.2. <strong>Air</strong>craft position.3. Type aircraft.4. Altitude.5. When the PIREP involves icing include:(a) Icing type and intensity.(b) <strong>Air</strong> temperature in which icing isoccurring.c. Obtain PIREPs directly from the pilot, or if thePIREP has been requested by another facility, youmay instruct the pilot to deliver it directly to thatfacility.PHRASEOLOGY−REQUEST/SAY FLIGHT CONDITIONS.Or if appropriate,REQUEST/SAY (specific conditions; i.e., ride, cloud,visibility, etc.) CONDITIONS.If necessary,OVER (fix),orALONG PRESENT ROUTE,orBETWEEN (fix) AND (fix).d. Handle PIREPs as follows:1. Relay pertinent PIREP information toconcerned aircraft in a timely manner.2. EN ROUTE. Relay all operationally significantPIREPs to the facility weather coordinator.3. TERMINAL. Relay all operationally significantPIREPs to:(a) The appropriate intrafacility positions.(b) The FSS serving the area in which thereport was obtained.NOTE−The FSS is responsible for long line dissemination.(c) Other concerned terminal or en route ATCfacilities, including non−FAA facilities.(d) Use the word gain and/or loss whendescribing to pilots the effects of wind shear onairspeed.EXAMPLE−“Delta Seven Twenty−one, a Boeing Seven Twenty−seven,previously reported wind shear, loss of Two Five knots atFour Hundred feet.”“U.S. <strong>Air</strong> Seventy−six, a D−C Niner, previously reportedwind shear, gain of Twenty−Five knots between NinerHundred and Six Hundred feet, followed by a loss of FiveZero knots between Five Hundred feet and the surface.”REFERENCE−AIM, Wind Shear PIREPs, Para 7−1−25.2−6−4. WEATHER AND CHAFF SERVICESa. Issue pertinent information on observed/reportedweather or chaff areas. Provide radarnavigational guidance and/or approve deviationsaround weather or chaff areas when requested by thepilot. Do not use the word “turbulence” in describingradar-derived weather.1. Issue weather and chaff information bydefining the area of coverage in terms of azimuth (byreferring to the 12−hour clock) and distance from theaircraft or by indicating the general width of the areaand the area of coverage in terms of fixes or distanceand direction from fixes.2. Issue the level of echo intensity when thatinformation is available.3. When equipment limitations exist, controllersshall, at a minimum, ensure that the highestavailable level of echo intensity <strong>with</strong>in their area ofjurisdiction is displayed.2−6−2Weather Information
2/19/04<strong>7110.65P</strong>4. When a deviation cannot be approved asrequested and the situation permits, suggest analternative course of action.b. In areas of significant weather, plan ahead andbe prepared to suggest, upon pilot request, the use ofalternative routes/altitudes.NOTE−Weather significant to the safety of aircraft includes suchconditions as tornadoes, lines of thunderstorms, embeddedthunderstorms, large hail, wind shear, microbursts,moderate to extreme turbulence (including CAT), and lightto severe icing.c. Inform any tower for which you provideapproach control services if you observe any weatherechoes on radar which might affect their operations.PHRASEOLOGY−WEATHER/CHAFF AREA BETWEEN (number)O’CLOCK AND (number) O’CLOCK (number) MILES,or(number) MILE BAND OF WEATHER/CHAFF FROM(fix or number of miles and direction from fix) TO (fix ornumber of miles and direction from fix),orLEVEL (number(s)) WEATHER ECHO BETWEEN(number) O’CLOCK AND (number) O’CLOCK, (number)MILES. MOVING (direction) AT (number) KNOTS, TOPS(altitude),orDEVIATION APPROVED, (restrictions if necessary),ADVISE WHEN ABLE TO:RETURN TO COURSE,orRESUME OWN NAVIGATIONorFLY HEADING (heading)orPROCEED DIRECT TO (name of NAVAID). UNABLEDEVIATION (state possible alternate course of action).EXAMPLE−1. “Level five weather echo between eleven o’clock andone o’clock, one zero miles. Moving east at two zero knots,tops flight level three niner zero.”2. “Level four weather echo between ten o’clock and twoo’clock, one five miles. Weather area is two five miles indiameter.”3. “Level four and five weather echoes between ten o’clockand two o’clock, one five miles. Weather area is two fivemiles in diameter.”4. “Level two through four weather echoes between teno’clock and two o’clock, one five miles. Weather area is twofive miles in diameter.”NOTE−Phraseology using level number(s) is only applicable whenthe radar weather echo intensity information is determinedby NWS radar equipment or digitized radar equipment.REFERENCE−P/CG Term− Radar Weather Echo Intensity Levels.d. The supervisory traffic management coordinator−in−charge/operationssupervisor/controller−in−charge shall verify the digitized radar weatherinformation by the best means available (e.g., pilotreports, local tower personnel, etc.) if the weatherdata displayed by digitized radar is reported asquestionable or erroneous. Errors in weather radarpresentation shall be reported to the AF technicianand the AT supervisor shall determine if the digitizedradar derived weather data is to be displayed and aNOTAM distributed.NOTE−Anomalous propagation (AP) is a natural occurrenceaffecting radar and does not in itself constitute a weathercircuit failure.2−6−5. CALM WIND CONDITIONSTERMINAL. Describe the wind as calm when thewind velocity is less than three knots.REFERENCE−FAAO 7110.65, Tailwind Components, Para 3−5−3.FAAO 7110.65, Intersecting Runway Separation, Para 3−10−4.2−6−6. REPORTING WEATHER CONDITIONSa. When the prevailing visibility at the usual pointof observation, or at the tower level, is less than4 miles, tower personnel shall take prevailingvisibility observations and apply the observations asfollows:1. Use the lower of the two observations (toweror surface) for aircraft operations.2. Forward tower visibility observations to theweather observer.Weather Information2−6−3
<strong>7110.65P</strong>2/19/043. Notify the weather observer when the towerobserves the prevailing visibility decrease to less than4 miles or increase to 4 miles or more.b. Forward current weather <strong>changes</strong> to theappropriate control facility as follows:1. When the official weather <strong>changes</strong> to acondition which is below 1,000−foot ceiling or belowthe highest circling minimum, whichever is greater,or less than 3 miles visibility, and when it improvesto a condition which is better than those above.2. Changes which are classified as specialweather observations during the time that weatherconditions are below 1,000−foot ceiling or thehighest circling minimum, whichever is greater, orless than 3 miles visibility.c. Towers at airports where military turbo-jet enroute descents are routinely conducted shall alsoreport the conditions to the ARTCC even if it is not thecontrolling facility.d. If the receiving facility informs you thatweather reports are not required for a specific timeperiod, discontinue the reports. The time periodspecified should not exceed the duration of thereceiving controller’s tour of duty.e. EN ROUTE. When you determine that weatherreports for an airport will not be required for a specifictime period, inform the FSS or tower of thisdetermination. The time period specified should notexceed the duration of receiving controller’s tour ofduty.REFERENCE−FAAO 7110.65, Forwarding Approach Information by Nonapproach<strong>Control</strong> Facilities, Para 3−10−2.2−6−7. DISSEMINATING WEATHERINFORMATIONTERMINAL. Observed elements of weather informationshall be disseminated as follows:a. General weather information, such as “largebreaks in the overcast,” “visibility lowering to thesouth,” or similar statements which do not includespecific values, and any elements derived directlyfrom instruments, pilots, or radar may be transmittedto pilots or other ATC facilities <strong>with</strong>out consulting theweather reporting station.b. Specific values, such as ceiling and visibility,may be transmitted if obtained by one of thefollowing means:1. You are properly certificated and acting asofficial weather observer for the elements beingreported.NOTE−USAF controllers do not serve as official weatherobservers.2. You have obtained the information from theofficial observer for the elements being reported.3. The weather report was composed or verifiedby the weather station.4. The information is obtained from an officialAutomated Weather Observation System (AWOS) oran Automated Surface Observation System (ASOS).c. Differences between weather elements observedfrom the tower and those reported by theweather station shall be reported to the officialobserver for the element concerned.2−6−4Weather Information
2/19/04<strong>7110.65P</strong>Section 7. Altimeter Settings2−7−1. CURRENT SETTINGSa. Current altimeter settings shall be obtainedfrom direct-reading instruments or directly fromweather reporting stations.REFERENCE−FAAO 7210.3, Chapter 2, Section 10, Wind/Altimeter Information.b. If a pilot requests the altimeter setting inmillibars, ask the nearest weather reporting stationfor the equivalent millibar setting.c. USAF/USA. Use the term “Estimated Altimeter”for altimeter settings reported or received asestimated.REFERENCE−FAAO 7110.65, Departure Information, Para 3−9−1.FAAO 7110.65, Landing Information, Para 3−10−1.FAAO 7110.65, Approach Information, Para 4−7−10.2−7−2. ALTIMETER SETTING ISSUANCEBELOW LOWEST USABLE FLa. TERMINAL. Identify the source of an altimetersetting when issued for a location other than theaircraft’s departure or destination airport.b. EN ROUTE. Identify the source of allaltimeter settings when issued.PHRASEOLOGY−THE (facility name) (time of report if more than one hourold) ALTIMETER (setting).c. Issue the altimeter setting:1. To en route aircraft at least one time whileoperating in your area of jurisdiction. Issue the settingfor the nearest reporting station along the aircraft’sroute of flight:NOTE−14 CFR Section 91.121(1) requires that the pilot set his/heraltimeter to the setting of a station along his/her route offlight <strong>with</strong>in 100 miles of the aircraft if one is available.However, issuance of the setting of an adjacent stationduring periods that a steep gradient exists will serve toinform the pilot of the difference between the setting he/sheis using and the pressure in the local area and better enablehim/her to choose a more advantageous setting <strong>with</strong>in thelimitations of 14 CFR Section 91.121.2. TERMINAL. To all departures. Unless specificallyrequested by the pilot, the altimeter settingneed not be issued to local aircraft operators who haverequested this omission in writing or to scheduled aircarriers.REFERENCE−FAAO 7110.65, Departure Information, Para 3−9−1.3. TERMINAL. To arriving aircraft on initialcontact or as soon as possible thereafter. The towermay omit the altimeter if the aircraft is sequenced orvectored to the airport by the approach control havingjurisdiction at that facility.REFERENCE−FAAO 7110.65, Approach Information, Para 4−7−10.FAAO 7110.65, Approach Information, Para 5−10−2.4. EN ROUTE. For the destination airport toarriving aircraft, approximately 50 miles from thedestination, if an approach control facility does notserve the airport.5. In addition to the altimeter setting providedon initial contact, issue <strong>changes</strong> in altimeter setting toaircraft executing a nonprecision instrument approachas frequently as practical when the officialweather report includes the remarks “pressure fallingrapidly.”d. If the altimeter setting must be obtained by thepilot of an arriving aircraft from another source,instruct the pilot to obtain the altimeter setting fromthat source.NOTE−1. The destination altimeter setting, whether from a localor remote source, is the setting upon which the instrumentapproach is predicated.2. Approach charts for many locations specify the sourceof altimeter settings as non−FAA facilities, such asUNICOMs.e. When issuing clearance to descend below thelowest usable flight level, advise the pilot of thealtimeter setting of the weather reporting stationnearest the point the aircraft will descend below thatflight level.f. Department of Defense (DOD) aircraft whichoperate on “single altimeter settings” (CFR Exemption2861A) shall be issued altimeter settings inaccordance <strong>with</strong> standard procedures while theaircraft are en route to and from their restricted areas,MOAs, and ATC assigned airspace areas.Altimeter Settings2−7−1
<strong>7110.65P</strong>2/19/04g. When the barometric pressure is greater than31.00 inches Hg., issue the altimeter setting and:1. En Route/Arrivals. Advise pilots to remainset on altimeter 31.00 until reaching final approachsegment.2. Departures. Advise pilots to set altimeter31.00 prior to reaching any mandatory/crossingaltitude or 1,500 feet AGL, whichever is lower.PHRASEOLOGY−ALTIMETER, THREE ONE TWO FIVE, SET THREE ONEZERO ZERO UNTIL REACHING THE FINALAPPROACH FIX.orALTIMETER, THREE ONE ONE ZERO, SET THREEONE ZERO ZERO PRIOR TO REACHING ONETHOUSAND THREE HUNDRED.NOTE−1. <strong>Air</strong>craft <strong>with</strong> Mode C altitude reporting will bedisplayed on the controller’s radar scope <strong>with</strong> a uniformaltitude offset above the assigned altitude. With an actualaltimeter of 31.28 inches Hg, the Mode C equipped aircraftwill show 3,300 feet when assigned 3,000 feet. This willoccur unless local directives authorize entering thealtimeter setting 31.00 into the computer system regardlessof the actual barometric pressure.2. Flight Standards will implement high barometricpressure procedures by NOTAM defining the geographicarea affected.3. <strong>Air</strong>ports unable to accurately measure barometricpressures above 31.00 inches Hg. will report thebarometric pressure as “missing” or “in excess of 31.00inches of Hg.” Flight operations to or from those airportsare restricted to VFR weather conditions.REFERENCE−AIM, Procedures, Para 7−2−2.FAAO 7110.65, Landing Information, Para 3−10−1.2−7−2Altimeter Settings
2/19/04<strong>7110.65P</strong>Section 8. Runway Visibility Reporting− Terminal2−8−1. FURNISH RVR/RVV VALUESWhere RVR or RVV equipment is operational,irrespective of subsequent operation or nonoperationof navigational or visual aids for the application ofRVR/RVV as a takeoff or landing minima, furnish thevalues for the runway in use in accordance <strong>with</strong>para 2−8−3, Terminology.NOTE−Readout capability of different type/model RVR equipmentvaries. For example, older equipment minimum readoutvalue is 600 feet. Newer equipment may have minimumreadout capability as low as 100 feet. Readout valueincrements also may differ. Older equipment haveminimum readout increments of 200 feet. New equipmentincrements below 800 feet are 100 feet.REFERENCE−FAAO 6560.10, Runway Visual Range (RVR).FAAO 6750.24, Instrument Landing System (ILS) and AncillaryElectronic Component Configuration & Perf. Req.2−8−2. ARRIVAL/DEPARTURE RUNWAYVISIBILITYa. Issue current touchdown RVR/RVV for therunway(s) in use:1. When prevailing visibility is 1 mile or lessregardless of the value indicated.2. When RVR/RVV indicates a reportable valueregardless of the prevailing visibility.NOTE−Reportable values are: RVR 6,000 feet or less; RVV 1 1 / 2miles or less.3. When it is determined from a reliable sourcethat the indicated RVR value differs by more than400 feet from the actual conditions <strong>with</strong>in the area ofthe transmissometer, the RVR data is not acceptableand shall not be reported.NOTE−A reliable source is considered to be a certified weatherobserver, automated weather observing system, air trafficcontroller, flight service specialist, or pilot.4. When the observer has reliable reports, or hasotherwise determined that the instrument values arenot representative of the associated runway, the datashall not be used.b. Issue both mid-point and roll-out RVR when thevalue of either is less than 2,000 feet and thetouchdown RVR is greater than the mid−point orroll−out RVR.c. Local control shall issue the current RVR/RVVto each aircraft prior to landing or departure inaccordance <strong>with</strong> subparas a and b.2−8−3. TERMINOLOGYa. Provide RVR/RVV information by stating therunway, the abbreviation RVR/RVV, and theindicated value. When issued along <strong>with</strong> otherweather elements, transmit these values in the normalsequence used for weather reporting.EXAMPLE−“Runway One Four RVR Two Thousand Four Hundred.”“Runway Three Two RVV Three Quarters.”b. When two or more RVR systems serve therunway in use, report the indicated values for thedifferent systems in terms of touchdown, mid, androllout as appropriate.EXAMPLE−“Runway Two Two Left RVR Two Thousand, rollout OneThousand Eight Hundred.”“Runway Two Seven Right RVR One Thousand, mid EightHundred, rollout Six Hundred.”c. When there is a requirement to issue an RVR orRVV value and a visibility condition greater or lessthan the reportable values of the equipment isindicated, state the condition as “MORE THAN” or“LESS THAN” the appropriate minimum ormaximum readable value.EXAMPLE−“Runway Three Six RVR more than Six Thousand.”“Runway Niner RVR One Thousand, rollout less than SixHundred.”Runway Visibility Reporting− Terminal2−8−1
<strong>7110.65P</strong> 2/19/04d. When a readout indicates a rapidly varyingvisibility condition (1,000 feet or more for RVR; oneor more reportable values for RVV), report thecurrent value followed by the range of visibilityvariance.EXAMPLE−“Runway Two Four RVR Two Thousand, variable OneThousand Six Hundred to Three Thousand.”“Runway Three One RVV Three-quarters, variableOne-quarter to One.”REFERENCE−FAAO 7110.65, Furnish RVR/RVV Values, Para 2−8−1.2−8−2Runway Visibility Reporting− Terminal
2/17/05<strong>7110.65P</strong> CHG 2Section 9. Automatic Terminal InformationService Procedures2−9−1. APPLICATIONUse the ATIS, where available, to provide advancenoncontrol airport/terminal area and meteorologicalinformation to aircraft.a. Identify each ATIS message by a phonetic lettercode word at both the beginning and the end of themessage. Automated systems will have the phoneticletter code automatically appended. Exceptions maybe made where omissions are required because ofspecial programs or equipment.1. Each alphabet letter phonetic word shall beused sequentially, except as authorized in subpara a2,beginning <strong>with</strong> “Alpha,” ending <strong>with</strong> “Zulu,” andrepeated <strong>with</strong>out regard to the beginning of a newday. Identify the first resumed broadcast message<strong>with</strong> “Alpha” or the first assigned alphabet letterword in the event of a broadcast interruption of morethan 12 hours.2. Specific sequential portions of the alphabetmay be assigned between facilities or an arrival anddeparture ATIS when designated by a letter ofagreement or facility directive.REFERENCE−FAAO 7210.3, Automatic Terminal Information Service (ATIS),Para 10−4−1.b. The ATIS recording shall be reviewed forcompleteness, accuracy, speech rate, and properenunciation before being transmitted.c. Arrival and departure messages, when broadcastseparately, need only contain informationappropriate for that operation.2−9−2. OPERATING PROCEDURESMaintain an ATIS message that reflects the mostcurrent arrival and departure information.a. Make a new recording when any of thefollowing occur:1. Upon receipt of any new official weatherregardless of whether there is or is not a change invalues.2. When runway braking action reports arereceived that indicate runway braking is worse thanthat which is included in the current ATIS broadcast.3. When there is a change in any other pertinentdata, such as runway change, instrument approach inuse, new or canceled NOTAMs/PIREPs/HIWASupdate, etc.b. When a pilot acknowledges that he/she hasreceived the ATIS broadcast, controllers may omitthose items contained in the broadcasts if they arecurrent. Rapidly changing conditions will be issuedby ATC, and the ATIS will contain the following:EXAMPLE−“Latest ceiling/visibility/altimeter/wind/(otherconditions) will be issued by approach control/tower.”c. Broadcast on all appropriate frequencies toadvise aircraft of a change in the ATIS code/message.d. <strong>Control</strong>lers shall ensure that pilots receive themost current pertinent information. Ask the pilot toconfirm receipt of the current ATIS information if thepilot does not initially state the appropriate ATIScode. <strong>Control</strong>lers shall ensure that <strong>changes</strong> topertinent operational information is provided afterthe initial confirmation of ATIS information isestablished. Issue the current weather, runway in use,approach information, and pertinent NOTAMs topilots who are unable to receive the ATIS.EXAMPLE−“Verify you have information ALPHA.”“Information BRAVO now current, visibility three miles.”“Information CHARLIE now current, Ceiling 1500Broken.”“Information CHARLIE now current, advise when youhave CHARLIE.”Automatic Terminal Information Service Procedures2−9−1
<strong>7110.65P</strong> CHG 22/17/052−9−3. CONTENTInclude the following in ATIS broadcast asappropriate:a. <strong>Air</strong>port/facility name, phonetic letter code, timeof weather sequence (UTC). Weather informationconsisting of wind direction and velocity, visibility,obstructions to vision, present weather, sky condition,temperature, dew point, altimeter, a densityaltitude advisory when appropriate and otherpertinent remarks included in the official weatherobservation. Wind direction, velocity, and altimetershall be reported from certified direct readinginstruments. Temperature and dew point should bereported from certified direct reading sensors whenavailable. Always include weather observationremarks of lightning, cumulonimbus, and toweringcumulus clouds.NOTE−ASOS/AWOS is to be considered the primary source ofwind direction, velocity, and altimeter data for weatherobservation purposes at those locations that are soequipped. The ASOS Operator Interface Device (OID)displays the magnetic wind as “MAG WND” in theauxiliary data location in the lower left−hand portion of thescreen. Other OID displayed winds are true and are not tobe used for operational purposes.b. Man−Portable <strong>Air</strong> Defense Systems(MANPADS) alert and advisory. Specify the natureand location of threat or incident, whether reported orobserved and by whom, time (if known), andnotification to pilots to advise ATC if they need todivert.EXAMPLE−1. “MANPADS alert. Exercise extreme caution.MANPADS threat reported by TSA, Chicago area.”“Advise on initial contact if you want to divert.”2. “MANPADS alert. Exercise extreme caution.MANPADS attack observed by tower one−half milenorthwest of airfield at one−two−five−zero Zulu.” “Adviseon initial contact if you want to divert.”REFERENCE−FAAO 7110.65, MANPADS Alert, Para 10−2−13.FAAO 7210.3, Handling MANPADS Incidents, Para 2−1−9.c. The ceiling/sky condition, visibility, andobstructions to vision may be omitted if the ceiling isabove 5,000 feet and the visibility is more than5 miles.EXAMPLE−A remark may be made, “The weather is better thanfive thousand and five.”d. Instrument/visual approach/s in use. Specifylanding runway/s unless the runway is that to whichthe instrument approach is made.e. Departure runway/s (to be given only ifdifferent from landing runway/s or in the instance ofa “departure only” ATIS).f. Taxiway closures which affect the entrance orexit of active runways, other closures which impactairport operations, other NOTAMs and PIREPspertinent to operations in the terminal area. Informpilots of where hazardous weather is occurring andhow the information may be obtained. Includeavailable information of known bird activity.REFERENCE−FAAO 7110.65, Bird Activity Information, Para 2−1−22.g. Runway braking action or friction reports whenprovided. Include the time of the report and a worddescribing the cause of the runway friction problem.PHRASEOLOGY−RUNWAY (number) MU (first value, second value, thirdvalue) AT (time), (cause).EXAMPLE−“Runway Two Seven, MU forty−two, forty−one,twenty−eight at one zero one eight Zulu, ice.”REFERENCE−FAAO 7110.65, Braking Action Advisories, Para 3−3−5.h. Other optional information as local conditionsdictate in coordination <strong>with</strong> ATC. This may includesuch items as VFR arrival frequencies, temporaryairport conditions, LAHSO operations being conducted,or other perishable items that may appearonly for a matter of hours or a few days on the ATISmessage.i. Low level wind shear/microburst when reportedby pilots or is detected on a wind shear detectionsystem.REFERENCE−FAAO 7110.65, Low Level Wind Shear/Microburst Advisories,Para 3−1−8.j. A statement which advises the pilot to read backinstructions to hold short of a runway. The air trafficmanager may elect to remove this requirement60 days after implementation provided that removingthe statement from the ATIS does not result inincreased requests from aircraft for read back of holdshort instructions.2−9−2Automatic Terminal Information Service Procedures
2/17/05<strong>7110.65P</strong> CHG 2k. Instructions for the pilot to acknowledge receiptof the ATIS message by informing the controller oninitial contact.EXAMPLE−“Boston Tower Information Delta. One four zero zero Zulu.Wind two five zero at one zero. Visibility one zero. Ceilingfour thousand five hundred broken. Temperature three four.Dew point two eight. Altimeter three zero one zero.ILS−DME Runway Two Seven Approach in use. DepartingRunway Two Two Right. Hazardous Weather Informationfor (geographical area) available on HIWAS, FlightWatch, or Flight Service Frequencies. Advise on initialcontact you have Delta.”Automatic Terminal Information Service Procedures2−9−3
2/19/04<strong>7110.65P</strong>Section 10. Team Position Responsibilities2−10−1. EN ROUTE SECTOR TEAM POSITIONRESPONSIBILITIESa. En Route Sector Team Concept and Intent:1. There are no absolute divisions of responsibilitiesregarding position operations. The tasks to becompleted remain the same whether one, two, orthree people are working positions <strong>with</strong>in a sector.The team, as a whole, has responsibility for the safeand efficient operation of that sector.2. The intent of the team concept is not to holdthe team accountable for the action of individualmembers, in the event of an operational accident/incident.b. Terms. The following terms will be used in enroute facilities for the purpose of standardization:1. Sector. The area of control responsibility(delegated airspace) of the en route sector team, andthe team as a whole.2. Radar Position (R). That position which is indirect communication <strong>with</strong> the aircraft and whichuses radar information as the primary means ofseparation.3. Radar Associate (RA). That position sometimesreferred to as “D−Side” or “Manual <strong>Control</strong>ler.”4. Radar Coordinator Position (RC). Thatposition sometimes referred to as “Coordinator,”“Tracker,” or “Handoff <strong>Control</strong>ler” (En Route).5. Radar Flight Data (FD). That positioncommonly referred to as “Assistant <strong>Control</strong>ler” or“A−Side” position.6. Nonradar Position (NR). That position whichis usually in direct communication <strong>with</strong> the aircraftand which uses nonradar procedures as the primarymeans of separation.c. Primary responsibilities of the En Route SectorTeam Positions:1. Radar Position:(a) Ensure separation.(b) Initiate control instructions.(c) Monitor and operate radios.(d) Accept and initiate automated handoffs.(e) Assist the radar associate position <strong>with</strong>nonautomated handoff actions when needed.(f) Assist the radar associate position incoordination when needed.(g) Scan radar display. Correlate <strong>with</strong> flightprogress strip information or User Request EvaluationTool (URET) data, as applicable.(h) Ensure computer entries are completed oninstructions or clearances you issue or receive.(i) Ensure strip marking and/or URET entriesare completed on instructions or clearances you issueor receive.(j) Adjust equipment at radar position to beusable by all members of the team.(k) The radar controller shall not be responsiblefor G/G communications when precluded byVSCS split functionality.2. Radar Associate Position:(a) Ensure separation.(b) At URET facilities, use URET informationto plan, organize, and expedite the flow of traffic.(c) Initiate control instructions.(d) Operate interphones.(e) Accept and initiate nonautomated handoffs,and ensure radar position is made aware of theactions.(f) Assist the radar position by accepting orinitiating automated handoffs which are necessary forthe continued smooth operation of the sector, andensure that the radar position is made immediatelyaware of any action taken.(g) Coordinate, including pointouts.(h) Monitor radios when not performinghigher priority duties.(i) Scan flight progress strips and/or URETdata. Correlate <strong>with</strong> radar data.(j) Manage flight progress strips and/orURET flight data.(k) Ensure computer entries are completed oninstructions issued or received. Enter instructionsTeam Position Responsibilities2−10−1
<strong>7110.65P</strong>2/19/04issued or received by the radar position when awareof those instructions.(l) As appropriate, ensure strip markingand/or URET entries are completed on instructionsissued or received, and record instructions issued orreceived by the radar position when aware of them.(m) Adjust equipment at radar associateposition to be usable by all members of the team.(n) Where authorized, perform URET dataentries to keep the activation status of designatedURET <strong>Air</strong>space Configuration Elements current.3. Radar Coordinator Position:(a) Perform interfacility/intrafacility/sector/position coordination of traffic actions.(b) Advise the radar position and the radarassociate position of sector actions required toaccomplish overall objectives.(c) Perform any of the functions of the enroute sector team which will assist in meetingsituation objectives.(d) The RC controller shall not be responsiblefor monitoring or operating radios when precluded byVSCS split functionality.NOTE−The Radar Position has the responsibility for managing theoverall sector operations, including aircraft separationand traffic flows. The Radar Coordinator Position assumesresponsibility for managing traffic flows and the RadarPosition retains responsibility for aircraft separation whenthe Radar Coordinator Position is staffed.4. Radar Flight Data:(a) Operate interphone.(b) Assist Radar Associate Position inmanaging flight progress strips.(c) Receive/process and distribute flightprogress strips.(d) Ensure flight data processing equipmentis operational, except for URET capabilities.(e) Request/receive and disseminate weather,NOTAMs, NAS status, traffic management, andSpecial Use <strong>Air</strong>space status messages.(f) Manually prepare flight progress stripswhen automation systems are not available.(g) Enter flight data into computer.(h) Forward flight data via computer.(i) Assist facility/sector in meeting situationobjectives.5. En Route Nonradar Position:(a) Ensure separation.(b) Initiate control instructions.(c) Monitor and operate radios.(d) Accept and initiate transfer of control,communications, and flight data.(e) Ensure computer entries are completed oninstructions or clearances issued or received.(f) Ensure strip marking is completed oninstructions or clearances issued or received.(g) Facilities utilizing nonradar positions maymodify the standards contained in the radar associate,radar coordinator, and radar flight data sections toaccommodate facility/sector needs, i.e., nonradarcoordinator, nonradar data positions.2−10−2. TERMINAL RADAR/NONRADAR TEAMPOSITION RESPONSIBILITIESa. Terminal Radar Team Concept and Intent:1. There are no absolute divisions of responsibilitiesregarding position operations. The tasks to becompleted remain the same whether one, two, orthree people are working positions <strong>with</strong>in afacility/sector. The team, as a whole, has responsibilityfor the safe and efficient operation of thatfacility/sector.2. The intent of the team concept is not to holdthe team accountable for the action of individualmembers in the event of an operational error/deviation.b. Terms. The following terms will be used interminal facilities for the purposes of standardization.1. Facility/Sector. The area of control responsibility(delegated airspace) of the radar team, and theteam as a whole.2−10−2Team Position Responsibilities
8/5/04<strong>7110.65P</strong> CHG 12. Radar Position (R). That position which is indirect communication <strong>with</strong> the aircraft and whichuses radar information as the primary means ofseparation.3. Radar Associate Position (RA). That positioncommonly referred to as “Handoff <strong>Control</strong>ler” or“Radar Data <strong>Control</strong>ler.”4. Radar Coordinator Position (RC). Thatposition commonly referred to as “Coordinator,”“Tracker,” “Sequencer,” or “Overhead.”5. Radar Flight Data (FD). That positioncommonly referred to as “Flight Data.”6. Nonradar Position (NR). That position whichis usually in direct communication <strong>with</strong> the aircraftand which uses nonradar procedures as the primarymeans of separation.c. Primary Responsibilities of the Terminal RadarTeam Positions:1. Radar Position:(a) Ensure separation.(b) Initiate control instructions.(c) Monitor and operate radios.(d) Accept and initiate automated handoffs.(e) Assist the Radar Associate Position <strong>with</strong>nonautomated handoff actions when needed.(f) Assist the Radar Associate Position incoordination when needed.(g) Scan radar display. Correlate <strong>with</strong> flightprogress strip information.(h) Ensure computer entries are completed oninstructions or clearances you issue or receive.(i) Ensure strip marking is completed oninstructions or clearances you issue or receive.(j) Adjust equipment at Radar Position to beusable by all members of the team.2. Radar Associate Position:(a) Ensure separation.(b) Initiate control instructions.(c) Operate interphones.(d) Maintain awareness of facility/sectoractivities.(e) Accept and initiate nonautomated handoffs.(f) Assist the Radar Position by accepting orinitiating automated handoffs which are necessary forthe continued smooth operation of the facility/sectorand ensure that the Radar Position is madeimmediately aware of any actions taken.(g) Coordinate, including point outs.(h) Scan flight progress strips. Correlate <strong>with</strong>radar data.(i) Manage flight progress strips.(j) Ensure computer entries are completed oninstructions issued or received, and enter instructionsissued or received by the Radar Position when awareof those instructions.(k) Ensure strip marking is completed oninstructions issued or received, and write instructionsissued or received by the Radar Position when awareof them.(l) Adjust equipment at Radar AssociatePosition to be usable by all members of the RadarTeam.3. Radar Coordinator Position:(a) Perform interfacility/sector/positioncoordination of traffic actions.(b) Advise the Radar Position and the RadarAssociate Position of facility/sector actions requiredto accomplish overall objectives.(c) Perform any of the functions of the RadarTeam which will assist in meeting situationobjectives.NOTE−The Radar Position has the responsibility of managing theoverall sector operations, including aircraft separationand traffic flows. The Radar Coordinator Position assumesresponsibility for managing traffic flows and the RadarPosition retains responsibility for aircraft separation whenthe Radar Coordinator Position is staffed.4. Radar Flight Data:(a) Operate interphones.(b) Process and forward flight plan information.(c) Compile statistical data.(d) Assist facility/sector in meeting situationobjectives.Team Position Responsibilities2−10−3
<strong>7110.65P</strong>2/19/045. Terminal Nonradar Position:(a) Ensure separation.(b) Initiate control instructions.(c) Monitor and operate radios.(d) Accept and initiate transfer of control,communications and flight data.(e) Ensure computer entries are completed oninstructions or clearances issued or received.(f) Ensure strip marking is completed oninstructions or clearances issued or received.(g) Facilities utilizing nonradar positions maymodify the standards contained in the radar associate,radar coordinator, and radar flight data sections toaccommodate facility/sector needs, i.e. nonradarcoordinator, nonradar data positions.2−10−3. TOWER TEAM POSITIONRESPONSIBILITIESa. Tower Team Concept and Intent:1. There are no absolute divisions of responsibilitiesregarding position operations. The tasks to becompleted remain the same whether one, two, orthree people are working positions <strong>with</strong>in a towercab. The team as a whole has responsibility for thesafe and efficient operation of that tower cab.2. The intent of the team concept is not to holdthe team accountable for the action of individualmembers in the event of an operational error/deviation.b. Terms: The following terms will be used interminal facilities for the purpose of standardization.1. Tower Cab: The area of control responsibility(delegated airspace and/or airport surface areas) ofthe tower team, and the team as a whole.2. Tower Position(s) (LC or GC): That positionwhich is in direct communications <strong>with</strong> the aircraftand ensures separation of aircraft in/on the area ofjurisdiction.3. Tower Associate Position(s): That positioncommonly referred to as “Local Assist,” “GroundAssist,” “Local Associate,” or “Ground Associate.”4. Tower Cab Coordinator Position (CC): Thatposition commonly referred to as “Coordinator.”5. Flight Data (FD): That position commonlyreferred to as “Flight Data.”6. Clearance Delivery (CD): That positioncommonly referred to as “Clearance.”c. Primary responsibilities of the Tower TeamPositions:1. Tower Position(s) (LC or GC):(a) Ensure separation.(b) Initiate control instructions.(c) Monitor and operate communicationsequipment.(d) Utilize tower radar display(s).(e) Utilize alphanumerics.(f) Assist the Tower Associate Position <strong>with</strong>coordination.(g) Scan tower cab environment.(h) Ensure computer entries are completedfor instructions or clearances issued or received.(i) Ensure strip marking is completed forinstructions or clearances issued or received.(j) Process and forward flight plan information.(k) Perform any functions of the Tower Teamwhich will assist in meeting situation objectives.2. Tower Associate Position(s):(a) Ensure separation.(b) Operate interphones.(c) Maintain awareness of tower cab activities.(d) Utilize alphanumerics.(e) Utilize tower radar display(s).(f) Assist Tower Position by accepting/initiatingcoordination for the continued smooth operationof the tower cab and ensure that the Tower Position ismade immediately aware of any actions taken.(g) Manage flight plan information.(h) Ensure computer entries are completedfor instructions issued or received and enterinstructions issued or received by a Tower Position.(i) Ensure strip marking is completed forinstructions issued or received and enter instructionsissued or received by a Tower Position.2−10−4Team Position Responsibilities
2/19/04<strong>7110.65P</strong>3. Tower Coordinator Position:(a) Perform interfacility/position coordinationfor traffic actions.(b) Advise the tower and the Tower AssociatePosition(s) of tower cab actions required toaccomplish overall objectives.(c) Perform any of the functions of the TowerTeam which will assist in meeting situationobjectives.NOTE−The Tower Positions have the responsibility for aircraftseparation and traffic flows. The Tower CoordinatorPosition assumes responsibility for managing traffic flowsand the Tower Positions retain responsibility for aircraftseparation when the Tower Coordinator Position is staffed.(b) Process and forward flight plan information.4. Flight Data:(a) Operate interphones.(c) Compile statistical data.(d) Assist tower cab in meeting situationobjectives.(e) Observe and report weather information.(f) Utilize alphanumerics.5. Clearance Delivery:(a) Operate communications equipment.(b) Process and forward flight plan information.(c) Issue clearances and ensure accuracy ofpilot read back.(d) Assist tower cab in meeting situationobjectives.(e) Operate tower equipment.(f) Utilize alphanumerics.NOTE−The Tower Positions have the responsibility for aircraftseparation and traffic flows. The Tower CoordinatorPosition assumes responsibility for managing traffic flowsand the Tower Positions retain responsibility for aircraftseparation when the Tower Coordinator Position is staffed.Team Position Responsibilities2−10−5
8/5/04<strong>7110.65P</strong> CHG 1Chapter 3. <strong>Air</strong>port <strong>Traffic</strong> <strong>Control</strong>− TerminalSection 1. General3−1−1. PROVIDE SERVICEProvide airport traffic control service based onlyupon observed or known traffic and airportconditions.NOTE−When operating in accordance <strong>with</strong> CFRs, it is theresponsibility of the pilot to avoid collision <strong>with</strong> otheraircraft. However, due to the limited space around terminallocations, traffic information can aid pilots in avoidingcollision between aircraft operating <strong>with</strong>in Class B,Class C, or Class D surface areas and the terminal radarservice areas, and transiting aircraft operating inproximity to terminal locations.3−1−2. PREVENTIVE CONTROLProvide preventive control service only to aircraftoperating in accordance <strong>with</strong> a letter of agreement.When providing this service, issue advice orinstructions only if a situation develops whichrequires corrective action.NOTE−Preventive control differs from other airport traffic controlin that repetitious, routine approval of pilot action iseliminated. <strong>Control</strong>lers intervene only when they observea traffic conflict developing.3−1−3. USE OF ACTIVE RUNWAYSThe local controller has primary responsibility foroperations conducted on the active runway and mustcontrol the use of those runways. Positive coordinationand control is required as follows:NOTE−Exceptions may be authorized only as provided inpara 1−1−9, Constraints Governing Supplements andProcedural Deviations, and FAAO 7210.3, FacilityOperation and Administration, Use of Active Runways,para 10−1−7, where justified by extraordinarycircumstances at specific locations.REFERENCE−FAAO 7110.65, Constraints Governing Supplements and ProceduralDeviations, Para 1−1−9.FAAO 7210.3, Use of Active Runways, Para 10−1−7.a. Ground control must obtain approval from localcontrol before authorizing an aircraft or a vehicle tocross or use any portion of an active runway. Thecoordination shall include the point/intersection atthe runway where the operation will occur.PHRASEOLOGY−CROSS (runway) AT (point/intersection).b. When the local controller authorizes anothercontroller to cross an active runway, the localcontroller shall verbally specify the runway to becrossed and the point/intersection at the runwaywhere the operation will occur preceded by the word“cross.”PHRASEOLOGY−CROSS (runway) AT (point/intersection).c. The ground controller shall advise the localcontroller when the coordinated runway operation iscomplete. This may be accomplished verbally orthrough visual aids as specified by a facility directive.d. USA/USAF/USN NOT APPLICABLE. Authorizationfor aircraft/vehicles to taxi/proceed on oralong an active runway, for purposes other thancrossing, shall be provided via direct communicationson the appropriate local control frequency. Thisauthorization may be provided on the ground controlfrequency after coordination <strong>with</strong> local control iscompleted for those operations specifically describedin a facility directive.NOTE−The USA, USAF, and USN establish local operatingprocedures in accordance <strong>with</strong>, respectively, USA, USAF,and USN directives.e. The local controller shall coordinate <strong>with</strong> theground controller before using a runway notpreviously designated as active.REFERENCE−FAAO 7110.65, Coordination Between Local and Ground <strong>Control</strong>lers,Para 3−1−4.General3−1−1
<strong>7110.65P</strong> CHG 18/5/043−1−4. COORDINATION BETWEEN LOCAL ANDGROUND CONTROLLERSLocal and ground controllers shall exchangeinformation as necessary for the safe and efficient useof airport runways and movement areas. This may beaccomplished via verbal means, flight progress strips,other written information, or automation displays. Asa minimum, provide aircraft identification andapplicable runway/intersection/taxiway informationas follows:a. Ground control shall notify local control whena departing aircraft has been taxied to a runway otherthan one previously designated as active.REFERENCE−FAAO 7110.65, Use of Active Runways, Para 3−1−3.FAAO 7210.3, Selecting Active Runways, Para 10−1−6.b. Ground control shall notify local control of anyaircraft taxied to an intersection for takeoff, unlessdeparture from that intersection is specificallydesignated via prior coordination or facility directiveas the standard operating procedure for the runway tobe used. When standard procedures require departuresto use a specific intersection, ground controlshall notify local control when aircraft are taxied toother portions of the runway for departure.REFERENCE−FAAO 7110.65, Wake Turbulence Separation for Intersection Departures,Para 3−9−7.c. When the runways in use for landing/departingaircraft are not visible from the tower or the aircraftusing them are not visible on radar, advise thelocal/ground controller of the aircraft’s locationbefore releasing the aircraft to the other controller.3−1−5. VEHICLES/EQUIPMENT/PERSONNELON RUNWAYSa. Ensure that the runway to be used is free of allknown ground vehicles, equipment, and personnelbefore a departing aircraft starts takeoff or a landingaircraft crosses the runway threshold.b. Vehicles, equipment, and personnel in directcommunications <strong>with</strong> the control tower may beauthorized to operate up to the edge of an activerunway surface when necessary. Provide advisoriesas specified in para 3−1−6, <strong>Traffic</strong> Information, andpara 3−7−5, Precision Approach Critical Area, asappropriate.PHRASEOLOGY−PROCEED AS REQUESTED; AND IF NECESSARY,(additional instructions or information).NOTE−Establishing hold lines/signs is the responsibility of theairport manager. Standards for surface measurements,markings, and signs are contained in the followingAdvisory Circulars; AC 150/5300−13, <strong>Air</strong>port Design;AC 150/5340−1, Standards for <strong>Air</strong>port Markings, andAC 150/5340−18, Standards for <strong>Air</strong>port Sign Systems. Theoperator is responsible to properly position the aircraft,vehicle, or equipment at the appropriate hold line/sign ordesignated point. The requirements in para 3−1−12,Visually Scanning Runways, remain valid as appropriate.REFERENCE−FAAO 7110.65, Runway Proximity, Para 3−7−4.FAAO 7110.65, Touch-and-Go or Stop-and-Go or Low Approach,Para 3−8−2.FAAO 7110.65, Altitude Restricted Low Approach, Para 3−10−10.AC 150/5300−13, <strong>Air</strong>port Design.AC 150/5340−1G, Standards for <strong>Air</strong>port Markings.14 CFR Section 91.129, Operations in Class D <strong>Air</strong>space.AIM, Obstruction Lights, Para 2−2−3.P/CG Term− Runway in Use/Active Runway/Duty Runway.3−1−6. TRAFFIC INFORMATIONa. Describe vehicles, equipment, or personnel onor near the movement area in a manner which willassist pilots in recognizing them.EXAMPLE−“Mower left of runway two seven.”“Trucks crossing approach end of runway two five.”“Workman on taxiway Bravo.”“<strong>Air</strong>craft left of runway one eight.”b. Describe the relative position of traffic in aneasy to understand manner, such as “to your right” or“ahead of you.”EXAMPLE−“<strong>Traffic</strong>, U.S. <strong>Air</strong> MD−Eighty on downwind leg to yourleft.”“King <strong>Air</strong> inbound from outer marker on straight-inapproach to runway one seven.”c. When using a CTRD, you may issue trafficadvisories using the standard radar phraseology prescribedin para 2−1−21, <strong>Traffic</strong> Advisories.REFERENCE−FAAO 7110.65, Altitude Restricted Low Approach, Para 3−10−10.3−1−7. POSITION DETERMINATIONDetermine the position of an aircraft before issuingtaxi instructions or takeoff clearance.NOTE−The aircraft’s position may be determined visually by thecontroller, by pilots, or through the use of the ASDE.3−1−2General
8/5/04<strong>7110.65P</strong> CHG 13−1−8. LOW LEVEL WINDSHEAR/MICROBURST ADVISORIESa. When low level wind shear/microburst isreported by pilots, Integrated Terminal WeatherSystem (ITWS), or detected on wind shear detectionsystems such as LLWAS NE++, LLWAS−RS, WSP,or TDWR, controllers shall issue the alert to allarriving and departing aircraft. Continue the alert toaircraft until it is broadcast on the ATIS and pilotsindicate they have received the appropriate ATIScode. A statement shall be included on the ATIS for20 minutes following the last report or indication ofthe wind shear/microburst.REFERENCE−FAAO 7110.65, PIREP Information, Para 2−6−3.FAAO 7110.65, Content, Para 2−9−3.FAAO 7110.65, Landing Information, Para 3−10−1.PHRASEOLOGY−LOW LEVEL WIND SHEAR (or MICROBURST, asappropriate) ADVISORIES IN EFFECT.b. At facilities <strong>with</strong>out ATIS, ensure that windshear/microburst information is broadcast to allarriving and departing aircraft for 20 minutesfollowing the last report or indication of windshear/microburst.1. At locations equipped <strong>with</strong> LLWAS, the localcontroller shall provide wind information as follows:NOTE−The LLWAS is designed to detect low level wind shearconditions around the periphery of an airport. It does notdetect wind shear beyond that limitation.REFERENCE−FAAO 7210.3, Low Level Wind Shear/Microburst Detection Systems,Para 10−3−3.(a) If an alert is received, issue the airportwind and the displayed field boundary wind.PHRASEOLOGY−WIND SHEAR ALERT. AIRPORT WIND (direction) AT(velocity). (Location of sensor) BOUNDARY WIND(direction) AT (velocity).(b) If multiple alerts are received, issue anadvisory that there are wind shear alerts intwo/several/all quadrants. After issuing the advisory,issue the airport wind in accordance <strong>with</strong> para 3−9−1,Departure Information, followed by the fieldboundary wind most appropriate to the aircraftoperation.PHRASEOLOGY−WIND SHEAR ALERTS TWO/SEVERAL/ALL QUAD-RANTS. AIRPORT WIND (direction) AT (velocity).(Location of sensor) BOUNDARY WIND (direction) AT(velocity).(c) If requested by the pilot, issue specificfield boundary wind information even though theLLWAS may not be in alert status.NOTE−The requirements for issuance of wind information remainvalid as appropriate under this paragraph, para 3−9−1,Departure Information and para 3−10−1, LandingInformation.2. Wind shear detection systems, includingTDWR, WSP, LLWAS NE++ and LLWAS−RSprovide the capability of displaying microburst alerts,wind shear alerts, and wind information oriented tothe threshold or departure end of a runway. Whendetected, the associated ribbon display allows thecontroller to read the displayed alert <strong>with</strong>out any needfor interpretation.(a) If a wind shear or microburst alert isreceived for the runway in use, issue the alertinformation for that runway to arriving and departingaircraft as it is displayed on the ribbon display.PHRASEOLOGY−(Runway) (arrival/departure) WIND SHEAR/MICRO-BURST ALERT, (windspeed) KNOT GAIN/LOSS, (location).EXAMPLE−17A MBA 40K − 3MFPHRASEOLOGY−RUNWAY 17 ARRIVAL MICROBURST ALERT 40 KNOTLOSS 3 MILE FINAL.EXAMPLE−17D WSA 25K+ 2MDPHRASEOLOGY−RUNWAY 17 DEPARTURE WIND SHEAR ALERT 25KNOT GAIN 2 MILE DEPARTURE.(b) If requested by the pilot or deemedappropriate by the controller, issue the displayedwind information oriented to the threshold ordeparture end of the runway.PHRASEOLOGY−(Runway) DEPARTURE/THRESHOLD WIND (direction)AT (velocity).General3−1−3
<strong>7110.65P</strong> CHG 18/5/04(c) LLWAS NE++ or LLWAS−RS may detecta possible wind shear/microburst at the edge of thesystem but may be unable to distinguish between awind shear and a microburst. A wind shear alertmessage will be displayed, followed by an asterisk,advising of a possible wind shear outside of thesystem network.NOTE−LLWAS NE++ when associated <strong>with</strong> TDWR can detectwind shear/microbursts outside the network if the TDWRfails.PHRASEOLOGY−(Appropriate wind or alert information) POSSIBLE WINDSHEAR OUTSIDE THE NETWORK.(d) If unstable conditions produce multiplealerts, issue an advisory of multiple wind shear/microburstalerts followed by specific alert or windinformation most appropriate to the aircraft operation.PHRASEOLOGY−MULTIPLE WIND SHEAR/MICROBURST ALERTS(specific alert or wind information).(e) The LLWAS NE++ and LLWAS−RS aredesigned to operate <strong>with</strong> as many as 50 percent of thetotal sensors inoperative. When all three remotesensors designated for a specific runway arrival ordeparture wind display line are inoperative then theLLWAS NE++ and LLWAS−RS for that runwayarrival/departure shall be considered out of service.When a specific runway arrival or departure winddisplay line is inoperative and wind shear/microburstactivity is likely; (e.g.; frontal activity, convectivestorms, PIREPs), a statement shall be included on theATIS, “WIND SHEAR AND MICROBURSTINFORMATION FOR RUNWAY (runway number)ARRIVAL/DEPARTURE NOT AVAILABLE.”NOTE−The geographic situation display (GSD) is a supervisoryplanning tool and is not intended to be a primary tool formicroburst or wind shear.3−1−9. USE OF TOWER RADAR DISPLAYSa. Uncertified tower display workstations shall beused only as an aid to assist controllers in visuallylocating aircraft or in determining their spacialrelationship to known geographical points. Radarservices and traffic advisories are not to be providedusing uncertified tower display workstations. Generalinformation may be given in an easy to understandmanner, such as “to your right” or “ahead of you.”EXAMPLE−“Follow the aircraft ahead of you passing the river at thestacks.” “King <strong>Air</strong> passing left to right.”REFERENCE−FAAO 7210.3, Functional Use of Certified Tower Radar Displays,Para 10−5−3.b. Local controllers may use certified tower radardisplays for the following purposes:1. To determine an aircraft’s identification,exact location, or spatial relationship to other aircraft.NOTE−This authorization does not alter visual separationprocedures. When employing visual separation, theprovisions of para 7−2−1, Visual Separation, apply unlessotherwise authorized by AAT−1.REFERENCE−FAAO 7110.65, Primary Radar Identification Methods, Para 5−3−2.FAAO 7110.65, Beacon Identification Methods, Para 5−3−3.FAAO 7110.65, Terminal Automation Systems Identification Methods,Para 5−3−4.2. To provide aircraft <strong>with</strong> radar trafficadvisories.3. To provide a direction or suggested headingsto VFR aircraft as a method for radar identification oras an advisory aid to navigation.PHRASEOLOGY−(Identification), PROCEED (direction)−BOUND, (otherinstructions or information as necessary),or(identification), SUGGESTED HEADING (degrees),(other instructions as necessary).NOTE−It is important that the pilot be aware of the fact that thedirections or headings being provided are suggestions orare advisory in nature. This is to keep the pilot from beinginadvertently mislead into assuming that radar vectors(and other associated radar services) are being providedwhen, in fact, they are not.4. To provide information and instructions toaircraft operating <strong>with</strong>in the surface area for whichthe tower has responsibility.EXAMPLE−“TURN BASE LEG NOW.”3−1−4General
2/19/04<strong>7110.65P</strong>NOTE−Unless otherwise authorized, tower radar displays areintended to be an aid to local controllers in meeting theirresponsibilities to the aircraft operating on the runways or<strong>with</strong>in the surface area. They are not intended to provideradar benefits to pilots except for those accrued through amore efficient and effective local control position. Inaddition, local controllers at nonapproach control towersmust devote the majority of their time to visually scanningthe runways and local area; an assurance of continuedpositive radar identification could place distracting andoperationally inefficient requirements upon the localcontroller. Therefore, since the requirements ofpara 5−3−1, Application, cannot be assured, the radarfunctions prescribed above are not considered to be radarservices and pilots should not be advised of being in “radarcontact.”c. Additional functions may be performed providedthe procedures have been reviewed andauthorized by appropriate management levels.REFERENCE−FAAO 7110.65, Minima, Para 5−5−4.3−1−10. OBSERVED ABNORMALITIESWhen requested by a pilot or when you deem itnecessary, inform an aircraft of any observedabnormal aircraft condition.PHRASEOLOGY−(Item) APPEAR/S (observed condition).EXAMPLE−“Landing gear appears up.”“Landing gear appears down and in place.”“Rear baggage door appears open.”3−1−11. SURFACE AREA RESTRICTIONSa. If traffic conditions permit, approve a pilot’srequest to cross Class C or Class D surface areas orexceed the Class C or Class D airspace speed limit.Do not, however, approve a speed in excess of250 knots (288 mph) unless the pilot informs you ahigher minimum speed is required.NOTE−14 CFR Section 91.117 permits speeds in excess of250 knots (288 mph) when so required or recommended inthe airplane flight manual or required by normal militaryoperating procedures.REFERENCE−FAAO 7110.65, Surface Areas, Para 2−1−16.b. Do not approve a pilot’s request or ask a pilot toconduct unusual maneuvers <strong>with</strong>in surface areas ofClass B, C, or D airspace if they are not essential tothe performance of the flight.EXCEPTION. A pilot’s request to conduct aerobaticpractice activities may be approved, when operatingin accordance <strong>with</strong> a letter of agreement, and theactivity will have no adverse affect on safety of the airtraffic operation or result in a reduction of service toother users.REFERENCE−FAAO 7210.3, Aerobatic Practice Areas, Para 5−4−7.NOTE−These unusual maneuvers include unnecessary low passes,unscheduled flybys, practice instrument approaches toaltitudes below specified minima (unless a landing ortouch-and-go is to be made), or any so-called “buzz jobs”wherein a flight is conducted at a low altitude and/or a highrate of speed for thrill purposes. Such maneuvers increasehazards to persons and property and contribute to noisecomplaints.3−1−12. VISUALLY SCANNING RUNWAYSa. Local controllers shall visually scan runways tothe maximum extent possible.b. Ground control shall assist local control invisually scanning runways, especially when runwaysare in close proximity to other movement areas.3−1−13. ESTABLISHING TWO−WAYCOMMUNICATIONSPilots are required to establish two-way radiocommunications before entering the Class Dairspace. If the controller responds to a radio call<strong>with</strong>, “(a/c call sign) standby,” radio communicationshave been established and the pilot can enter theClass D airspace. If workload or traffic conditionsprevent immediate provision of Class D services,inform the pilot to remain outside the Class Dairspace until conditions permit the services to beprovided.PHRASEOLOGY−(A/c call sign) REMAIN OUTSIDE DELTA AIRSPACEAND STANDBY.REFERENCE−FAAO 7110.65, Visual Separation, Para 7−2−1.General3−1−5
<strong>7110.65P</strong>2/19/043−1−14. GROUND OPERATIONS WHENVOLCANIC ASH IS PRESENTWhen volcanic ash is present on the airport surface,and to the extent possible:a. Avoid requiring aircraft to come to a full stopwhile taxiing.b. Provide for a rolling takeoff for all departures.NOTE−When aircraft begin a taxi or takeoff roll on ashcontaminated surfaces, large amounts of volcanic ash willagain become airborne. This newly airborne ash willsignificantly reduce visibility and will be ingested by theengines of following aircraft.REFERENCE−AIM, Flight Operations in Volcanic Ash, Para 7−5−8.3−1−6General
2/19/04<strong>7110.65P</strong>Section 2. Visual Signals3−2−1. LIGHT SIGNALSUse ATC light signals from TBL 3−2−1 to controlaircraft and the movement of vehicles, equipment,and personnel on the movement area when radiocommunications cannot be employed.REFERENCE−FAAO 7110.65, Altitude Restricted Low Approach, Para 3−10−10.FAAO 7210.3,, Letters of Agreement, Para 4−3−1.3−2−2. WARNING SIGNALDirect a general warning signal, alternating red andgreen, to aircraft or vehicle operators, as appropriate,when:NOTE−The warning signal is not a prohibitive signal and can befollowed by any other light signal, as circumstancespermit.a. <strong>Air</strong>craft are converging and a collision hazardexists.b. Mechanical trouble exists of which the pilotmight not be aware.c. Other hazardous conditions are present whichcall for intensified pilot or operator alertness. Theseconditions may include obstructions, soft field, ice onthe runway, etc.3−2−3. RECEIVER-ONLY ACKNOWLEDGMENTTo obtain acknowledgment from an aircraft equipped<strong>with</strong> receiver only, request the aircraft to do thefollowing:a. Fixed-wing aircraft:1. Between sunrise and sunset:(a) Move ailerons or rudders while on theground.(b) Rock wings while in flight.2. Between sunset and sunrise: Flash navigationor landing lights.b. Helicopters:1. Between sunrise and sunset:(a) While hovering, either turn the helicoptertoward the controlling facility and flash the landinglight or rock the tip path plane.(b) While in flight, either flash the landinglight or rock the tip path plane.2. Between sunset and sunrise: Flash landinglight or search light.TBL 3−2−1ATC Light SignalsMeaningColor and type of signal <strong>Air</strong>craft on the ground <strong>Air</strong>craft in flightMovement of vehicles,equipment and personnelSteady green Cleared for takeoff Cleared to land Cleared to cross; proceed; goFlashing green Cleared to taxi Return for landing (to be followed Not applicableby steady green at the proper time)Steady red Stop Give way to other aircraft and Stopcontinue circlingFlashing redTaxi clear of landing area orrunway in use<strong>Air</strong>port unsafe− Do not land Clear the taxiway/runwayFlashing whiteAlternating red and greenReturn to starting point onairportGeneral Warning Signal−Exercise Extreme CautionNot applicableGeneral Warning Signal− ExerciseExtreme CautionReturn to starting point onairportGeneral Warning Signal−Exercise Extreme CautionVisual Signals3−2−1
2/19/04<strong>7110.65P</strong>Section 3. <strong>Air</strong>port Conditions3−3−1. LANDING AREA CONDITIONIf you observe or are informed of any condition whichaffects the safe use of a landing area:NOTE−1. The airport management/military operations office isresponsible for observing and reporting the condition ofthe landing area.2. It is the responsibility of the agency operating theairport to provide the tower <strong>with</strong> current informationregarding airport conditions.3. A disabled aircraft on a runway, after occupants areclear, is normally handled by flight standards and airportmanagement/military operations office personnel in thesame manner as any obstruction; e.g., constructionequipment.a. Relay the information to the airport manager/military operations office concerned.b. Copy verbatim any information received andrecord the name of the person submitting it.c. Confirm information obtained from other thanauthorized airport or FAA personnel unless thisfunction is the responsibility of the militaryoperations office.NOTE−Civil airport managers are required to provide a list ofairport employees who are authorized to issue informationconcerning conditions affecting the safe use of the airport.d. If you are unable to contact the airportmanagement or operator, issue a NOTAM publicizingan unsafe condition and inform the managementor operator as soon as practicable.EXAMPLE−“DISABLED AIRCRAFT ON RUNWAY.’’NOTE−1. Legally, only the airport management/militaryoperations office can close a runway.2. Military controllers are not authorized to issueNOTAMs. It is the responsibility of the military operationsoffice.e. Issue to aircraft only factual information, asreported by the airport management concerning thecondition of the runway surface, describing theaccumulation of precipitation.EXAMPLE−“ALL RUNWAYS COVERED BY COMPACTED SNOWSIX INCHES DEEP.”REFERENCE−FAAO 7110.65, <strong>Air</strong>port Conditions, Para 4−7−12.3−3−2. CLOSED/UNSAFE RUNWAYINFORMATIONIf an aircraft requests to takeoff, land, ortouch-and-go on a closed or unsafe runway, informthe pilot the runway is closed or unsafe, anda. If the pilot persists in his/her request, quotehim/her the appropriate parts of the NOTAMapplying to the runway and inform him/her that aclearance cannot be issued.b. Then, if the pilot insists and in your opinion theintended operation would not adversely affect othertraffic, inform him/her that the operation will be athis/her own risk.PHRASEOLOGY−RUNWAY (runway number) CLOSED/UNSAFE.If appropriate, (quote NOTAM information),UNABLE TO ISSUE DEPARTURE/LANDING/TOUCH−AND−GO CLEARANCE.DEPARTURE/LANDING/TOUCH−AND−GO WILL BEAT YOUR OWN RISK.c. Except as permitted by para 4−8−7, Side-stepManeuver, where parallel runways are served byseparate ILS/MLS systems and one of the runways isclosed, the ILS/MLS associated <strong>with</strong> the closedrunway should not be used for approaches unless notusing the ILS/MLS would have an adverse impact onthe operational efficiency of the airport.REFERENCE−FAAO 7110.65, Landing Clearance, Para 3−10−5.FAAO 7110.65, <strong>Air</strong>port Conditions, Para 4−7−12.3−3−3. TIMELY INFORMATIONIssue airport condition information necessary for anaircraft’s safe operation in time for it to be useful tothe pilot. Include the following, as appropriate:a. Construction work on or immediately adjacentto the movement area.b. Rough portions of the movement area.<strong>Air</strong>port Conditions3−3−1
<strong>7110.65P</strong>2/19/04c. Braking conditions caused by ice, snow, slush,or water.d. Snowdrifts or piles of snow on or along theedges of the area and the extent of any plowed area.e. Parked aircraft on the movement area.f. Irregular operation of part or all of the airportlighting system.g. Volcanic ash on any airport surface area andwhether the ash is wet or dry (if known).NOTE−Braking action on wet ash may be degraded. Dry ash on therunway may necessitate minimum use of reverse thrust.h. Other pertinent airport conditions.REFERENCE−FAAO 7110.65, <strong>Air</strong>port Conditions, Para 4−7−12.FAAO 7110.65, Reporting Essential Flight Information, Para 2−1−9.FAAO 7110.65, Altitude Restricted Low Approach, Para 3−10−10.3−3−4. BRAKING ACTIONFurnish quality of braking action, as received frompilots or the airport management, to all aircraft asfollows:a. Describe the quality of braking action using theterms “good,” “fair,” “poor,” “nil,” or a combinationof these terms. If the pilot or airport managementreports braking action in other than the foregoingterms, ask him/her to categorize braking action inthese terms.NOTE−The term “nil” is used to indicate bad or no braking action.b. Include type of aircraft or vehicle from whichthe report is received.EXAMPLE−“Braking action fair to poor, reported by a heavy D−CTen.”“Braking action poor, reported by a Boeing SevenTwenty−Seven.”c. If the braking action report affects only a portionof a runway, obtain enough information from the pilotor airport management to describe the braking actionin terms easily understood by the pilot.EXAMPLE−“Braking action poor first half of runway, reported by aLockheed Ten Eleven.”“Braking action poor beyond the intersection of runwaytwo seven, reported by a Boeing Seven Twenty−Seven.”NOTE−Descriptive terms, such as the first or the last half of therunway, should normally be used rather than landmarkdescriptions, such as opposite the fire station, south of ataxiway, etc. Landmarks extraneous to the landing runwayare difficult to distinguish during low visibility, at night, oranytime a pilot is busy landing an aircraft.d. Furnish runway friction measurement readings/values as received from airport management toaircraft as follows:1. Furnish information as received from theairport management to pilots on the ATIS at locationswhere friction measuring devices, such as MU−Meter,Saab Friction Tester (SFT), and Skiddometer arein use only when the MU values are 40 or less. Use therunway followed by the MU number for each of thethree runway segments, time of report, and a worddescribing the cause of the runway friction problem.Do not issue MU values when all three segments ofthe runway have values reported greater than 40.EXAMPLE−“Runway two seven, MU forty−two, forty−one,twenty−eight at one zero one eight Zulu, ice.”2. Issue the runway surface condition and/or theRunway Condition Reading (RCR), if provided, to allUSAF and ANG aircraft. Issue the RCR to otheraircraft upon pilot request.EXAMPLE−“Ice on runway, RCR zero five, patchy.”NOTE−1. USAF has established RCR procedures for determiningthe average deceleration readings of runways underconditions of water, slush, ice, or snow. The use of the RCRcode is dependent upon the pilot’s having a “stoppingcapability chart” specifically applicable to his/heraircraft.2. USAF offices furnish RCR information at airportsserving USAF and ANG aircraft.REFERENCE−FAAO 7110.65, <strong>Air</strong>port Conditions, Para 4−7−12.FAAO 7110.65, Braking Action Advisories, Para 3−3−5.3−3−5. BRAKING ACTION ADVISORIESa. When runway braking action reports arereceived from pilots or the airport management whichinclude the terms “poor” or “nil” or wheneverweather conditions are conducive to deteriorating orrapidly changing runway conditions, include on theATIS broadcast the statement “Braking ActionAdvisories are in effect.”3−3−2<strong>Air</strong>port Conditions
2/19/04<strong>7110.65P</strong>REFERENCE−FAAO 7210.3, Automatic Terminal Information Service (ATIS),Para 10−4−1.b. During the time Braking Action Advisories arein effect, take the following action:1. Issue the latest braking action report for therunway in use to each arriving and departing aircraftearly enough to be of benefit to the pilot. Whenpossible, include reports from heavy jet aircraft whenthe arriving or departing aircraft is a heavy jet.2. If no report has been received for the runwayof intended use, issue an advisory to that effect.PHRASEOLOGY−NO BRAKING ACTION REPORTS RECEIVED FORRUNWAY (runway number).3. Advise the airport management that runwaybraking action reports of “poor” or “nil” have beenreceived.REFERENCE−FAAO 7210.3, Letters of Agreement, Para 4−3−1.4. Solicit PIREPs of runway braking action.REFERENCE−FAAO 7110.65, PIREP Information, Para 2−6−3.c. Include runway friction measurement/valuesreceived from airport management on the ATIS.Furnish the information when requested by the pilotin accordance <strong>with</strong> para 3−3−4, Braking Action.REFERENCE−FAAO 7110.65, Content, Para 2−9−3.FAAO 7110.65, Departure Information, Para 3−9−1.FAAO 7110.65, Landing Information, Para 3−10−1.FAAO 7110.65, <strong>Air</strong>port Conditions, Para 4−7−12.3−3−6. ARRESTING SYSTEM OPERATIONa. For normal operations, arresting systemsremotely controlled by ATC shall remain in theretracted or down position.NOTE−1. USN− Runway Arresting Gear− barriers are notoperated by ATC personnel. Readiness/rigging of theequipment is the responsibility of the operationsdepartment.2. A request to raise a barrier or hook cable means thebarrier or cable on the departure end of the runway. If anapproach end engagement is required, the pilot or militaryauthority will specifically request that the approach endcable be raised.REFERENCE−FAAO 7610.4, Chapter 9, Section 3. <strong>Air</strong>craft Arresting System, SingleFrequency Approach (SFA), Simulated Flameout (SFO)/EmergencyLanding Pattern (ELP) Operations, Celestial Navigation (CELNAV)Training, Para 9−3−1 through Para 9−3−8.b. Raise aircraft arresting systems whenever:1. Requested by a pilot.NOTE−The standard emergency phraseology for a pilot requestingan arresting system to be raised for immediate engagementis:“BARRIER − BARRIER − BARRIER”or“CABLE − CABLE − CABLE.”2. Requested by military authority; e.g., airfieldmanager, supervisor of flying, mobile control officer,etc.NOTE−USAF. Web barriers at the departure end of the runway mayremain in the up position when requested by the senioroperational commander. The IFR Enroute Supplement andAP-1 will describe specific barrier configuration. ATC willadvise transient aircraft of the barrier configuration usingthe phraseology in subpara c, below.3. A military jet aircraft is landing <strong>with</strong> knownor suspected radio failure or conditions (dragchute/hydraulic/electrical failure, etc.) that indicatean arresting system may be needed. Exceptions areauthorized for military aircraft which cannot engagean arresting system (C−9, C−141, C−5, T−39, etc.)and should be identified in a letter of agreementand/or appropriate military directive.c. When requested by military authority due tofreezing weather conditions or malfunction of theactivating mechanism, the barrier/cable may remainin a raised position provided aircraft are advised.PHRASEOLOGY−YOUR DEPARTURE/LANDING WILL BE TOWARD/OVER A RAISED BARRIER/CABLE ON RUNWAY(number), (location, distance, as appropriate).d. Inform civil and U.S. Army aircraft wheneverrubber supported cables are in place at the approachend of the landing runway, and include the distance ofthe cables from the threshold. This information maybe omitted if it is published in the “Notices to<strong>Air</strong>men” publication/DOD FLIP.EXAMPLE−“Runway One Four arresting cable one thousand feet fromthreshold.”<strong>Air</strong>port Conditions3−3−3
<strong>7110.65P</strong>2/19/04e. When arresting system operation has beenrequested, inform the pilot of the indicatedbarrier/cable position.PHRASEOLOGY−(Identification), BARRIER/CABLE INDICATESUP/DOWN. CLEARED FOR TAKEOFF/TO LAND.f. Time permitting, advise pilots of the availabilityof all arresting systems on the runway in questionwhen a pilot requests barrier information.g. If an aircraft engages a raised barrier/cable,initiate crash alarm procedures immediately.h. For preplanned practice engagements notassociated <strong>with</strong> emergencies, crash alarm systemsneed not be activated if, in accordance <strong>with</strong> localmilitary operating procedures, all required notificationsare made before the practice engagement.REFERENCE−FAAO 7110.65, <strong>Air</strong>port Conditions, Para 4−7−12.3−3−7. FAR FIELD MONITOR (FFM) REMOTESTATUS UNITa. Background.1. To meet the demand for more facilitiescapable of operating under CAT III weather, Type IIequipment is being upgraded to Integrity Level 3.This integrity level will support operations whichplace a high degree of reliance on ILS guidance forpositioning through touchdown.2. Installation of the FFM remote statusindicating units is necessary to attain the integritynecessary to meet internationally agreed uponreliability values in support of CAT III operations onType II ILS equipment. The remote status indicatingunit used in conjunction <strong>with</strong> Type II equipment addsa third integrity test; thereby, producing an approachaid which has integrity capable of providing Level 3service.3. The remote status sensing unit, wheninstalled in the tower cab, will give immediateindications of localizer out-of-tolerance conditions.The alarm in the FFM remote status sensing unitindicates an inoperative or an out-of-tolerancelocalizer signal; e.g., the course may have shifted dueto equipment malfunction or vehicle/aircraft encroachmentinto the critical area.b. Procedures.1. Operation of the FFM remote sensing unitwill be based on the prevailing weather. The FFMremote sensing unit shall be operational when theweather is below CAT I ILS minimums.2. When the weather is less than that requiredfor CAT I operations, the GRN−27 FFM remote statussensing unit shall be set at:(a) “CAT II” when the RVR is less than 2,400feet.(b) “CAT III” when the RVR is less than1,200 feet.3. When the remote status unit indicates that thelocalizer FFM is in alarm (aural warning followingthe preset delay) and:(a) The aircraft is outside the middle marker(MM), check for encroachment those portions of thecritical area that can be seen from the tower. It isunderstood that the entire critical area may not bevisible due to low ceilings and poor visibility. Thecheck is strictly to determine possible causal factorsfor the out-of-tolerance situation. If the alarm has notcleared prior to the aircraft’s arriving at the MM,immediately issue an advisory that the FFM remotestatus sensing unit indicates the localizer isunreliable.(b) The aircraft is between the MM and theinner marker (IM), immediately issue an advisorythat the FFM remote status sensing unit indicates thelocalizer is unreliable.PHRASEOLOGY−CAUTION, MONITOR INDICATES RUNWAY (number)LOCALIZER UNRELIABLE.(c) The aircraft has passed the IM, there is noaction requirement. Although the FFM has beenmodified <strong>with</strong> filters which dampen the effect of falsealarms, you may expect alarms when aircraft arelocated between the FFM and the localizer antennaeither on landing or on takeoff.REFERENCE−FAAO 7110.65, <strong>Air</strong>port Conditions, Para 4−7−12.3−3−4<strong>Air</strong>port Conditions
8/5/04<strong>7110.65P</strong> CHG 1Section 4. <strong>Air</strong>port Lighting3−4−1. EMERGENCY LIGHTINGWhenever you become aware that an emergency hasor will occur, take action to provide for the operationof all appropriate airport lighting aids as required.REFERENCE−FAAO 7110.65, Lighting Requirements, Para 10−4−2.3−4−2. RUNWAY END IDENTIFIER LIGHTSWhen separate on−off controls are provided, operaterunway end identifier lights:a. When the associated runway lights are lighted.Turn the REIL off after:1. An arriving aircraft has landed.2. A departing aircraft has left the trafficpattern area.3. It is determined that the lights are of nofurther use to the pilot.b. As required by facility directives to meet localconditions.c. As requested by the pilot.d. Operate intensity setting in accordance <strong>with</strong> thevalues in TBL 3−4−1 except as prescribed insubparas b and c above.TBL 3−4−1REIL Intensity Setting−Three Step SystemSettingsVisibilityDayNight3 Less than 2 miles Less than 1 mile2 2 to 5 miles inclusive 1 to but not including 3miles1 When requested 3 miles or more3−4−3. VISUAL APPROACH SLOPEINDICATORS (VASI)VASI systems <strong>with</strong> remote on−off switching shall beoperated when they serve the runway in use andwhere intensities are controlled in accordance <strong>with</strong>TBL 3−4−2 and TBL 3−4−3 except:a. As required by facility directives to meet localconditions.b. As required by the pilot.TBL 3−4−2VASI Intensity Setting−Two Step SystemStepHighLowPeriod/ConditionDay−Sunrise to sunset.Night−Sunset to sunrise.TBL 3−4−3VASI Intensity Setting−Three Step SystemStepHighMediumLowPeriod/ConditionDay−Sunrise to sunset.Twilight−From sunset to 30 minutes aftersunset and from 30 minutes before sunriseto sunrise,* and during twilight in Alaska.Night−Sunset to sunrise.*During a 1 year period, twilight may vary 26 to 43 minutes between25 and 49N latitude.NOTE−The basic FAA standard for VASI systems permitsindependent operation by means of photoelectric device.This system has no on−off control feature and is intendedfor continuous operation. Other VASI systems in useinclude those that are operated remotely from the controltower. These systems may consist of either a photoelectricintensity control <strong>with</strong> only an on−off switch, a two stepintensity system, or a three step intensity system.REFERENCE−FAAO 7210.3, Visual Approach Slope Indicator (VASI) Systems,Para 10−6−5.FAAO 6850.2, Visual Guidance Lighting Systems.3−4−4. PRECISION APPROACH PATHINDICATORS (PAPI)PAPI systems <strong>with</strong> remote on−off switching shall beoperated when they serve the runway in use andwhere intensities are controlled in accordance <strong>with</strong>TBL 3−4−4 except:a. As required by local facility directives to meetlocal conditions.b. As requested by the pilot.NOTE−The basic FAA standard for PAPI systems permitsindependent operation by means of photoelectric device.This system has no on−off control feature and is intendedfor continuous operation. Other PAPI systems in useinclude those that are operated remotely from the control<strong>Air</strong>port Lighting3−4−1
<strong>7110.65P</strong> CHG 18/5/04tower. These systems may consist of either a photoelectricintensity control <strong>with</strong> only an on−off switch, or a five−stepintensity system.REFERENCE−FAAO 6850.2, Visual Guidance Lighting Systems.TBL 3−4−4PAPI Intensity Setting − Five Step SystemStepPeriod/Condition5 On Pilot Request4 Day − Sunrise to sunset3 Night − Sunset to sunrise2 On Pilot Request1 On Pilot Request*During a 1 year period, twilight may vary 26 to 43 minutesbetween 25 and 49N latitude.3−4−5. APPROACH LIGHTSOperate approach lights:a. Between sunset and sunrise when one of thefollowing conditions exists:1. They serve the landing runway.2. They serve a runway to which an approach isbeing made but aircraft will land on another runway.b. Between sunrise and sunset when the ceiling isless than 1,000 feet or the prevailing visibility is5 miles or less and approaches are being made to:1. A landing runway served by the lights.2. A runway served by the lights but aircraftare landing on another runway.3. The airport, but landing will be made on arunway served by the lights.c. As requested by the pilot.d. As you deem necessary, if not contrary to pilot’srequest.NOTE−In the interest of energy conservation, the ALS should beturned off when not needed for aircraft operations.REFERENCE−FAAO 7110.65, ALS Intensity Settings, Para 3−4−6.3−4−6. ALS INTENSITY SETTINGSWhen operating ALS as prescribed in para 3−4−5,Approach Lights, operate intensity controls inaccordance <strong>with</strong> the values in TBL 3−4−5 except:a. When facility directives specify other settingsto meet local atmospheric, topographic, and twilightconditions.b. As requested by the pilot.c. As you deem necessary, if not contrary to pilot’srequest.TBL 3−4−5ALS Intensity SettingVisibilityStep (Applicable to runway served by lights)DayNight5 Less than 1 mile* When requested4 1 to but not including 3 miles When requested3 3 to but not including 5 miles Less than 1 mile*2 5 to but not including 7 miles 1 to 3 miles inclusive1 When requested Greater than 3 miles*and/or 6,000 feet or less of the RVR on the runway servedby the ALS and RVR.NOTE−Daylight steps 2 and 3 provide recommended settingsapplicable to conditions in subparas b and c. At night, usestep 4 or 5 only when requested by a pilot.3−4−7. SEQUENCED FLASHING LIGHTS (SFL)Operate Sequenced Flashing Lights:NOTE−SFL are a component of the ALS and cannot be operatedwhen the ALS is off.a. When the visibility is less than 3 miles andinstrument approaches are being made to the runwayserved by the associated ALS.b. As requested by the pilot.c. As you deem necessary, if not contrary to pilot’srequest.3−4−8. MALSR/ODALSOperate MALSR/ODALS that have separate on−offand intensity setting controls in accordance <strong>with</strong>TBL 3−4−6 and TBL 3−4−7 except:a. When facility directives specify other settingsto meet local atmospheric, topographic, and twilightconditions.3−4−2<strong>Air</strong>port Lighting
8/5/04<strong>7110.65P</strong> CHG 1b. As requested by the pilot.c. As you deem necessary, if not contrary to pilot’srequest.TBL 3−4−6Two Step MALS/One Step RAIL/Two Step ODALSSettingsMALS/ODALSRAILMALS/ODALSRAILHiOnLowOffDayLess than3 milesWhen requestedVisibilityNightLess than3 miles3 miles or more*At locations providing part−time control tower service, ifduplicate controls are not provided in the associated FSS,the MALSR/ODALS shall be set to low intensity during thehours of darkness when the tower is not staffed.TBL 3−4−7Three Step MALS/Three Step RAIL/Three Step ODALSSettingsVisibilityDayNight3 Less than 2 miles Less than 1 mile2 2 to 5 miles inclusive 1 to but not including3 miles*1 When requested 3 miles or more*At locations providing part−time control tower service, ifduplicate controls are not provided in the FSS on the airport,the air−to−ground radio link shall be activated during thehours of darkness when the tower is unmanned. If there is noradio air−to−ground control, the MALSR/ODALS shall beset on intensity setting 2 during the hours of darkness whenthe tower is not staffed.REFERENCE−FAAO 7210.3, Operation of Lights When Tower is Closed, Para 10−6−2.3−4−9. ALSF−2/SSALRa. When the prevailing visibility is 3 / 4 mile or lessor the RVR is 4,000 feet or less, operate the ALSF−2system as follows:1. As requested by the pilot.2. As you deem necessary if not contrary to pilotrequest.b. Operate the SSALR system when the conditionsin subpara a are not a factor.3−4−10. RUNWAY EDGE LIGHTSOperate the runway edge light system/s serving therunway/s in use as follows:a. Between sunset and sunrise, turn the lights on:1. For departures. Before an aircraft taxies ontothe runway and until it leaves the Class B, Class C, orClass D surface area.2. For arrivals:(a) IFR aircraft−Before the aircraft beginsfinal approach, or(b) VFR aircraft−Before the aircraft entersthe Class B, Class C, or Class D surface area, and(c) Until the aircraft has taxied off the landingrunway.b. Between sunrise and sunset, turn the lights on asshown in subparas a1 and a2 when the surfacevisibility is less than 2 miles.c. As required by facility directives to meet localconditions.d. Different from subparas a, b, or c above, when:1. You consider it necessary, or2. Requested by a pilot and no other knownaircraft will be adversely affected.NOTE−Pilots may request lights to be turned on or off contrary tosubparas a, b, or c. However, 14 CFR Part 135 operatorsare required to land/takeoff on lighted runways/heliportlanding areas at night.e. Do not turn on the runway edge lights when aNOTAM closing the runway is in effect.NOTE−Application concerns use for takeoffs/landings/approachesand does not preclude turning lights on for use ofunaffected portions of a runway for taxiing aircraft,surface vehicles, maintenance, repair, etc.REFERENCE−FAAO 7110.65, Simultaneous Approach and Runway Edge LightOperation, Para 3−4−15.FAAO 7210.3, Incompatible Light System Operation, Para 10−6−3.FAAO 7210.3, Runway Edge Lights Associated With Medium ApproachLight System/Runway Alignment Indicator Lights, Para 10−6−9.<strong>Air</strong>port Lighting3−4−3
<strong>7110.65P</strong> CHG 18/5/043−4−11. HIGH INTENSITY RUNWAY, RUNWAYCENTERLINE, AND TOUCHDOWN ZONELIGHTSOperate high intensity runway and associated runwaycenterline and touchdown zone lights in accordance<strong>with</strong> TBL 3−4−8, except:a. Where a facility directive specifies othersettings to meet local conditions.b. As requested by the pilot.c. As you deem necessary, if not contrary to pilotrequest.TBL 3−4−8HIRL, RCLS, TDZL Intensity SettingStepVisibilityDayNight5 Less than 1 mile* When requested4 1 to but not including2 miles*Less than 1 mile*3 2 to but not including3 miles1 to but not including3 miles*2 When requested 3 to 5 miles inclusive1 When requested More than 5 miles*and/or appropriate RVR/RVV equivalent.3−4−12. HIRL ASSOCIATED WITH MALSROperate HIRL which control the associated MALSRin accordance <strong>with</strong> TBL 3−4−9, except:a. As requested by the pilot.b. As you deem necessary, if not contrary to thepilot’s request.TBL 3−4−9HIRL Associated <strong>with</strong> MALSRStepVisibilityDayNight5 Less than 1 mile When requested4 1 to but not including2 milesLess than 1 mile3 2 to but not including3 miles1 to but not including3 miles2 When requested 3 to 5 miles inclusive1 When requested More than 5 milesNOTE−When going from a given brightness step setting to a lowersetting, rotation of the brightness control to a point belowthe intended step setting and then back to the appropriatestep setting will ensure that the MALSR will operate at theappropriate brightness.REFERENCE−FAAO 7110.65, Medium Intensity Runway Lights, Para 3−4−14.3−4−13. HIRL CHANGES AFFECTING RVRKeep the appropriate approach controller or PARcontroller informed, in advance if possible, of HIRL<strong>changes</strong> that affect RVR.3−4−14. MEDIUM INTENSITY RUNWAY LIGHTSOperate MIRL or MIRL which control the associatedMALSR in accordance <strong>with</strong> TBL 3−4−10, except:a. As requested by the pilot.b. As you deem necessary, if not contrary to thepilot’s request.TBL 3−4−10MIRL Intensity SettingStepVisibilityDayNight3 Less than 2 miles Less than 1 mile2 2 to 3 miles 1 to 3 miles1 When requested More than 3 milesREFERENCE−FAAO 7110.65, HIRL Associated With MALSR, Para 3−4−12.3−4−15. SIMULTANEOUS APPROACH ANDRUNWAY EDGE LIGHT OPERATIONTurn on the runway edge lights for the runway in usewhenever the associated approach lights are on. Ifmultiple runway light selection is not possible, youmay leave the approach lights on and switch therunway lights to another runway to accommodateanother aircraft.REFERENCE−FAAO 7110.65, Runway Edge Lights, Para 3−4−10.3−4−16. HIGH SPEED TURNOFF LIGHTSOperate high speed turnoff lights:a. Whenever the associated runway lights are usedfor arriving aircraft. Leave them on until the aircrafthas either entered a taxiway or passed the last light.b. As required by facility directives to meet localconditions.c. As requested by the pilot.3−4−4<strong>Air</strong>port Lighting
8/5/04<strong>7110.65P</strong> CHG 13−4−17. TAXIWAY LIGHTSOperate taxiway lights in accordance <strong>with</strong>TBL 3−4−11, TBL 3−4−12, or TBL 3−4−13 except:a. Where a facility directive specifies othersettings or times to meet local conditions.b. As requested by the pilot.c. As you deem necessary, if not contrary to pilotrequest.TBL 3−4−11Three Step Taxiway LightsStepVisibilityDayNight3 Less than 1 mile When requested2 When requested Less than 1 mile1 When requested 1 mile of moreDayLess than 1 mileTBL 3−4−13One Step Taxiway LightsNightNOTE−AC 150/5340−24, Runway and Taxiway Edge LightingSystem, contains recommended brightness levels forvariable setting taxiway lights.On3−4−18. OBSTRUCTION LIGHTSIf controls are provided, turn the lights on betweensunset and sunrise.TBL 3−4−12Five Step Taxiway LightsStepVisibilityDayNight5 Less than 1 mile When requested4 When requested Less than 1 mile3 When requested 1 mile or more1 & 2 When requested When requested3−4−19. ROTATING BEACONIf controls are provided, turn the rotating beacon on:a. Between sunset and sunrise.b. Between sunrise and sunset when the reportedceiling or visibility is below basic VFR minima.<strong>Air</strong>port Lighting3−4−5
2/19/04<strong>7110.65P</strong>Section 5. Runway Selection3−5−1. SELECTIONa. Except where a “runway use” program is ineffect, use the runway most nearly aligned <strong>with</strong> thewind when 5 knots or more or the “calm wind”runway when less than 5 knots (set tetrahedronaccordingly) unless use of another runway:NOTE−1. If a pilot prefers to use a runway different from thatspecified, the pilot is expected to advise ATC.2. At airports where a “runway use” program isestablished, ATC will assign runways deemed to have theleast noise impact. If in the interest of safety a runwaydifferent from that specified is preferred, the pilot isexpected to advise ATC accordingly. ATC will honor suchrequests and advise pilots when the requested runway isnoise sensitive.REFERENCE−FAAO 8400.9, National Safety and Operational Criteria for Runway UsePrograms.1. Will be operationally advantageous, or2. Is requested by the pilot.b. When conducting aircraft operations on otherthan the advertised active runway, state the runway inuse.3−5−2. STOL RUNWAYSUse STOL runways as follows:a. A designated STOL runway may be assignedonly when requested by the pilot or as specified in aletter of agreement <strong>with</strong> an aircraft operator.b. Issue the measured STOL runway length if thepilot requests it.3−5−3. TAILWIND COMPONENTSWhen authorizing use of runways and a tailwindcomponent exists, always state both wind directionand velocity.NOTE−The wind may be described as “calm” when appropriate.REFERENCE−FAAO 7110.65, Calm Wind Conditions, Para 2−6−5.Runway Selection3−5−1
2/19/04<strong>7110.65P</strong>Section 6. <strong>Air</strong>port Surface Detection Procedures3−6−1. EQUIPMENT USAGEa. ASDE/AMASS shall be operated continuouslyto augment visual observation of aircraft landing ordeparting, and aircraft or vehicular movements onrunways and taxiways, or other areas of themovement area.b. The operational status of ASDE/AMASS/ASDE−X shall be determined during the reliefbriefing, or as soon as possible after assumingresponsibility for the associated control position.c. Use ASDE−X to augment visual observation ofaircraft and/or vehicular movements on runways andtaxiways, or other areas of the movement area:1. When visibility is less than the most distantpoint in the active movement area, and2. When, in your judgement, its use will assistyou in the performance of your duties at any time.3. ASDE−X shall be operated continuouslybetween sunset and sunrise regardless of thevisibility.3−6−2. INFORMATION USAGEa. ASDE/AMASS/ASDE−X derived informationmay be used to:1. Formulate clearances and control instructionsto aircraft.2. Formulate control instructions to vehicles onthe movement area.REFERENCE−FAAO 7210.3, Radar Use, Para 3−7−2b2.3. Position aircraft and vehicles using themovement area.4. Determine the exact location of aircraft andvehicles, or spatial relationship to other aircraft/vehicleson the movement area.5. Monitor compliance <strong>with</strong> control instructionsby aircraft and vehicles on taxiways and runways.6. Confirm pilot reported positions.7. Provide directional taxi information, asappropriate.PHRASEOLOGY−TURN (left/right) ON THE TAXIWAY/RUNWAY YOU AREAPPROACHING.b. Do not provide specific navigational guidance(exact headings to be followed) unless an emergencyexists or by mutual agreement <strong>with</strong> the pilot.NOTE−It remains the pilot’s responsibility to navigate visually viaroutes to the clearance limit specified by the controller andto avoid other parked or taxiing aircraft, vehicles, orpersons in the movement area.3−6−3. IDENTIFICATIONTo identify an observed target on the ASDE/AMASS/ASDE−X display, correlate its position <strong>with</strong> one ormore of the following:a. Pilot position report.b. <strong>Control</strong>ler’s visual observation.c. An identified target observed on the ASR orBRITE/DBRITE/TDW display.3−6−4. AMASS ALERT RESPONSESWhen the system alarms, the controller shallimmediately assess the situation visually and aspresented on the ASDE/AMASS display, then takeappropriate action, as follows:a. When an arrival aircraft (still airborne, prior tothe landing threshold) activates an alarm, thecontroller shall issue go−around instructions. (Exception:Alarms involving known formation flights,as they cross the landing threshold, may bedisregarded if all other factors are acceptable.)b. For other AMASS alarms, issue instructions/clearances based on good judgment and evaluation ofthe situation at hand.<strong>Air</strong>port Surface Detection Procedures3−6−1
2/19/04<strong>7110.65P</strong>Section 7. Taxi and Ground Movement Procedures3−7−1. GROUND TRAFFIC MOVEMENTIssue by radio or directional light signals specificinstructions which approve or disapprove themovement of aircraft, vehicles, equipment, orpersonnel on the movement area.a. Do not issue conditional instructions that aredependent upon the movement of an arrival aircrafton or approaching the runway or a departure aircraftestablished on a takeoff roll. Do not say, “Position andhold behind landing traffic,” or “Taxi/proceed acrossRunway Three Six behind departing/landing Jetstar.”The above requirements do not preclude issuinginstructions to follow an aircraft observed to beoperating on the movement area in accordance <strong>with</strong>an ATC clearance/instruction and in such a mannerthat the instructions to follow are not ambiguous.b. Do not use the word “cleared” in conjunction<strong>with</strong> authorization for aircraft to taxi or equipment/vehicle/personnel operations. Use the prefix “taxi,”“proceed,” or “hold,” as appropriate, for aircraftinstructions and “proceed” or “hold” for equipment/vehicles/personnel.c. Intersection departures may be initiated by acontroller or a controller may authorize anintersection departure if a pilot requests. Issue themeasured distance from the intersection to therunway end rounded “down” to the nearest 50 feet toany pilot who requests and to all military aircraft,unless use of the intersection is covered inappropriate directives.NOTE−Exceptions are authorized where specific military aircraftroutinely make intersection takeoffs and procedures aredefined in appropriate directives. The authority exercisingoperational control of such aircraft ensures that all pilotsare thoroughly familiar <strong>with</strong> these procedures, includingthe usable runway length from the applicable intersection.d. State the runway intersection when authorizingan aircraft to taxi into position to hold or whenclearing an aircraft for takeoff from an intersection.PHRASEOLOGY−RUNWAY (number) AT (taxiway designator) (furtherinstructions as needed).RUNWAY (number) AT (taxiway designator), POSITIONAND HOLD.If requested or required,RUNWAY (number) AT (taxiway designator)INTERSECTION DEPARTURE, (remaining length)FEET AVAILABLE.e. If two or more aircraft call the tower ready fordeparture, one or more at the approach and one ormore at the intersection, state the location of theaircraft at the full length of the runway whenauthorizing that aircraft to taxi into position and holdor when clearing that aircraft for takeoff.PHRASEOLOGY−RUNWAY (number), FULL−LENGTH, POSITION ANDHOLD.orRUNWAY (number) FULL LENGTH, CLEARED FORTAKEOFF.EXAMPLE−“American Four Eighty Two, Runway Three Zero fulllength, position and hold.”“Cherokee Five Sierra Whiskey, Runway Two Five Rightfull length, cleared for takeoff.”NOTE−The controller need not state the location of the aircraftdeparting the full length of the runway if there are noaircraft holding for departure at an intersection for thatsame runway.REFERENCE−FAAO 7110.65, Taxi into Position and Hold (TIPH), Para 3−9−4.3−7−2. TAXI AND GROUND MOVEMENTOPERATIONSIssue, as required or requested, the route for theaircraft/vehicle to follow on the movement area inconcise and easy to understand terms. When a taxiclearance to a runway is issued to an aircraft, confirmthe aircraft has the correct runway assignment.NOTE−1. A pilot’s read back of taxi instructions <strong>with</strong> the runwayassignment can be considered confirmation of runwayassignment.2. Movement of aircraft or vehicles on nonmovementareas is the responsibility of the pilot, the aircraft operator,or the airport management.Taxi and Ground Movement Procedures3−7−1
<strong>7110.65P</strong>2/19/04a. When authorizing a vehicle to proceed on themovement area, or an aircraft to taxi to any point otherthan an assigned takeoff runway, absence of holdinginstructions authorizes an aircraft/vehicle to cross alltaxiways and runways that intersect the taxi route. Ifit is the intent to hold the aircraft/vehicle short of anygiven point along the taxi route, issue the route, ifnecessary, then state the holding instructions.NOTE−Movement of aircraft or vehicles on nonmovement areas isthe responsibility of the pilot, the aircraft operator, or theairport management.PHRASEOLOGY−HOLD POSITION.HOLD FOR (reason)CROSS (runway/taxiway)orTAXI/CONTINUE TAXIING/PROCEED/VIA (route),orON (runway number or taxiways, etc.),orTO (location),or(direction),orACROSS RUNWAY (number).orVIA (route), HOLD SHORT OF (location)orFOLLOW (traffic) (restrictions as necessary)orBEHIND (traffic).EXAMPLE−“Cross Runway Two Eight Left.”“Taxi/continue taxiing/proceed to the hangar.”“Taxi/continue taxiing/proceed straight ahead then viaramp to the hangar.”“Taxi/continue taxiing/proceed on Taxiway Charlie, holdshort of Runway Two Seven.”or“Taxi/continue taxiing/proceed on Charlie, hold short ofRunway Two Seven.”b. When authorizing an aircraft to taxi to anassigned takeoff runway and hold short instructionsare not issued, specify the runway preceded by “taxito,” and issue taxi instructions if necessary. Thisauthorizes the aircraft to “cross” all runways/taxiwayswhich the taxi route intersects except theassigned takeoff runway. This does not authorize theaircraft to “enter” or “cross” the assigned takeoffrunway at any point.PHRASEOLOGY−TAXI TO RUNWAY (number) VIA . . .EXAMPLE−“Taxi to Runway One Two.”“Taxi to Runway Three Six via Taxiway Echo.”or“Taxi to Runway Three Six via Echo.”c. Specify the runway for departure, any necessarytaxi instructions, and hold short restrictions when anaircraft will be required to hold short of a runway orother points along the taxi route.EXAMPLE−“Runway Three Six Left, taxi via taxiway Alpha, hold shortof taxiway Charlie.”or“Runway Three Six Left, taxi via Alpha, hold short ofCharlie.”PHRASEOLOGY−RUNWAY (number),TAXI/PROCEED VIA (route if necessary,HOLD SHORT OF (runway number)orHOLD SHORT OF (location)orON (taxi strip, runup, pad, etc.),3−7−2Taxi and Ground Movement Procedures
2/19/04<strong>7110.65P</strong>and if necessary,TRAFFIC (traffic information),orFOR (reason).EXAMPLE−“Runway Three Six Left, taxi via taxiway Charlie, holdshort of Runway Two Seven Right.”or“Runway Three Six Left, taxi via Charlie, hold short ofRunway Two Seven Right.”“Runway Three Six Left, hold short of Runway Two SevenRight.”d. Request a read back of runway hold shortinstructions when it is not received from thepilot/vehicle operator.PHRASEOLOGY−READ BACK HOLD INSTRUCTIONS.EXAMPLE−1. “American Four Ninety Two, Runway Three Six Left,taxi via taxiway Charlie, hold short of Runway Two SevenRight.”or“American Four Ninety Two, Runway Three Six Left, taxivia Charlie, hold short of Runway Two Seven Right.”“American Four Ninety Two, Roger.”“American Four Ninety Two, read back hold instructions.”2. “Cleveland Tower, American Sixty Three is ready fordeparture.”“American Sixty Three, hold short of Runway Two ThreeLeft, traffic one mile final.”“American Sixty Three, Roger.”“American Sixty Three, read back hold instructions.”3. “OPS Three proceed via taxiway Charlie hold short ofRunway Two Seven.”or“OPS Three proceed via Charlie hold short of Runway TwoSeven.”“OPS Three, Roger.”“OPS Three, read back hold instructions.”NOTE−Read back hold instructions phraseology may be initiatedfor any point on a movement area when the controllerbelieves the read back is necessary.e. Issue progressive taxi/ground movementinstructions when:1. Pilot/operator requests.2. The specialist deems it necessary due totraffic or field conditions, e.g., construction or closedtaxiways.3. As necessary during reduced visibility,especially when the taxi route is not visible from thetower.f. Progressive ground movement instructionsinclude step-by-step routing directions.REFERENCE−FAAO 7110.65, Runway Proximity, Para 3−7−4.FAAO 7110.65, Taxi and Ground Movement Operation, Para 3−11−1.g. Instructions to expedite a taxiing aircraft or amoving vehicle.PHRASEOLOGY−TAXI WITHOUT DELAY (traffic if necessary).EXIT/PROCEED/CROSS(runway/taxiway) WITHOUT DELAY.3−7−3. GROUND OPERATIONSWAKE TURBULENCE APPLICATIONAvoid clearances which require:a. Heavy jet aircraft to use greater than normaltaxiing power.b. Small aircraft or helicopters to taxi in closeproximity to taxiing or hover-taxi helicopters.NOTE−Use caution when taxiing smaller aircraft/helicopters inthe vicinity of larger aircraft.REFERENCE−AC 90−23, <strong>Air</strong>craft Wake Turbulence, Para 10 and Para 11.Taxi and Ground Movement Procedures3−7−3
<strong>7110.65P</strong>2/19/043−7−4. RUNWAY PROXIMITYHold a taxiing aircraft or vehicle clear of the runwayas follows:a. Instruct aircraft or vehicle to hold short of aspecific runway.b. Instruct aircraft or vehicle to hold at a specifiedpoint.c. Issue traffic information as necessary.PHRASEOLOGY−HOLD SHORT OF/AT (runway number or specific point),(traffic or other information).NOTE−Establishing hold lines/signs is the responsibility of theairport manager. The standards for surface measurements,markings, and signs are contained in AC 150/5300−13,<strong>Air</strong>port Design; AC 150/5340−1, Standards for <strong>Air</strong>portMarkings, and AC 150/5340−18, Standards for <strong>Air</strong>portSign Systems. The operator is responsible for properlypositioning the aircraft, vehicle, or equipment at theappropriate hold line/sign or designated point. Therequirements in para 3−1−12, Visually Scanning Runways,remain valid as appropriate.REFERENCE−FAAO 7110.65, Taxi and Ground Movement Operations, Para 3−7−2.FAAO 7110.65, Altitude Restricted Low Approach, Para 3−10−10.FAAO 7110.65, Vehicles/Equipment/Personnel on Runways, Para 3−1−5.3−7−5. PRECISION APPROACH CRITICALAREAa. ILS critical area dimensions are described inFAAO 6750.16, Siting Criteria for InstrumentLanding Systems. <strong>Air</strong>craft and vehicle access to theILS/MLS critical area must be controlled to ensurethe integrity of ILS/MLS course signals wheneverconditions are less than reported ceiling 800 feet orvisibility less than 2 miles. Do not authorizevehicles/aircraft to operate in or over the critical area,except as specified in subpara a1, whenever anarriving aircraft is inside the ILS outer marker (OM)or the fix used in lieu of the OM unless the arrivingaircraft has reported the runway in sight or is circlingto land on another runway.PHRASEOLOGY−HOLD SHORT OF (runway) ILS/MLS CRITICAL AREA.1. LOCALIZER CRITICAL AREA(a) Do not authorize vehicle or aircraftoperations in or over the area when an arrivingaircraft is inside the ILS OM or the fix used in lieu ofthe OM when conditions are less than reported ceiling800 feet or visibility less than 2 miles, except:(1) A preceding arriving aircraft on thesame or another runway that passes over or throughthe area while landing or exiting the runway.(2) A preceding departing aircraft ormissed approach on the same or another runway thatpasses through or over the area.(b) In addition to subpara a1(a), do notauthorize vehicles or aircraft operations in or over thearea when an arriving aircraft is inside the middlemarker when conditions are less than reported ceiling200 feet or RVR 2,000 feet.2. GLIDESLOPE CRITICAL AREA. Do notauthorize vehicles or aircraft operations in or over thearea when an arriving aircraft is inside the ILS OM orthe fix used in lieu of the OM unless the arrivingaircraft has reported the runway in sight or is circlingto land on another runway when conditions are lessthan reported ceiling 800 feet or visibility less than2 miles.b. <strong>Air</strong> carriers commonly conduct “coupled” or“autoland” operations to satisfy maintenance,training, or reliability program requirements.Promptly issue an advisory if the critical area will notbe protected when an arriving aircraft advises that a“coupled,” “CATIII,” “autoland,” or similar typeapproach will be conducted and the weather isreported ceiling of 800 feet or more, and the visibilityis 2 miles or more.PHRASEOLOGY−ILS/MLS CRITICAL AREA NOT PROTECTED.c. The Department of Defense (DOD) is authorizedto define criteria for protection of precisionapproach critical areas at military controlled airports.This protection is provided to all aircraft operating atthat military controlled airport. Waiver authority forDOD precision approach critical area criteria rests<strong>with</strong> the appropriate military authority.NOTE−Signs and markings are installed by the airport operator todefine the ILS/MLS critical area. No point along thelongitudinal axis of the aircraft is permitted past the holdline for holding purposes. The operator is responsible toproperly position the aircraft, vehicle, or equipment at theappropriate hold line/sign or designated point. Therequirements in para 3−1−12, Visually Scanning Runways,remain valid as appropriate.REFERENCE−AC150/5340−1, Standards for <strong>Air</strong>port Markings.3−7−4Taxi and Ground Movement Procedures
2/19/04<strong>7110.65P</strong>Section 8. Spacing and Sequencing3−8−1. SEQUENCE/SPACING APPLICATIONEstablish the sequence of arriving and departingaircraft by requiring them to adjust flight or groundoperation, as necessary, to achieve proper spacing.PHRASEOLOGY−CLEARED FOR TAKEOFF.CLEARED FOR TAKEOFF OR HOLD SHORT/HOLD INPOSITION/TAXI OFF THE RUNWAY (traffic).EXTEND DOWNWIND.MAKE SHORT APPROACH.NUMBER (landing sequence number),FOLLOW (description and location of traffic),or if traffic is utilizing another runway,TRAFFIC (description and location) LANDING RUNWAY(number of runway being used).CIRCLE THE AIRPORT.MAKE LEFT/RIGHT THREE−SIXTY/TWO SEVENTY.GO AROUND (additional instructions as necessary).CLEARED TO LAND.CLEARED:TOUCH−AND−GO,orSTOP−AND−GO,orLOW APPROACH.CLEARED FOR THE OPTION,orOPTION APPROVED,orUNABLE OPTION, (alternate instructions).orUNABLE (type of option), OTHER OPTIONSAPPROVED.NOTE−1. The “Cleared for the Option” procedure will permit aninstructor pilot/flight examiner/pilot the option to make atouch-and-go, low approach, missed approach, stopand-go,or full stop landing. This procedure will only beused at those locations <strong>with</strong> an operational control towerand will be subject to ATC approval.2. For proper helicopter spacing, speed adjustments maybe more practical than course <strong>changes</strong>.3. Read back of hold short instructions apply when holdinstructions are issued to a pilot in lieu of a takeoffclearance.REFERENCE−FAAO 7110.65, Taxi and Ground Movement Operations, Para 3−7−2.3−8−2. TOUCH-AND-GO OR STOP-AND-GO ORLOW APPROACHConsider an aircraft cleared for touch-and-go,stop-and-go, or low approach as an arriving aircraftuntil it touches down (for touch-and-go), or makes acomplete stop (for stop-and-go), or crosses thelanding threshold (for low approach), and thereafteras a departing aircraft.REFERENCE−FAAO 7110.65, Vehicles/Equipment/Personnel on Runways, Para 3−1−5.FAAO 7110.65, Wake Turbulence Separation for Intersection Departures,Para 3−9−7.3−8−3. SIMULTANEOUS SAME DIRECTIONOPERATIONAuthorize simultaneous, same direction operationson parallel runways, on parallel landing strips, or ona runway and a parallel landing strip only when thefollowing conditions are met:a. Operations are conducted in VFR conditionsunless visual separation is applied.b. Two-way radio communication is maintained<strong>with</strong> the aircraft involved and pertinent trafficinformation is issued.Spacing and Sequencing3−8−1
<strong>7110.65P</strong>2/19/04c. The distance between the runways or landingstrips is in accordance <strong>with</strong> the minima in TBL 3−8−1(use the greater minimum if two categories areinvolved).<strong>Air</strong>craft categoryTBL 3−8−1Same Direction Distance MinimaMinimum distance (feet)between parallelRunwaycenterlinesEdges ofadjacent strips orrunway and stripLightweight,300 200single−engine,propeller drivenTwin−engine,500 400propeller drivenAll others 700 6003−8−4. SIMULTANEOUS OPPOSITE DIRECTIONOPERATIONAuthorize simultaneous opposite direction operationson parallel runways, on parallel landing strips,or on a runway and a parallel landing strip only whenthe following conditions are met:a. Operations are conducted in VFR conditions.b. Two-way radio communication is maintained<strong>with</strong> the aircraft involved and pertinent trafficinformation is issued.PHRASEOLOGY−TRAFFIC (description) ARRIVING/DEPARTING/LOWAPPROACH, OPPOSITE DIRECTION ON PARALLELRUNWAY/LANDING STRIP.c. The distance between the runways or landingstrips is in accordance <strong>with</strong> the minima inTBL 3−8−2.TBL 3−8−2Opposite Direction Distance MinimaType of OperationBetween sunrise andsunsetBetween sunset andsunriseMinimum distance (feet)between parallelRunwaycenterlinesEdges ofadjacent stripsor runway andstrip1,400 1,4002,800 Not authorized3−8−2Spacing and Sequencing
8/5/04<strong>7110.65P</strong> CHG 1Section 9. Departure Procedures and Separation3−9−1. DEPARTURE INFORMATIONProvide current departure information, as appropriate,to departing aircraft.a. Departure information contained in the ATISbroadcast may be omitted if the pilot states theappropriate ATIS code.b. Issue departure information by including thefollowing:1. Runway in use. (May be omitted if pilot states“have the numbers.”)2. Surface wind from direct readout dial,windshear detection system, or automated weatherobserving system information display. (May beomitted if pilot states “have the numbers.”)3. Altimeter setting. (May be omitted if pilotstates “have the numbers.”)REFERENCE−FAAO 7110.65, Current Settings, Para 2−7−1.c. Time, when requested.d. Issue the official ceiling and visibility, whenavailable, to a departing aircraft before takeoff asfollows:1. To a VFR aircraft when weather is belowVFR conditions.2. To an IFR aircraft when weather is belowVFR conditions or highest takeoff minima, whicheveris greater.NOTE−Standard takeoff minimums are published in 14 CFRSection 91.175(f). Takeoff minima other than standard areprescribed for specific airports/runways and published ina tabular form supplement to the FAA instrument approachprocedures charts and appropriate FAA Forms 8260.e. Taxi information, as necessary. You need notissue taxi route information unless the pilotspecifically requests it.f. USAF NOT APPLICABLE. An advisory to“check density altitude” when appropriate.REFERENCE−FAAO 7210.3, Broadcast Density Altitude Advisory, Para 2−10−6.g. Issue braking action for the runway in use asreceived from pilots or the airport management whenBraking Action Advisories are in effect.REFERENCE−FAAO 7110.65, Altimeter Setting Issuance Below Lowest Usable FL,Para 2−7−2.FAAO 7110.65, Low Level Wind Shear/Microburst Advisories,Para 3−1−8.FAAO 7110.65, Braking Action Advisories, Para 3−3−5.P/CG Term− Braking Action Advisories.3−9−2. DEPARTURE DELAY INFORMATIONUSA/USAF/USN NOT APPLICABLEWhen gate-hold procedures are in effect, issue thefollowing departure delay information as appropriate:REFERENCE−FAAO 7210.3, Gate Hold Procedures, Para 10−4−3.a. Advise departing aircraft the time at which thepilot can expect to receive engine startup advisory.PHRASEOLOGY−GATE HOLD PROCEDURES ARE IN EFFECT. ALLAIRCRAFT CONTACT (position) ON (frequency) FORENGINE START TIME. EXPECT ENGINE START/TAXI(time).b. Advise departing aircraft when to start enginesand/or to advise when ready to taxi.PHRASEOLOGY−START ENGINES, ADVISE WHEN READY TO TAXI,orADVISE WHEN READY TO TAXI.c. If the pilot requests to hold in a delay absorbingarea, the request shall be approved if space and trafficconditions permit.d. Advise all aircraft on GC/FD frequency upontermination of gate hold procedures.PHRASEOLOGY−GATE HOLD PROCEDURES NO LONGER IN EFFECT.3−9−3. DEPARTURE CONTROL INSTRUCTIONSInform departing IFR, SVFR, VFR aircraft receivingradar service, and TRSA VFR aircraft of thefollowing:a. Before takeoff.Departure Procedures and Separation3−9−1
<strong>7110.65P</strong> CHG 18/5/041. Issue the appropriate departure controlfrequency and beacon code. The departure controlfrequency may be omitted if a DP has been or will beassigned and the departure control frequency ispublished on the DP.PHRASEOLOGY−DEPARTURE FREQUENCY (frequency), SQUAWK(code).2. Inform all departing IFR military turboprop/turbojet aircraft (except transport and cargo types) tochange to departure control frequency. If the localcontroller has departure frequency override, transmiturgent instructions on this frequency. If the overridecapability does not exist, transmit urgent instructionson the emergency frequency.PHRASEOLOGY−CHANGE TO DEPARTURE.3. USAF. USAF control towers are authorizedto inform all departing IFR military transport/cargotype aircraft operating in formation flight to changeto departure control frequency before takeoff.b. After takeoff.1. When the aircraft is about 1 / 2 mile beyond therunway end, instruct civil aircraft, and militarytransport, and cargo types to contact departurecontrol, provided further communication <strong>with</strong> you isnot required.2. Do not request departing military turboprop/turbojet aircraft (except transport and cargo types) tomake radio frequency or radar beacon <strong>changes</strong> beforethe aircraft reaches 2,500 feet above the surface.REFERENCE−FAAO 7110.65, Visual Separation, Para 7−2−1.3−9−4. TAXI INTO POSITION AND HOLD (TIPH)a. The intent of TIPH is to position aircraft for animminent departure. Authorize an aircraft to taxi intoposition and hold, except as restricted in subpara f,when takeoff clearance cannot be issued because oftraffic. Issue traffic information to any aircraft soauthorized. <strong>Traffic</strong> information may be omitted whenthe traffic is another aircraft which has landed on oris taking off the same runway and is clearly visible tothe holding aircraft. Do not use conditional phrasessuch as “behind landing traffic” or “after thedeparting aircraft.”b. USN NOT APPLICABLE. First state the runwaynumber followed by the taxi into position clearancewhen more than one runway is active.PHRASEOLOGY−RUNWAY (number), POSITION AND HOLD.Or, when only one runway is active:POSITION AND HOLD.c. When an aircraft is authorized to taxi intotakeoff position to hold, inform it of the closest trafficthat is cleared to land, touch-and-go, stop-and-go, orunrestricted low approach on the same runway.EXAMPLE−“United Five, runway one eight, position and hold. <strong>Traffic</strong>a Boeing Seven Thirty Seven, six mile final.”Or, when only one runway is active:“United Five, position and hold. <strong>Traffic</strong> a Boeing SevenThirty Seven, six mile final.”d. USAF. When an aircraft is authorized to taxiinto takeoff position to hold, inform it of the closesttraffic <strong>with</strong>in 6 miles on final approach to the samerunway. If the approaching aircraft is on a differentfrequency, inform it of the aircraft taxing intoposition.e. Do not authorize an aircraft to taxi into positionand hold when the departure point is not visible fromthe tower, unless the aircraft’s position can be verifiedby ASDE or the runway is used for departures only.f. Do not authorize an aircraft to taxi into positionand hold at an intersection between sunset and sunriseor at anytime when the intersection is not visible fromthe tower.g. USN. Do not authorize aircraft to taxi intotakeoff position to hold simultaneously on intersectingrunways.PHRASEOLOGY−CONTINUE HOLDING,orTAXI OFF THE RUNWAY.REFERENCE−FAAO 7110.65, Altitude Restricted Low Approach, Para 3−10−10.h. When a local controller delivers or amends anATC clearance to an aircraft awaiting departure andthat aircraft is holding short of a runway or is holdingin position on a runway, an additional clearance shall3−9−2Departure Procedures and Separation
8/5/04<strong>7110.65P</strong> CHG 1be issued to prevent the possibility of the aircraftinadvertently taxiing onto the runway and/orbeginning takeoff roll. In such cases, append one ofthe following ATC instructions as appropriate:1. HOLD SHORT OF RUNWAY, or2. HOLD IN POSITION.i. USAF/USN. When issuing additional instructionsor information to an aircraft holding in takeoffposition, include instructions to continue holding ortaxi off the runway, unless it is cleared for takeoff.PHRASEOLOGY−CONTINUE HOLDING,4. When either is a Category III aircraft−6,000 feet.5. When the succeeding aircraft is a helicopter,visual separation may be applied in lieu of usingdistance minima.FIG 3−9−1Same Runway Separation[View 1]orTAXI OFF THE RUNWAY.REFERENCE−FAAO 7110.65, Altitude Restricted Low Approach, Para 3−10−10.3−9−5. ANTICIPATING SEPARATIONTakeoff clearance needs not be <strong>with</strong>held untilprescribed separation exists if there is a reasonableassurance it will exist when the aircraft starts takeoffroll.3−9−6. SAME RUNWAY SEPARATIONSeparate a departing aircraft from a precedingdeparting or arriving aircraft using the same runwayby ensuring that it does not begin takeoff roll until:a. The other aircraft has departed and crossed therunway end or turned to avert any conflict. (SeeFIG 3−9−1.) If you can determine distances byreference to suitable landmarks, the other aircraftneeds only be airborne if the following minimumdistance exists between aircraft: (See FIG 3−9−2.)1. When only Category I aircraft are involved−3,000 feet.2. When a Category I aircraft is preceded by aCategory II aircraft− 3,000 feet.3. When either the succeeding or both areCategory II aircraft− 4,500 feet.FIG 3−9−2Same Runway Separation[View 2]NOTE−<strong>Air</strong>craft same runway separation (SRS) categories arespecified in Appendices A, B, and C and based upon thefollowing definitions:CATEGORY I− small aircraft weighing 12,500 lbs. or less,<strong>with</strong> a single propeller driven engine, and all helicopters.CATEGORY II− small aircraft weighing 12,500 lbs. orless, <strong>with</strong> propeller driven twin−engines.CATEGORY III− all other aircraft.Departure Procedures and Separation3−9−3
<strong>7110.65P</strong>2/19/04b. A preceding landing aircraft is clear of therunway. (See FIG 3−9−3.)FIG 3−9−42 Minute SeparationFIG 3−9−3Preceding Landing <strong>Air</strong>craft Clear of RunwayREFERENCE−P/CG Term− Clear of the Runway.WAKE TURBULENCE APPLICATIONc. Do not issue clearances which imply or indicateapproval of rolling takeoffs by heavy jet aircraftexcept as provided in para 3−1−14, GroundOperations When Volcanic Ash is Present.d. Do not issue clearances to a small aircraft to taxiinto position and hold on the same runway behind adeparting heavy jet aircraft to apply the necessaryintervals.REFERENCE−AC 90−23, <strong>Air</strong>craft Wake Turbulence.e. The minima in para 5−5−4, Minima, may beapplied in lieu of the 2 minute requirement insubpara f. When para 5−5−4, Minima, are applied,ensure that the appropriate radar separation exists ator prior to the time an aircraft becomes airborne whentaking off behind a heavy jet/B757.NOTE−The pilot may request additional separation; i.e., 2 minutesvs. 4 miles, but should make this request before taxiing onthe runway.f. Separate IFR/VFR aircraft taking off behind aheavy jet/B757 departure by 2 minutes, whendeparting:NOTE−Takeoff clearance to the following aircraft should not beissued until 2 minutes after the heavy jet/B757 beginstakeoff roll.1. The same runway. (See FIG 3−9−4.)2. A parallel runway separated by less than2,500 feet.g. Separate an aircraft from a heavy jet/B757 whenoperating on a runway <strong>with</strong> a displaced landingthreshold if projected flight paths will cross−2 minutes when:1. A departure follows a heavy jet/B757 arrival.2. An arrival follows a heavy jet/B757 departure.h. <strong>Air</strong> traffic controllers shall not approve pilotrequests to deviate from the required wake turbulencetime interval if the preceding aircraft is a heavyjet/B757.i. Separate a small aircraft behind a large aircrafttaking off or making a low/missed approach whenutilizing opposite direction takeoffs on the samerunway by 3 minutes unless a pilot has initiated arequest to deviate from the 3−minute interval. In thelatter case, issue a wake turbulence advisory beforeclearing the aircraft for takeoff.NOTE−1. A request for takeoff does not initiate a waiver request.2. To initiate a waiver of the 3 minute rule, the request fortakeoff must be accompanied by a request to deviate fromthe 3−minute rule.REFERENCE−FAAO 7110.65, <strong>Air</strong>craft Information: Appendix A, Appendix B, andAppendix C.j. Separate aircraft behind a heavy jet/B757departing or making a low/missed approach whenutilizing opposite direction takeoffs or landings onthe same or parallel runways separated by less than2,500 feet− 3 minutes.k. Inform an aircraft when it is necessary to holdin order to provide the required 3−minute interval.PHRASEOLOGY−HOLD FOR WAKE TURBULENCE.3−9−4Departure Procedures and Separation
2/19/04<strong>7110.65P</strong>REFERENCE−FAAO 7110.65, Wake Turbulence Separation for Intersection Departures,Para 3−9−7.3−9−7. WAKE TURBULENCE SEPARATION FORINTERSECTION DEPARTURESa. Apply the following wake turbulence criteriafor intersection departures:1. Separate a small aircraft taking off from anintersection on the same runway (same or oppositedirection takeoff) behind a preceding departing largeaircraft by ensuring that the small aircraft does notstart takeoff roll until at least 3 minutes after the largeaircraft has taken off.2. Separate any aircraft taking off from anintersection on the same runway (same or oppositedirection takeoff), parallel runways separated by lessthan 2,500 feet, and parallel runways separated byless than 2,500 feet <strong>with</strong> runway thresholds offset by500 feet or more, by ensuring that the aircraft does notstart takeoff roll until at least 3 minutes after a heavyaircraft/B757 has taken off.NOTE−Parallel runways separated by less than 2,500 feet <strong>with</strong>runway thresholds offset by less than 500 feet shall applypara 3−9−6, Same Runway Separation, subpara f.3. Separate a small aircraft weighing 12,500 lbs.or less taking off from an intersection on the samerunway (same or opposite direction takeoff) behind apreceding small aircraft weighing more than12,500 lbs. by ensuring the following small aircraftdoes not start takeoff roll until at least 3 minutes afterthe preceding aircraft has taken off.4. Inform an aircraft when it is necessary to holdin order to provide the required 3−minute interval.PHRASEOLOGY−HOLD FOR WAKE TURBULENCE.NOTE−<strong>Air</strong>craft conducting touch-and-go and stop-and-gooperations are considered to be departing from anintersection.REFERENCE−FAAO 7110.65, Touch−and−Go or Stop−and−Go or Low Approach,Para 3−8−2.b. The 3−minute interval is not required when:1. A pilot has initiated a request to deviate fromthat interval unless the preceding departing aircraft isa heavy aircraft/B757.NOTE−A request for takeoff does not initiate a waiver request; therequest for takeoff must be accomplished by a request todeviate from the 3−minute interval.2. USA NOT APPLICABLE. The intersectionis 500 feet or less from the departure point of thepreceding aircraft and both aircraft are taking off inthe same direction.3. Successive touch−and−go and stop−and−gooperations are conducted <strong>with</strong> a small aircraftfollowing another small aircraft weighing more than12,500 lbs. or a large aircraft in the pattern, or a smallaircraft weighing more than 12,500 lbs. or a largeaircraft departing the same runway, provided the pilotof the small aircraft is maintaining visual separation/spacing behind the preceding large aircraft. Issue awake turbulence cautionary advisory and the positionof the large aircraft.EXAMPLE−“Caution wake turbulence, DC−9 on base leg.”4. Successive touch-and-go and stop-and-gooperations are conducted <strong>with</strong> any aircraft followinga heavy aircraft/B757 in the pattern, or heavyaircraft/B757 departing the same runway, providedthe pilot of the aircraft is maintaining visualseparation/spacing behind the preceding heavyaircraft/B757. Issue a wake turbulence cautionaryadvisory and the position of the heavy aircraft/B757.EXAMPLE−“Caution wake turbulence, heavy Lockheed C5Adeparting runway two three.”5. If action is initiated to reduce the separationbetween successive touch-and-go or stop-and-gooperations, apply 3 minutes separation.c. When applying the provision of subpara b:1. Issue a wake turbulence advisory beforeclearing the aircraft for takeoff.2. Do not clear the intersection departure for animmediate takeoff.3. Issue a clearance to permit the trailing aircraftto deviate from course enough to avoid the flight pathof the preceding large departure when applyingsubpara b1 or b2.4. Separation requirements in accordance <strong>with</strong>para 3−9−6, Same Runway Separation, must alsoapply.REFERENCE−FAAO 7110.65, Same Runway Separation, Para 3−9−6.Departure Procedures and Separation3−9−5
<strong>7110.65P</strong> CHG 22/17/053−9−8. INTERSECTING RUNWAY SEPARATIONSeparate departing aircraft from an aircraft using anintersecting runway, or nonintersecting runwayswhen the flight paths intersect, by ensuring that thedeparture does not begin takeoff roll until one of thefollowing exists:REFERENCE−FAAO 7110.65, <strong>Traffic</strong> Advisories, Para 2−1−21.a. The preceding aircraft has departed and passedthe intersection, has crossed the departure runway, oris turning to avert any conflict.(See FIG 3−9−5 and FIG 3−9−6.)b. A preceding arriving aircraft is clear of thelanding runway, completed the landing roll and willhold short of the intersection, passed the intersection,or has crossed over the departure runway.(See FIG 3−9−7 and FIG 3−9−8.)REFERENCE−P/CG Term− Clear of the Runway.FIG 3−9−7Intersecting Runway SeparationFIG 3−9−5Intersecting Runway SeparationFIG 3−9−8Intersecting Runway SeparationFIG 3−9−6Intersecting Runway SeparationWAKE TURBULENCE APPLICATIONc. Separate IFR/VFR aircraft taking off behind aheavy jet/B757 departure by 2 minutes whendeparting:NOTE−Takeoff clearance to the following aircraft should not beissued until 2 minutes after the heavy jet/B757 beginstakeoff roll.3−9−6Departure Procedures and Separation
2/19/04<strong>7110.65P</strong>1. Crossing runways if projected flight pathswill cross. (See FIG 3−9−9.)FIG 3−9−11Departure on Crossing RunwayFIG 3−9−9Crossing Runwayse. <strong>Air</strong> traffic controllers shall not approve pilotrequests to deviate from the required wake turbulencetime interval if the preceding aircraft is a heavyjet/B757.REFERENCE−FAAO 7110.65, Successive or Simultaneous Departures, Para 5−8−3.FAAO 7110.65, Departures and Arrivals on Parallel or NonintersectingDiverging Runways, Para 5−8−5.2. A parallel runway separated by 2,500 feet ormore if projected flight paths will cross.(See FIG 3−9−10.)FIG 3−9−10Parallel Runwayd. Separate IFR/VFR aircraft departing behind alanding heavy jet/B757 on a crossing runway if thedeparture will fly through the airborne path of thearrival− 2 minutes. (See FIG 3−9−11.)3−9−9. TAKEOFF CLEARANCEa. When only one runway is active, issue takeoffclearance.PHRASEOLOGY−CLEARED FOR TAKEOFF.NOTE−Turbine-powered aircraft may be considered ready fortakeoff when they reach the runway unless they adviseotherwise.REFERENCE−FAAO 7110.65, Departure Terminology, Para 4−3−1.b. When more than one runway is active, first statethe runway number followed by the takeoffclearance.PHRASEOLOGY−RUNWAY (number), CLEARED FOR TAKEOFF.EXAMPLE−“RUNWAY TWO SEVEN, CLEARED FOR TAKEOFF.”c. USA/USN. Issue surface wind and takeoffclearance to aircraft.PHRASEOLOGY−WIND (surface wind in direction and velocity).CLEARED FOR TAKEOFF.Departure Procedures and Separation3−9−7
<strong>7110.65P</strong>2/19/04d. USAF. When an aircraft is cleared for takeoff,inform it of the closest traffic <strong>with</strong>in 6 miles on finalapproach to the same runway. If the approachingaircraft is on a different frequency, inform it of thedeparting aircraft.3−9−10. CANCELLATION OF TAKEOFFCLEARANCECancel a previously issued clearance for takeoff andinform the pilot of the reason if circumstancesrequire. Once an aircraft has started takeoff roll,cancel the takeoff clearance only for the purpose ofsafety.NOTE−In no case should a takeoff clearance be canceled after anaircraft has started its takeoff roll solely for the purpose ofmeeting traffic management requirements/EDCT.PHRASEOLOGY−CANCEL TAKEOFF CLEARANCE (reason).3−9−8Departure Procedures and Separation
8/5/04<strong>7110.65P</strong> CHG 1Section 10. Arrival Procedures and Separation3−10−1. LANDING INFORMATIONProvide current landing information, as appropriate,to arriving aircraft. Landing information contained inthe ATIS broadcast may be omitted if the pilot statesthe appropriate ATIS code. Runway, wind, andaltimeter may be omitted if a pilot uses the phrase“have numbers.” Issue landing information byincluding the following:NOTE−Pilot use of “have numbers” does not indicate receipt of theATIS broadcast.a. Specific traffic pattern information (may beomitted if the aircraft is to circle the airport to the left).PHRASEOLOGY−ENTER LEFT/RIGHT BASE.STRAIGHT−IN.MAKE STRAIGHT−IN.STRAIGHT−IN APPROVED.RIGHT TRAFFIC.MAKE RIGHT TRAFFIC.RIGHT TRAFFIC APPROVED. CONTINUE.b. Runway in use.c. Surface wind.d. Altimeter setting.REFERENCE−FAAO 7110.65, Current Settings, Para 2−7−1.e. Any supplementary information.f. Clearance to land.g. Requests for additional position reports. Useprominent geographical fixes which can be easilyrecognized from the air, preferably those depicted onsectional charts. This does not preclude the use of thelegs of the traffic pattern as reporting points.NOTE−At some locations, VFR checkpoints are depicted onsectional aeronautical and terminal area charts. Inselecting geographical fixes, depicted VFR checkpointsare preferred unless the pilot exhibits a familiarity <strong>with</strong> thelocal area.h. Ceiling and visibility if either is below basicVFR minima.i. Low level wind shear or microburst advisorieswhen available.REFERENCE−FAAO 7110.65, Low Level Wind Shear/Microburst Advisories,Para 3−1−8.j. Issue braking action for the runway in use asreceived from pilots or the airport management whenBraking Action Advisories are in effect.REFERENCE−FAAO 7110.65, Braking Action Advisories, Para 3−3−5.3−10−2. FORWARDING APPROACHINFORMATION BY NONAPPROACH CONTROLFACILITIESa. Forward the following, as appropriate, to thecontrol facility having IFR jurisdiction in your area.You may eliminate those items that, because of localconditions or situations, are fully covered in a letterof agreement or a facility directive.1. When you clear an arriving aircraft for avisual approach.REFERENCE−FAAO 7110.65, Visual Approach, Para 7−4−1.2. <strong>Air</strong>craft arrival time.3. Cancellation of IFR flight plan.4. Information on a missed approach, unreported,or overdue aircraft.5. Runway in use.6. Weather as required.REFERENCE−FAAO 7110.65, Reporting Weather Conditions, Para 2−6−6.b. When the weather is below 1,000 feet or 3 milesor the highest circling minimums, whichever isgreater, issue current weather to aircraft executing aninstrument approach if it <strong>changes</strong> from that on theATIS or that previously forwarded to the center/approachcontrol.Arrival Procedures and Separation3−10−1
<strong>7110.65P</strong>2/19/043−10−3. SAME RUNWAY SEPARATIONa. Separate an arriving aircraft from anotheraircraft using the same runway by ensuring that thearriving aircraft does not cross the landing thresholduntil one of the following conditions exists or unlessauthorized in para 3−10−10, Altitude Restricted LowApproach.1. The other aircraft has landed and is clear ofthe runway. (See FIG 3−10−1.) Between sunrise andsunset, if you can determine distances by reference tosuitable landmarks and the other aircraft has landed,it need not be clear of the runway if the followingminimum distance from the landing threshold exists:REFERENCE−P/CG Term− Clear of the Runway.FIG 3−10−1Same Runway Separation(a) When a Category I aircraft is landingbehind a Category I or II− 3,000 feet.(See FIG 3−10−2.)FIG 3−10−2Same Runway Separation(b) When a Category II aircraft is landingbehind a Category I or II− 4,500 feet.(See FIG 3−10−3.)FIG 3−10−3Same Runway Separation2. The other aircraft has departed and crossedthe runway end. (See FIG 3−10−4). If you candetermine distances by reference to suitablelandmarks and the other aircraft is airborne, it neednot have crossed the runway end if the followingminimum distance from the landing threshold exists:(a) Category I aircraft landing behindCategory I or II− 3,000 feet.(b) Category II aircraft landing behindCategory I or II− 4,500 feet.(c) When either is a category III aircraft−6,000 feet. (See FIG 3−10−5.)FIG 3−10−4Same Runway Separation3−10−2Arrival Procedures and Separation
2/17/05<strong>7110.65P</strong> CHG 2FIG 3−10−5Same Runway Separationother aircraft until one of the following conditionsexists:REFERENCE−FAAO 7110.65, <strong>Traffic</strong> Advisories, Para 2−1−21.1. The preceding aircraft has departed andpassed the intersection/flight path or is airborne andturning to avert any conflict.(See FIG 3−10−6 and FIG 3−10−7.)FIG 3−10−6Intersecting Runway Separation3. When the succeeding aircraft is a helicopter,visual separation may be applied in lieu of usingdistance minima.WAKE TURBULENCE APPLICATIONb. Issue wake turbulence advisories, and theposition, altitude if known, and the direction of flightof:1. The heavy jet/B757 to aircraft landing behinda departing/arriving heavy jet/B757 on the same orparallel runways separated by less than 2,500 feet.2. The large aircraft to a small aircraft landingbehind a departing/arriving large aircraft on the sameor parallel runways separated by less than 2,500 feet.FIG 3−10−7Intersecting Runway SeparationREFERENCE−AC 90−23, <strong>Air</strong>craft Wake Turbulence, Pilot Responsibility, Para 12.FAAO 7110.65, Altitude Restricted Low Approach, Para 3−10−10.EXAMPLE−1. “Runway two seven left cleared to land, caution waketurbulence, heavy Boeing 747 departing runway two sevenright.”2. “Number two follow Boeing 757 on two-mile final.Caution wake turbulence.”3−10−4. INTERSECTING RUNWAY SEPARATIONa. Separate an arriving aircraft using one runwayfrom another aircraft using an intersecting runway ora nonintersecting runway when the flight pathsintersect by ensuring that the arriving aircraft doesnot cross the landing threshold or flight path of theArrival Procedures and Separation3−10−3
<strong>7110.65P</strong>2/19/042. A preceding arriving aircraft is clear of thelanding runway, completed landing roll and will holdshort of the intersection/flight path, or has passed theintersection/flight path.(See FIG 3−10−8 and FIG 3−10−9.)FIG 3−10−8Intersection Runway SeparationFIG 3−10−9Intersection Runway SeparationNOTE−Application of these procedures does not relievecontrollers from the responsibility of providing otherappropriate separation contained in this order.REFERENCE−FAAO 7210.3, Land and Hold Short Operations (LAHSO), Para 10−3−7.1. A simultaneous takeoff and landing operationshall only be conducted in VFR conditions.2. Instruct the landing aircraft to hold short ofthe intersecting runway being used by the aircrafttaking off. In the case of simultaneous landings andno operational benefit is lost, restrict the aircraft ofthe lesser weight category (if known). LAHSOclearances shall only be issued to aircraft that arelisted in the current LAHSO directive, whoseAvailable Landing Distance (ALD) does not exceedthe landing distance requirement for the runwaycondition.PHRASEOLOGY−HOLD SHORT OF RUNWAY (runway number), (traffic,type aircraft or other information).NOTE−Pilots who prefer to use the full length of the runway or arunway different from that specified are expected to adviseATC prior to landing.3. Issue traffic information to both aircraftinvolved and obtain an acknowledgment from each.Request a read back of hold short instructions whenthey are not received from the pilot of the restrictedaircraft.EXAMPLE−1. “Runway one eight cleared to land, hold short ofrunway one four left, traffic, (type aircraft) landing runwayone four left.”(When pilot of restricted aircraft responds <strong>with</strong> onlyacknowledgment):b. “USA/USAF/USN NOT APPLICABLE.” Anaircraft may be authorized to takeoff from onerunway while another aircraft lands simultaneouslyon an intersecting runway or an aircraft lands on onerunway while another aircraft lands simultaneouslyon an intersecting runway, or an aircraft lands to holdshort of an intersecting taxiway or some otherpredetermined point such as an approach/departureflight path using procedures specified in the currentLAHSO directive. The procedure shall be approvedby the air traffic manager and be in accordance <strong>with</strong>a facility directive. The following conditions apply:“Runway one four left cleared to land, traffic, (typeaircraft) landing runway one eight will hold short of theintersection.”“Read back hold short instructions.”2. “Runway three six cleared to land, hold short of runwaythree three, traffic, (type aircraft) departing runway threethree.”“<strong>Traffic</strong>, (type aircraft) landing runway three six will holdshort of the intersection, runway three three cleared fortakeoff.”3−10−4Arrival Procedures and Separation
2/19/04<strong>7110.65P</strong>4. Issue the measured distance from the landingthreshold to the hold short point rounded “down” tothe nearest 50−foot increment if requested by eitheraircraft.FIG 3−10−10Intersecting Runway SeparationEXAMPLE−“Five thousand fifty feet available.”5. The conditions in subparas b2, 3, and 4 shallbe met in sufficient time for the pilots to take otheraction, if desired, and no later than the time landingclearance is issued.6. Land and Hold Short runways must be free ofany contamination as described in the currentLAHSO directive, <strong>with</strong> no reports that braking actionis less than good.7. There is no tailwind for the landing aircraftrestricted to hold short of the intersection. The windmay be described as “calm” when appropriate.REFERENCE−FAAO 7110.65, Calm Wind Conditions, Para 2−6−5.8. The aircraft required landing distances arelisted in the current LAHSO directive.1. IFR/VFR aircraft landing on crossing runwaysbehind a departing heavy jet/B757; if the arrivalflight path will cross the takeoff path behind theheavy jet/B757 and behind the heavy jet/B757rotation point. (See FIG 3−10−11.)FIG 3−10−11Intersecting Runway Separation9. STOL aircraft operations are in accordance<strong>with</strong> a letter of agreement <strong>with</strong> the aircraftoperator/pilot or the pilot confirms that it is a STOLaircraft.WAKE TURBULENCE APPLICATIONc. Separate IFR/VFR aircraft landing behind adeparting heavy jet/B757 on a crossing runway if thearrival will fly through the airborne path of thedeparture− 2 minutes or the appropriate radarseparation minima. (See FIG 3−10−10.)d. Issue wake turbulence cautionary advisories,the position, altitude if known, and direction of flightof the heavy jet/B757 to:REFERENCE−AC 90−23, <strong>Air</strong>craft Wake Turbulence, Pilot Responsibility, Para 12.EXAMPLE−“Runway niner cleared to land. Caution wake turbulence,heavy C−One Forty One departing runway one five.”Arrival Procedures and Separation3−10−5
<strong>7110.65P</strong>2/19/042. VFR aircraft landing on a crossing runwaybehind an arriving heavy jet/B757 if the arrival flightpath will cross. (See FIG 3−10−12.)FIG 3−10−12Intersecting Runway Separationc. USA/USN. Issue surface wind when clearing anaircraft to land, touch-and-go, stop-and-go, lowapproach, or the option. Restate the landing runwaywhenever there is a possibility of a conflict <strong>with</strong>another aircraft which is using or is planning to useanother runway.PHRASEOLOGY−WIND (surface wind direction and velocity), CLEAREDTO LAND,orWIND (surface wind direction and velocity), RUNWAY(designator) CLEARED TO LAND.NOTE−A clearance to land means that appropriate separation onthe landing runway will be ensured. A landing clearancedoes not relieve the pilot from compliance <strong>with</strong> anypreviously issued restriction.EXAMPLE−“Runway niner cleared to land. Caution wake turbulence,Boeing Seven Fifty Seven landing runway three six.”REFERENCE−FAAO 7110.65, Approaches to Multiple Runways, Para 7−4−4.3−10−5. LANDING CLEARANCEa. Issue landing clearance. Restate the landingrunway whenever more than one runway is active, oran instrument approach is being conducted to a closedrunway.PHRASEOLOGY−CLEARED TO LAND,orRUNWAY (designator) CLEARED TO LAND.b. “USN NOT APPLICABLE.” Inform theclosest aircraft that is cleared to land, touch-and-go,stop-and-go, or unrestricted low approaches whenthere is traffic holding on the same runway.EXAMPLE−“Delta One, cleared to land. <strong>Traffic</strong> holding in position.”or“Delta One, runway one eight, cleared to land. <strong>Traffic</strong>holding in position.”3−10−6. ANTICIPATING SEPARATIONLanding clearance to succeeding aircraft in a landingsequence need not be <strong>with</strong>held if you observe thepositions of the aircraft and determine that prescribedrunway separation will exist when the aircraft crossthe landing threshold. Issue traffic information to thesucceeding aircraft if not previously reported andappropriate traffic holding in position or departingprior to their arrival.EXAMPLE−“American Two Forty−Five cleared to land, number twofollowing United Boeing Seven−Thirty−Seven two milefinal, traffic will depart prior to your arrival.”“American Two Forty−Five cleared to land, number twofollowing United Boeing Seven−Thirty−Seven two milefinal, traffic will be an MD 88 holding in position.”“American Two Forty−Five cleared to land, followingUnited Boeing Seven−Thirty−Seven two mile final, trafficwill depart prior to your arrival.”NOTE−Landing sequence number is optional at tower facilitieswhere arrivals are sequenced by the approach control.REFERENCE−FAAO 7110.65, Closed/Unsafe Runway Information, Para 3−3−2.FAAO 7110.65, Landing Clearance, Para 3−10−5b, not required ifutilizing the provisions of Para 3−10−6.3−10−6Arrival Procedures and Separation
2/19/04<strong>7110.65P</strong>3−10−7. LANDING CLEARANCE WITHOUTVISUAL OBSERVATIONWhen an arriving aircraft reports at a position wherehe/she should be seen but has not been visuallyobserved, advise the aircraft as a part of the landingclearance that it is not in sight and restate the landingrunway.PHRASEOLOGY−NOT IN SIGHT, RUNWAY (number) CLEARED TOLAND.NOTE−<strong>Air</strong>craft observance on the CTRD satisfies the visuallyobserved requirement.3−10−8. WITHHOLDING LANDING CLEARANCEDo not <strong>with</strong>hold a landing clearance indefinitely eventhough it appears a violation of Title 14 of the Codeof Federal Regulations has been committed. Theapparent violation might be the result of anemergency situation. In any event, assist the pilot tothe extent possible.3−10−9. RUNWAY EXITINGa. Instruct aircraft where to turn-off the runwayafter landing, when appropriate, and advise theaircraft to hold short of a runway or taxiway ifrequired for traffic.PHRASEOLOGY−TURN LEFT/RIGHT (taxiway/runway),orIF ABLE, TURN LEFT/RIGHT (taxiway/runway)and if requiredHOLD SHORT OF (runway).NOTE−Runway exiting or taxi instructions should not normally beissued to an aircraft prior to, or immediately after,touchdown.b. Taxi instructions shall be provided to theaircraft by the local controller when:1. Compliance <strong>with</strong> ATC instructions will berequired before the aircraft can change to groundcontrol, or2. The aircraft will be required to enter an activerunway in order to taxi clear of the landing runway.EXAMPLE−“U.S. <strong>Air</strong> Ten Forty Two, turn right next taxiway, crossrunway two one, contact ground point seven.”“U.S. <strong>Air</strong> Ten Forty Two, turn right on Alfa/next taxiway,cross Bravo, hold short of Charlie, contact ground pointseven.”NOTE−1. An aircraft is expected to taxi clear of the runway unlessotherwise directed by ATC. Pilots shall not exit the landingrunway on to an intersecting runway unless authorized byATC. In the absence of ATC instructions, an aircraft shouldtaxi clear of the landing runway by clearing the holdposition marking associated <strong>with</strong> the landing runway evenif that requires the aircraft to protrude into or enter anothertaxiway/ramp area. This does not authorize an aircraft tocross a subsequent taxiway or ramp after clearing thelanding runway.2. The pilot is responsible for ascertaining when theaircraft is clear of the runway by clearing the hold positionmarking associated <strong>with</strong> the landing runway.c. Ground control and local control shall protect ataxiway/runway/ramp intersection if an aircraft isrequired to enter that intersection to clear the landingrunway.REFERENCE−FAAO 7210.3, Use of Active Runways, Para 10−1−7.d. Request a read back of runway hold shortinstructions when not received from the pilot.EXAMPLE−“American Four Ninety−two, turn left at Taxiway Charlie,hold short of Runway 27 Right.”or“American Four Ninety−two, turn left at Charlie, holdshort of Runway 27 Right.”“American Four Ninety Two, Roger.”“American Four Ninety−two, read back holdinstructions.”NOTE−Read back hold instructions phraseology may be initiatedfor any point on a movement area when the controllerbelieves the read back is necessary.Arrival Procedures and Separation3−10−7
<strong>7110.65P</strong>2/19/043−10−10. ALTITUDE RESTRICTED LOWAPPROACHA low approach <strong>with</strong> an altitude restriction of not lessthan 500 feet above the airport may be authorizedexcept over an aircraft in takeoff position or adeparture aircraft. Do not clear aircraft for restrictedaltitude low approaches over personnel unless airportauthorities have advised these personnel that theapproaches will be conducted. Advise the approachingaircraft of the location of applicable groundtraffic, personnel, or equipment.NOTE−1. The 500 feet restriction is a minimum. Higher altitudesshould be used when warranted. For example, 1,000 feet ismore appropriate for heavy aircraft operating overunprotected personnel or small aircraft on or near therunway.2. This authorization includes altitude restricted lowapproaches over preceding landing or taxiing aircraft.Restricted low approaches are not authorized over aircraftin takeoff position or departing aircraft.PHRASEOLOGY−CLEARED LOW APPROACH AT OR ABOVE (altitude).TRAFFIC (description and location).REFERENCE−FAAO 7110.65, Vehicles/Equipment/Personnel on Runways, Para 3−1−5.FAAO 7110.65, <strong>Traffic</strong> Information, Para 3−1−6.FAAO 7110.65, Light Signals, Para 3−2−1.FAAO 7110.65, Timely Information, Para 3−3−3.FAAO 7110.65, Taxi into Position and Hold (TIPH), Para 3−9−4.FAAO 7110.65, Same Runway Separation, Para 3−10−3.3−10−11. CLOSED TRAFFICApprove/disapprove pilot requests to remain inclosed traffic for successive operations subject tolocal traffic conditions.PHRASEOLOGY−LEFT/RIGHT (if required) CLOSED TRAFFICAPPROVED. REPORT (position if required),orUNABLE CLOSED TRAFFIC, (additional informationas required).NOTE−Segregated traffic patterns for helicopters to runways andother areas may be established by letter of agreement orother local operating procedures.REFERENCE−FAAO 7110.65, Runway Proximity, Para 3−7−4.FAAO 7110.65, Taxi into Position and Hold (TIPH), Para 3−9−4.FAAO 7110.65, Same Runway Separation, Para 3−10−3.3−10−12. OVERHEAD MANEUVERIssue the following to arriving aircraft that willconduct an overhead maneuver:a. Pattern altitude and direction of traffic. Omiteither or both if standard or when you know the pilotis familiar <strong>with</strong> a nonstandard procedure.PHRASEOLOGY−PATTERN ALTITUDE (altitude). RIGHT TURNS.b. Request for report on initial approach.PHRASEOLOGY−REPORT INITIAL.c. “Break” information and request for pilotreport. Specify the point of “break” only ifnonstandard. Request the pilot to report “break” ifrequired for traffic or other reasons.PHRASEOLOGY−BREAK AT (specified point).REPORT BREAK.d. Overhead maneuver patterns are developed atairports where aircraft have an operational need toconduct the maneuver. An aircraft conducting anoverhead maneuver is on VFR and the IFR flight planis cancelled when the aircraft reaches the “initialpoint” on the initial approach portion of themaneuver. The existence of a standard overheadmaneuver pattern does not eliminate the possiblerequirement for an aircraft to conform to conventionalrectangular patterns if an overhead maneuvercannot be approved.NOTE−<strong>Air</strong>craft operating to an airport <strong>with</strong>out a functioningcontrol tower must initiate cancellation of the IFR flightplan prior to executing the overhead maneuver or afterlanding.3−10−8Arrival Procedures and Separation
2/19/04<strong>7110.65P</strong>FIG 3−10−13Overhead ManeuverEXAMPLE−“<strong>Air</strong> Force Three Six Eight, Runway Six, wind zero sevenzero at eight, pattern altitude six thousand, report initial.”“<strong>Air</strong> Force Three Six Eight, break at midfield, reportbreak.”“<strong>Air</strong> Force Three Six Eight, cleared to land.”“Alfa Kilo Two Two, Runway Three One, wind three threezero at one four, right turns, report initial.”“Alfa Kilo Two Two, report break.”“Alfa Kilo Two Two, cleared to land.”e. Timely and positive controller action is requiredto prevent a conflict when an overhead pattern couldextend into the path of a departing or a missedapproach aircraft. Local procedures and/or coordinationrequirements should be set forth in anappropriate letter of agreement, facility directive,base flying manual etc., when the frequency ofoccurrence warrants.3−10−13. SIMULATED FLAMEOUT (SFO)APPROACHES/EMERGENCY LANDINGPATTERN (ELP) OPERATIONS/PRACTICEPRECAUTIONARY APPROACHESa. Authorize military aircraft to make SFO/ELP/practice precautionary approaches if the followingconditions are met:1. A letter of agreement or local operatingprocedure is in effect between the military flyingorganization and affected ATC facility.(a) Include specific coordination, execution,and approval procedures for the operation.(b) The exchange or issuance of trafficinformation as agreed to in any interfacility letter ofagreement is accomplished.(c) Include a statement in the procedure thatclarifies at which points SFOs/ELPs may/may not beterminated. (See FIG 3−10−14 and FIG 3−10−16.)2. <strong>Traffic</strong> information regarding aircraft in radiocommunication <strong>with</strong> or visible to tower controllerswhich are operating <strong>with</strong>in or adjacent to theflameout maneuvering area is provided to theSFO/ELP aircraft and other concerned aircraft.3. The high-key altitude or practice precautionaryapproach maneuvering altitudes of the aircraftconcerned are obtained prior to approving theapproach. (See FIG 3−10−14 and FIG 3−10−16.)NOTE−1. Practice precautionary/SFO/ELP approaches areauthorized only for specific aircraft. Any aircraft, however,might make precautionary approaches, when enginefailure is considered possible. The practice precautionaryapproach maneuvering area/altitudes may not conform tothe standard SFO/ELP maneuvering area/altitudes.2. SFO/ELP approaches generally require high descentrates. Visibility ahead and beneath the aircraft is greatlyrestricted.3. Pattern adjustments for aircraft conducting SFOs andELPs may impact the effectiveness of SFO and ELPtraining.REFERENCE−FAAO 7110.65, Low Approach and Touch-and-Go, Para 4−8−12.FAAO 7610.4, Simulated Flameout (SFO)/Emergency Landing Pattern(ELP) Operations, Para 9−3−7.b. For overhead SFO/ELP approaches:1. Request a report at the entry point.PHRASEOLOGY−REPORT (high or low) KEY (as appropriate).2. Request a report at low key.PHRASEOLOGY−REPORT LOW KEY.3. At low key, issue low approach clearance oralternate instructions.REFERENCE−FAAO 7110.65, Sequence/Spacing Application, Para 3−8−1.FAAO 7110.65, Inflight Emergencies Involving Military Fighter-type<strong>Air</strong>craft, Para 10−1−7.FAAO 7610.4, Simulated Flameout (SFO)/Emergency Landing Pattern(ELP) Operations, Para 9−3−7.Arrival Procedures and Separation3−10−9
<strong>7110.65P</strong>2/19/04c. For straight−in simulation flameoutapproaches:1. Request a position report from aircraftconducting straight−in SFO approaches.FIG 3−10−14Simulated Flameout [1]PHRASEOLOGY−REPORT (distance) MILE SIMULATED FLAMEOUTFINAL.3−10−10Arrival Procedures and Separation
2/19/04<strong>7110.65P</strong>2. At the appropriate position on final (normally no closer than 3 miles), issue low approach clearance oralternate instruction. (See FIG 3−10−15.)FIG 3−10−15Simulated Flameout [2]Arrival Procedures and Separation3−10−11
<strong>7110.65P</strong>2/19/04FIG 3−10−16Emergency Landing Pattern3−10−12Arrival Procedures and Separation
2/19/04<strong>7110.65P</strong>Section 11. Helicopter Operations3−11−1. TAXI AND GROUND MOVEMENTOPERATIONa. When necessary for a wheeled helicopter to taxion the surface, use the phraseology in para 3−7−2,Taxi and Ground Movement Operations.NOTE−Ground taxiing uses less fuel than hover-taxiing andminimizes air turbulence. However, under certainconditions, such as rough, soft, or uneven terrain, it maybecome necessary to hover/air-taxi for safety considerations.Helicopters <strong>with</strong> articulating rotors (usuallydesigns <strong>with</strong> three or more main rotor blades) are subjectto “ground resonance” and may, on rare occasions,suddenly lift off the ground to avoid severe damage ordestruction.b. When requested or necessary for a helicopter/VTOL aircraft to proceed at a slow speed above thesurface, normally below 20 knots and in groundeffect, use the following phraseology, supplementedas appropriate <strong>with</strong> the phraseology in para 3−7−2,Taxi and Ground Movement Operations.PHRASEOLOGY−HOVER-TAXI (supplemented, as appropriate, frompara 3−7−2, Taxi and Ground Movement Operations.)CAUTION (dust, blowing snow, loose debris, taxiing lightaircraft, personnel, etc.).NOTE−Hover-taxiing consumes fuel at a high burn rate, andhelicopter downwash turbulence (produced in groundeffect) increases significantly <strong>with</strong> larger and heavierhelicopters.REFERENCE−P/CG Term− Hover Taxi.AIM, VFR Helicopter Operations at <strong>Control</strong>led <strong>Air</strong>ports, Para 4−3−17.c. When requested or necessary for a helicopter toproceed expeditiously from one point to another,normally below 100 feet AGL and at airspeeds above20 knots, use the following phraseology, supplementedas appropriate <strong>with</strong> the phraseology in para 3−7−2,Taxi and Ground Movement Operations.PHRASEOLOGY−AIR-TAXI:VIA (direct, as requested, or specified route)TO (location, heliport, helipad, operating/movement area,active/inactive runway).AVOID (aircraft/vehicles/personnel).If required,REMAIN AT OR BELOW (altitude).CAUTION (wake turbulence or other reasons above).LAND AND CONTACT TOWER,orHOLD FOR (reason− takeoff clearance, release,landing/taxiing aircraft, etc.).NOTE−<strong>Air</strong>-taxi is the preferred method for helicopter movementson airports provided ground operations/conditions permit.<strong>Air</strong>-taxi authorizes the pilot to proceed above the surfaceeither via hover-taxi or flight at speeds more than 20 knots.Unless otherwise requested or instructed, the pilot isexpected to remain below 100 feet AGL. The pilot is solelyresponsible for selecting a safe airspeed for thealtitude/operation being conducted.REFERENCE−P/CG Term− <strong>Air</strong> Taxi.AIM, VFR Helicopter Operations at <strong>Control</strong>led <strong>Air</strong>ports, Para 4−3−17.WAKE TURBULENCE APPLICATIONd. Avoid clearances which require small aircraft orhelicopters to taxi in close proximity to taxiing orhover-taxi helicopters.REFERENCE−AC 90−23, <strong>Air</strong>craft Wake Turbulence, Para 10 and Para 11.3−11−2. HELICOPTER TAKEOFF CLEARANCEa. Issue takeoff clearance from movement areasother than active runways, or in diverse directionsfrom active runways, <strong>with</strong> additional instructions, asnecessary. Whenever possible, issue takeoff clearancein lieu of extended hover-taxi or air-taxioperations.Helicopter Operations3−11−1
<strong>7110.65P</strong>2/19/04PHRASEOLOGY−(Present position, taxiway, helipad, numbers) MAKERIGHT/LEFT TURN FOR (direction, points of compass,heading, NAVAID radial) DEPARTURE/DEPARTUREROUTE (number, name, or code), AVOID (aircraft/vehicles/personnel),orREMAIN (direction) OF (active runways, parking areas,passenger terminals, etc.).CAUTION (power lines, unlighted obstructions, trees,wake turbulence, etc.).CLEARED FOR TAKEOFF.b. If takeoff is requested from nonmovement areasand, in your judgment, the operation appears to bereasonable, use the following phraseology instead ofthe takeoff clearance in subpara a.PHRASEOLOGY−PROCEED AS REQUESTED, USE CAUTION (reasonand additional instructions, as appropriate).c. If takeoff is requested from an area not visible,an area not authorized for helicopter use, an unlightednonmovement area at night, or an area off the airport,and traffic is not a factor, use the followingphraseology.PHRASEOLOGY−DEPARTURE FROM (requested location) WILL BE ATYOUR OWN RISK (reason and additional instructions, asnecessary).d. Unless requested by the pilot, do not issuedownwind takeoffs if the tailwind exceeds 5 knots.NOTE−A pilot request to takeoff from a given point in a givendirection constitutes such a request.3−11−3. HELICOPTER DEPARTURESEPARATIONSeparate a departing helicopter from other helicoptersby ensuring that it does not takeoff until one of thefollowing conditions exists:NOTE−Helicopters performing air-taxiing operations <strong>with</strong>in theboundary of the airport are considered to be taxiingaircraft.a. A preceding, departing helicopter has left thetakeoff area. (See FIG 3−11−1.)FIG 3−11−1Helicopter Departure Separationb. A preceding, arriving helicopter has taxied offthe landing area. (See FIG 3−11−2.)FIG 3−11−2Helicopter Departure Separation3−11−2Helicopter Operations
2/19/04<strong>7110.65P</strong>3−11−4. HELICOPTER ARRIVAL SEPARATIONSeparate an arriving helicopter from other helicoptersby ensuring that it does not land until one of thefollowing conditions exists:b. A preceding, departing helicopter has left thelanding area. (See FIG 3−11−5.)FIG 3−11−5Helicopter Arrival Separationa. A preceding, arriving helicopter has come to astop or taxied off the landing area.(See FIG 3−11−3 and FIG 3−11−4.)FIG 3−11−3Helicopter Arrival Separation3−11−5. SIMULTANEOUS LANDINGS ORTAKEOFFSFIG 3−11−4Helicopter Arrival SeparationAuthorize helicopters to conduct simultaneouslandings or takeoffs if the distance between thelanding or takeoff points is at least 200 feet and thecourses to be flown do not conflict. Refer to surfacemarkings to determine the 200 foot minimum, orinstruct a helicopter to remain at least 200 feet fromanother helicopter. (See FIG 3−11−6.)FIG 3−11−6Simultaneous Helicopter Landings or TakeoffsHelicopter Operations3−11−3
<strong>7110.65P</strong>2/19/043−11−6. HELICOPTER LANDING CLEARANCEa. Issue landing clearance for helicopters tomovement areas other than active runways, or fromdiverse directions to points on active runways, <strong>with</strong>additional instructions, as necessary. Wheneverpossible, issue landing clearance in lieu of extendedhover-taxi or air-taxi operations.PHRASEOLOGY−MAKE APPROACH STRAIGHT-IN/CIRCLING LEFT/RIGHT TURN TO (location, runway, taxiway, helipad,Maltese cross) ARRIVAL/ARRIVAL ROUTE (number,name, or code).HOLD SHORT OF (active runway, extended runwaycenterline, other).REMAIN (direction/distance; e.g., 700 feet, 1 1/2 miles)FROM (runway, runway centerline, other helicopter/aircraft).CAUTION (power lines, unlighted obstructions, waketurbulence, etc.).CLEARED TO LAND.CONTACT GROUND.AIR TAXI TO RAMP.b. If landing is requested to nonmovement areasand, in your judgment, the operation appears to bereasonable, use the following phraseology instead ofthe landing clearance in subpara a above.PHRASEOLOGY−PROCEED AS REQUESTED, USE CAUTION (reasonand additional instructions, as appropriate).c. If landing is requested to an area not visible, anarea not authorized for helicopter use, an unlightednonmovement area at night, or an area off the airport,and traffic is not a factor, use the followingphraseology.PHRASEOLOGY−LANDING AT (requested location) WILL BE AT YOUROWN RISK (reason and additional instructions, asnecessary).TRAFFIC (as applicable),orTRAFFIC NOT A FACTOR.d. Unless requested by the pilot, do not issuedownwind landings if the tailwind exceeds 5 knots.NOTE−A pilot request to land at a given point from a givendirection constitutes such a request.3−11−4Helicopter Operations
2/19/04<strong>7110.65P</strong>Section 12. Sea Lane Operations3−12−1. APPLICATIONWhere sea lanes are established and controlled, applythe provisions of this section.3−12−2. DEPARTURE SEPARATIONSeparate a departing aircraft from a precedingdeparting or arriving aircraft using the same sea laneby ensuring that it does not commence takeoff until:a. The other aircraft has departed and crossed theend of the sea lane or turned to avert any conflict. (SeeFIG 3−12−1). If you can determine distances byreference to suitable landmarks, the other aircraftneed only be airborne if the following minimumdistance exists between aircraft:1. When only Category I aircraft are involved−1,500 feet.2. When a Category I aircraft is preceded by aCategory II aircraft− 3,000 feet.3. When either the succeeding or both areCategory II aircraft− 3,000 feet.4. When either is a Category III aircraft− 6,000feet. (See FIG 3−12−2.)FIG 3−12−1Sea Lane Departure OperationsFIG 3−12−2Sea Lane Departure Operationsb. A preceding landing aircraft has taxied out ofthe sea lane.NOTE−Due to the absence of braking capability, caution should beexercised when instructing a float plane to hold a positionas the aircraft will continue to move because of propgenerated thrust. Clearance to taxi into position and holdshould, therefore, be followed by takeoff or other clearanceas soon as practicable.3−12−3. ARRIVAL SEPARATIONSeparate an arriving aircraft from another aircraftusing the same sea lane by ensuring that the arrivingaircraft does not cross the landing threshold until oneof the following conditions exists:a. The other aircraft has landed and taxied out ofthe sea lane. Between sunrise and sunset, if you candetermine distances by reference to suitablelandmarks and the other aircraft has landed, it neednot be clear of the sea lane if the following minimumdistance from the landing threshold exists:Sea Lane Operations3−12−1
<strong>7110.65P</strong>2/19/041. When a Category I aircraft is landing behinda Category I or II− 2,000 feet. (See FIG 3−12−3.)FIG 3−12−3Sea Lane Arrival Operationslane if the following minimum distance from thelanding threshold exists:1. When only Category I aircraft are involved−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 3−12−5Sea Lane Arrival Operations2. When a Category II aircraft is landing behinda Category I or II− 2,500 feet. (See FIG 3−12−4.)FIG 3−12−4Sea Lane Arrival Operations[View 2]FIG 3−12−6Sea Lane Arrival Operationsb. The other aircraft has departed and crossed theend of the sea lane or turned to avert any conflict. (SeeFIG 3−12−5.) If you can determine distances byreference to suitable landmarks and the other aircraftis airborne, it need not have crossed the end of the sea3−12−2Sea Lane Operations
2/19/04<strong>7110.65P</strong>Chapter 4. IFRSection 1. NAVAID Use Limitations4−1−1. ALTITUDE AND DISTANCE LIMITATIONSWhen specifying a route other than an establishedairway or route, do not exceed the limitations in thetable on any portion of the route which lies <strong>with</strong>incontrolled airspace. (For altitude and distancelimitations, see TBL 4−1−1, TBL 4−1−2,TBL 4−1−3, and TBL 4−1−4.) (For correct applicationof altitude and distance limitations seeFIG 4−1−1 and FIG 4−1−2.)REFERENCE−FAAO 7110.65, Fix Use, Para 4−1−5.FAAO 7110.65, Methods, Para 5−6−2.TBL 4−1−1VOR/VORTAC/TACAN NAVAIDsNormal Usable Altitudes and Radius DistancesTBL 4−1−4MLSUsable Height and Distance*Height (feet)above transmitterDistance(miles from transmitter)20,000 20 (for glideslope)20,000 20 (for azimuth)*Use the current flight check height/altitude limitations ifdifferent from the above minima.FIG 4−1−1Application of Altitude and Distance Limitations[Application 1]ClassAltitudeDistance(miles)T 12,000 and below 25L Below 18,000 40H Below 14,500 40H 14,500 − 17,999 100H 18,000 − FL 450 130H Above FL 450 100TBL 4−1−2L/MF Radio Beacon (RBN)Usable Radius Distances for All AltitudesClassPower (watts)Distance(miles)CL Under 25 15MH Under 50 25H 50 − 1,999 50HH 2,000 or more 75FIG 4−1−2Application of Altitude and Distance Limitations[Application 2]TBL 4−1−3ILSUsable Height and Distance*Height (feet)above transmitterDistance(miles from transmitter)4,500 10 (for glideslope)4,500 18 (for localizer)*Use the current flight check height/altitude limitations ifdifferent from the above minima.NAVAID Use Limitations4−1−1
<strong>7110.65P</strong> CHG 18/5/044−1−2. EXCEPTIONSAltitude and distance limitations need not be appliedwhen any of the following conditions are met:a. Routing is initiated by ATC or requested by thepilot and the following is provided:1. Radar monitoring.2. As necessary, course guidance unless theaircraft is /E, /F, /G, or /R equipped.NOTE−1. Para 5−5−1, Application, requires radar separation beprovided to RNAV aircraft on random (impromptu) routesat FL 450 and below.2. When a clearance is issued beyond the altitude and/ordistance limitations of a NAVAID, in addition to beingresponsible for maintaining separation from other aircraftand airspace, the controller is responsible for providingaircraft <strong>with</strong> information and advice related to significantdeviations from the expected flight path.REFERENCE−P/CG Term− Radar Monitoring.b. Operational necessity requires and approval hasbeen obtained from the Frequency Management andFlight Inspection Offices to exceed them.c. Requested routing is via an MTR.REFERENCE−FAAO 7110.65, Methods, Para 5−6−2.4−1−3. CROSSING ALTITUDEUse an altitude consistent <strong>with</strong> the limitations of theaid when clearing an aircraft to cross or hold at a fix.REFERENCE−FAAO 7110.65, Methods, Para 5−6−2.4−1−4. VFR-ON-TOPUse a route not meeting service volume limitationsonly if an aircraft requests to operate “VFR-on-top”on this route.NOTE−<strong>Air</strong>craft equipped <strong>with</strong> TACAN only are expected to:a. Define route of flight between TACAN or VORTACNAVAIDs in the same manner as VOR-equipped aircraft.b. Except in Class A airspace, submit requests for“VFR-on-top” flight where insufficient TACAN orVORTAC NAVAIDs exist to define the route.REFERENCE−FAAO 7110.65, Methods, Para 5−6−2.4−1−5. FIX USERequest aircraft position reports only over fixesshown on charts used for the altitude being flown,except as follows:NOTE−Waypoints filed in random RNAV routes automaticallybecome compulsory reporting points for the flight unlessotherwise advised by ATC.a. Unless the pilot requests otherwise, use onlythose fixes shown on high altitude en route charts,high altitude instrument approach procedures charts,and DP charts when clearing military turbojetsingle-piloted aircraft.b. Except for military single-piloted turbojetaircraft, unpublished fixes may be used if the name ofthe NAVAID and, if appropriate, the radial/course/azimuth and frequency/channel are given to the pilot.An unpublished fix is defined as one approved andplanned for publication which is not yet depicted onthe charts or one which is used in accord <strong>with</strong> thefollowing:REFERENCE−FAAO 7130.3, Holding Pattern Criteria.1. Unpublished fixes are formed by the en routeradial and either a DME distance from the sameNAVAID or an intersecting radial from an off-routeVOR/VORTAC/TACAN. DME shall be used in lieuof off-route radials, whenever possible.2. Except where known signal coverage restrictionsexist, an unpublished fix may be used for ATCpurposes if its location does not exceed NAVAIDaltitude and distance limitation, and when off-routeradials are used, the angle of divergence meets thecriteria prescribed below.NOTE−Unpublished fixes should not negate the normal use ofpublished intersections. Frequent routine use of anunpublished fix would justify establishing a fix.REFERENCE−FAAO 7110.65, Altitude and Distance Limitations, Para 4−1−1.3. Do not hold aircraft at unpublished fixesbelow the lowest assignable altitude dictated byterrain clearance for the appropriate holding patternairspace area (template) regardless of the MEA forthe route being flown.4−1−2NAVAID Use Limitations
2/19/04<strong>7110.65P</strong>4. When the unpublished fix is located on anoff-route radial and the radial providing courseguidance, it shall be used consistent <strong>with</strong> thefollowing divergence angles:(a) When holding operations are involved<strong>with</strong> respect to subparas (b) and (c) below, the angleof divergence shall be at least 45 degrees.(b) When both NAVAIDs involved arelocated <strong>with</strong>in 30 NM of the unpublished fix, theminimum divergence angle is 30 degrees.(c) When the unpublished fix is located over30 NM from the NAVAID generating the off-courseradial, the minimum divergence angle shall increase1 degree per NM up to 45 NM; e.g., 45 NM wouldrequire 45 degrees.(d) When the unpublished fix is locatedbeyond 45 NM from the NAVAID generating theoff-course radial, the minimum divergence angleshall increase 1 / 2 degree per NM; e.g., 130 NM wouldrequire 88 degrees.c. Fixes contained in the route description ofMTRs are considered filed fixes.d. TACAN-only aircraft (type suffix M, N, or P)possess TACAN <strong>with</strong> DME, but no VOR or LFnavigation system capability. Assign fixes based onTACAN or VORTAC facilities only.NOTE−TACAN-only aircraft can never be held overhead theNAVAID, be it TACAN or VORTAC.e. DME fixes shall not be established <strong>with</strong>in theno-course signal zone of the NAVAID from whichinbound holding course information would bederived.REFERENCE−FAAO 7110.65, NAVAID Fixes, Para 2−5−3.FAAO 7110.65, Methods, Para 5−6−2.NAVAID Use Limitations4−1−3
2/19/04<strong>7110.65P</strong>Section 2. Clearances4−2−1. CLEARANCE ITEMSIssue the following clearance items, as appropriate, inthe order listed below:a. <strong>Air</strong>craft identification.b. Clearance limit.c. Standard Instrument Departure (SID).d. Route of flight including PDR/PDAR/PARwhen applied.e. Altitude data in the order flown.f. Mach number, if applicable.g. USAF. When issuing a clearance to an airborneaircraft containing an altitude assignment, do notinclude more than one of the following in the sametransmission:1. Frequency change.2. Transponder change.3. Heading.4. Altimeter setting.5. <strong>Traffic</strong> information containing an altitude.h. Holding instructions.i. Any special information.j. Frequency and beacon code information.REFERENCE−FAAO 7110.65, IFR−VFR and VFR−IFR Flights, Para 4−2−8.FAAO 7110.65, Altitude Information, Para 4−5−7.4−2−2. CLEARANCE PREFIXa. Prefix a clearance, information, or a request forinformation which will be relayed to an aircraftthrough a non−ATC facility by stating “A−T−Cclears,” “A−T−C advises,” or “A−T−C requests.”b. Flight service stations shall prefix a clearance<strong>with</strong> the appropriate phrase: “ATC clears,” “ATCadvises,” etc.4−2−3. DELIVERY INSTRUCTIONSIssue specific clearance delivery instructions, ifappropriate.4−2−4. CLEARANCE RELAYRelay clearances verbatim.REFERENCE−FAAO 7110.65, Communications Failure, Para 10−4−4.4−2−5. ROUTE OR ALTITUDE AMENDMENTSa. Amend route of flight in a previously issuedclearance by one of the following:1. State which portion of the route is beingamended and then state the amendment.PHRASEOLOGY−CHANGE (portion of route) TO READ (new portion ofroute).2. State the amendment to the route and thenstate that the rest of the route is unchanged.PHRASEOLOGY−(Amendment to route), REST OF ROUTE UNCHANGED.3. Issue a clearance “direct” to a point on thepreviously issued route.PHRASEOLOGY−CLEARED DIRECT (fix).NOTE−Clearances authorizing “direct” to a point on a previouslyissued route do not require the phrase “rest of routeunchanged.” However, it must be understood where thepreviously cleared route is resumed. When necessary, “restof route unchanged” may be used to clarify routing.4. Issue the entire route by stating theamendment.EXAMPLE−(Cessna 21A has been cleared to the <strong>Air</strong>ville <strong>Air</strong>port viaV41 Delta VOR V174 Alfa VOR, direct <strong>Air</strong>ville <strong>Air</strong>port,maintain 9000. After takeoff, the aircraft is rerouted viaV41 Frank intersection, V71 Delta VOR, V174 Alfa VOR.The controller issues one of the following as an amendedclearance):1. “Cessna Two One Alfa change Victor Forty−One Deltato read Victor Forty−One Frank, Victor Seventy−OneDelta.”2. “Cessna Two One Alfa cleared via Victor Forty−OneFrank, Victor Seventy−One Delta, rest of routeunchanged.”3. “Cessna Two One Alfa cleared via Victor Forty−OneFrank, Victor Seventy−One Delta, Victor OneClearances4−2−1
<strong>7110.65P</strong> CHG 18/5/04Seventy−Four Alfa V−O−R, direct <strong>Air</strong>ville airport,maintain Niner Thousand.”b. When route or altitude in a previously issuedclearance is amended, restate all applicable altituderestrictions.EXAMPLE−(A departing aircraft is cleared to cross Ollis intersectionat or above 3,000; Gordonsville VOR at or above 12,000;maintain FL 200. Shortly after departure the altitude to bemaintained is changed to FL 240. Because altituderestrictions remain in effect, the controller issues anamended clearance as follows):“Amend altitude. Cross Ollis intersection at or aboveThree Thousand; cross Gordonsville V−O−R at or aboveOne Two Thousand; maintain Flight Level Two FourZero.”(Shortly after departure, altitude restrictions are no longerapplicable, the controller issues an amended clearance asfollows):“Climb and maintain Flight Level Two Four Zero.”NOTE−Restating previously issued altitude to “maintain” is anamended clearance. If altitude to “maintain” is changed orrestated, whether prior to departure or while airborne, andpreviously issued altitude restrictions are omitted, altituderestrictions are canceled, including DP/FMSP/STARaltitude restrictions if any.c. Issue an amended clearance if a speedrestriction is declined because it cannot be complied<strong>with</strong> concurrently <strong>with</strong> a previously issued altituderestriction.EXAMPLE−(An aircraft is cleared to cross Gordonsville VOR at11,000. Shortly thereafter he/she is cleared to reducehis/her airspeed to 300 knots. The pilot informs thecontroller he/she is unable to comply <strong>with</strong> both clearancessimultaneously. The controller issues an amendedclearance as follows):“Cross Gordonsville VOR at One One Thousand. Then,reduce speed to Three Zero Zero.”NOTE−The phrase “do the best you can” or comparable phrasesare not valid substitutes for an amended clearance <strong>with</strong>altitude or speed restrictions.REFERENCE−FAAO 7110.65, Operational Requests, Para 2−1−18.FAAO 7110.65, Section 6, Vectoring, Methods, Para 5−6−2.FAAO 7110.65, Section 7, Speed Adjustment, Methods, Para 5−7−2.d. <strong>Air</strong> traffic control specialists should avoid routeand/or altitude <strong>changes</strong> for aircraft participating inthe North American Route Program (NRP) and thatare displaying “NRP” in the remarks section of theirflight plan. Specialists at facilities actively participatingin the High Altitude Redesign (HAR) programshould avoid route and/or altitude <strong>changes</strong> for aircraftparticipating in full HAR and high altitudePoint−to−point (PTP), and that are displaying“HAR,” or “PTP” in the remarks section of theirflight plan.NOTE−<strong>Air</strong> traffic control specialists retain the latitude necessaryto tactically resolve conflicts. Every effort should be madeto ensure the aircraft is returned to the original filed flightplan/altitude as soon as conditions warrant.REFERENCE−FAAO 7110.65, Operational Priority, Para 2−1−4.FAAO 7110.65, North American Route Program (NRP) Information,Para 2−2−15.FAAO 7110.65, En Route Data Entries, Para 2−3−2.FAAO 7210.3, Chapter 17, Section 17, North American Route Program.4−2−6. THROUGH CLEARANCESYou may clear an aircraft through intermediate stops.PHRASEOLOGY−CLEARED THROUGH (airport) TO (fix).4−2−7. ALTRV CLEARANCEUse the phrase “via approved altitude reservationflight plan,” if the aircraft will operate in an approvedALTRV.PHRASEOLOGY−VIA APPROVED ALTITUDE RESERVATION (missionname) FLIGHT PLAN.NOTE−An ALTRV normally includes the departure, climb, cruise,and arrival phases of flight up to and including holdingpattern or point/time at which ATC provides separationbetween aircraft.REFERENCE−FAAO 7110.65, Abbreviated Departure Clearance, Para 4−3−3.4−2−2Clearances
8/5/04<strong>7110.65P</strong> CHG 14−2−8. IFR−VFR AND VFR−IFR FLIGHTSa. Clear an aircraft planning IFR operations for theinitial part of flight and VFR for the latter part to thefix at which the IFR part ends.b. Treat an aircraft planning VFR for the initialpart of flight and IFR for the latter part as a VFRdeparture. Issue a clearance to this aircraft when itrequests IFR clearance approaching the fix where itproposes to start IFR operations. The phraseologyCLEARED TO (destination) AIRPORT AS FILEDmay be used <strong>with</strong> abbreviated departure clearanceprocedures.REFERENCE−FAAO 7110.65, Abbreviated Departure Clearance, Para 4−3−3.c. When an aircraft <strong>changes</strong> from VFR to IFR, thecontroller shall assign a beacon code to Mode-Cequipped aircraft that will allow MSAW alarms.d. When a VFR aircraft, operating below theminimum altitude for IFR operations, requests an IFRclearance and you are aware that the pilot is unable toclimb in VFR conditions to the minimum IFRaltitude:1. Before issuing a clearance, ask if the pilot isable to maintain terrain and obstruction clearanceduring a climb to the minimum IFR altitude.NOTE−Pilots of pop−up aircraft are responsible for terrain andobstacle clearance until reaching minimum instrumentaltitude (MIA) or minimum en route altitude (MEA). Pilotcompliance <strong>with</strong> an approved FAA procedure or an ATCinstruction transfers that responsibility to the FAA;therefore, do not assign (or imply) specific course guidancethat will (or could) be in effect below the MIA or MEA.EXAMPLE−“November Eight Seven Six, are you able to provide yourown terrain and obstruction clearance between yourpresent altitude and six thousand feet?”2. If the pilot is able to maintain terrain andobstruction separation, issue the appropriate clearanceas prescribed in para 4−2−1, Clearance Items,and para 4−5−6, Minimum En Route Altitudes.3. If unable to maintain terrain and obstructionseparation, instruct the pilot to maintain VFR and tostate intentions.4. If appropriate, apply the provisions ofpara 10−2−7, VFR <strong>Air</strong>craft In Weather Difficulty, orpara 10−2−9, Radar Assistance Techniques, asnecessary.4−2−9. CLEARANCE ITEMSThe following guidelines shall be utilized to facilitatethe processing of airfile aircraft:a. Ensure the aircraft is <strong>with</strong>in your area ofjurisdiction unless otherwise coordinated.b. Obtain necessary information needed toprovide IFR service.c. Issue clearance to destination, short rangeclearance, or an instruction to the pilot to contact aFSS or AFSS if the flight plan cannot be processed.NOTE−These procedures do not imply that the processing ofairfiles has priority over another ATC duty to beperformed.REFERENCE−FAAO 7110.65, Recording Information, Para 2−2−1.Clearances4−2−3
2/19/04<strong>7110.65P</strong>Section 3. Departure Procedures4−3−1. DEPARTURE TERMINOLOGYAvoid using the term “takeoff” except to actuallyclear an aircraft for takeoff or to cancel a takeoffclearance. Use such terms as “depart,” “departure,” or“fly” in clearances when necessary.REFERENCE−FAAO 7110.65, Takeoff Clearance, Para 3−9−9.FAAO 7110.65, Cancellation of Takeoff Clearance, Para 3−9−10.4−3−2. DEPARTURE CLEARANCESInclude the following items in IFR departureclearances:NOTE−When considered necessary, controllers or pilots mayinitiate read backs of a clearance. Some pilots may berequired by company rule to do so.a. Always include the airport of departure whenissuing a departure clearance for relay to an aircraftby an FSS, dispatcher, etc.b. Clearance Limit.1. Specify the destination airport when practicable,even though it is outside controlled airspace.Issue short range clearances as provided for in anyprocedures established for their use.2. For <strong>Air</strong> Force One (A1) operations, do notspecify the destination airport.NOTE−Presidential detail is responsible for ensuring the accuracyof the destination airport.PHRASEOLOGY−DESTINATION AS FILED.c. Departure Procedures.1. Specify direction of takeoff/turn or initialheading/azimuth to be flown after takeoff as follows:(a) Locations <strong>with</strong> <strong>Air</strong>port <strong>Traffic</strong> <strong>Control</strong>Service− Specify these items as necessary.(b) Locations <strong>with</strong>out <strong>Air</strong>port <strong>Traffic</strong> <strong>Control</strong>Service, but <strong>with</strong>in a Class E surface area− specifythese items if necessary. Obtain/solicit the pilot’sconcurrence concerning these items before issuingthem in a clearance.NOTE−Direction of takeoff and turn after takeoff can beobtained/solicited directly from the pilot, or relayed by anFSS, dispatcher, etc., as obtained/solicited from the pilot.(c) At all other airports− Do not specifydirection of takeoff/turn after takeoff. If necessary tospecify an initial heading/azimuth to be flown aftertakeoff, issue the initial heading/azimuth so as toapply only <strong>with</strong>in controlled airspace.2. Where only textually described instrumentdeparture procedures have been published for alocation and pilot compliance is necessary to insureseparation, include the procedure as part of the ATCclearance.EXAMPLE−“Depart via the (airport name) (runway number)departure procedure.”NOTE−IFR takeoff minimums and departure procedures areprescribed for specific airports/runways and published ina tabular form supplement to the FAA instrument approachprocedure chart and appropriate FAA Form 8260. Theseprocedures are identified on instrument approachprocedure charts <strong>with</strong> a symbol:3. Compatibility <strong>with</strong> a procedure issued maybe verified by asking the pilot if items obtained/solicitedwill allow him/her to comply <strong>with</strong> local trafficpattern, terrain, or obstruction avoidance.PHRASEOLOGY−FLY RUNWAY HEADING.DEPART (direction or runway).TURN LEFT/RIGHT.WHEN ENTERING CONTROLLED AIRSPACE(instruction), FLY HEADING (degrees) UNTILREACHING (altitude, point, or fix) BEFOREPROCEEDING ON COURSE.FLY A (degree) BEARING/AZIMUTH FROM/TO (fix)UNTIL (time),orUNTIL REACHING (fix or altitude),Departure Procedures4−3−1
<strong>7110.65P</strong>2/19/04and if required,BEFORE PROCEEDING ON COURSE.EXAMPLE−“Verify right turn after departure will allow compliance<strong>with</strong> local traffic pattern,”or “Verify this clearance willallow compliance <strong>with</strong> terrain or obstruction avoidance.”NOTE−If a published IFR departure procedure is not included inan ATC clearance, compliance <strong>with</strong> such a procedure is thepilot’s prerogative.4. SIDs:(a) Assign a SID (including transition ifnecessary). Assign a PDR or the route filed by thepilot, only when a SID is not established for thedeparture route to be flown, or the pilot has indicatedthat he/she does not wish to use a SID.PHRASEOLOGY−(SID name and number) DEPARTURE.(SID name and number) DEPARTURE,(transition name) TRANSITION.EXAMPLE−“Stroudsburg One Departure.”“Stroudsburg One Departure, Sparta Transition.”“Stroudsburg One RNAV Departure.”NOTE−If a pilot does not wish to use a SID issued in an ATCclearance, or any other SID published for that location,he/she is expected to advise ATC.(b) If it is necessary to assign a crossingaltitude which differs from the SID altitude, repeatthe changed altitude to the pilot for emphasis.PHRASEOLOGY−(SID name) DEPARTURE, EXCEPT (revised altitudeinformation). I SAY AGAIN (revised altitude information).EXAMPLE−“Stroudsburg One Departure, except cross Quaker at fivethousand. I say again, cross Quaker at five thousand.”“Astoria Two RNAV Departure, except cross Astorwaypoint at six thousand. I say again, cross Astor waypointat six thousand.”(c) Specify altitudes when they are notincluded in the SID.PHRASEOLOGY−(SID name) DEPARTURE. CROSS (fix) AT (altitude).EXAMPLE−“Stroudsburg One Departure. Cross Jersey intersection atfour thousand. Cross Range intersection at six thousand.”“Engle Two RNAV departure. Cross Pilim waypoint at orabove five thousand. Cross Engle waypoint at or aboveseven thousand. Cross Gorge waypoint at niner thousand.”d. Route of flight. Specify one or more of thefollowing:1. <strong>Air</strong>way, route, course, heading, azimuth, arc,or vector.2. The routing a pilot can expect if any part ofthe route beyond a short range clearance limit differsfrom that filed.PHRASEOLOGY−EXPECT FURTHER CLEARANCE VIA (airways, routes,or fixes.)e. Altitude. Use one of the following in the orderof preference listed:NOTE−Turbojet aircraft equipped <strong>with</strong> afterburner engines mayoccasionally be expected to use afterburning during theirclimb to the en route altitude. When so advised by the pilot,the controller may be able to plan his/her traffic toaccommodate the high performance climb and allow thepilot to climb to his/her planned altitude <strong>with</strong>outrestriction.1. To the maximum extent possible, <strong>Air</strong> ForceOne will be cleared unrestricted climb to:(a) 9,000’ AGL or higher.(b) If unable 9,000’ AGL or higher, then thehighest available altitude below 9,000’ AGL.2. Assign the altitude requested by the pilot.3. Assign an altitude, as near as possible to thealtitude requested by the pilot, and(a) Inform the pilot when to expect clearanceto the requested altitude unless instructions arecontained in the specified DP, or(b) If the requested altitude is not expected tobe available, inform the pilot what altitude can beexpected and when/where to expect it.NOTE−1. 14 CFR Section 91.185, says that in the event of atwo-way radio communication failure, in VFR conditionsor if VFR conditions are encountered after the failure, thepilot shall continue the flight under VFR and land as soonas practicable. That section also says that when the failureoccurs in IFR conditions the pilot shall continue flight at4−3−2Departure Procedures
2/19/04<strong>7110.65P</strong>the highest of the following altitudes or flight levels for theroute segment being flown:a. The altitude or flight level assigned in the last ATCclearance received.b. The minimum altitude (converted, if appropriate, tominimum flight level as prescribed in 14 CFRSection 91.121(c)) for IFR operations. (This altitudeshould be consistent <strong>with</strong> MEAs, MOCAs, etc.)c. The altitude or flight level ATC has advised may beexpected in a further clearance.2. If the expected altitude is the highest of the precedingchoices, the pilot should begin to climb to that expectedaltitude at the time or fix specified in the clearance. Thechoice to climb to the expected altitude is not applicable ifthe pilot has proceeded beyond the specified fix or if thetime designated in the clearance has expired.PHRASEOLOGY−CLIMB AND MAINTAIN (the altitude as near as possibleto the pilot’s requested altitude). EXPECT (the requestedaltitude or an altitude different from the requested altitude)AT (time or fix),and if applicable,(pilot’s requested altitude) IS NOT AVAILABLE.EXAMPLE−1. A pilot has requested flight level 350. Flight level 230is immediately available and flight level 350 will beavailable at the Appleton zero five zero radial 35 mile fix.The clearance will read:“Climb and maintain flight level two three zero. Expectflight level three five zero at Appleton zero five zero radialthree five mile fix.”2. A pilot has requested 9,000 feet. An altitude restrictionis required because of facility procedures or requirements.Assign the altitude and advise the pilot at what fix/time thepilot may expect the requested altitude. The clearancecould read:“Climb and maintain five thousand. Expect ninerthousand one zero minutes after departure.”3. A pilot has requested 17,000 feet which is unavailable.You plan 15,000 feet to be the pilot’s highest altitude priorto descent to the pilot’s destination but only 13,000 feet isavailable until San Jose VOR. Advise the pilot of theexpected altitude change and at what fix/time to expectclearance to 15,000 feet. The clearance will read:“Climb and maintain one three thousand. Expect one fivethousand at San Jose. One seven thousand is notavailable.”REFERENCE−FAAO 7110.65, Abbreviated Departure Clearance, Para 4−3−3.FAAO 7110.65, Initial Heading, Para 5−8−2.4−3−3. ABBREVIATED DEPARTURECLEARANCEa. Issue an abbreviated departure clearance if itsuse reduces verbiage and the following conditions aremet:REFERENCE−FAAO 7110.65, IFR-VFR and VFR-IFR Flights, Para 4−2−8.1. The route of flight filed <strong>with</strong> ATC has notbeen changed by the pilot, company, operationsofficer, input operator, or in the stored flight planprogram prior to departure.NOTE−A pilot will not accept an abbreviated clearance if the routeof flight filed <strong>with</strong> ATC has been changed by him/her or thecompany or the operations officer before departure.He/she is expected to inform the control facility on initialradio contact if he/she cannot accept the clearance. It is theresponsibility of the company or operations officer toinform the pilot when they make a change.2. All ATC facilities concerned have sufficientroute of flight information to exercise their controlresponsibilities.NOTE−The route of flight information to be provided may becovered in letters of agreement.3. When the flight will depart IFR, destinationairport information is relayed between the facilitiesconcerned prior to departure.EXAMPLE−1. A tower or flight service station relay of destinationairport information to the center when requestingclearance:“Request clearance for United Four Sixty-One toO’Hare.”2. A center relay to the tower or flight service station wheninitiating a clearance:“Clearance for United Four Sixty-One to O’Hare.”NOTE−Pilots are expected to furnish the facility concerned <strong>with</strong>destination airport information on initial radio call-up.This will provide the information necessary for detectingany destination airport differences on facility relay.4. The assigned altitude, according to theprovisions in para 4−3−2, Departure Clearances,subpara e, is stated in the clearance.b. If it is necessary to modify a filed route of flightin order to achieve computer acceptance due, forexample, to incorrect fix or airway identification, thecontraction “FRC,” meaning “Full Route ClearanceDeparture Procedures4−3−3
<strong>7110.65P</strong>2/19/04Necessary,” or “FRC/(fix),” will be added to theremarks. “FRC” or “FRC/(fix)” must always be thefirst item of intra-center remarks. When “FRC” or“FRC/(fix)” appears on a flight progress strip, thecontroller issuing the ATC clearance to the aircraftshall issue a full route clearance to the specified fix,or, if no fix is specified, for the entire route.EXAMPLE−“Cleared to Missoula International <strong>Air</strong>port, Chief TwoDeparture to Angley; direct Salina; then as filed; maintainone seven thousand.”NOTE−Changes, such as those made to conform <strong>with</strong> traffic flowsand preferred routings, are only permitted to be made bythe pilot (or his/her operations office) or the controllerresponsible for initiating the clearance to the aircraft.c. Specify the destination airport in the clearance.d. When no <strong>changes</strong> are required in the filed route,state the phrase: “Cleared to (destination) airport,(SID and SID transition, as appropriate); then, asfiled.” If a SID is not assigned, follow <strong>with</strong> “As filed.”Specify the assigned altitude; and, if required, addany additional instructions or information.PHRASEOLOGY−CLEARED TO (destination) AIRPORT;and as appropriate,(SID name and number) DEPARTURE,THEN AS FILED.MAINTAIN (altitude); (additional instructions orinformation).If a SID is not assigned,CLEARED TO (destination) AIRPORT AS FILED.MAINTAIN (altitude);and if required,(additional instructions or information).EXAMPLE−“Cleared to Reynolds <strong>Air</strong>port; David Two RNAVDeparture, Kingham Transition; then, as filed. Maintainniner thousand. Expect flight level four one zero, one zerominutes after departure.”“Cleared to Reynolds <strong>Air</strong>port as filed. Maintain ninerthousand. Expect flight level four one zero, one zerominutes after departure.”NOTE−1. SIDs are excluded from “cleared as filed” procedures.2. If a pilot does not wish to accept an ATC clearance tofly a SID, he/she is expected to advise ATC or state “NOSID” in his/her flight plan remarks.e. When a filed route will require revisions, thecontroller responsible for initiating the clearance tothe aircraft shall either:1. Issue a FRC/FRC until a fix; or2. If it reduces verbiage, state the phrase:“Cleared to (destination) airport, (SID and SIDtransition, as appropriate), then as filed, except . . ..”Specify the necessary revision, then the assignedaltitude; and if required, add any additionalinstructions or information. If a SID is not assigned,state: “Cleared to (destination) airport as filed, except. . ..” Specify the necessary revision, the assignedaltitude; and if required, add any additionalinstructions or information.PHRASEOLOGY−CLEARED TO (destination) AIRPORT;and as appropriate,(SID name and number) DEPARTURE,(transition name) TRANSITION; THEN,AS FILED, EXCEPT CHANGE ROUTE TO READ(amended route portion).MAINTAIN (altitude);and if required,(additional instructions or information).If a SID is not assigned,CLEARED TO (destination) AIRPORT AS FILED,EXCEPT CHANGE ROUTE TO READ (amended routeportion).MAINTAIN (altitude);and if required,(additional instructions or information).4−3−4Departure Procedures
8/5/04<strong>7110.65P</strong> CHG 1EXAMPLE−“Cleared to Reynolds <strong>Air</strong>port; South Boston OneDeparture; then, as filed, except change route to read SouthBoston Victor Twenty Greensboro. Maintain eightthousand, report leaving four thousand.”“Cleared to Reynolds <strong>Air</strong>port as filed, except change routeto read South Boston Victor Twenty Greensboro. Maintaineight thousand, report leaving four thousand.”“Cleared to Reynolds <strong>Air</strong>port via Victor Ninety-oneAlbany, then as filed. Maintain six thousand.”f. In a nonradar environment specify one, two, ormore fixes, as necessary, to identify the initial routeof flight.EXAMPLE−The filed route of flight is from Hutchins V10 Emporia,thence V10N and V77 to St. Joseph. The clearance willread:“Cleared to Watson <strong>Air</strong>port as filed via Emporia, maintainSeven Thousand.”g. Do not apply these procedures when a pilotrequests a detailed clearance or to military operationsconducted <strong>with</strong>in ALTRV, stereo routes, operationsabove FL 600, and other military operations requiringspecial handling.NOTE−Departure clearance procedures and phraseology formilitary operations <strong>with</strong>in approved altitude reservations,military operations above FL 600, and other militaryoperations requiring special handling are contained inseparate procedures in this order or in a LOA, asappropriate.REFERENCE−FAAO 7110.65, ALTRV Clearance, Para 4−2−7.FAAO 7110.65, Military Operations Above FL 600, Para 9−3−13.4−3−4. DEPARTURE RESTRICTIONS,CLEARANCE VOID TIMES, HOLD FORRELEASE, AND RELEASE TIMESAssign departure restrictions, clearance void times,hold for release, or release times when necessary toseparate departures from other traffic or to restrict orregulate the departure flow.REFERENCE−FAAO 7110.65, Overdue <strong>Air</strong>craft, Para 10−3−1.FAAO 7110.65, <strong>Traffic</strong> Restrictions, Para 10−4−1.FAAO 7110.65, <strong>Traffic</strong> Resumption, Para 10−4−3.a. Clearance Void Times.1. When issuing clearance void times at airportsnot served by control towers, provide alternativeinstructions requiring the pilots to advise ATC of theirintentions no later than 30 minutes after the clearancevoid time if not airborne.2. The facility delivering a clearance void timeto a pilot shall issue a time check.PHRASEOLOGY−CLEARANCE VOID IF NOT OFF BY (clearance voidtime),and if required,IF NOT OFF BY (clearance void time), ADVISE (facility)NOT LATER THAN (time) OF INTENTIONS.TIME (time in hours, minutes, and the nearest quarterminute).b. Hold For Release (HFR).1. “Hold for release” instructions shall be usedwhen necessary to inform a pilot or a controller thata departure clearance is not valid until additionalinstructions are received.REFERENCE−P/CG Term− Hold for Release.2. When issuing hold for release instructions,include departure delay information.PHRASEOLOGY−(<strong>Air</strong>craft identification) CLEARED TO (destination)AIRPORT AS FILED, MAINTAIN (altitude),and if required,(additional instructions or information).HOLD FOR RELEASE, EXPECT (time in hours and/orminutes) DEPARTURE DELAY.3. When conditions allow, release the aircraft assoon as possible.PHRASEOLOGY−To another controller,(aircraft identification) RELEASED.To a flight service specialist,ADVISE (aircraft identification) RELEASED FORDEPARTURE.To a pilot at an airport not served by a control tower,(aircraft identification) RELEASED FOR DEPARTURE.Departure Procedures4−3−5
<strong>7110.65P</strong>2/19/04c. Release Times.1. Release times shall be issued to pilots whennecessary to specify the earliest time an aircraft maydepart.NOTE−A release time is a departure restriction issued to a pilot(either directly or through authorized relay) to separate adeparting aircraft from other traffic.2. The facility issuing a release time to a pilotshall include a time check.PHRASEOLOGY−(<strong>Air</strong>craft identification) RELEASED FOR DEPARTUREAT (time in hours and/or minutes),and if required,IF NOT OFF BY (time), ADVISE (facility) NOT LATERTHAN (time) OF INTENTIONS.TIME (time in hours, minutes, and nearest quarter minute).d. When expect departure clearance times(EDCT) are assigned through a ground delayprogram, the departure terminal shall, to the extentpossible, plan ground movement of aircraft destinedto the affected airport(s) so that flights are sequencedto depart no earlier than 5 minutes before, and no laterthan 5 minutes after the EDCT. Do not release aircrafton their assigned EDCT if a ground stop (GS)applicable to that aircraft is in effect, unless approvalhas been received from the originator of the GS.1. If an aircraft has begun to taxi or requests taxiin a manner consistent <strong>with</strong> meeting the EDCT, theaircraft shall be released. Additional coordination isnot required.2. If an aircraft requests taxi or clearance fordeparture inconsistent <strong>with</strong> meeting the EDCTwindow, ask the pilot to verify the EDCT.(a) If the pilot’s EDCT is the same as the FAAEDCT, the aircraft is released consistent <strong>with</strong> theEDCT.(b) If the pilot’s EDCT is not the same as theFAA EDCT, refer to Trust and Verify Note below.3. If an aircraft requests taxi too late to meet theEDCT, contact the ATCSCC through the appropriateTMU.NOTE−(Trust & Verify) EDCTs are revised by <strong>Air</strong> Carriers and<strong>Traffic</strong> Management for changing conditions en route or ataffected airport(s). Terminal controllers use of aircraftreported EDCT for departure sequencing should beverified <strong>with</strong> the appropriate TMU prior to departure if thiscan be accomplished <strong>with</strong>out the aircraft incurring delaybeyond the EDCT reported by the aircraft. The preferredmethod for verification is the Flight Schedule Monitor(FSM). If the EDCT cannot be verified <strong>with</strong>out incurringadditional delay, the aircraft should be released based onthe pilot reported EDCT. The aircraft operator isresponsible for operating in a manner consistent to meetthe EDCT.4−3−5. GROUND STOPDo not release an aircraft if a ground stop (GS)applicable to that aircraft is in effect, <strong>with</strong>out theapproval of the originator of the GS.4−3−6. DELAY SEQUENCINGWhen aircraft elect to take delay on the ground beforedeparture, issue departure clearances to them in theorder in which the requests for clearance wereoriginally made if practicable.4−3−7. FORWARD DEPARTURE DELAYINFORMATIONInform approach control facilities and/or towers ofanticipated departure delays.4−3−8. COORDINATION WITH RECEIVINGFACILITYa. Coordinate <strong>with</strong> the receiving facility before thedeparture of an aircraft if the departure point is lessthan 15 minutes flying time from the transferringfacility’s boundary unless an automatic transfer ofdata between automated systems will occur, in whichcase, the flying time requirement may be reduced to5 minutes or replaced <strong>with</strong> a mileage from theboundary parameter when mutually agreeable to bothfacilities.NOTE−Agreements requiring additional time are encouragedbetween facilities that need earlier coordination. However,when agreements establish mandatory radar handoffprocedures, coordination needs only be effected in a timelymanner prior to transfer of control.REFERENCE−FAAO 7110.65, Chapter 5, Section 4, Transfer of Radar Identification,Application, Para 5−4−1.4−3−6Departure Procedures
2/19/04<strong>7110.65P</strong>b. The actual departure time or a subsequent stripposting time shall be forwarded to the receivingfacility unless assumed departure times are agreedupon and that time is <strong>with</strong>in 3 minutes of the actualdeparture time.4−3−9. VFR RELEASE OF IFR DEPARTUREWhen an aircraft which has filed an IFR flight planrequests a VFR departure through a terminal facility,FSS, or air/ground communications station:a. After obtaining, if necessary, approval from thefacility/sector responsible for issuing the IFRclearance, you may authorize an IFR flight plannedaircraft to depart VFR. Inform the pilot of the properfrequency and, if appropriate, where or when tocontact the facility responsible for issuing theclearance.PHRASEOLOGY−VFR DEPARTURE AUTHORIZED. CONTACT (facility)ON (frequency) AT (location or time if required) FORCLEARANCE.b. If the facility/sector responsible for issuing theclearance is unable to issue a clearance, inform thepilot, and suggest that the delay be taken on theground. If the pilot insists upon taking off VFR andobtaining an IFR clearance in the air, inform thefacility/sector holding the flight plan of the pilot’sintentions and, if possible, the VFR departure time.4−3−10. FORWARDING DEPARTURE TIMESTERMINALUnless alternate procedures are prescribed in a letterof agreement or automatic departure messages arebeing transmitted between automated facilities,forward departure times to the facility from whichyou received the clearance and also to the terminaldeparture controller when that position is involved inthe departure sequence.NOTE−1. Letters of agreement prescribing assumed departuretimes or mandatory radar handoff procedures arealternatives for providing equivalent procedures.2. The letters “DM” flashing in the data block signifyunsuccessful transmission of a departure message.REFERENCE−FAAO 7210.3, Automatic Acquisition/Termination Areas, Para 11−2−6.Departure Procedures4−3−7
8/5/04<strong>7110.65P</strong> CHG 1Section 4. Route Assignment4−4−1. ROUTE USEClear aircraft via routes consistent <strong>with</strong> the altitudestratum in which the operation is to be conducted byone or more of the following:NOTE−Except for certain NAVAIDs/routes used by scheduled aircarriers or authorized for specific uses in the control of IFRaircraft, <strong>Air</strong> <strong>Traffic</strong> Service (ATS) routes, and NAVAIDsestablished for use at specified altitudes are shown on U.S.government charts or DOD FLIP charts.REFERENCE−FAAO 7110.65, NAVAID Terms, Para 2−5−2.FAAO 7110.65, Exceptions, Para 4−1−2.FAAO 7110.65, Minimum En Route Altitudes, Para 4−5−6.FAAO 7110.65, Application, Para 5−6−1.a. Designated ATS routes.PHRASEOLOGY−VIA:VICTOR (color) (airway number)(the word Romeo whenRNAV for existing Alaska routes),orJ (route number) (the word Romeo when RNAV for existingAlaska routes),orSUBSTITUTE (ATS route) FROM (fix) to (fix),orIR (route number).CROSS/JOIN VICTOR/(color) (airway number), (numberof miles) MILES (direction) OF (fix).b. Radials, courses, azimuths, or direct to or fromNAVAIDs.PHRASEOLOGY−DIRECT.VIA;(name of NAVAID) (specified) RADIAL/COURSE/AZI-MUTH,or(fix) AND (fix),orRADIALS OF (ATS route) AND (ATS route).c. DME arcs of VORTAC, MLS, or TACAN aids.d. Radials, courses, azimuths, and headings ofdeparture or arrival routes.e. DPs/STARs/FMSPs.f. Vectors.g. Fixes defined in terms of degree-distance fromNAVAIDs for special military operations.h. Courses, azimuths, bearings, quadrants, orradials <strong>with</strong>in a radius of a NAVAID.PHRASEOLOGY−CLEARED TO FLY (general direction from NAVAID) OF(NAVAID name and type) BETWEEN (specified)COURSES TO/BEARINGS FROM/RADIALS (NAVAIDname when a NDB) WITHIN (number of miles) MILERADIUS,orCLEARED TO FLY (specified) QUADRANT OF (NAVAIDname and type) WITHIN (number of miles) MILE RADIUS.orCLEARED TO FLY (general direction from MLS) OF(name or MLS) BETWEEN (specified) AZIMUTHSWITHIN/BETWEEN (number of miles) MILE RADIUS.EXAMPLE−1. “Cleared to fly east of Allentown VORTAC between thezero four five and the one three five radials <strong>with</strong>in four zeromile radius.”2. “Cleared to fly east of Crystal Lake radio beaconbetween the two two five and the three one five courses toCrystal Lake <strong>with</strong>in three zero mile radius.”3. “Cleared to fly northeast quadrant of PhilipsburgVORTAC <strong>with</strong>in four zero mile radius.”“Cleared to fly east of the Montgomery M−L−S runway twoeight left between the two seven zero and the two four zeroazimuth <strong>with</strong>in a 5 mile radius.”Route Assignment4−4−1
<strong>7110.65P</strong> CHG 18/5/04i. Fixes/waypoints defined in terms of:1. Published name; or2. Degree-distance from NAVAIDs; or3. Latitude/longitude coordinates, state thelatitude and longitude in degrees and minutesincluding the direction from the axis such as North orWest; orPHRASEOLOGY−“32 DEGREES, 45 MINUTES NORTH,105 DEGREES, 37 MINUTES WEST.”4. Offset from published or established ATSroute at a specified distance and direction for random(impromptu) RNAV Routes.PHRASEOLOGY−DIRECT (fix/waypoint)DIRECT TO THE (facility) (radial) (distance) FIX.OFFSET(distance) RIGHT/LEFT OF (route).EXAMPLE−“Direct SUNOL.”“Direct to the Appleton three one zero radial two five milefix.”“Offset eight miles right of Victor six.”j. RNAV aircraft transitioning to/from HighAltitude Redesign (HAR) or Point−to−point (PTP)operations via pitch/catch points.REFERENCE−FAAO 7110.65, <strong>Air</strong>craft Equipment Suffix, Para 2−3−7.FAAO 7110.65, NAVAID Fixes, Para 2−5−3.FAAO 7110.65, Chapter 5, Section 5, Radar Separation, Application,Para 5−5−1.4−4−2. ROUTE STRUCTURE TRANSITIONSTo effect transition <strong>with</strong>in or between route structure,clear an aircraft by one or more of the followingmethods, based on VOR, VORTAC, TACAN, orMLS NAVAIDs (unless use of other NAVAIDs areessential to aircraft operation or ATC efficiency):a. Vector aircraft to or from radials, courses, orazimuths of the ATS route assigned.b. Assign a DP/STAR/FMSP.c. Clear departing or arriving aircraft to climb ordescend via radials, courses, or azimuths of the ATSroute assigned.d. Clear departing or arriving aircraft directly to orbetween the NAVAIDs forming the ATS routeassigned.e. Clear aircraft to climb or descend via the ATSroute on which flight will be conducted.f. Clear aircraft to climb or descend on specifiedradials, courses, or azimuths of NAVAIDs.g. Provide radar monitor when transition to orfrom a designated or established RNAV route is madealong random RNAV routes.h. Clear RNAV aircraft transitioning to or betweendesignated or established RNAV routes direct to anamed waypoint on the new route.4−4−3. DEGREE-DISTANCE ROUTE DEFINITIONFOR MILITARY OPERATIONSEN ROUTEa. Do not accept a military flight plan whose routeor route segments do not coincide <strong>with</strong> designatedairways or jet routes or <strong>with</strong> a direct course betweenNAVAIDs unless it is authorized in subpara b andmeets the following degree-distance route definitionand procedural requirements:1. The route or route segments shall be definedin the flight plan by degree-distance fixes composedof:(a) A location identifier;(b) Azimuth in degrees magnetic; and(c) Distance in miles from the NAVAID used.EXAMPLE−“MKE 030025.”2. The NAVAIDs selected to define thedegree-distance fixes shall be those authorized foruse at the altitude being flown and at a distance <strong>with</strong>inthe published service volume area.3. The distance between the fixes used to definethe route shall not exceed:(a) Below FL 180− 80 miles;(b) FL 180 and above− 260 miles; and(c) For celestial navigation routes, all altitudes−260 miles.4. Degree-distance fixes used to define a routeshall be considered compulsory reporting pointsexcept that an aircraft may be authorized by ATC toomit reports when traffic conditions permit.4−4−2Route Assignment
8/5/04<strong>7110.65P</strong> CHG 15. Military aircraft using degree-distance routedefinition procedures shall conduct operations inaccordance <strong>with</strong> the following:(a) Unless prior coordination has beeneffected <strong>with</strong> the appropriate air traffic controlfacility, flight plan the departure and the arrivalphases to conform <strong>with</strong> the routine flow of trafficwhen operating <strong>with</strong>in 75 miles of the departure andthe arrival airport. Use defined routes or airways ordirect courses between NAVAIDs or as otherwiserequired to conform to the normal flow of traffic.(b) Flight plans must be filed at least 2 hoursbefore the estimated time of departure.b. The following special military operations areauthorized to define routes, or portions of routes, bydegree-distance fixes:1. <strong>Air</strong>borne radar navigation, radar bombscoring (RBS), and airborne missile programmingconducted by the USAF, USN, and RAF.2. Celestial navigation conducted by the USAF,USN, and RAF.3. Target aircraft operating in conjunction <strong>with</strong>air defense interceptors, and air defense interceptorswhile en route to and from assigned airspace.4. Missions conducted above FL 450.5. USN fighter and attack aircraft operating inpositive control airspace.6. USN/USMC aircraft, TACAN equipped,operating <strong>with</strong>in the Honolulu FIR/Hawaiian airwaysarea.7. USAF/USN/USMC aircraft flight planned tooperate on MTRs.8. USAF <strong>Air</strong> Mobility Command (AMC)aircraft operating on approved station-keepingequipment (SKE) routes in accordance <strong>with</strong> theconditions and limitations listed in FAA ExemptionNo. 4371 to 14 CFR Section 91.177(a)(2) and14 CFR Section 91.179(b)(1).4−4−4. ALTERNATIVE ROUTESWhen any part of an airway or route is unusablebecause of NAVAID status, clear aircraft other than/E, /F, /G, or /R, via one of the following alternativeroutes:a. A route depicted on current U.S. Governmentcharts/publications. Use the word “substitute”immediately preceding the alternative route inissuing the clearance.b. A route defined by specifying NAVAID radials,courses, or azimuths.c. A route defined as direct to or betweenNAVAIDs.d. Vectors.NOTE−Inform area navigation aircraft that will proceed to theNAVAID location of the NAVAID outage.4−4−5. CLASS G AIRSPACEInclude routes through Class G airspace only whenrequested by the pilot.NOTE−1. Flight plans filed for random RNAV routes throughClass G airspace are considered a request by the pilot.2. Flight plans containing MTR segments in/throughClass G airspace are considered a request by the pilot.Route Assignment4−4−3
8/5/04<strong>7110.65P</strong> CHG 1Section 5. Altitude Assignment and Verification4−5−1. VERTICAL SEPARATION MINIMASeparate instrument flight rules (IFR) aircraft usingthe following minima between altitudes:a. Up to and including FL 290− 1,000 feet.b. Above FL 290− 2,000 feet, except:1. In oceanic airspace, above FL 450 between asupersonic and any other aircraft− 4,000 feet.2. Above FL 600 between military aircraft−5,000 feet.if:3. Apply 1,000 feet between approved aircraft(a) Operating <strong>with</strong>in airspace and altitude(s)designated for reduced vertical separation minimum(RVSM) or,(b) Operating <strong>with</strong>in RVSM transition airspaceand designated altitude(s).NOTE−1. Oceanic separation procedures are supplemented inChapter 8; Section 7, Section 8, Section 9, and Section 10.2. RVSM and RVSM transition airspace is designated inICAO Regional Supplementary Document, Doc. 7030.4,and via International NOTAM.REFERENCE−FAAO 7110.65, Vertical Application, Para 5−5−5.FAAO 7110.65, Application, Para 6−6−1.FAAO 7110.65, Military Operations Above FL 600, Para 9−3−13.4−5−2. FLIGHT DIRECTIONClear aircraft at altitudes according to theTBL 4−5−1.<strong>Air</strong>craftOperatingBelow 3,000feet abovesurfaceTBL 4−5−1Altitude AssignmentOn coursedegreesmagneticAny courseAssignAny altitudeBelow FL 290 0 through 179 Odd cardinalaltitude orflight levels atintervals of2,000 feet180 through 359 Even cardinalaltitude orflight levels atintervals of2,000 feetAt or aboveFL 290One wayroutes (exceptin compositesystems)Within anALTRVIn transitionto/from or<strong>with</strong>in Oceanicairspace wherecompositeseparation isauthorizedIn aerialrefuelingtracks andanchors<strong>Air</strong>craft <strong>with</strong>inRVSM orRVSMtransitionairspace0 through 179 Odd cardinalflight levels atintervals of4,000 feetbeginning <strong>with</strong>FL 290180 through 359 Odd cardinalflight levels atintervals of4,000 feetbeginning <strong>with</strong>FL 310Any courseAny courseAny courseAny courseAny courseAny cardinalaltitude orflight levelbelow FL 290or any oddcardinal flightlevel at orabove FL 290Any altitude orflight levelAny odd oreven cardinalflight levelincluding thoseabove FL 290Altitude blocksas requested.Any altitude orflight levelAnydesignatedcardinalaltitudeExamples3,000 5,000,FL 250,FL 2704,000, 6000,FL 240,FL 260FL 290,FL 330,FL 370FL 310,FL 350,FL 390FL 270,FL 280,FL 310,FL 330FL 280,FL 290,FL 300,FL 310,FL 320,FL 330,FL 340050B080,FL 180B220,FL 280B310FL 330,FL 340,FL 350,FL 360NOTE−Oceanic separation procedures are supplemented inChapter 8; Section 7, Section 8, Section 9, and Section 10.Altitude Assignment and Verification4−5−1
<strong>7110.65P</strong> CHG 18/5/04REFERENCE−FAAO 7110.65, Exceptions, Para 4−5−3.FAAO 7110.65, Altitude Assignments, Para 7−7−5.FAAO 7110.65, Separation Minima, Para 9−4−2.4−5−3. EXCEPTIONSWhen traffic, meteorological conditions, or aircraftoperational limitations prevent assignment ofaltitudes prescribed in para 4−5−2, Flight Direction,assign any cardinal altitude or flight level belowFL 290 or any odd cardinal flight level at or aboveFL 290 <strong>with</strong>out regard to direction of flight asfollows:NOTE−See para 2−3−9, <strong>Control</strong> Symbology, for controlabbreviations and symbols to be used in conjunction <strong>with</strong>this paragraph.a. For traffic conditions, take this action only ifone of the following conditions exists:1. <strong>Air</strong>craft remain <strong>with</strong>in a facility’s area andprior approval is obtained from other affectedpositions or sectors or the operations are covered ina Facility Directive.2. <strong>Air</strong>craft will proceed beyond the facility’sarea and specific operations and procedurespermitting random altitude assignment are covered ina letter of agreement between the appropriatefacilities.NOTE−Those en route facilities using host software that providescapability for passing interim altitude shall include thespecific operations and procedures for use of thisprocedure in a letter of agreement between the appropriatefacilities.b. Military aircraft are operating on random routesand prior approval is obtained from the facilityconcerned.c. For meteorological conditions, take this actiononly if you obtain prior approval from other affectedpositions or sectors <strong>with</strong>in your facility and, ifnecessary, from the adjacent facility concerned.d. For aircraft operational limitations, take thisaction only if the pilot informs you the availableappropriate altitude exceeds the operational limitationsof his/her aircraft and only after you obtain priorapproval from other affected positions or sectors<strong>with</strong>in your facility and, if necessary, from theadjacent facility concerned.e. For mission requirements, take this action onlywhen the aircraft is operating on an MTR.REFERENCE−FAAO 7110.65, Altitude Assignments, Para 7−7−5.FAAO 7110.65, Separation Minima, Para 9−4−2.4−5−4. LOWEST USABLE FLIGHT LEVELIf a change in atmospheric pressure affects a usableflight level in your area of jurisdiction, useTBL 4−5−2 to determine the lowest usable flightlevel to clear aircraft at or above 18,000 feet MSL.TBL 4−5−2Lowest Usable FLAltimeter SettingLowest Usable FL29.92’’ or higher 18029.91’’ to 28.92’’ 19028.91’’ to 27.92’’ 200REFERENCE−FAAO 7110.65, Separation Minima, Para 9−4−2.4−5−5. ADJUSTED MINIMUM FLIGHT LEVELWhen the prescribed minimum altitude for IFRoperations is at or above 18,000 feet MSL and theatmospheric pressure is less than 29.92”, add theappropriate adjustment factor from TBL 4−5−3 to theflight level equivalent of the minimum altitude in feetto determine the adjusted minimum flight level.TBL 4−5−3Minimum FL AdjustmentAltimeter Setting Adjustment Factor29.92’’ or higher None29.91’’ to 29.42’’ 500 feet29.41’’ to 28.92’’ 1,000 feet28.91’’ to 28.42’’ 1,500 feet28.41’’ to 27.92’’ 2,000 feet4−5−2Altitude Assignment and Verification
2/19/04<strong>7110.65P</strong>4−5−6. MINIMUM EN ROUTE ALTITUDESExcept as provided in subparas a and b below, assignaltitudes at or above the MEA for the route segmentbeing flown. When a lower MEA for subsequentsegments of the route is applicable, issue the lowerMEA only after the aircraft is over or past theFix/NAVAID beyond which the lower MEA appliesunless a crossing restriction at or above the higherMEA is issued.a. An aircraft may be cleared below the MEA butnot below the MOCA for the route segment beingflown if the altitude assigned is at least 300 feet abovethe floor of controlled airspace and one of thefollowing conditions are met:NOTE−<strong>Control</strong>lers must be aware that in the event of radiocommunications failure, a pilot will climb to the MEA forthe route segment being flown.1. Nonradar procedures are used only <strong>with</strong>in22 miles of a VOR, VORTAC, or TACAN.1. If no MCA is specified, prior to orimmediately after passing the fix where the higherMEA is designated. (See FIG 4−5−1.)FIG 4−5−1No MCA Specified2. If a MCA is specified, prior to the fix so as tocross the fix at or above the MCA. (See FIG 4−5−2.)FIG 4−5−2MCA Specified2. Radar procedures are used only when anoperational advantage is realized and the followingactions are taken:(a) Radar navigational guidance is provideduntil the aircraft is <strong>with</strong>in 22 miles of the NAVAID,and(b) Lost communications instructions areissued.b. An aircraft may be cleared to operate on jetroutes below the MEA (but not below the prescribedminimum altitude for IFR operations) or above themaximum authorized altitude if, in either case, radarservice is provided.NOTE−Minimum en route and maximum authorized altitudes forcertain jet route segments have been established above thefloor of the jet route structure due to limitations onnavigational signal coverage.c. Where a higher altitude is required because of anMEA, the aircraft shall be cleared to begin climb tothe higher MEA as follows:d. Where MEAs have not been established, clearan aircraft at or above the minimum altitude for IFRoperations prescribed by 14 CFR Section 91.177.REFERENCE−FAAO 7110.65, IFR-VFR and VFR-IFR Flights, Para 4−2−8.FAAO 7110.65, Route Use, Para 4−4−1.FAAO 7110.65, Chapter 5, Section 6, Application, Para 5−6−1.FAAO 7110.65, Altitude Assignments, Para 7−7−5.4−5−7. ALTITUDE INFORMATIONIssue altitude instructions as follows:REFERENCE−FAAO 7110.65, Clearance Items, Para 4−2−1.a. Altitude to maintain or cruise. When issuingcruise in conjunction <strong>with</strong> an airport clearance limitand an unpublished route will be used, issue anappropriate crossing altitude to ensure terrainclearance until the aircraft reaches a fix, point, orroute where the altitude information is available toAltitude Assignment and Verification4−5−3
<strong>7110.65P</strong>2/19/04the pilot. When issuing a cruise clearance to an airportwhich does not have a published instrumentapproach, a cruise clearance <strong>with</strong>out a crossingrestriction may be issued.PHRASEOLOGY−MAINTAIN/CRUISE (altitude). MAINTAIN (altitude)UNTIL (time, fix, waypoint),or(number of miles or minutes) MILES/MINUTES PAST (fix,waypoint).CROSS (fix, point, waypoint),orINTERCEPT (route) AT OR ABOVE (altitude), CRUISE(altitude).NOTE−1. The crossing altitude must assure IFR obstructionclearance to the point where the aircraft is established ona segment of a published route or instrument approachprocedure.2. When an aircraft is issued a cruise clearance to anairport which does not have a published instrumentapproach procedure, it is not possible to satisfy therequirement for a crossing altitude that will ensure terrainclearance until the aircraft reaches a fix, point, or routewhere altitude information is available to the pilot. Underthose conditions, a cruise clearance <strong>with</strong>out a crossingrestriction authorizes a pilot to determine the minimumIFR altitude as prescribed in 14 CFR Section 91.177 anddescend to it at pilot discretion if it is lower than the altitudespecified in the cruise clearance.b. Instructions to climb or descend includingrestrictions, as required. Specify a time restrictionreference the UTC clock reading <strong>with</strong> a time check.If you are relaying through an authorized communicationsprovider, such as ARINC, FSS, etc., advisethe radio operator to issue the current time to theaircraft when the clearance is relayed. Therequirement to issue a time check shall be disregardedif the clearance is issued via <strong>Control</strong>ler Pilot DataLink Communications (CPDLC).EXAMPLE−1. “United Four Seventeen, climb to reach one threethousand at two two one five.”“Time two two one one and one−quarter.”The pilot is expected to be level at 13,000 feet at 2215 UTC.2. Through Relay−“Speedbird Five, climb to reach flightlevel three−five zero at one−two−one−five, time” (Issue atime check).REFERENCE−FAAO 7110.65, Word Meanings, Para 1−2−1.FAAO 7110.65, Numbers Usage, Para 2−4−17.PHRASEOLOGY−CLIMB/DESCEND AND MAINTAIN (altitude).If required,AFTER PASSING (fix, waypoint),orAT (time) (time in hours, minutes, and nearest quarterminute).CLIMB/DESCEND TO REACH (altitude)AT (time (issue time check) or fix, waypoint),orAT (time). CLIMB/DESCEND AND MAINTAIN (altitude)WHEN ESTABLISHED AT LEAST (number of miles orminutes) MILES/MINUTES PAST (fix, waypoint) ON THE(NAVAID) (specified) RADIAL.CLIMB/DESCEND TO REACH (altitude) AT (time or fix,waypoint),orA POINT (number of miles) MILES (direction) OF (nameof DME NAVAID),orMAINTAIN (altitude) UNTIL (time (issue time check), fix,waypoint), THEN CLIMB/DESCEND AND MAINTAIN(altitude).Through relay:CLIMB TO REACH (altitude) AT (time) (issue a timecheck).4−5−4Altitude Assignment and Verification
2/19/04<strong>7110.65P</strong>c. Specified altitude over a specified fix, waypoint.PHRASEOLOGY−CROSS (fix, waypoint) AT (altitude).CROSS (fix, waypoint) AT OR ABOVE/BELOW (altitude).d. A specified altitude over a specified fix for thatportion of a descent clearance where descent at pilot’sdiscretion is permissible. At any other time it ispracticable, authorize climb/descent at pilot’sdiscretion.PHRASEOLOGY−CLIMB/DESCEND AT PILOT’S DISCRETION.EXAMPLE−“United Four Seventeen, descend and maintain sixthousand.”NOTE−The pilot is expected to commence descent upon receipt ofthe clearance and to descend at the suggested ratesspecified in the AIM, para 4−4−9, Adherence to Clearance,until reaching the assigned altitude of 6,000 feet.EXAMPLE−“United Four Seventeen, descend at pilot’s discretion,maintain six thousand.”NOTE−The pilot is authorized to conduct descent <strong>with</strong>in thecontext of the term “at pilot’s discretion” as described inthe AIM.EXAMPLE−“United Four Seventeen cross Lakeview V−O−R at orabove flight level two zero zero, descend and maintain sixthousand.”NOTE−The pilot is authorized to conduct descent “at pilot’sdiscretion” until reaching Lakeview VOR. The pilot mustcomply <strong>with</strong> the clearance provision to cross the LakeviewVOR at or above FL 200, and after passing Lakeview VOR,the pilot is expected to descend at the rates specified in theAIM until reaching the assigned altitude of 6,000 feet.EXAMPLE−“United Four Seventeen, cross Lakeview V−O−R at andmaintain six thousand.”NOTE−The pilot is authorized to conduct descent “at pilot’sdiscretion,” but must comply <strong>with</strong> the clearance provisionto cross Lakeview VOR at 6,000 feet.EXAMPLE−“United Four Seventeen, descend now to flight level twoseven zero, cross Lakeview V−O−R at or below one zerothousand, descend and maintain six thousand.”NOTE−The pilot is expected to promptly execute and completedescent to FL 270 upon receipt of the clearance. Afterreaching FL 270, the pilot is authorized to descend “atpilot’s discretion” until reaching Lakeview VOR. The pilotmust comply <strong>with</strong> the clearance provision to crossLakeview VOR at or below 10,000 feet. After LakeviewVOR, the pilot is expected to descend at the rates specifiedin the AIM until reaching 6,000 feet.NOTE−1. A descent clearance which specifies a crossing altitudeauthorizes descent at pilot’s discretion for that portion ofthe flight to which the crossing altitude restriction applies.2. Any other time that authorization to descend at pilot’sdiscretion is intended, it must be specifically stated by thecontroller.3. The pilot may need to know of any future restrictionsthat might affect the descent, including those that may beissued in another sector, in order to properly plan a descentat pilot’s discretion.4. <strong>Control</strong>lers need to be aware that the descent rates inthe AIM are only suggested and aircraft will not alwaysdescend at those rates.REFERENCE−P/CG Term− Pilot’s Discretion.e. When a portion of a climb/descent may beauthorized at the pilot’s discretion, specify thealtitude the aircraft must climb/descend to followedby the altitude to maintain at the pilot’s discretion.PHRASEOLOGY−CLIMB/DESCEND NOW TO (altitude), THENCLIMB/DESCEND AT PILOT’S DISCRETIONMAINTAIN (altitude).EXAMPLE−“United Three Ten, descend now to flight level two eightzero, then descend at pilot’s discretion maintain flight leveltwo four zero.”NOTE−1. The pilot is expected to commence descent upon receiptof the clearance and to descend at the suggested ratesspecified in the AIM, para 4−4−9, Adherence to Clearance,until reaching FL 280. At that point, the pilot is authorizedto continue descent to FL 240 <strong>with</strong>in the context of the term“at pilot’s discretion” as described in the AIM.2. <strong>Control</strong>lers need to be aware that the descent rates inthe AIM are only suggested and aircraft will not alwaysdescend at those rates.Altitude Assignment and Verification4−5−5
<strong>7110.65P</strong> CHG 18/5/04f. When the “pilot’s discretion” portion of aclimb/descent clearance is being canceled by assigninga new altitude, inform the pilot that the newaltitude is an “amended altitude.”EXAMPLE−“American Eighty Three, amend altitude, descend andmaintain Flight Level two six zero.”NOTE−American Eighty Three, at FL 280, has been cleared todescend at pilot’s discretion to FL 240. Subsequently, thealtitude assignment is changed to FL 260. Therefore, pilot’sdiscretion is no longer authorized.g. Altitude assignments involving more than onealtitude.PHRASEOLOGY−MAINTAIN BLOCK (altitude) THROUGH (altitude).h. Instructions to vertically navigate on a STAR/RNAV STAR/FMSP <strong>with</strong> published restrictions.PHRASEOLOGY−DESCEND VIA (STAR/RNAV STAR/FMSP name andnumber)TERMINAL: DESCEND VIA (STAR/RNAV STAR/FMSPname and number and runway number).EXAMPLE−“Descend via the Mudde One Arrival.”“Cross JCT at flight level two four zero, then descend viathe Coast Two Arrival.”TERMINAL: “Descend via the Lendy One Arrival,Runway 22 left.”NOTE−Clearance to “descend via” authorizes pilots:1. To vertically and laterally navigate on a STAR/RNAVSTAR/FMSP.2. When cleared to a waypoint depicted on a STAR/RNAVSTAR/FMSP, to descend from a previously assignedaltitude at pilot’s discretion to the altitude depicted for thatwaypoint, and once established on the depicted arrival, tonavigate laterally and vertically to meet all publishedrestrictions. ATC is responsible for obstacle clearancewhen issuing a “descend via” clearance from a previouslyassigned altitude.REFERENCE−FAAO 7110.65, Minimum En Route Altitudes, Para 4−5−6.FAAO 7110.65, Separation From Obstructions, Para 5−5−9.NOTE−3. Pilots navigating on a STAR/RNAV STAR/FMSP shallmaintain last assigned altitude until receiving clearance to“descend via.”4. Pilots cleared for vertical navigation using thephraseology “descend via” shall inform ATC upon initialcontact.EXAMPLE−“Delta One Twenty One leaving FL 240, descending viathe Civit One arrival.”REFERENCE−AIM, Standard Terminal Arrival (STAR), Area Navigation (RNAV) STAR,and Flight Management System Procedures (FMSP) for Arrivals,Para 5−4−1a2.1. Assign an altitude to cross the waypoint/fix,if no altitude is depicted at the waypoint/fix, foraircraft on a direct routing to a STAR/RNAVSTAR/FMSP.EXAMPLE−“Proceed direct Luxor, cross Luxor at or above flight leveltwo zero zero, then descend via the Ksino One Arrival.”2. A descend via clearance shall not be usedwhere procedures contain published “expect”altitude restrictions.NOTE−Pilots are not expected to comply <strong>with</strong> published “expect”restrictions in the event of lost communications, unlessATC has specifically advised the pilot to expect theserestrictions as part of a further clearance.3. If it is necessary to assign a crossing altitudewhich differs from the STAR/RNAV STAR/FMSPaltitude, emphasize the change to the pilot.PHRASEOLOGY−DESCEND VIA THE (STAR/FMSP) ARRIVAL EXCEPTCROSS (fix, point, waypoint) (revised altitudeinformation).EXAMPLE−“United 454 descend via the Haris One Arrival, exceptcross Haris at or above one six thousand.”NOTE−The aircraft should track laterally and vertically on theHaris One Arrival and should descend so as to cross Harisat or above 16,000; remainder of the arrival shall be flownas published.4. If it is necessary to assign an interim altitude,or assign a final altitude not contained on aSTAR/RNAV STAR/FMSP, the provisions ofsubpara 4−5−7h may be used in conjunction <strong>with</strong>subpara 4−5−7a.PHRASEOLOGY−DESCEND VIA THE (STAR/RNAV STAR/FMSP)ARRIVAL EXCEPT AFTER (fix) MAINTAIN (revisedaltitude information).EXAMPLE−“United 454 descend via the Haris One Arrival, exceptafter Bruno, maintain one zero thousand.”4−5−6Altitude Assignment and Verification
8/5/04<strong>7110.65P</strong> CHG 1NOTE−The aircraft should track laterally and vertically on theHaris One Arrival and should descend so as to comply <strong>with</strong>all speed and altitude restrictions until reaching Bruno andthen maintain 10,000. Upon reaching 10,000, aircraftshould maintain 10,000 until cleared by ATC to continue todescend.REFERENCE−FAAO 7110.65 Clearance Information, Para 4−7−1.AIM, Standard Terminal Arrival (STAR), Area Navigation (RNAV) STAR,and Flight Management System Procedures (FMSP) for Arrivals,Para 5−4−1.i. When a pilot is unable to accept a clearance,issue revised instructions to ensure positive controland standard separation.NOTE−1. 14 CFR Section 91.123 states that a pilot is not allowedto deviate from an ATC clearance “that has beenobtained...unless an amended clearance is obtained”(except when an emergency exists).2. A pilot is therefore expected to advise the controller ifa clearance cannot be accepted when the clearance isissued. “We will try” and other such acknowledgements donot constitute pilot acceptance of an ATC clearance.3. <strong>Control</strong>lers are expected to issue ATC clearances whichconform <strong>with</strong> normal aircraft operational capabilities anddo not require “last minute” amendments to ensurestandard separation.4. “Expedite” is not to be used in lieu of appropriaterestrictions to ensure separation.REFERENCE−FAAO 7110.65, Providing Assistance, Para 10−1−3.4−5−8. ANTICIPATED ALTITUDE CHANGESIf practicable, inform an aircraft when to expect climbor descent clearance or to request altitude changefrom another facility.PHRASEOLOGY−EXPECT HIGHER/LOWER IN (number of miles orminutes) MILES/MINUTES,orAT (fix). REQUEST ALTITUDE/FLIGHT LEVELCHANGE FROM (name of facility).If required,AT (time, fix, or altitude).REFERENCE−FAAO 7110.65, IFR Flight Progress Data, Para 2−2−6.4−5−9. ALTITUDE CONFIRMATION−NONRADARa. Request a pilot to confirm assigned altitude oninitial contact and when position reports are receivedunless:NOTE−For the purpose of this paragraph, “initial contact” meansa pilot’s first radio contact <strong>with</strong> each sector/position.1. The pilot states the assigned altitude, or2. You assign a new altitude to a climbing ordescending aircraft, or3. TERMINAL. The aircraft was transferred toyou from another sector/position <strong>with</strong>in your facility(intrafacility).PHRASEOLOGY−(In level flight situations),VERIFY AT (altitude/flight level).(In climbing/descending situations),(if aircraft has been assigned an altitude below the lowestuseable flight level),VERIFY ASSIGNED ALTITUDE (altitude).(If aircraft has been assigned a flight level at or above thelowest useable flight level),VERIFY ASSIGNED FLIGHT LEVEL (flight level).b. USA. Reconfirm all pilot altitude read backs.PHRASEOLOGY−(If altitude read back is correct),AFFIRMATIVE (altitude).(If altitude read back is not correct),NEGATIVE. CLIMB/DESCEND AND MAINTAIN(altitude),orNEGATIVE. MAINTAIN (altitude).Altitude Assignment and Verification4−5−7
2/19/04<strong>7110.65P</strong>Section 6. Holding <strong>Air</strong>craft4−6−1. CLEARANCE TO HOLDING FIXConsider operational factors such as length of delay,holding airspace limitations, navigational aids,altitude, meteorological conditions when necessaryto clear an aircraft to a fix other than the destinationairport. Issue the following:a. Clearance limit (if any part of the route beyonda clearance limit differs from the last routing cleared,issue the route the pilot can expect beyond theclearance limit).PHRASEOLOGY−EXPECT FURTHER CLEARANCE VIA (routing).EXAMPLE−“Expect further clearance via direct Stillwater V−O−R,Victor Two Twenty-Six Snapy intersection, direct Newark.”b. Holding instructions.1. Holding instructions may be eliminated whenyou inform the pilot that no delay is expected.2. When the pattern is charted, you may omit allholding instructions except the charted holdingdirection and the statement “as published.” Alwaysissue complete holding instructions when the pilotrequests them.NOTE−The most generally used holding patterns are depicted onU.S. Government or commercially produced low/highaltitude en route, area, and STAR Charts.PHRASEOLOGY−CLEARED TO (fix), HOLD (direction), AS PUBLISHED,orCLEARED TO (fix), NO DELAY EXPECTED.c. EFC. Do not specify this item if no delay isexpected.1. When additional holding is expected at anyother fix in your facility’s area, state the fix and yourbest estimate of the additional delay. When more thanone fix is involved, state the total additional en routedelay (omit specific fixes).NOTE−Additional delay information is not used to determine pilotaction in the event of two-way communications failure.Pilots are expected to predicate their actions solely on theprovisions of 14 CFR Section 91.185.PHRASEOLOGY−EXPECT FURTHER CLEARANCE (time),and if required,ANTICIPATE ADDITIONAL (time in minutes/hours)MINUTE/HOUR DELAY AT (fix),orANTICIPATE ADDITIONAL (time in minutes/hours)MINUTE/HOUR EN ROUTE DELAY.EXAMPLE−1. “Expect further clearance one niner two zero,anticipate additional three zero minute delay at Sweet.”2. “Expect further clearance one five one zero, anticipateadditional three zero minute en route delay.”2. When additional holding is expected in anapproach control area, state the total additionalterminal delay.PHRASEOLOGY−EXPECT FURTHER CLEARANCE (time),and if required,ANTICIPATE ADDITIONAL (time in minutes/hours)MINUTE/HOUR TERMINAL DELAY.3. TERMINAL. When terminal delays exist orare expected, inform the appropriate center orapproach control facility so that the information canbe forwarded to arrival aircraft.4. When delay is expected, issue items insubparas a and b at least 5 minutes before the aircraftis estimated to reach the clearance limit. If the trafficsituation requires holding an aircraft that is less than5 minutes from the holding fix, issue these itemsimmediately.NOTE−1. The AIM indicates that pilots should start speedreduction when 3 minutes or less from the holding fix. Theadditional 2 minutes contained in the 5−minute requirementare necessary to compensate for different pilot/controllerETAS at the holding fix, minor differences in clocktimes, and provision for sufficient planning and reactiontimes.2. When holding is necessary, the phrase “delayindefinite” should be used when an accurate estimate of theHolding <strong>Air</strong>craft4−6−1
<strong>7110.65P</strong>2/19/04delay time and the reason for the delay cannot immediatelybe determined; i.e., disabled aircraft on the runway,terminal or center sector saturation, weather belowlanding minimums, etc. In any event, every attempt shouldbe made to provide the pilot <strong>with</strong> the best possible estimateof his/her delay time and the reason for the delay.<strong>Control</strong>lers/supervisors should consult, as appropriate,<strong>with</strong> personnel (other sectors, weather forecasters, theairport management, other facilities, etc.) who can bestprovide this information.PHRASEOLOGY−DELAY INDEFINITE, (reason if known), EXPECTFURTHER CLEARANCE (time). (After determining thereason for the delay, advise the pilot as soon as possible.)EXAMPLE−“Cleared to Drewe, hold west, as published, expect furtherclearance via direct Sidney V−O−R one three one five,anticipate additional two zero minute delay at Woody.”“Cleared to Aston, hold west on Victor two twenty-five,seven mile leg, left turns, expect further clearance oneniner two zero, anticipate additional one five minuteterminal delay.”“Cleared to Wayne, no delay expected.”“Cleared to Wally, hold north, as published, delayindefinite, snow removal in progress, expect furtherclearance one one three zero.”4−6−2. CLEARANCE BEYOND FIXa. If no delay is expected, issue a clearance beyondthe clearance limit as soon as possible and, wheneverpossible, at least 5 minutes before the aircraft reachesthe fix.b. Include the following items when issuingclearance beyond a clearance limit:1. Clearance limit or approach clearance.2. Route of flight. Specify one of the following:(a) Complete details of the route (airway,route, course, fix(es), azimuth course, heading, arc, orvector.)(b) The phrase “via last routing cleared.” Usethis phrase only when the most recently issuedrouting to the new clearance limit is valid andverbiage will be reduced.PHRASEOLOGY−VIA LAST ROUTING CLEARED.3. Assigned altitude if different from presentaltitude.NOTE−Except in the event of a two-way communications failure,when a clearance beyond a fix has not been received, pilotsare expected to hold as depicted on U.S. Government orcommercially produced (meeting FAA requirements)low/high altitude en route and area or STAR charts. If noholding pattern is charted and holding instructions havenot been issued, pilots should ask ATC for holdinginstructions prior to reaching the fix. If a pilot is unable toobtain holding instructions prior to reaching the fix, thepilot is expected to hold in a standard pattern on the courseon which the aircraft approached the fix and requestfurther clearance as soon as possible.4−6−3. DELAYSa. Advise your supervisor or flow controller assoon as possible when you delay or expect to delayaircraft.b. When arrival delays reach or are anticipated toreach 30 minutes, take the following action:1. EN ROUTE. The center responsible fortransferring control to an approach control facility or,for a nonapproach control destination, the center inwhose area the aircraft will land shall issue total delayinformation as soon as possible after the aircraftenters the center’s area. Whenever possible, the delayinformation shall be issued by the first centercontroller to communicate <strong>with</strong> the aircraft.2. TERMINAL. When tower en route controlservice is being provided, the approach controlfacility whose area contains the destination airportshall issue total delay information as soon as possibleafter the aircraft enters its approach control area.Whenever possible, the delay information shall beissued by the first terminal controller to communicate<strong>with</strong> the aircraft.3. Unless a pilot requests delay information, theactions specified in subparas 1 and 2 above may beomitted when total delay information is available topilots via ATIS.PHRASEOLOGY−(<strong>Air</strong>port) ARRIVAL DELAYS (time in minutes/hours).4−6−2Holding <strong>Air</strong>craft
2/19/04<strong>7110.65P</strong>4−6−4. HOLDING INSTRUCTIONSWhen issuing holding instructions, specify:a. Direction of holding from the fix/waypoint.b. Holding fix or waypoint.NOTE−The holding fix may be omitted if included at the beginningof the transmission as the clearance limit.c. Radial, course, bearing, track, azimuth, airway,or route on which the aircraft is to hold.d. Leg length in miles if DME or RNAV is to beused. Specify leg length in minutes if the pilotrequests it or you consider it necessary.e. Direction of holding pattern turns only if leftturns are to be made, the pilot requests it, or youconsider it necessary.PHRASEOLOGY−HOLD (direction) OF (fix/waypoint) ON (specified radial,course, bearing, track, airway, azimuth(s), or route.)If leg length is specified,(number of minutes/miles) MINUTE/MILE LEG.If direction of turn is specified,LEFT/RIGHT TURNS.NOTE−It is mandatory for the controller to issue left or right turnsevery time a holding pattern is issued for MLS.f. Issue maximum holding airspeed advisorieswhen an aircraft is:1. Approved to exceed the maximum airspeedof a pattern, and is cleared into a holding pattern thatwill protect for the greater speed; or2. Observed deviating from the holding patternairspace area; or3. Cleared into an airspeed restricted holdingpattern in which the icon has not been published.EXAMPLE−Due to turbulence, a turboprop requests to exceed therecommended maximum holding airspeed. ATCS mayclear the aircraft into a pattern that protects for theairspeed request, and shall advise the pilot of the maximumholding airspeed for the holding pattern airspace area.PHRASEOLOGY−“MAXIMUM HOLDING AIRSPEED IS TWO ONE ZEROKNOTS.”4−6−5. VISUAL HOLDING POINTSYou may use as a holding fix a location which the pilotcan determine by visual reference to the surface ifhe/she is familiar <strong>with</strong> it.PHRASEOLOGY−HOLD AT (location) UNTIL (time or other condition.)REFERENCE−FAAO 7110.65, Visual Holding of VFR <strong>Air</strong>craft, Para 7−1−4.4−6−6. HOLDING FLIGHT PATH DEVIATIONApprove a pilot’s request to deviate from theprescribed holding flight path if obstacles and trafficconditions permit.4−6−7. UNMONITORED NAVAIDsSeparate an aircraft holding at an unmonitoredNAVAID from any other aircraft occupying thecourse which the holding aircraft will follow if it doesnot receive signals from the NAVAID.4−6−8. ILS PROTECTION/CRITICAL AREASWhen conditions are less than reported ceiling 800feet or visibility of 2 miles, do not authorize aircraftto hold below 5,000 feet AGL inbound toward theairport on or <strong>with</strong>in 1 statute mile of the localizerbetween the ILS OM or the fix used in lieu of the OMand the airport. USAF. The holding restrictionapplies only when an arriving aircraft is between theILS OM or the fix used in lieu of the OM and therunway.REFERENCE−FAAO 7130.3, Holding Pattern Criteria, Para 54 and FIG 20.Holding <strong>Air</strong>craft4−6−3
8/5/04<strong>7110.65P</strong> CHG 1Section 7. Arrival Procedures4−7−1. CLEARANCE INFORMATIONClear an arriving aircraft to a clearance limit byspecifying the following:a. Name of fix or airport.b. Route of flight including a STAR/RNAVSTAR/FMSP and STAR/RNAV STAR/FMSP transition,if appropriate. Assign a STAR/RNAV STAR/FMSP and STAR/RNAV STAR/FMSP transition toany aircraft in lieu of other routes; e.g., airways orpreferential arrival routes when the routings are thesame. The clearance shall include the name andtransition, if necessary, of the STAR/RNAVSTAR/FMSP to be flown.TERMINAL: When the STAR/RNAV STAR/FMSPtransition is designed to provide course guidance tomultiple runways, the facility shall state intendedrunway number on initial contact, or as soon aspractical. If the runway assignment, or anysubsequent runway change, is not issued prior to10 NM from the runway transition waypoint, radarvectors to final shall be provided.PHRASEOLOGY−(STAR/RNAV STAR/FMSP name and number) ARRIVAL.(STAR/RNAV STAR/FMSP name and number) ARRIVAL,(transition name) TRANSITION.CHANGE/AMEND TRANSITION TO (runway number).CHANGE/AMEND TRANSITION TO (runway number)TURN LEFT/RIGHT or HEADING (heading) FORVECTOR TO FINAL APPROACH COURSE.EXAMPLE−“Rosewood One arrival.”“Rosewood One arrival, Delta transition.”“Change transition to Runway 09 right.”“Amend transition to Runway 22 left, turn right heading180 for vector to final approach course.”NOTE−If a civil pilot does not wish to use a STAR or FMSP issuedin an ATC clearance or any other STAR or FMSP publishedfor that location, the pilot is expected to advise ATC.c. Altitude instructions, as follows:1. Assigned altitude; or2. Instructions to vertically navigate on theSTAR/FMSP or STAR/FMSP transition.EXAMPLE−“Bayview Three R−NAV Arrival, Helen Transition,maintain Flight Level Three Three Zero.”“Descend via the Civit One Arrival.”“Descend via the Lendy One R−NAV Arrival, Runway 22left.”“Cross JCT at Flight Level Two Four Zero.”“Descend via the Coast Two Arrival.”“Civit One Arrival, Descend and Maintain Flight LevelTwo Four Zero.”REFERENCE−FAAO 7110.65, Altitude Information, Para 4−5−7.AIM, Standard Terminal Arrival (STAR), Area Navigation (RNAV) STAR,and Flight Management System Procedures (FMSP) for Arrivals,Para 5−4−1.d. Issue holding instructions, EFC, and additionaldelay information as required.e. Instructions regarding further communicationsas appropriate.REFERENCE−FAAO 7110.65, Radio Communications Transfer, Para 2−1−17.4−7−2. ADVANCE DESCENT CLEARANCEEN ROUTETake the following action when exercising control ofaircraft landing at an airport located in an adjacentcenter’s control area near the common boundary:a. Coordinate <strong>with</strong> the receiving facility for alower altitude and issue a clearance to the aircraft asappropriate.b. Initiate this action at a distance sufficient fromdestination to allow for normal descent and speedreduction.4−7−3. SINGLE FREQUENCY APPROACHES(SFA)TERMINALWhere SFA procedures for military single-pilotedturbojet aircraft on an IFR flight plan are contained ina letter of agreement, do not require a radio frequencychange after the aircraft begins approach or afterinitial contact during an en route descent until alanding or low approach has been completed exceptunder the following conditions:REFERENCE−FAAO 7610.4, Special Military Operations, Single Frequency Approach(SFA), Para 9−3−6.P/CG Term− Single-Piloted <strong>Air</strong>craft.Arrival Procedures4−7−1
<strong>7110.65P</strong> CHG 1 8/5/04a. During daylight hours while the aircraft is inVFR conditions.b. On pilot request.c. When pilot cancels IFR flight plan.d. In an emergency situation.e. When aircraft is cleared for visual approach.4−7−4. RADIO FREQUENCY AND RADARBEACON CHANGES FOR MILITARY AIRCRAFTWhen military single-piloted turbojet aircraft willconduct an approach wholly or partly in IFRconditions or at night, take the following action:NOTE−It is known that the mental distraction and the inadvertentmovement of aircraft controls resulting from the pilot’sturning, reaching, or leaning to change frequencies caninduce spatial disorientation (vertigo).a. Avoid radio frequency and radar beacon<strong>changes</strong> to the maximum extent that communicationscapabilities and traffic will permit. However, when<strong>changes</strong> are required:1. Give instructions early enough to allow thechange before the aircraft reaches the approach fix orhandoff point.2. Keep frequency/radar beacon <strong>changes</strong> to aminimum below 2,500 feet above the surface.3. Avoid requiring frequency/radar beacon<strong>changes</strong> during the time the aircraft is making a turn.b. When traffic volume requires, a frequencyother than the one used by aircraft making approachesmay be assigned for use in transferring control to theapproach control facility.TERMINALc. If practicable, use a frequency common to boththe GCA unit and approach control to minimizefrequency <strong>changes</strong>.d. When a GCA unit is not able to communicate ona common frequency, a change to a GCA frequencymay be authorized.e. When a nonradar approach will be made,aircraft may be instructed to change to towerfrequency when:1. The reported ceiling is at or above 1,500 feetand visibility is 5 statute miles or more.2. The aircraft reports able to proceed by visualreference to the surface.3. The aircraft requests and is cleared for acontact approach.4. The aircraft is cleared for a visual approach.f. Avoid making frequency/radar beacon <strong>changes</strong>after an aircraft begins a high altitude approach.g. In the event of a missed approach, do not requirea frequency/radar beacon change before the aircraftreaches the missed approach altitude, the MEA, or theMVA.REFERENCE−FAAO 7110.65, Function Code Assignments, Para 5−2−6.4−7−5. MILITARY TURBOJET EN ROUTEDESCENTProvide military turbojet aircraft the same arrivalprocedures that are provided for nonmilitary turbojetaircraft except:NOTE−It is the responsibility of the pilot to request a high altitudeapproach if he/she does not want normal arrival handling.a. An en route descent may be used in a nonradarenvironment; however, radar capability should existwhich will permit the aircraft to be vectored to thefinal approach course of a published high altitudeinstrument approach procedure or PAR/ASR approach.Do not use this procedure if other than normalvectoring delays are anticipated.b. Prior to issuance of a descent clearance belowthe highest initial approach fix altitude established forany high altitude instrument approach procedure forthe destination airport inform the aircraft:1. Type of approach to expect.EXAMPLE−“Expect V−O−R approach to runway three two.”2. Radar vectors will be provided to the finalapproach course.EXAMPLE−“Expect surveillance/precision approach to runway oneseven; radar vectors to final approach course.”3. Current weather whenever the ceiling isbelow 1,000 feet (USAF: 1,500 feet) or the highestcircling minimum whichever is greater, or when thevisibility is less than 3 miles.EXAMPLE−“Expect ILS/MLS approach to runway eight; radar vectorsto localizer/azimuth course. Weather (reported weather).”4−7−2Arrival Procedures
8/5/04<strong>7110.65P</strong> CHG 1c. If ATIS is provided and the pilot advises he/shehas received the current ATIS broadcast before thedescent clearance in subpara b is issued, omit thoseitems in subpara b that are contained in the broadcast.d. To avoid requiring an aircraft to fly at lowaltitudes for an excessive distance, descent clearanceshould be issued at a point determined by adding 10to the first two digits of the flight level.EXAMPLE−For FL 370, 37 10 = 47 miles.NOTE−Turbojet en route descents are based on a rate of descentof 4,000 to 6,000 feet per minute.e. Do not terminate the en route descent of anaircraft <strong>with</strong>out the consent of the pilot except asrequired by radar outage or an emergency situation.REFERENCE−FAAO 7110.65, Altitude Assignment for Military High AltitudeInstrument Approaches, Para 4−8−4.4−7−6. ARRIVAL INFORMATIONEN ROUTEa. Forward the following information to nonapproachcontrol towers soon enough to permitadjustment of the traffic flow or to FSSs soon enoughto provide local airport advisory where applicable:1. <strong>Air</strong>craft identification.2. Type of aircraft.3. ETA.4. Type of instrument approach procedure theaircraft will execute; or5. For SVFR, the direction from which theaircraft will enter Class B, Class C, Class D, orClass E surface area and any altitude restrictions thatwere issued; or6. For aircraft executing a contact approach theposition of the aircraft.NOTE−Specific time requirements are usually stated in a letter ofagreement.b. Forward the following information to approachcontrol facilities before transfer of control jurisdiction:NOTE−Transfer points are usually specified in a letter ofagreement.1. <strong>Air</strong>craft identification.2. Type of aircraft and appropriate aircraftequipment suffix.3. ETA or actual time, and proposed or actualaltitude over clearance limit. The ETA need not begiven if the arrival information is being forwardedduring a radar handoff.4. Clearance limit (when other than thedestination airport) and EFC issued to the aircraft.Clearance limit may be omitted when provided for ina letter of agreement.5. Time, fix, or altitude when control responsibilityis transferred to the approach control facility.This information may be omitted when provided forin a letter of agreement.PHRASEOLOGY−(Identification), (type of aircraft), ESTIMATED/OVER(clearance limit), (time), (altitude), EFC (time).If required,YOUR CONTROL,orYOUR CONTROL AT (time, fix or altitude).4−7−7. WEATHER INFORMATIONEN ROUTEWhen an available official weather report indicatesweather conditions are below a 1,000−foot(USAF: 1,500−foot) ceiling or below the highestcircling minimum, whichever is higher, or less thanthree-miles visibility for the airport concerned,transmit the weather report and <strong>changes</strong> classified asspecial weather observations to an arriving aircraftprior to or as part of the approach clearance when:a. It is transmitted directly to the pilot via centercontroller-to-pilot communications.b. It is relayed through a communications stationother than an air carrier company radio or through anonapproach control facility. You may do this bytelling the station or nonapproach control facility toissue current weather.Arrival Procedures4−7−3
<strong>7110.65P</strong> CHG 1 8/5/044−7−8. BELOW MINIMA REPORT BY PILOTIf an arriving aircraft reports weather conditions arebelow his/her landing minima:NOTE−Determination that existing weather/visibility is adequatefor approach/landing is the responsibility of thepilot/aircraft operator.a. Issue appropriate instructions to the aircraft tohold or proceed to another airport.b. Adjust, as necessary, the position in the landingsequence of any other aircraft desiring to makeapproaches and issue approach clearances accordingly.4−7−9. TRANSFER OF JURISDICTIONTransfer radio communications and control responsibilityearly enough to allow the receiving facility toclear an aircraft beyond the clearance limit before theaircraft reaches it.4−7−10. APPROACH INFORMATIONa. Both en route and terminal approach controlsectors shall provide current approach information toaircraft destined to airports for which they provideapproach control services. This information shall beprovided on initial contact or as soon as possiblethereafter. Approach information contained in theATIS broadcast may be omitted if the pilot states theappropriate ATIS code. For pilots destined to anairport <strong>with</strong>out ATIS, items 3−5 below may beomitted after the pilot advises receipt of theautomated weather; otherwise, issue approachinformation by including the following:1. Approach clearance or type approach to beexpected if two or more approaches are published andthe clearance limit does not indicate which will beused.2. Runway if different from that to which theinstrument approach is made.3. Surface wind.4. Ceiling and visibility if the reported ceiling atthe airport of intended landing is below 1,000 feet orbelow the highest circling minimum, whichever isgreater, or the visibility is less than 3 miles.5. Altimeter setting for the airport of intendedlanding.REFERENCE−FAAO 7110.65, Chapter 2, Section 7, Altimeter Settings.b. Upon pilot request, controllers shall informpilots of the frequency where automated weather datamay be obtained and, if appropriate, that airportweather is not available.PHRASEOLOGY−(<strong>Air</strong>port) AWOS/ASOS WEATHER AVAILABLE ON(frequency).1. ASOS/AWOS shall be set to provide oneminute weather at uncontrolled airports that are<strong>with</strong>out ground−to−air weather broadcast capabilityby a CWO, NWS or FSS observer.2. <strong>Control</strong>lers will consider the long−linedisseminated weather from an automated weathersystem at an uncontrolled airport as trend informationonly and shall rely on the pilot for the current weatherinformation for that airport.3. <strong>Control</strong>lers shall issue the last long−linedisseminated weather to the pilot if the pilot is unableto receive the ASOS/AWOS broadcast.NOTE−<strong>Air</strong>craft destined to uncontrolled airports, which haveautomated weather data <strong>with</strong> broadcast capability, shouldmonitor the ASOS/AWOS frequency to ascertain thecurrent weather at the airport. The pilot should advise thecontroller when he/she has received the broadcast weatherand state his/her intentions.c. Issue any known <strong>changes</strong> classified as specialweather observations as soon as possible. Specialweather observations need not be issued after they areincluded in the ATIS broadcast and the pilot states theappropriate ATIS code.d. Advise pilots when the ILS/MLS on the runwayin use is not operational if that ILS/MLS is on thesame frequency as an operational ILS/MLS servinganother runway.EXAMPLE−“Expect visual approach runway two five right, runwaytwo five right I−L−S not operational.”REFERENCE−FAAO 7110.65, Altimeter Setting Issuance Below Lowest Usable FL,Para 2−7−2.FAAO 7110.65, Approach Information, Para 5−10−2.14 CFR Section 91.129 Operations in Class D <strong>Air</strong>space, Subpara (d)(2).e. TERMINAL: If multiple runway transitions aredepicted on a STAR procedure, advise pilots of therunway assignment on initial contact or as soon aspossible thereafter.4−7−4Arrival Procedures
<strong>7110.65P</strong> CHG 1 8/5/043. Prior to departure.4. As soon as possible after receipt of anysubsequent <strong>changes</strong> in previously issued RCRinformation.NOTE−1. USAF has established RCR procedures for determiningthe average deceleration readings of runways underconditions of water, slush, ice, or snow. The use of RCRcode is dependent upon the pilot having a “stoppingcapability chart” specifically applicable to his/heraircraft.2. USAF offices furnish RCR information at airportsserving USAF and ANG aircraft.REFERENCE−FAAO 7110.65, Landing Area Condition, Para 3−3−1.4−7−13. SWITCHING ILS/MLS RUNWAYSTERMINALWhen a change is made from one ILS to another orfrom one MLS to another at airports equipped <strong>with</strong>multiple systems which are not used simultaneously,coordinate <strong>with</strong> the facilities which use the fixesformed by reference to these NAVAIDs.4−7−6Arrival Procedures
2/19/04<strong>7110.65P</strong>Section 8. Approach Clearance Procedures4−8−1. APPROACH CLEARANCEa. Clear aircraft for “standard” or “special”instrument approach procedures only. To require anaircraft to execute a particular instrument approachprocedure, specify in the approach clearance thename of the approach as published on the approachchart. Where more than one procedure is published ona single chart and a specific procedure is to be flown,amend the approach clearance to specify execution ofthe specific approach to be flown. If only oneinstrument approach of a particular type is published,the approach needs not be identified by the runwayreference. An aircraft conducting an ILS/MLSapproach when the glideslope/glidepath is reportedout of service shall be advised at the time an approachclearance is issued. Standard Instrument ApproachProcedures shall commence at an Initial ApproachFix or an Intermediate Approach Fix if there is not anInitial Approach Fix. Where adequate radar coverageexists, radar facilities may vector aircraft to the finalapproach course in accordance <strong>with</strong> para 5−9−1,Vectors to Final Approach Course.PHRASEOLOGY−CLEARED (type) APPROACH.(For a straight-in-approach− IFR),CLEARED STRAIGHT-IN (type) APPROACH.(To authorize a pilot to execute his/her choice of instrumentapproach),CLEARED APPROACH.(Where more than one procedure is published on a singlechart and a specific procedure is to be flown),CLEARED (specific procedure to be flown) APPROACH.(To authorize a pilot to execute an ILS/MLS approach whenthe glideslope/glidepath is out of service),CLEARED (type) APPROACH, GLIDESLOPE/GLIDEPATH UNUSABLE.EXAMPLE−“Cleared Approach.”“Cleared V−O−R Approach.”“Cleared V−O−R Runway Three Six Approach.”“Cleared F−M−S Approach.”“Cleared F−M−S Runway Three Six Approach.”“Cleared I−L−S Approach.”“Cleared Localizer Back Course Runway One ThreeApproach.”“Cleared R−NAV Runway Two Two Approach.”“Cleared GPS Runway Two Approach.”“Cleared BRANCH ONE R−NAV Arrival and R−NAVRunway One Three Approach.”“Cleared I−L−S Runway Three Six Approach, glideslopeunusable.”“Cleared M−L−S Approach.”“Cleared M−L−S Runway Three Six Approach.”“Cleared M−L−S Runway Three Six Approach, glidepathunusable.”NOTE−1. Clearances authorizing instrument approaches areissued on the basis that, if visual contact <strong>with</strong> the groundis made before the approach is completed, the entireapproach procedure will be followed unless the pilotreceives approval for a contact approach, is cleared for avisual approach, or cancels their IFR flight plan.2. Approach clearances are issued based on known traffic.The receipt of an approach clearance does not relieve thepilot of his/her responsibility to comply <strong>with</strong> applicableParts of Title 14 of the Code of Federal Regulations and thenotations on instrument approach charts which levy on thepilot the responsibility to comply <strong>with</strong> or act on aninstruction; e.g., “Straight-in minima not authorized atnight,” “Procedure not authorized when glideslope/glidepath not used,” “Use of procedure limited to aircraftauthorized to use airport,” or “Procedure not authorizedat night.”3. The name of the approach, as published, is used toidentify the approach, even though a component of theapproach aid, other than the localizer on an ILS or theazimuth on an MLS is inoperative. Where more than oneprocedure to the same runway is published on a singlechart, each must adhere to all final approach guidancecontained on that chart, even though each procedure willbe treated as a separate entity when authorized by ATC.For example, Instrument Approach Procedures publishedon a chart as either HI−VOR/DME or TACAN 1 would bestated as either “HI V−O−R/ D−M−E 1 Runway Six LeftApproach” or “HI TACAN 1 Runway Six Left Approach.”The use of numerical identifiers in the approach name, oralphabetical identifiers <strong>with</strong> a letter from the end of thealphabet; e.g., X, Y, Z, such as “HI TACAN 1 Rwy 6L or HITACAN 2 Rwy 6L,” or “RNAV (GPS) Z Rwy 04 or RNAV(GPS) Y Rwy 04,” denotes multiple straight−in approachesto the same runway that use the same approach aid.Approach Clearance Procedures4−8−1
<strong>7110.65P</strong> CHG 1 8/5/04Alphabetical suffixes <strong>with</strong> a letter from the beginning of thealphabet; e.g., A, B, C, denote a procedure that does notmeet the criteria for straight−in landing minimumsauthorization.4. 14 CFR Section 91.175(j) requires a pilot to receive aclearance for a procedure turn when vectored to a finalapproach fix or position, conducting a timed approach, orwhen the procedure specifies “NO PT.”5. An aircraft which has been cleared to a holding fix andprior to reaching that fix is issued a clearance for anapproach, but not issued a revised routing; i.e., “proceeddirect to. . .” may be expected to proceed via the lastassigned route, a feeder route (if one is published on theapproach chart), and then to commence the approach aspublished. If, by following the route of flight to the holdingfix, the aircraft would overfly an IAF or the fix associated<strong>with</strong> the beginning of a feeder route to be used, the aircraftis expected to commence the approach using the publishedfeeder route to the IAF or from the IAF as appropriate; i.e.,the aircraft would not be expected to overfly and return tothe IAF or feeder route.6. Approach name items contained <strong>with</strong>in parenthesis;e.g., RNAV (GPS) Rwy 04, are not included in approachclearance phraseology.REFERENCE−FAAO 8260.3, United States Standard for Terminal InstrumentProcedures (TERPS).b. For aircraft operating on unpublished routes,issue the approach clearance only after the aircraft is:(See FIG 4−8−1.)FIG 4−8−1Approach Clearance Example1. Established on a segment of a published routeor instrument approach procedure.EXAMPLE−<strong>Air</strong>craft 1: The aircraft is established on a segment of apublished route at 5,000 feet. “Cleared V−O−R RunwayThree Four Approach.”2. Assigned an altitude to maintain until theaircraft is established on a segment of a publishedroute or instrument approach procedure.EXAMPLE−<strong>Air</strong>craft 2: The aircraft is inbound to the VOR on anunpublished direct route at 7,000 feet. The minimum IFRaltitude for IFR operations (14 CFR Section 91.177) alongthis flight path to the VOR is 5,000 feet. “Cross the ReddingV−O−Rat or above five thousand, cleared V−O−R RunwayThree Four Approach.”NOTE−1. The altitude assigned must assure IFR obstructionclearance from the point at which the approach clearanceis issued until established on a segment of a published routeor instrument approach procedure.2. If the altitude assignment is VFR-on-top, it isconceivable that the pilot may elect to remain high untilarrival over the final approach fix which may require thepilot to circle to descend so as to cross the final approachfix at an altitude that would permit landing.3. Established on a heading or course that willintercept the initial segment at the initial approach fix,or intermediate segment at the intermediate fix whenno initial approach fix is published, for a GPS orRNAV instrument approach procedure at an angle notgreater than 90 degrees. Angles greater than90 degrees may be used when a hold in lieu ofprocedure turn pattern is depicted at the fix for theinstrument approach procedure. (See FIG 4−8−2.)4−8−2Approach Clearance Procedures
8/5/04<strong>7110.65P</strong> CHG 1FIG 4−8−2Approach Clearance ExampleFor RNAV <strong>Air</strong>crafte. Where a Terminal Arrival Area (TAA) has beenestablished to support RNAV approaches use theprocedures under subpara b1 and b2 above. (SeeFIG 4−8−3.)EXAMPLE−<strong>Air</strong>craft 1: The aircraft has crossed the TAA boundary andis established on a segment of the approach. “ClearedR−NAV Runway One Eight Approach.”<strong>Air</strong>craft 2: The aircraft is inbound to the CHARR (rightcorner) IAF on an unpublished direct route at 7,000 feet.The minimum IFR altitude for IFR operations (14 CFRSection 91.177) along this flight path to the IAF is 5,000feet. “Cleared to CHARR, Maintain at or above fivethousand until entering the TAA, Cleared R−NAV RunwayOne Eight Approach.”f. For GPS UNRELIABLE NOTAMs, informpilots requesting a GPS or RNAV approach that GPSis unreliable and clear the aircraft for the approach.This advisory may be omitted if contained in theAutomated Terminal Information System (ATIS)broadcast.EXAMPLE−<strong>Air</strong>craft 1 can be cleared direct to CENTR. The interceptangle at that IAF is 90 degrees or less. The minimumaltitude for IFR operations (14 CFR Section 91.177) alongthe flight path to the IAF is 3,000 feet. “Cleared directCENTR, maintain at or above three thousand until CENTR,cleared R−NAV Runway One Eight approach.”<strong>Air</strong>craft 2 cannot be cleared direct to CENTR. The interceptangle is greater than 90 degrees and there is no hold in lieuof procedure turn pattern depicted. <strong>Air</strong>craft 2 can becleared direct to LEFTT. The intercept angle at that IAF is90 degrees or less. The minimum altitude for IFRoperations (14 CFR Section 91.177) along the flight pathto the IAF is 3,000 feet. “Cleared direct LEFTT, maintainat or above three thousand until LEFTT, cleared R−NAVRunway One Eight approach.”c. Except when applying radar procedures, timedor visual approaches, clear an aircraft for an approachto an airport when the preceding aircraft has landedor canceled IFR flight plan.d. Where instrument approaches require radarmonitoring and radar services are not available, donot use the phraseology “cleared approach,” whichallows the pilot his/her choice of instrumentapproaches.g. For pilot reported GPS anomalies, advisesubsequent aircraft requesting a GPS or RNAVapproach that GPS is unreliable and clear the aircraftfor the approach. This advisory may be discontinuedafter 15 minutes if no subsequent reports are received.REFERENCE−FAAO 7110.65, NAVAID Malfunction, Para 2−1−10.FAAO 7110.65, <strong>Air</strong>port Conditions, Para 4−7−12.PHRASEOLOGY−CLEARED (approach), GPS UNRELIABLE.h. For Wide Area Augmentation System (WAAS)UNAVAILABLE NOTAMs, advise aircraft requestinga GPS or RNAV approach that WAAS isunavailable and clear the aircraft for the approach.This advisory may be omitted if contained in the ATISbroadcast.PHRASEOLOGY−CLEARED (approach), WAAS UNAVAILABLE.NOTE−1. WAAS UNAVAILABLE NOTAMs indicate a failure of aWAAS system component. GPS/WAAS equipment reverts toGPS−only operation and satisfies the requirements forbasic GPS equipment.2. WAAS UNRELIABLE NOTAMs indicate predictivecoverage, are published for pilot preflight planning, and donot require any controller action.Approach Clearance Procedures4−8−3
<strong>7110.65P</strong> CHG 1 8/5/04FIG 4−8−3Basic “T” and TAA Design4−8−4Approach Clearance Procedures
8/5/04<strong>7110.65P</strong> CHG 14−8−2. CLEARANCE LIMITIssue approach or other clearances, as required,specifying the destination airport as the clearancelimit if airport traffic control service is not providedeven though this is a repetition of the initial clearance.4−8−3. RELAYED APPROACH CLEARANCETERMINALInclude the weather report, when it is required andavailable, when an approach clearance is relayedthrough a communication station other than an aircarrier company radio. You may do this by telling thestation to issue current weather.4−8−4. ALTITUDE ASSIGNMENT FOR MILITARYHIGH ALTITUDE INSTRUMENT APPROACHESAltitudes above those shown on the high altitudeinstrument approach procedures chart may bespecified when required for separation.NOTE−To preclude the possibility of aircraft exceedingrate-of-descent or airspeed limitations, the maximumaltitudes which may be assigned for any portion of the highaltitude instrument approach procedure will be determinedthrough coordination between the ATC facility concernedand the military authority which originated the highaltitude instrument approach procedure.REFERENCE−FAAO 7110.65, Military Turbojet En Route Descent, Para 4−7−5.4−8−5. SPECIFYING ALTITUDESpecify in the approach clearance the altitude shownin the approach procedures when adherence to thataltitude is required for separation. When verticalseparation will be provided from other aircraft bypilot adherence to the prescribed maximum,minimum, or mandatory altitudes, the controller mayomit specifying the altitude in the approachclearance.NOTE−Use FAA or NIMA instrument approach procedures chartsappropriate for the aircraft executing the approach.4−8−6. CIRCLING APPROACHa. Circling approach instructions may only begiven for aircraft landing at airports <strong>with</strong> operationalcontrol towers.b. Include in the approach clearance instructionsto circle to the runway in use if landing will be madeon a runway other than that aligned <strong>with</strong> the directionof instrument approach. When the direction of thecircling maneuver in relation to the airport/runway isrequired, state the direction (eight cardinal compasspoints) and specify a left or right base/downwind legas appropriate.PHRASEOLOGY−CIRCLE TO RUNWAY (number),orCIRCLE (direction using eight cardinal compass points)OF THE AIRPORT/RUNWAY FOR A LEFT/RIGHTBASE/DOWNWIND TO RUNWAY (number).NOTE−Where standard instrument approach procedures (SIAPs)authorize circling approaches, they provide a basicminimum of 300 feet of obstacle clearance at the MDA<strong>with</strong>in the circling area considered. The dimensions ofthese areas, expressed in distances from the runways, varyfor the different approach categories of aircraft. In somecases a SIAP may otherwise restrict circling approachmaneuvers.c. Do not issue clearances, such as “extenddownwind leg,” which might cause an aircraft toexceed the circling approach area distance from therunways <strong>with</strong>in which required circling approachobstacle clearance is assured.4−8−7. SIDE−STEP MANEUVERTERMINALSide-Step Maneuver. When authorized by aninstrument approach procedure, you may clear anaircraft for an approach to one runway and inform theaircraft that landing will be made on a parallelrunway.EXAMPLE−“Cleared I−L−S Runway seven left approach. Side-step torunway seven right.”NOTE−Side-step maneuvers require higher weatherminima/MDA. These higher minima/MDA are publishedon the instrument approach charts.REFERENCE−FAAO 7110.65, Closed/Unsafe Runway Information, Para 3−3−2.P/CG Term− Sidestep Maneuver.Approach Clearance Procedures4−8−5
<strong>7110.65P</strong> CHG 1 8/5/044−8−8. COMMUNICATIONS RELEASEIf an IFR aircraft intends to land at an airport notserved by a tower or FSS, approve a change to theadvisory service frequency when you no longerrequire direct communications.PHRASEOLOGY−CHANGE TO ADVISORY FREQUENCY APPROVED.NOTE−An expeditious frequency change permits the aircraft toreceive timely local airport traffic information inaccordance <strong>with</strong> AC 90−42, <strong>Traffic</strong> Advisory Practices at<strong>Air</strong>ports Without Operating <strong>Control</strong> Towers.4−8−9. MISSED APPROACHExcept in the case of a VFR aircraft practicing aninstrument approach, an approach clearance automaticallyauthorizes the aircraft to execute the missedapproach procedure depicted for the instrumentapproach being flown. An alternate missed approachprocedure as published on the appropriate FAAForm 8260 or appropriate military form may beassigned when necessary. Once an aircraft commencesa missed approach, it may be radar vectored.NOTE−1. Alternate missed approach procedures are published onthe appropriate FAA Form 8260 or appropriate militaryform and require a detailed clearance when they are issuedto the pilot.2. In the event of a missed approach involving a turn,unless otherwise cleared, the pilot will proceed to themissed approach point before starting that turn.REFERENCE−FAAO 7110.65, Practice Approaches, Para 4−8−1.FAAO 7110.65, Vectors Below Minimum Altitude, Para 5−6−3.FAAO 7110.65, Successive or Simultaneous Departures, Para 5−8−3.FAAO 8260.19, Flight Procedures and <strong>Air</strong>space, Paras 404 and 815.FAAO 8260.3, United States Standard for Terminal InstrumentProcedures (TERPS), Paras 275, 278, 943, 957, and 997.4−8−10. APPROACH INFORMATIONSpecify the following in the approach clearance whenthe pilot says he/she is unfamiliar <strong>with</strong> the procedure:a. Initial approach altitude.b. Direction and distance from the holding fix<strong>with</strong>in which procedure turn is to be completed.c. Altitude at which the procedure turn is to bemade.d. Final approach course and altitude.e. Missed approach procedures if considerednecessary.PHRASEOLOGY−INITIAL APPROACH AT (altitude), PROCEDURE TURNAT (altitude), (number) MINUTES/MILES (direction),FINAL APPROACH ON (name of NAVAID) (specified)COURSE/RADIAL/AZIMUTH AT (altitude).4−8−11. PRACTICE APPROACHESExcept for military aircraft operating at militaryairfields, ensure that neither VFR nor IFR practiceapproaches disrupt the flow of other arriving anddeparting IFR or VFR aircraft. Authorize, <strong>with</strong>drawauthorization, or refuse to authorize practiceapproaches as traffic conditions require. Normally,approaches in progress should not be terminated.NOTE−The priority afforded other aircraft over practiceinstrument approaches is not intended to be so rigidlyapplied that it causes grossly inefficient application ofservices.a. Separation.1. IFR aircraft practicing instrument approachesshall be afforded standard separation inaccordance <strong>with</strong> Chapter 3, Chapter 4, Chapter 5,Chapter 6, and Chapter 7 minima until:(a) The aircraft lands, and the flight isterminated, or(b) The pilot cancels the flight plan.2. Where procedures require application of IFRseparation to VFR aircraft practicing instrumentapproaches, standard IFR separation in accordance<strong>with</strong> Chapter 3, Chapter 4, Chapter 5, Chapter 6, andChapter 7 shall be provided. <strong>Control</strong>ler responsibilityfor separation begins at the point where the approachclearance becomes effective. Except for heavyaircraft/B757, 500 feet vertical separation may beapplied between VFR aircraft and between a VFRand an IFR aircraft.REFERENCE−FAAO 7210.3, Practice Instrument Approaches, Para 6−4−4.FAAO 7210.3, Practice Instrument Approaches, Para 10−4−5.3. Where separation services are not provided toVFR aircraft practicing instrument approaches, thecontroller shall;(a) Instruct the pilot to maintain VFR.(b) Advise the pilot that separation servicesare not provided.4−8−6Approach Clearance Procedures
8/5/04<strong>7110.65P</strong> CHG 1PHRASEOLOGY−“(<strong>Air</strong>craft identification) MAINTAIN VFR, PRACTICEAPPROACH APPROVED, NO SEPARATION SERVICESPROVIDED.”(c) Provide traffic information or advise thepilot to contact the appropriate facility.4. If an altitude is assigned, including at orabove/below altitudes, the altitude specified mustmeet MVA, minimum safe altitude, or minimum IFRaltitude criteria.REFERENCE−FAAO 7110.65, Altitude Assignments, Para 7−7−5.5. All VFR aircraft shall be instructed tomaintain VFR on initial contact or as soon as possiblethereafter.NOTE−This advisory is intended to remind the pilot that eventhough ATC is providing IFR-type instructions, the pilot isresponsible for compliance <strong>with</strong> the applicable parts of theCFR governing VFR flight.b. Missed Approaches.1. Unless alternate instructions have beenissued, IFR aircraft are automatically authorized toexecute the missed approach depicted for theinstrument approach being flown.REFERENCE−FAAO 7110.65, Missed Approach, Para 4−8−9.2. VFR aircraft are not automatically authorizedto execute the missed approach procedure. Thisauthorization must be specifically requested by thepilot and approved by the controller. When a missedapproach has been approved, separation shall beprovided throughout the missed approach.REFERENCE−FAAO 7110.65, Visual Separation, Para 7−2−1.4−8−12. LOW APPROACH ANDTOUCH-AND-GOConsider an aircraft cleared for a touch-and-go, lowapproach, or practice approach as an arriving aircraftuntil that aircraft touches down or crosses the landingthreshold; thereafter, consider the aircraft as adeparting aircraft. Before the aircraft begins its finaldescent, issue the appropriate departure instructionsthe pilot is to follow upon completion of the approach(in accordance <strong>with</strong> para 4−3−2, Departure Clearances).Climb-out instructions must include aspecific heading or a route of flight and altitude,except when the aircraft will maintain VFR andcontact the tower.EXAMPLE−“After completing low approach, climb and maintain sixthousand. Turn right, heading three six zero.”“Maintain VFR, contact tower.”(Issue other instructions as appropriate.)NOTE−Climb-out instructions may be omitted after the firstapproach if instructions remain the same.Approach Clearance Procedures4−8−7
2/19/04<strong>7110.65P</strong>Chapter 5. RadarSection 1. General5−1−1. PRESENTATION AND EQUIPMENTPERFORMANCEProvide radar service only if you are personallysatisfied that the radar presentation and equipmentperformance is adequate for the service beingprovided.NOTE−The provision of radar service is not limited to the distanceand altitude parameters obtained during the commissioningflight check.5−1−2. ALIGNMENT ACCURACY CHECKDuring relief briefing, or as soon as possible afterassuming responsibility for a control position, checkthe operating equipment for alignment accuracy anddisplay acceptability. Recheck periodically throughoutthe watch.REFERENCE−FAAO 7210.3, Chapter 3, Chapter 8, Chapter 9, Chapter 10, andChapter 11.Comparable Military Directives.TERMINALa. Check the alignment of the radar video displayby assuring that the video/digital map or overlay isproperly aligned <strong>with</strong> a permanent target of knownrange and azimuth on the radar display. Wherepossible, check one permanent target per quadrant.b. Accuracy of the radar video display shall beverified for digitized radar systems by using themoving target indicator (MTI) reflectors, fixedlocation beacon transponders (Parrots), beaconreal−time quality control (RTQC) symbols orcalibration performance monitor equipment (CPME)beacon targets.REFERENCE−FAAO 7210.3, Tolerance for Radar Fix Accuracy, Para 3−8−1.c. STARS equipment conducts continuous self−monitoring of alignment accuracy; therefore, controlleralignment checks are not required.EN ROUTEd. When operating in the narrowband mode(Stage A) alignment checking is accomplished by theoperational program as part of the certificationprocedures for system startup and then on a real−timebasis during operational hours.e. When operating in the EDARC/DARC/HOSTor EDARC/DARC mode, ensure the PVD/MDMcenter and altitude limits for the system areappropriate for the operating position.REFERENCE−FAAO 7110.65, Selected Altitude Limits, Para 5−14−5.MEARTSf. The operational program accomplishes alignmentchecking. Verification of accuracy shall beaccomplished through the use of “targets ofopportunity” over displayed fixes, navigational aids,etc., in accordance <strong>with</strong> provisions of FAAO 7210.3,para 8−3−1, Digital Map Verification.5−1−3. RADAR USEUse radar information derived from primary andsecondary radar systems.REFERENCE−FAAO 7110.65, Beacon Range Accuracy, Para 5−1−4.FAAO 7110.65, Inoperative or Malfunctioning Interrogator,Para 5−2−15.a. Secondary radar may be used as the sole displaysource as follows:1. In Class A airspace.REFERENCE−FAAO 7110.65, Failed Transponder in Class A <strong>Air</strong>space, Para 5−2−16.14 CFR Section 91.135, Operations in Class A <strong>Air</strong>space.2. Outside Class A airspace, or where mix ofClass A airspace/non−Class A airspace exists, onlywhen:(a) Additional coverage is provided bysecondary radar beyond that of the primary radar.(b) The primary radar is temporarily unusableor out of service. Advise pilots when these conditionsexist.PHRASEOLOGY−PRIMARY RADAR OUT OF SERVICE. RADAR TRAFFICADVISORIES AVAILABLE ON TRANSPONDERAIRCRAFT ONLY.General5−1−1
<strong>7110.65P</strong> CHG 18/5/04NOTE−1. Advisory may be omitted when provided on ATIS andpilot indicates having ATIS information.2. Advisory may be omitted when there is overlappingprimary radar coverage from multiple radar sites.(c) A secondary radar system is the onlysource of radar data for the area of service. When thesystem is used for separation, beacon range accuracyis assured, as provided in para 5−1−4, Beacon RangeAccuracy.NOTE−1. This provision is to authorize secondary radar onlyoperations where there is no primary radar available andthe condition is temporary.2. Since Terminal facilities use Long Range Radar, this isapplicable to En Route and Terminal Radar Facilities.b. TERMINAL. Do not use secondary radar toconduct surveillance (ASR) final approaches unlessthe system is fully digitized, or an emergency existsand the pilot concurs.5−1−4. BEACON RANGE ACCURACYa. You may use beacon targets for separationpurposes if beacon range accuracy is verified by oneof the following methods:NOTE−1. The check for verification of beacon range accuracyaccomplished by correlation of beacon and primary radartargets of the same aircraft is not a check of displayaccuracy. Therefore, it is not necessary that it be done usingthe same display <strong>with</strong> which separation is being provided,nor the same targets being separated.2. Narrowband: Beacon range accuracy for automatednarrowband display equipment is verified by AFpersonnel. Consequently, further verification by thecontroller is unnecessary.1. Correlate beacon and primary targets of thesame aircraft (not necessarily the one being providedseparation) to assure that they coincide.2. When beacon and primary targets of the sameaircraft do not coincide, correlate them to assure thatany beacon displacement agrees <strong>with</strong> the specifieddistance and direction for that particular radarsystem.3. Refer to beacon range monitoring equipmentwhere so installed.b. If beacon range accuracy cannot be verified,you may use beacon targets only for trafficinformation.REFERENCE−FAAO 7110.65, Radar Use, Para 5−1−3.5−1−5. ELECTRONIC ATTACK (EA) ACTIVITYa. Refer all EA activity requests to the appropriatecenter supervisor.REFERENCE−FAAO 7610.4, Chapter 2, Section 7, Electronic Attack (EA)Missions/Exercises.NOTE−EA activity can subsequently result in a request to apply EAvideos to the radar system which may necessitate thedecertification of the narrowband search radar. TheSystems Engineer should be consulted concerning theeffect of EA on the operational use of the narrowband radarprior to approving/disapproving requests to conduct EAactivity.b. When EA activity interferes <strong>with</strong> the operationaluse of radar:1. EN ROUTE. Request the responsible militaryunit or aircraft, if initial request was receiveddirectly from pilot, to suspend the activity.2. TERMINAL. Request suspension of theactivity through the ARTCC. If immediate cessationof the activity is required, broadcast the requestdirectly to the EA aircraft on the emergencyfrequency. Notify the ARTCC of direct broadcast assoon as possible.c. When previously suspended activity will nolonger interfere:1. EN ROUTE. Inform the NORAD unit oraircraft that it may be resumed.2. TERMINAL. Inform the ARTCC or aircraftthat it may be resumed. Obtain approval from theARTCC prior to broadcasting a resume clearancedirectly to the aircraft.d. In each stop request, include your facility name,type of EA activity (chaff dispensing− “stream”/“burst” or electronic jamming− “buzzer”), radar bandaffected and, when feasible, expected duration ofsuspension.PHRASEOLOGY−BIG PHOTO (identification, if known) (name)CENTER/TOWER/APPROACH CONTROL.To stop EA activity:5−1−2General
8/5/04<strong>7110.65P</strong> CHG 1STOP STREAM/BURST IN AREA (area name) (degree anddistance from facility),orSTOP BUZZER ON (frequency band or channel).To resume EA activity:RESUME STREAM/BURST,orRESUME BUZZER ON (frequency band or channel).5−1−6. SERVICE LIMITATIONSa. When radar mapping is not available, limitradar services to:1. Separating identified aircraft targets.2. Vectoring aircraft to intercept a PAR finalapproach course.3. Providing radar service in areas that ensure noconfliction <strong>with</strong> traffic on airways, other ATC areasof jurisdiction, restricted or prohibited areas, terrain,etc.b. EN ROUTE. Stage A and DARC− When theposition symbol associated <strong>with</strong> the full data blockfalls more than one history behind the actual aircrafttarget or there is no target symbol displayed, theMode C information in the full data block shall not beused for the purpose of determining separation.c. Report radar malfunctions immediately forcorrective action and for dispatch of a Notice to<strong>Air</strong>men. Advise adjacent ATC facilities whenappropriate.REFERENCE−FAAO 7110.65, Reporting Essential Flight Information, Para 2−1−9.FAAO 7210.3, Chapter 3, Chapter 7, Chapter 10 Section 5, andChapter 11 Section 2.5−1−7. ELECTRONIC CURSORTERMINALa. An electronic cursor may be used to aid inidentifying and vectoring an aircraft and to give finerdelineation to a video map. Do not use it as asubstitute for a video map or map overlay; e.g., toform intersections, airway boundaries, final approachcourses, etc.b. Fixed electronic cursors may be used to formthe final approach course for surveillance approachesconducted by military operated mobile radarfacilities.5−1−8. MERGING TARGET PROCEDURESa. Except while they are established in a holdingpattern, apply merging target procedures to all radaridentified:1. <strong>Air</strong>craft at 10,000 feet and above.2. Turbojet aircraft regardless of altitude.REFERENCE−P/CG Term− Turbojet <strong>Air</strong>craft.3. Presidential aircraft regardless of altitude.b. Issue traffic information to those aircraft listedin subpara a whose targets appear likely to mergeunless the aircraft are separated by more than theappropriate vertical separation minima.EXAMPLE−“<strong>Traffic</strong> twelve o’clock, seven miles, eastbound, MD−80, atone seven thousand.”“United Sixteen and American Twenty-five, traffic twelveo’clock, one zero miles, opposite direction, eastboundseven twenty seven at flight level three three zero,westbound MD−Eighty at flight level three one zero.”c. If the pilot requests, vector his/her aircraft toavoid merging <strong>with</strong> the target of previously issuedtraffic.NOTE−<strong>Air</strong>craft closure rates are so rapid that when applyingmerging target procedures, controller issuance of trafficmust be commenced in ample time for the pilot to decide ifa vector is necessary.d. If unable to provide vector service, inform thepilot.5−1−9. HOLDING PATTERN SURVEILLANCEProvide radar surveillance of outer fix holding patternairspace areas, or any portions thereof, shown on yourradar scope (displayed on the video map or scribed onthe map overlay) whenever aircraft are holding there.Attempt to detect any aircraft that stray outside thearea. If you detect an aircraft straying outside the area,assist it to return to the assigned airspace.General5−1−3
<strong>7110.65P</strong>2/19/045−1−10. DEVIATION ADVISORIESInform an aircraft when it is observed in a positionand on a track which will obviously cause the aircraftto deviate from its protected airspace area. Ifnecessary, assist the aircraft to return to the assignedprotected airspace.REFERENCE−FAAO 7110.65, Route or Altitude Amendments, Para 4−2−5.FAAO 7110.65, Methods, Para 7−9−3.5−1−11. RADAR FIX POSTINGEN ROUTEA controller is required to manually record at leastonce the observed or reported time over a fix for eachcontrolled aircraft in their sector of responsibilityonly when the flight progress recording componentsof the HOST/DARC or the EARTS systems are notoperational.REFERENCE−FAAO 7210.3, Flight Progress Strip Usage, Para 6−1−6.FAAO 7210.3, Flight Progress Strip Usage, Para 10−1−8.5−1−12. POSITION REPORTINGIf necessary, you may request an aircraft to provide anestimate or report over a specific fix. After an aircraftreceives the statement “radar contact” from ATC, itdiscontinues reporting over compulsory reportingpoints. It resumes normal position reporting whenATC informs it “radar contact lost” or “radar serviceterminated.”REFERENCE−P/CG Term− Radar Contact.a. When required, inform an aircraft of its position<strong>with</strong> respect to a fix or airway.PHRASEOLOGY−OVER/PASSING (fix).(Number of miles) MILES FROM (fix).(Number of miles) MILES (direction) OF (fix, airway, orlocation).CROSSING/JOINING/DEPARTING (airway or route).INTERCEPTING/CROSSING (name of NAVAID)(specified) RADIAL.5−1−13. RADAR SERVICE TERMINATIONa. Inform aircraft when radar service is terminated.PHRASEOLOGY−RADAR SERVICE TERMINATED (nonradar routing ifrequired).b. Radar service is automatically terminated andthe aircraft needs not be advised of termination when:NOTE−1. Termination of radar monitoring when conductingsimultaneous ILS/MLS approaches is prescribed inpara 5−9−7, Simultaneous Independent ILS/MLS Approaches−Dual & Triple.2. Termination of radar monitoring where PAR equipmentis used to monitor approaches is prescribed inpara 5−13−3, Monitor Information.1. An aircraft cancels its IFR flight plan, except<strong>with</strong>in Class B airspace, Class C airspace, TRSA, orwhere basic radar service is provided.2. An aircraft conducting an instrument, visual,or contact approach has landed or has been instructedto change to advisory frequency.3. At tower-controlled airports where radarcoverage does not exist to <strong>with</strong>in 1 / 2 mile of the endof the runway, arriving aircraft shall be informedwhen radar service is terminated.REFERENCE−FAAO 7210.3, Radar Tolerances, Para 10−5−6.4. TERMINAL. An arriving VFR aircraft receivingradar service to a tower-controlled airport<strong>with</strong>in Class B airspace, Class C airspace, TRSA, orwhere basic radar service is provided has landed, orto all other airports, is instructed to change to toweror advisory frequency.5. TERMINAL. An aircraft completes a radarapproach.REFERENCE−FAAO 7110.65, Service Provided When Tower is Inoperative,Para 7−6−12.5−1−4General
2/19/04<strong>7110.65P</strong>Section 2. Beacon Systems5−2−1. ASSIGNMENT CRITERIAa. General.1. Mode 3/A is designated as the commonmilitary/civil mode for air traffic control use.2. Make radar beacon code assignments to onlyMode 3/A transponder-equipped aircraft.b. Unless otherwise specified in a directive or aletter of agreement, make code assignments todeparting, en route, and arrival aircraft in accordance<strong>with</strong> the procedures specified in this section for theradar beacon code environment in which you areproviding ATC service. Give first preference to theuse of discrete beacon codes.PHRASEOLOGY−SQUAWK THREE/ALFA (code),orSQUAWK (code).NOTE−A code environment is determined by an operatingposition’s/sector’s equipment capability to decode radarbeacon targets using either the first and second or all fourdigits of a beacon code.REFERENCE−FAAO 7110.65, Beacon Identification Methods, Para 5−3−3.5−2−2. DISCRETE ENVIRONMENTa. Issue discrete beacon codes assigned by thecomputer. Computer-assigned codes may be modifiedas required.1. TERMINAL. <strong>Air</strong>craft that will remain <strong>with</strong>inthe terminal facility’s delegated airspace shall beassigned a code from the code subset allocated to theterminal facility.2. TERMINAL. Unless otherwise specified in afacility directive or a letter of agreement, aircraft thatwill enter an adjacent ATTS facility’s delegatedairspace shall be assigned a beacon code assigned bythe ARTCC computer.NOTE−1. This will provide the adjacent facility advanceinformation on the aircraft and will cause auto-acquisitionof the aircraft prior to handoff.2. When an IFR aircraft, or a VFR aircraft that has beenassigned a beacon code by the host computer and whoseflight plan will terminate in another facility’s area, cancelsATC service or does not activate the flight plan, send aremove strips (RS) message on that aircraft via hostkeyboard, the FDIO keyboard, or call via service F.b. Make handoffs to other positions/sectors on thecomputer-assigned code.c. Coastal facilities accepting “over” traffic thatwill subsequently be handed-off to an oceanicARTCC shall reassign a new discrete beacon code toan aircraft when it first enters the receiving facility’sairspace. The code reassignment shall be accomplishedby inputting an appropriate message into thecomputer and issued to the pilot while operating in thefirst sector/position in the receiving facility’sairspace.NOTE−Per an agreement between FAA and the Department ofDefense, 17 Code subsets in the NBCAP have beenreserved for exclusive military use outside NBCAPairspace. To maximize the use of these subsets, they havebeen allocated to ARTCC’s underlying NBCAP airspacethat do not abut an oceanic ARTCC’s area. To preclude apotential situation where two aircraft might be in the sameairspace at the same time on the same discrete code, it isnecessary to reassign an aircraft another code as specifiedin subpara c.REFERENCE−FAAO 7110.65, Mixed Environment, Para 5−2−4.FAAO 7110.65, VFR Code Assignments, Para 5−2−9.FAAO 7110.65, Beacon Identification Methods, Para 5−3−3.5−2−3. NONDISCRETE ENVIRONMENTa. Assign appropriate nondiscrete beacon codesfrom the function codes specified in para 5−2−6,Function Code Assignments.b. Unless otherwise coordinated at the time ofhandoff, make handoffs to other positions/sectors onan appropriate nondiscrete function code.REFERENCE−FAAO 7110.65, Mixed Environment, Para 5−2−4.FAAO 7110.65, VFR Code Assignments, Para 5−2−9.FAAO 7110.65, Beacon Identification Methods, Para 5−3−3.5−2−4. MIXED ENVIRONMENTa. When discrete beacon code capability does notexist in your area of responsibility, comply <strong>with</strong> theprocedures specified in para 5−2−3, NondiscreteEnvironment.Beacon Systems5−2−1
<strong>7110.65P</strong>2/19/04NOTE−In a mixed code environment, a situation may exist wherea discrete-equipped position/sector ex<strong>changes</strong> control ofaircraft <strong>with</strong> nondiscrete-equipped facilities or vice versa.b. When discrete beacon code capability exists inyour area of responsibility:1. Comply <strong>with</strong> the procedures specified inpara 5−2−2, Discrete Environment, and2. Unless otherwise coordinated at the time ofhandoff, assign aircraft that will enter the area ofresponsibility of a nondiscrete-equipped position/sector an appropriate nondiscrete function code fromthe codes specified in para 5−2−6, Function CodeAssignments, prior to initiating a handoff.REFERENCE−FAAO 7110.65, IFR-VFR and VFR-IFR Flights, Para 4−2−8.FAAO 7110.65, VFR Code Assignments, Para 5−2−9.FAAO 7110.65, Beacon Identification Methods, Para 5−3−3.5−2−5. RADAR BEACON CODE CHANGESUnless otherwise specified in a directive or a letter ofagreement or coordinated at the time of handoff, donot request an aircraft to change from the code it wassquawking in the transferring facility’s area until theaircraft is <strong>with</strong>in your area of responsibility.REFERENCE−FAAO 7110.65, IFR-VFR and VFR-IFR Flights, Para 4−2−8.FAAO 7110.65, Beacon Identification Methods, Para 5−3−3.5−2−6. FUNCTION CODE ASSIGNMENTSUnless otherwise specified by a directive or a letter ofagreement, make nondiscrete code assignments fromthe following categories:a. Assign codes to departing IFR aircraft asfollows:1. Code 2000 to an aircraft which will climb toFL 240 or above or to an aircraft which will climb toFL 180 or above where the base of Class A airspaceand the base of the operating sector are at FL 180, andfor inter-facility handoff the receiving sector is alsostratified at FL 180. The en route code shall not beassigned until the aircraft is established in the highaltitude sector.2. Code 1100 to an aircraft which will remainbelow FL 240 or below FL 180 as above.3. For handoffs from terminal facilities when sospecified in a letter of agreement as follows:(a) Within NBCAP airspace− Code 0100 toCode 0400 inclusive or any other code authorized bythe regional air traffic division.(b) Outside NBCAP airspace− Code 1000 orone of the codes from 0100 to 0700 inclusive or anyother code authorized by the regional air trafficdivision.b. Assign codes to en route IFR aircraft as follows:NOTE−1. FL 180 may be used in lieu of FL 240 where the base ofClass A airspace and the base of the operating sector areat FL 180, and for inter-facility handoff the receivingsector is also stratified at FL 180.2. The provisions of subparas b2(b) and (c) may bemodified by facility directive or letter of agreement whenoperational complexities or simplified sectorizationindicate. Letters of agreement are mandatory when theoperating sectors of two facilities are not stratified atidentical levels. The general concept of utilizingCodes 2100 through 2500 <strong>with</strong>in Class A airspace shouldbe adhered to.1. <strong>Air</strong>craft operating below FL 240 or whencontrol is transferred to a controller whose areaincludes the stratum involved.(a) Code 1000 may be assigned to aircraftchanging altitudes.(b) Code 1100 to an aircraft operating at anassigned altitude below FL 240. Should an additionalcode be operationally desirable, Code 1300 shall beassigned.2. <strong>Air</strong>craft operating at or above FL 240 or whencontrol is transferred to a controller whose areaincludes the stratum involved.(a) Code 2300 may be assigned to aircraftchanging altitudes.(b) Code 2100 to an aircraft operating at anassigned altitude from FL 240 to FL 330 inclusive.Should an additional code be operationally desirable,Code 2200 shall be assigned.(c) Code 2400 to an aircraft operating at anassigned altitude from FL 350 to FL 600 inclusive.Should an additional code be operationally desirable,Code 2500 shall be assigned.3. Code 4000 when aircraft are operating on aflight plan specifying frequent or rapid <strong>changes</strong> inassigned altitude in more than one stratum or other5−2−2Beacon Systems
2/19/04<strong>7110.65P</strong>conditions of flight not compatible <strong>with</strong> a stratifiedcode assignment.NOTE−1. Categories of flight that can be assigned Code 4000include certain flight test aircraft, MTR missions, aerialrefueling operation requiring descent involving more thanone stratum, ALTRVs where continuous monitoring of ATCcommunications facilities is not required and frequentaltitude <strong>changes</strong> are approved, and other aircraftoperating on flight plans requiring special handling byATC.2. Military aircraft operating VFR or IFR in restricted/warning areas or VFR on VR routes will adjust theirtransponders to reply on Code 4000 unless another codehas been assigned by ATC or coordinated, if possible, <strong>with</strong>ATC.c. Assign the following codes to arriving IFRaircraft, except military turbojet aircraft as specifiedin para 4−7−4, Radio Frequency and Radar BeaconChanges for Military <strong>Air</strong>craft:NOTE−FL 180 may be used in lieu of FL 240 where the base ofClass A airspace and the base of the operating sector areat FL 180, and for inter-facility handoff the receivingsector is also stratified at FL 180.1. Code 2300 may be assigned for descentswhile above FL 240.2. Code 1500 may be assigned for descents intoand while <strong>with</strong>in the strata below FL 240, or <strong>with</strong>prior coordination the specific code utilized by thedestination controller, or the code currently assignedwhen descent clearance is issued.3. The applicable en route code for the holdingaltitude if holding is necessary before entering theterminal area and the appropriate code in subparas 1or 2.REFERENCE−FAAO 7110.65, IFR-VFR and VFR-IFR Flights, Para 4−2−8.FAAO 7110.65, Nondiscrete Environment, Para 5−2−3.FAAO 7110.65, Mixed Environment, Para 5−2−4.FAAO 7110.65, VFR Code Assignments, Para 5−2−9.FAAO 7110.65, Beacon Identification Methods, Para 5−3−3.5−2−7. EMERGENCY CODE ASSIGNMENTAssign codes to emergency aircraft as follows:a. Code 7700 when the pilot declares anemergency and the aircraft is not radar identified.PHRASEOLOGY−SQUAWK MAYDAY ON 7700.b. After radio and radar contact have been established,you may request other than single-pilotedhelicopters and single-piloted turbojet aircraft tochange from Code 7700 to another code appropriatefor your radar beacon code environment.NOTE−1. The code change, based on pilot concurrence, thenature of the emergency, and current flight conditions willsignify to other radar facilities that the aircraft in distressis identified and under ATC control.2. Pilots of single-piloted helicopters and single-pilotedturbojet aircraft may be unable to reposition transpondercontrols during the emergency.PHRASEOLOGY−RADAR CONTACT (position). IF FEASIBLE, SQUAWK(code).REFERENCE−FAAO 7110.65, Beacon Identification Methods, Para 5−3−3.c. The following shall be accomplished on aMode C equipped VFR aircraft which is inemergency but no longer requires the assignment ofCode 7700:1. TERMINAL. Assign a beacon code that willpermit terminal minimum safe altitude warning(MSAW) alarm processing.2. EN ROUTE. An appropriate keyboard entryshall be made to ensure en route MSAW (EMSAW)alarm processing.5−2−8. RADIO FAILUREWhen you observe a Code 7600 display, apply theprocedures in para 10−4−4, Communications Failure.NOTE−Should a transponder-equipped aircraft experience a lossof two-way radio communications capability, the pilot canbe expected to adjust his/her transponder to Code 7600.REFERENCE−FAAO 7110.65, Beacon Identification Methods, Para 5−3−3.5−2−9. VFR CODE ASSIGNMENTSa. For VFR aircraft receiving radar advisories,assign an appropriate function code or computer-assignedcode for the code environment in which youare providing service.NOTE−1. Para 5−2−2, Discrete Environment; para 5−2−3,Nondiscrete Environment, and para 5−2−4, MixedEnvironment, specify code assignment procedures tofollow for the three code environments.Beacon Systems5−2−3
<strong>7110.65P</strong>2/19/042. Para 5−2−6, Function Code Assignments, specifies thefunction code allocation from which an appropriate codefor the aircraft indicated in subpara a should be selected.In the terminal environment, additional function codes maybe authorized by the regional air traffic division.1. If the aircraft is outside of your area ofresponsibility and an operational benefit will begained by retaining the aircraft on your frequency forthe purpose of providing services, ensure thatcoordination has been effected:(a) As soon as possible after positiveidentification, and(b) Prior to issuing a control instruction orproviding a service other than a safety alert/trafficadvisory.NOTE−Safety alerts/traffic advisories may be issued to an aircraftprior to coordination if an imminent situation may beaverted by such action. Coordination should be effected assoon as possible thereafter.b. Instruct IFR aircraft which cancel an IFR flightplan and are not requesting radar advisory service andVFR aircraft for which radar advisory service is beingterminated to squawk the VFR code.PHRASEOLOGY−SQUAWK VFR.orSQUAWK 1200.NOTE−1. <strong>Air</strong>craft not in contact <strong>with</strong> an ATC facility may squawk1255 in lieu of 1200 while en route to/from or <strong>with</strong>in thedesignated fire fighting area(s).2. VFR aircraft which fly authorized SAR missions for theUSAF or USCG may be advised to squawk 1277 in lieu of1200 while en route to/from or <strong>with</strong>in the designated searcharea.REFERENCE−FAAO 7110.66, National Beacon Code Allocation Plan.c. When an aircraft <strong>changes</strong> from VFR to IFR, thecontroller shall assign a beacon code to Mode Cequipped aircraft that will allow MSAW alarms.REFERENCE−FAAO 7110.65, Beacon Identification Methods, Para 5−3−3.5−2−10. BEACON CODE FOR PRESSURE SUITFLIGHTS AND FLIGHTS ABOVE FL 600a. Mode 3/A, Code 4400, and discreteCodes 4401 through 4477 are reserved for use byR−71, F−12, U−2, B−57, pressure suit flights, andaircraft operations above FL 600.NOTE−The specific allocation of the special use codes insubset 4400 is in FAAO 7110.66, National Beacon CodeAllocation Plan.b. Ensure that aircraft remain on Code 4400 or oneof the special use discrete codes in the 4400 subset iffiled as part of the flight plan. Except whenunforeseen events, such as weather deviations,equipment failure, etc., cause more than one aircraft<strong>with</strong> same Mode 3/A discrete beacon codes to be inthe same or adjacent ARTCC’s airspace at the sametime, a controller may request the pilot to make a codechange, squawk standby, or to stop squawk asappropriate.NOTE−Due to the inaccessibility of certain equipment to the flightcrews, Code 4400 or a discrete code from the 4400 subsetis preset on the ground and will be used throughout theflight profile including operations below FL 600.<strong>Control</strong>lers should be cognizant that not all aircraft may beable to accept the transponder <strong>changes</strong> identified in theexception. Emergency Code 7700, however, can beactivated.REFERENCE−FAAO 7110.65, Beacon Identification Methods, Para 5−3−3.5−2−11. AIR DEFENSE EXERCISE BEACONCODE ASSIGNMENTEN ROUTEEnsure exercise FAKER aircraft remain on theexercise flight plan filed discrete beacon code.NOTE−1. NORAD will ensure exercise FAKER aircraft flightplans are filed containing discrete beacon codes from theDepartment of Defense code allocation specified inFAAO 7610.4, Special Military Operations, Appendix 8.2. NORAD will ensure that those FAKER aircraft assignedthe same discrete beacon code are not flight planned in thesame or any adjacent ARTCC’s airspace at the same time.(Simultaneous assignment of codes will only occur whenoperational requirements necessitate.)REFERENCE−FAAO 7110.65, Beacon Identification Methods, Para 5−3−3.5−2−4Beacon Systems
2/19/04<strong>7110.65P</strong>5−2−12. STANDBY OR LOW SENSITIVITYOPERATIONYou may instruct an aircraft operating on an assignedcode to change transponder to “standby” or “lowsensitivity” position:NOTE−National standards no longer require improvedtransponder to be equipped <strong>with</strong> the low sensitivity feature.Therefore, aircraft <strong>with</strong> late model transponders will beunable to respond to a request to “squawk low.”a. When approximately 15 miles from itsdestination and you no longer desire operation of thetransponder.b. When necessary to reduce clutter in amulti-target area, or to reduce “ring-around” or otherphenomena, provided you instruct the aircraft toreturn to “normal sensitivity” position as soon aspossible thereafter.PHRASEOLOGY−SQUAWK STANDBY,orSQUAWK LOW/NORMAL.REFERENCE−FAAO 7110.65, Beacon Identification Methods, Para 5−3−3.5−2−13. CODE MONITORContinuously monitor the Mode 3/A radar beaconcodes assigned for use by aircraft operating <strong>with</strong>inyour area of responsibility when nonautomatedbeacon decoding equipment (e.g., 10−channeldecoder) is used to display the target symbol.REFERENCE−FAAO 7110.65, Function Code Assignments, Para 5−2−6.NOTE−In addition to alphanumeric and control symbologyprocessing enhancements, the MEARTS, STARS, and theTPX−42 systems are equipped <strong>with</strong> automatic beacondecoders. Therefore, in facilities where the automaticbeacon decoders are providing the control slash video,there is no requirement to have the nonautomated decodingequipment operating simultaneously.REFERENCE−FAAO 7210.3, Monitoring of Mode 3/A Radar Beacon Codes,Para 3−7−4.a. This includes the appropriate IFR code actuallyassigned and, additionally, Code 1200, Code 1255,and Code 1277 unless your area of responsibilityincludes only Class A airspace. During periods whenring-around or excessive VFR target presentationsderogate the separation of IFR traffic, the monitoringof VFR Code 1200, Code 1255, and Code 1277 maybe temporarily discontinued.b. Positions of operation which contain arestricted or warning area or VR route <strong>with</strong>in orimmediately adjacent to their area of jurisdictionshall monitor Code 4000 and any other code used inlieu of 4000 <strong>with</strong>in the warning/restricted area or VRroute. If by local coordination <strong>with</strong> the restricted/warningarea or VR route user a code other than4000 is to be exclusively used, then this code shall bemonitored.c. If a normally assigned beacon code disappears,check for a response on the following codes in theorder listed and take appropriate action:NOTE−When Codes 7500 and/or 7600 have been preselected, itwill be necessary for the ID−SEL−OFF switches for thesecodes to be left in the off position so that beacon target foran aircraft changing to one of these codes will disappear,thereby alerting the controller to make the check. Thischeck will not be required if automatic alerting capabilityexists.1. Code 7500 (hijack code).REFERENCE−FAAO 7110.65, Hijacked <strong>Air</strong>craft, Para 10−2−6.2. Code 7600 (loss of radio communicationscode).5−2−14. FAILURE TO DISPLAY ASSIGNEDBEACON CODE OR INOPERATIVE/MALFUNC-TIONING TRANSPONDERa. Inform an aircraft <strong>with</strong> an operable transponderthat the assigned beacon code is not being displayed.PHRASEOLOGY−(Identification) RESET TRANSPONDER, SQUAWK(appropriate code).b. Inform an aircraft when its transponder appearsto be inoperative or malfunctioning.PHRASEOLOGY−(Identification) YOUR TRANSPONDER APPEARSINOPERATIVE/MALFUNCTIONING, RESET,SQUAWK (appropriate code).c. Ensure that the subsequent control position inthe facility or the next facility, as applicable, isnotified when an aircraft transponder is malfunctioning/inoperative.REFERENCE−FAAO 7110.65, Beacon Identification Methods, Para 5−3−3.Beacon Systems5−2−5
<strong>7110.65P</strong>2/19/045−2−15. INOPERATIVE OR MALFUNCTIONINGINTERROGATORInform aircraft concerned when the ground interrogatorappears to be inoperative or malfunctioning.PHRASEOLOGY−(Name of facility or control function) BEACON INTERRO-GATOR INOPERATIVE/MALFUNCTIONING.REFERENCE−FAAO 7110.65, Radar Use, Para 5−1−3.FAAO 7110.65, Beacon Identification Methods, Para 5−3−3.5−2−16. FAILED TRANSPONDER IN CLASS AAIRSPACEDisapprove a request or <strong>with</strong>draw previously issuedapproval to operate in Class A airspace <strong>with</strong> a failedtransponder solely on the basis of traffic conditions orother operational factors.REFERENCE−FAAO 7110.65, Radar Use, Para 5−1−3.FAAO 7110.65, Beacon Identification Methods, Para 5−3−3.5−2−17. VALIDATION OF MODE C READOUTEnsure that Mode C altitude readouts are valid afteraccepting an interfacility handoff, initial track start,track start from coast/suspend tabular list, missing, orunreasonable Mode C readouts. For TPX−42 andequivalent systems ensure that altitude readout isvalid immediately after identification. (TCDD−/BANS−equipped tower cabs are not required tovalidate Mode C readouts after receiving interfacilityhandoffs from TRACONs according to the proceduresin para 5−4−3, Methods, subpara a4.)a. Consider an altitude readout valid when:1. It varies less than 300 feet from the pilotreported altitude, orPHRASEOLOGY−(If aircraft is known to be operating below the lowestuseable flight level),SAY ALTITUDE.or(If aircraft is known to be operating at or above the lowestuseable flight level),SAY FLIGHT LEVEL.2. You receive a continuous readout from anaircraft on the airport and the readout varies by lessthan 300 feet from the field elevation, orNOTE−A continuous readout exists only when the altitude filterlimits are set to include the field elevation.REFERENCE−FAAO 7110.65, Altitude Filters, Para 5−2−23.FAAO 7110.65, Selected Altitude Limits, Para 5−14−5.FAAO 7210.3, Display Data, Para 11−2−3.3. You have correlated the altitude informationin your data block <strong>with</strong> the validated information ina data block generated in another facility (by verballycoordinating <strong>with</strong> the other controller) and yourreadout is exactly the same as the readout in the otherdata block.b. When unable to validate the readout, do not usethe Mode C altitude information for separation.c. Whenever you observe an invalid Mode Creadout below FL 180:1. Issue the correct altimeter setting and confirmthe pilot has accurately reported the altitude.PHRASEOLOGY−(Location) ALTIMETER (appropriate altimeter), VERIFYALTITUDE.2. If the altitude readout continues to be invalid:(a) Instruct the pilot to turn off the altitudereportingpart of his/her transponder and include thereason; and(b) Notify the operations supervisor-inchargeof the aircraft call sign.PHRASEOLOGY−STOP ALTITUDE SQUAWK. ALTITUDE DIFFERS BY(number of feet) FEET.d. Whenever you observe an invalid Mode Creadout at or above FL 180, unless the aircraft isdescending below Class A airspace:1. Confirm that the pilot is using 29.92 inches ofmercury as the altimeter setting and has accuratelyreported the altitude.PHRASEOLOGY−CONFIRM USING TWO NINER NINER TWO AS YOURALTIMETER SETTING.(If aircraft is known to be operating at or above the lowestuseable flight level),VERIFY FLIGHT LEVEL.5−2−6Beacon Systems
2/19/04<strong>7110.65P</strong>2. If the Mode C readout continues to be invalid:(a) Instruct the pilot to turn off the altitudereportingpart of his/her transponder and include thereason; and(b) Notify the operational supervisor-inchargeof the aircraft call sign.PHRASEOLOGY−STOP ALTITUDE SQUAWK. ALTITUDE DIFFERS BY(number of feet) FEET.e. Whenever possible, inhibit altitude readouts onall consoles when a malfunction of the groundequipment causes repeated invalid readouts.5−2−18. ALTITUDE CONFIRMATION− MODE CRequest a pilot to confirm assigned altitude on initialcontact unless:NOTE−For the purpose of this paragraph, “initial contact” meansa pilot’s first radio contact <strong>with</strong> each sector/position.a. The pilot states the assigned altitude, orb. You assign a new altitude to a climbing or adescending aircraft, orc. The Mode C readout is valid and indicates thatthe aircraft is established at the assigned altitude, ord. TERMINAL. The aircraft was transferred toyou from another sector/position <strong>with</strong>in your facility(intrafacility).PHRASEOLOGY−(In level flight situations),VERIFY AT (altitude/flightlevel).(In climbing/descending situations),(if aircraft has been assigned an altitude below the lowestuseable flight level),VERIFY ASSIGNED ALTITUDE (altitude).or(If aircraft has been assigned a flight level at or above thelowest useable flight level),VERIFY ASSIGNED FLIGHT LEVEL (flight level).REFERENCE−FAAO 7110.65, Beacon Identification Methods, Para 5−3−3.5−2−19. ALTITUDE CONFIRMATION−NON−MODE Ca. Request a pilot to confirm assigned altitude oninitial contact unless:NOTE−For the purpose of this paragraph, “initial contact” meansa pilot’s first radio contact <strong>with</strong> each sector/position.1. The pilot states the assigned altitude, or2. You assign a new altitude to a climbing or adescending aircraft, or3. TERMINAL. The aircraft was transferred toyou from another sector/position <strong>with</strong>in your facility(intrafacility).PHRASEOLOGY−(In level flight situations),VERIFY AT (altitude/flightlevel).(In climbing/descending situations),VERIFY ASSIGNEDALTITUDE/FLIGHT LEVEL (altitude/flight level).b. USA. Reconfirm all pilot altitude read backs.PHRASEOLOGY−(If the altitude read back is correct),AFFIRMATIVE (altitude).(If the altitude read back is not correct),NEGATIVE. CLIMB/DESCEND AND MAINTAIN(altitude),orNEGATIVE. MAINTAIN (altitude).REFERENCE−FAAO 7110.65, Beacon Identification Methods, Para 5−3−3.5−2−20. AUTOMATIC ALTITUDE REPORTINGInform an aircraft when you want it to turn on/off theautomatic altitude reporting feature of its transponder.PHRASEOLOGY−SQUAWK ALTITUDE,orSTOP ALTITUDE SQUAWK.NOTE−<strong>Control</strong>lers should be aware that not all aircraft have acapability to disengage the altitude squawk independentlyfrom the beacon code squawk. On some aircraft bothfunctions are controlled by the same switch.Beacon Systems5−2−7
<strong>7110.65P</strong>2/19/04REFERENCE−FAAO 7110.65, Validation of Mode C Readout, Para 5−2−17.FAAO 7110.65, Beacon Identification Methods, Para 5−3−3.P/CG Term− Automatic Altitude Report.5−2−21. INFLIGHT DEVIATIONS FROMTRANSPONDER/MODE C REQUIREMENTSBETWEEN 10,000 FEET AND 18,000 FEETApply the following procedures to requests to deviatefrom the Mode C transponder requirement by aircraftoperating in the airspace of the 48 contiguous statesand the District of Columbia at and above 10,000 feetMSL and below 18,000 feet MSL, excluding theairspace at and below 2,500 feet AGL.NOTE−1. 14 CFR Section 91.215(b) provides, in part, that all U.S.registered civil aircraft must be equipped <strong>with</strong> an operable,coded radar beacon transponder when operating in thealtitude stratum listed above. Such transponders shall havea Mode 3/A 4096 code capability, replying to Mode 3/Ainterrogation <strong>with</strong> the code specified by ATC, or a Mode Scapability, replying to Mode 3/A interrogations <strong>with</strong> thecode specified by ATC. The aircraft must also be equipped<strong>with</strong> automatic pressure altitude reporting equipmenthaving a Mode C capability that automatically replies toMode C interrogations by transmitting pressure altitudeinformation in 100−foot increments.2. The exception to 14 CFR Section 91.215 (b) is 14 CFRSection 91.215(b)(5) which states: except balloons,gliders, and aircraft <strong>with</strong>out engine−driven electricalsystems.REFERENCE−FAAO 7210.3, Temporary Flight Restrictions, Chapter 18, Section 4.a. Except in an emergency, do not approve inflightrequests for authorization to deviate from 14 CFRSection 91.215(b)(5)(i) requirements originated byaircraft <strong>with</strong>out transponder equipment installed.b. Approve or disapprove other inflight deviationrequests, or <strong>with</strong>draw approval previously issued tosuch flights, solely on the basis of traffic conditionsand other operational factors.c. Adhere to the following sequence of actionwhen an inflight VFR deviation request is receivedfrom an aircraft <strong>with</strong> an inoperative transponder orMode C, or is not Mode C equipped:1. Suggest that the aircraft conduct its flight inairspace unaffected by the CFRs.2. Suggest that the aircraft file an IFR flightplan.3. Suggest that the aircraft provide a VFR routeof flight and maintain radio contact <strong>with</strong> ATC.d. Do not approve an inflight deviation unless theaircraft has filed an IFR flight plan or a VFR route offlight is provided and radio contact <strong>with</strong> ATC ismaintained.e. You may approve an inflight deviation requestwhich includes airspace outside your jurisdiction<strong>with</strong>out the prior approval of the adjacent ATCsector/facility providing a transponder/Mode C statusreport is forwarded prior to control transfer.f. Approve or disapprove inflight deviationrequests <strong>with</strong>in a reasonable period of time or advisewhen approval/disapproval can be expected.REFERENCE−FAAO 7110.65, Beacon Identification Methods, Para 5−3−3.5−2−22. BEACON TERMINATIONInform an aircraft when you want it to turn off itstransponder.PHRASEOLOGY−STOP SQUAWK.(For a military aircraft when you do not know if the militaryservice requires that it continue operating on anothermode),STOP SQUAWK (mode in use).REFERENCE−FAAO 7110.65, Beacon Identification Methods, Para 5−3−3.5−2−23. ALTITUDE FILTERSTERMINALSet altitude filters to display Mode C altitude readoutsto encompass all altitudes <strong>with</strong>in the controller’sjurisdiction. Set the upper limits no lower than1,000 feet above the highest altitude for which thecontroller is responsible. In those stratified positions,set the lower limit to 1,000 feet or more below thelowest altitude for which the controller is responsible.When the position’s area of responsibility includesdown to an airport field elevation, the facility willnormally set the lower altitude filter limit toencompass the field elevation so that provisions ofpara 2−1−6, Safety Alert, and para 5−2−17, Validationof Mode C Readout, subpara a2 may be applied.<strong>Air</strong> traffic managers may authorize temporarysuspension of this requirement when target clutter isexcessive.5−2−8Beacon Systems
2/19/04<strong>7110.65P</strong>Section 3. Radar Identification5−3−1. APPLICATIONBefore you provide radar service, establish andmaintain radar identification of the aircraft involved,except as provided in para 5−5−1, Application,subparas b2 and 3.REFERENCE−FAAO 7110.65, Use of Tower Radar Displays, Para 3−1−9.5−3−2. PRIMARY RADAR IDENTIFICATIONMETHODSIdentify a primary or radar beacon target by using oneof the following methods:a. Observing a departing aircraft target <strong>with</strong>in1 mile of the takeoff runway end at airports <strong>with</strong> anoperating control tower, provided one of thefollowing methods of coordination is accomplished.1. A verbal rolling/boundary notification isissued for each departure, or2. A nonverbal rolling/boundary notification isused for each departure aircraft.NOTE−Nonverbal notification can be accomplished via the use ofa manual or electronic “drop tube” or automation.b. Observing a target whose position <strong>with</strong> respectto a fix (displayed on the video map, scribed on themap overlay, or displayed as a permanent echo) or avisual reporting point (whose range and azimuth fromthe radar antenna has been accurately determined andmade available to the controller) corresponds <strong>with</strong> adirect position report received from an aircraft, andthe observed track is consistent <strong>with</strong> the reportedheading or route of flight. If a TACAN/VORTAC islocated <strong>with</strong>in 6,000 feet of the radar antenna, theTACAN/VORTAC may be used as a reference fix forradar identification <strong>with</strong>out being displayed on thevideo map or map overlay.NOTE−1. Establishment of radar identification through use ofDME position information can be complicated by the factthat some military TACANs are not collocated <strong>with</strong>frequency−paired VORs and might be separated from themby as much as 31 miles.2. Visual reporting points used for RADAR identificationare limited to those most used by pilots and whose rangeand azimuth have been determined by supervisorypersonnel.c. Observing a target make an identifying turn orturns of 30 degrees or more, provided the followingconditions are met:NOTE−Use of identifying turns or headings which would cause theaircraft to follow normal IFR routes or known VFR flightpaths might result in misidentification. When thesecircumstances cannot be avoided, additional methods ofidentification may be necessary.1. Except in the case of a lost aircraft, a pilotposition report is received which assures you that theaircraft is <strong>with</strong>in radar coverage and <strong>with</strong>in the areabeing displayed.2. Only one aircraft is observed making theseturns.3. For aircraft operating in accordance <strong>with</strong> anIFR clearance, you either issue a heading away froman area which will require an increased minimum IFRaltitude or have the aircraft climb to the highestminimum altitude in your area of jurisdiction beforeyou issue a heading.REFERENCE−FAAO 7110.65, Use of Tower Radar Displays, Para 3−1−9.FAAO 7110.65, Surveillance Unusable, Para 5−12−1.5−3−3. BEACON IDENTIFICATION METHODSWhen using only Mode 3/A radar beacon to identifya target, use one of the following methods:a. Request the aircraft to activate the “IDENT”feature of the transponder and then observe theidentification display.NOTE−1. At facilities where the single-slash “IDENT”modification is installed or other decoder modificationshave been made which increase the number of “blooming”target displays, it will be necessary to exercise additionalcare to preclude the possibility of misidentification.2. TERMINAL. When automated displays are operated inthe analog mode, the “IDENT” return is displayed as adouble slash and the emergency return as a single bloomerwhenever the beacon control head is in the “fail” position.PHRASEOLOGY−IDENT.SQUAWK (code) AND IDENT.Radar Identification5−3−1
<strong>7110.65P</strong> 2/19/04b. Request the aircraft to change to a specificdiscrete or nondiscrete code, as appropriate, and thenobserve the target or code display change. If a codechange is required in accordance <strong>with</strong> Section 2,Beacon Systems, of this chapter, use the codesspecified therein.c. Request the aircraft to change transponder to“standby.” After you observe the target disappear forsufficient scans to assure that loss of target resultedfrom placing the transponder in “standby” position,request the aircraft to return transponder to normaloperation and then observe the reappearance of thetarget.PHRASEOLOGY−SQUAWK STANDBY,thenSQUAWK NORMAL.d. EN ROUTE. During narrowband operations,an aircraft may be considered identified when the fulldata block is automatically associated <strong>with</strong> thebeacon target symbol of an aircraft that is squawkinga discrete code assigned by the computer.PHRASEOLOGY−SQUAWK (4 digit discrete code), AND IF YOURALTITUDE REPORTING EQUIPMENT IS TURNEDOFF, SQUAWK ALTITUDE.NOTE−The AIM informs pilots to adjust Mode C transponders <strong>with</strong>altitude reporting capability activated unless deactivationis requested by ATC. Squawk altitude is included to provideapplicable phraseology.REFERENCE−FAAO 7110.65, Use of Tower Radar Displays, Para 3−1−9.FAAO 7110.65, Position Information, Para 5−3−6.5−3−4. TERMINAL AUTOMATION SYSTEMSIDENTIFICATION METHODSTERMINALa. Consider an auto-acquired aircraft as identifiedwhen the data block is displayed and is visible to you,and one of the following conditions exist:1. The radar or beacon identification procedureshave been used to confirm the identity of the taggedtarget.2. The aircraft is being handed off using a NASautomated system and one of the following does notappear in the data block: “CST”, “NAT”, “NT”,“AMB”, “OLD”, “NB”, “TU”, “AM”, or “OL”.b. Use the data block to maintain target identityunless it is in a coast status or displaced from theappropriate target.c. A displaced data block shall be updated at alltimes.REFERENCE−FAAO 7110.65, Use of Tower Radar Displays, Para 3−1−9.5−3−5. QUESTIONABLE IDENTIFICATIONa. Use more than one method of identificationwhen proximity of targets, duplication of observedaction, or any other circumstances cause doubt as totarget identification.b. If identification is questionable for any reason,take immediate action to reidentify the aircraft orterminate radar service. Identify the aircraft asfollows:1. As described in para 5−3−2, Primary RadarIdentification Methods, or para 5−3−3, BeaconIdentification Methods.2. En route. Ensure that all primary targets aredisplayed when radar identification is lost or isquestionable.REFERENCE−FAAO 7110.65, Methods, Para 5−4−3.5−3−6. POSITION INFORMATIONInform an aircraft of its position whenever radaridentification is established by means of identifyingturns or by any of the beacon identification methodsoutlined in para 5−3−3, Beacon IdentificationMethods. Position information need not be givenwhen identification is established by positioncorrelation or when a departing aircraft is identified<strong>with</strong>in 1 mile of the takeoff runway end.5−3−7. IDENTIFICATION STATUSa. Inform an aircraft of radar contact when:1. Initial radar identification in the ATC systemis established.2. Subsequent to loss of radar contact orterminating radar service, radar identification isreestablished.PHRASEOLOGY−RADAR CONTACT (position if required).5−3−2Radar Identification
2/17/05<strong>7110.65P</strong> CHG 2b. Inform an aircraft when radar contact is lost.PHRASEOLOGY−RADAR CONTACT LOST (alternative instructions whenrequired).5−3−8. TARGET MARKERSEN ROUTERetain data blocks that are associated <strong>with</strong> theappropriate target symbol in order to maintaincontinuous identity of aircraft. Retain the data blockuntil the aircraft has exited the sector or delegatedairspace, and all potential conflicts have beenresolved; including an aircraft that is a point out. Thedata block shall display flight identification andaltitude information, as a minimum. The displayedaltitude may be assigned, interim, or reported.5−3−9. TARGET MARKERSTERMINALa. Retain data blocks that are associated <strong>with</strong> theappropriate target symbol in order to maintaincontinuous identity of aircraft. Retain the data blockuntil the aircraft has exited the sector or delegatedairspace, and all potential conflicts have beenresolved; including an aircraft that is a point out. Thedata block shall display flight identification andaltitude information, as a minimum.NOTE−Where delegated airspace extends beyond Class B and/orClass C airspace, the following will apply: If a VFRaircraft is clear of Class B and Class C airspace and radarservices have been terminated then retention of the datablock is no longer required.b. During prearranged coordination procedures,the controllers who penetrate another controller’sairspace shall display data block information of thatcontroller’s aircraft which shall contain, at aminimum, the position symbol and altitude information.REFERENCE−FAAO 7110.65, Coordinate Use of <strong>Air</strong>space, Para 2−1−14.FAAO 7110.65, Transfer of Radar Identification, Methods,Para 5−4−3.FAAO 7110.65, Automated Information Transfer (AIT),Para 5−4−8.FAAO 7110.65, Prearranged Coordination, Para 5−4−10.FAAO 7210.3, Prearranged Coordination, Para 3−7−7.Radar Identification5−3−3
2/19/04<strong>7110.65P</strong>Section 4. Transfer of Radar Identification5−4−1. APPLICATIONTo provide continuous radar service to an aircraft andfacilitate a safe, orderly, and expeditious flow oftraffic, it is often necessary to transfer radaridentification of an aircraft from one controller toanother. This section describes the terms, methods,and responsibilities associated <strong>with</strong> this task.Interfacility and intrafacility transfers of radaridentification shall be accomplished in all areas ofradar surveillance except where it is not operationallyfeasible. Where such constraints exist, they shall be:a. Covered in letters of agreement which clearlystate that control will not be based upon a radarhandoff, orb. Coordinated by the transferring and receivingcontrollers for a specified period of time.REFERENCE−FAAO 7110.65, Coordination <strong>with</strong> Receiving Facility, Para 4−3−8.5−4−2. TERMSa. Handoff. An action taken to transfer the radaridentification of an aircraft from one controller toanother controller if the aircraft will enter thereceiving controller’s airspace and radio communications<strong>with</strong> the aircraft will be transferred.b. Radar Contact. The term used to inform thecontroller initiating a handoff that the aircraft isidentified and approval is granted for the aircraft toenter the receiving controller’s airspace.c. Point Out. A physical or automated actiontaken by a controller to transfer the radaridentification of an aircraft to another controller if theaircraft will or may enter the airspace or protectedairspace of another controller and radio communicationswill not be transferred.d. Point Out Approved. The term used to informthe controller initiating a point out that the aircraft isidentified and that approval is granted for the aircraftto enter the receiving controller’s airspace, ascoordinated, <strong>with</strong>out a communications transfer orthe appropriate automated system response.e. <strong>Traffic</strong>. A term used to transfer radar identificationof an aircraft to another controller for the purposeof coordinating separation action. <strong>Traffic</strong> is normallyissued:1. In response to a handoff or point out;2. In anticipation of a handoff or point out; or3. In conjunction <strong>with</strong> a request for control of anaircraft.f. <strong>Traffic</strong> Observed. The term used to inform thecontroller issuing the traffic restrictions that thetraffic is identified and that the restrictions issued areunderstood and will be complied <strong>with</strong>.5−4−3. METHODSa. Transfer the radar identification of an aircraft byat least one of the following methods:1. Physically point to the target on the receivingcontroller’s display.2. Use landline voice communications.3. Use automation capabilities.4. TERMINAL. Use the “Modify” or “QuickLook” functions for data transfer between theTRACON and tower cab only if specific proceduresare established in a facility directive. The localcontroller has the responsibility to determine whetheror not conditions are adequate for the use ofARTS/STARS data on the BRITE/DBRITE/TDW.REFERENCE−FAAO 7210.3, Use of Modify and Quick Look Functions, Para 11−2−4.FAAO 7210.3, Use of Stars Quick Look Functions, Para 11−8−4.5. EN ROUTE. EDARC/HOST or DARC/HOST have interfacility handoff capabilities that canbe manually initiated and accepted through the QuickAction Keys (QAK), or used in automatic handoffmode as in HOST Stage A. DARC or EDARC do nothave the capabilities for interfacility handoffs.Therefore, handoffs between facilities must be madevia landline voice communications when operating inDARC or EDARC.b. When making a handoff, point-out, or issuingtraffic restrictions, relay information to the receivingcontroller in the following order:1. The position of the target relative to a fix, mapsymbol, or radar target known and displayed by boththe receiving and transferring controller. MileageTransfer of Radar Identification5−4−1
<strong>7110.65P</strong> 2/19/04from the reference point may be omitted whenrelaying the position of a target if a full data blockassociated <strong>with</strong> the target has been forced on thereceiving controller’s radar display.EXAMPLE−“Point out, Southwest of Richmond VOR . . .”2. The aircraft identification, as follows:(a) The aircraft call sign, or(b) The discrete beacon code of the aircraftduring interfacility point-outs only, if both thereceiving and the transferring controllers agree.NOTE−Acceptance of a point-out using the discrete beacon codeas the aircraft’s identification constitutes agreement.3. The assigned altitude, appropriate restrictions,and information that the aircraft is climbing ordescending, if applicable, except when inter/intrafacilitydirectives ensure that the altitude informationwill be known by the receiving controller.NOTE−1. When physically pointing to the target, you do not haveto state the aircraft position.2. Those en route facilities using host software thatprovides capability for passing interim altitude shallinclude the specific operations and procedures for use ofthis procedure in a LOA between the appropriate facilities.PHRASEOLOGY−HANDOFF/POINT-OUT/TRAFFIC (aircraft position)(aircraft ID),or(discrete beacon code point-out only) (altitude,restrictions, and other appropriate information, ifapplicable).c. When receiving a handoff, point-out, or trafficrestrictions, respond to the transferring controller asfollows:PHRASEOLOGY−(<strong>Air</strong>craft ID) (restrictions, if applicable) RADARCONTACT,or(aircraft ID or discrete beacon code) (restrictions, ifapplicable) POINT-OUT APPROVED,orTRAFFIC OBSERVED,orUNABLE (appropriate information, as required).d. If any doubt as to target identification existsafter attempting confirmation in accordance <strong>with</strong> thissection, apply the provisions of para 5−3−5,Questionable Identification.REFERENCE−FAAO 7110.65, Validation of Mode C Readout, Para 5−2−17.5−4−4. TRAFFICa. When using the term “traffic” for coordinatingseparation, the controller issuing traffic shall issueappropriate restrictions.b. The controller accepting the restrictions shall beresponsible to ensure that approved separation ismaintained between the involved aircraft.5−4−5. TRANSFERRING CONTROLLERHANDOFFThe transferring controller shall:a. Complete a radar handoff prior to an aircraft’sentering the airspace delegated to the receivingcontroller.REFERENCE−FAAO 7110.65, Coordinate Use of <strong>Air</strong>space, Para 2−1−14.FAAO 7110.65, <strong>Control</strong> Transfer, Para 2−1−15.FAAO 7110.65, Receiving <strong>Control</strong>ler Handoff, Para 5−4−6.b. Verbally obtain the receiving controller’sapproval prior to making any <strong>changes</strong> to an aircraft’sflight path, altitude, or data block information whilethe handoff is being initiated or after acceptance,unless otherwise specified by a LOA or a facilitydirective.NOTE−Those en route facilities using host software that providescapability for passing interim altitude shall include thespecific operations and procedures for use of thisprocedure in a LOA between the appropriate facilities.c. Ensure that, prior to transferring communications:1. Potential violations of adjacent airspace andpotential conflicts between aircraft in their own areaof jurisdiction are resolved.2. Necessary coordination has been accomplished<strong>with</strong> all controllers through whose area ofjurisdiction the aircraft will pass prior to entering the5−4−2Transfer of Radar Identification
2/19/04<strong>7110.65P</strong>receiving controller’s area of jurisdiction, exceptwhen such coordination is the receiving controller’sresponsibility as stated in para 5−4−6, Receiving<strong>Control</strong>ler Handoff, and unless otherwise specifiedby a LOA or a facility directive.3. Restrictions issued to ensure separation arepassed to the receiving controller.d. After transferring communications, continue tocomply <strong>with</strong> the requirements of subparas c1 and 2.e. Comply <strong>with</strong> restrictions issued by the receivingcontroller unless otherwise coordinated.f. Comply <strong>with</strong> the provisions of para 2−1−17,Radio Communications Transfer, subparas a and b.To the extent possible, transfer communicationswhen the transfer of radar identification has beenaccepted.NOTE−Before the ARTS/STARS “modify/quick look” function isused to transfer radar identification, a facility directivewhich specifies communication transfer points is required.g. Advise the receiving controller of pertinentinformation not contained in the data block or flightprogress strip unless covered in a LOA or facilitydirective. Pertinent information includes:1. Assigned heading.2. <strong>Air</strong> speed restrictions.3. Altitude information issued.4. Observed track or deviation from the lastroute clearance.5. The beacon code if different from thatnormally used or previously coordinated.6. Any other pertinent information.h. Ensure that the data block is associated <strong>with</strong> theappropriate target.i. Initiate verbal coordination to verify the positionof primary or nondiscrete targets when using theautomated handoff functions except for intrafacilityhandoffs using single-sensor systems or multisensorsystems operating in a mosaic RDP mode.j. Initiate verbal coordination before transferringcontrol of a track when “CST”, “FAIL”, “NONE”,“NB”, “NX”, “IF”, or “NT” is displayed in the datablock.k. Advise the receiving controller that radarmonitoring is required when the aircraft is on a directroute initiated by ATC that exceeds usable NAVAIDdistances.l. Issue restrictions to the receiving controllerwhich are necessary to maintain separation fromother aircraft <strong>with</strong>in your area of jurisdiction beforereleasing control of the aircraft.m. Consider the target being transferred asidentified on the receiving controller’s display whenthe receiving controller acknowledges receiptverbally or has accepted an automated handoff.n. Accomplish the necessary coordination <strong>with</strong>any intervening controllers whose area of jurisdictionis affected by the receiving controller’s delay in theclimb or the descent of an aircraft through the verticallimits of your area of jurisdiction when the receivingcontroller advises you of that delay before acceptingthe transfer of radar identification unless otherwisespecified by a LOA or a facility directive.5−4−6. RECEIVING CONTROLLER HANDOFFThe receiving controller shall:a. Ensure that the target position corresponds <strong>with</strong>the position given by the transferring controller orthat there is an appropriate association between anautomated data block and the target being transferredbefore accepting a handoff.REFERENCE−FAAO 7110.65, Coordinate Use of <strong>Air</strong>space, Para 2−1−14.FAAO 7110.65, <strong>Control</strong> Transfer, Para 2−1−15.FAAO 7110.65, Transferring <strong>Control</strong>ler Handoff, Para 5−4−5.b. Issue restrictions that are needed for the aircraftto enter your sector safely before accepting thehandoff.c. Comply <strong>with</strong> restrictions issued by the initiatingcontroller unless otherwise coordinated.d. Before you issue control instructions directly toan aircraft that is <strong>with</strong>in another controller’s area ofjurisdiction that will change that aircraft’s heading,route, speed, altitude, or beacon code, ensure thatcoordination has been accomplished <strong>with</strong> each of thecontrollers listed below whose area of jurisdiction isaffected by those instructions unless otherwisespecified by a LOA or a facility directive:Transfer of Radar Identification5−4−3
<strong>7110.65P</strong> 2/19/04NOTE−Those en route facilities using host software that providescapability for passing interim altitude shall include thespecific operations and procedures for use of thisprocedure in a LOA between the appropriate facilities.1. The controller <strong>with</strong>in whose area of jurisdictionthe control instructions will be issued.2. Any intervening controller(s) through whosearea of jurisdiction the aircraft will pass.e. After accepting a handoff from anothercontroller, confirm the identity of primary target byadvising the aircraft of its position, and of a beacontarget by observing a code change, an “ident” reply,or a “standby” squawk unless one of these was usedduring handoff. These provisions do not apply atthose towers and GCAs which have been delegatedthe responsibility for providing radar separation<strong>with</strong>in designated areas by the parent approachcontrol facility and the aircraft identification isassured by sequencing or positioning prior to thehandoff.REFERENCE−FAAO 7110.65, Approach Separation Responsibility, Para 5−9−5.f. When using appropriate equipment, consider adiscrete beacon target’s identity to be confirmedwhen:1. The data block associated <strong>with</strong> the targetbeing handed off indicates the computer assigneddiscrete beacon code is being received, or2. You observe the deletion of a discrete codethat was displayed in the data block, orNOTE−When the aircraft generated discrete beacon code does notmatch the computer assigned beacon code, the codegenerated will be displayed in the data block. When theaircraft <strong>changes</strong> to the assigned discrete code, the codedisappears from the data block. In this instance, theobservance of code removal from the data block satisfiesconfirmation requirements.3. You observe the numeric display of a discretecode that an aircraft has been instructed to squawk orreports squawking.g. Initiate verbal coordination prior to acceptingcontrol of a track when “CST”, “NAT”, “NT”,“NONE”, “NB”, “NX”, “OLD”, “OL”, “AMB”,“AM”, or “TU” is displayed in the data block.1. When an automated interfacility handoffaction is initiated and “AMB” or “AM” is displayedin the full data block, advise the other facility that adisparity exists between the position declared by theircomputer and that declared by your ARTS/PIDP/STARS system.2. When an automated interfacility handoffaction is initiated and “NAT,” “NT,” or “TU” isdisplayed in the full data block, advise the otherfacility if a disparity exists between the positiondeclared by their computer and the actual targetposition.h. Advise the transferring controller, prior toaccepting the transfer of radar identification, that youwill delay the climb or the descent of an aircraftthrough the vertical limits of the transferringcontroller’s area of jurisdiction, unless otherwisespecified in a LOA or a facility directive.NOTE−Those en route facilities using HOST software thatprovides capability for passing interim altitude shallinclude the specific operations and procedures for use ofthis procedure in a LOA between the appropriate facilities.i. If you decide, after accepting the transfer ofradar identification, to delay the aircraft’s climb ordescent through the vertical limits of the transferringcontroller’s area of jurisdiction, advise the transferringcontroller of that decision as soon as possible.You now have the responsibility to ensure that thenecessary coordination is accomplished <strong>with</strong> anyintervening controller(s) whose area of jurisdiction isaffected by that delay, unless otherwise specified in aLOA or a facility directive.NOTE−Those en route facilities using HOST software thatprovides capability for passing interim altitude shallinclude the specific operations and procedures for use ofthis procedure in a LOA between the appropriate facilities.5−4−7. POINT OUTa. The transferring controller shall:1. Obtain verbal approval before permitting anaircraft to enter the receiving controller’s delegatedairspace. TERMINAL. Automated approval may beutilized in lieu of verbal, provided the appropriateautomation software is operational (automated pointout function), and the procedures are specified in afacility directive/LOA.5−4−4Transfer of Radar Identification
2/17/05<strong>7110.65P</strong> CHG 22. Obtain the receiving controller’s approvalbefore making any <strong>changes</strong> to an aircraft’s flight path,altitude, or data block information after the point outhas been approved.NOTE−Those en route facilities using HOST software thatprovides capability for passing interim altitude shallinclude the specific operations and procedures for use ofthis procedure in a LOA between the appropriate facilities.3. Comply <strong>with</strong> restrictions issued by thereceiving controller unless otherwise coordinated.4. Be responsible for subsequent radar handoffsand communications transfer, including flight datarevisions and coordination, unless otherwise agreedto by the receiving controller or as specified in a LOA.b. The receiving controller shall:1. Ensure that the target position corresponds<strong>with</strong> the position given by the transferring controlleror that there is an association between a computerdata block and the target being transferred prior toapproving a point out.2. Be responsible for separation between pointout aircraft and other aircraft for which he/she hasseparation responsibility.3. Issue restrictions necessary to provideseparation from other aircraft <strong>with</strong>in his/her area ofjurisdiction.5−4−8. AUTOMATED INFORMATION TRANSFER(AIT)Transfer radar identification, altitude control, and/oren route fourth line control information, <strong>with</strong>outverbal coordination under the following conditions:a. During radar handoff; andb. Via information displayed in full data blocks;andc. Within the same facility, except as provided inpara 5−4−9, Interfacility Automated InformationTransfer; andd. When following procedures specified in yourfacility AIT directive.REFERENCE−FAAO 7110.65, En Route Fourth Line Data Block Usage, Para 5−4−1.5−4−9. INTERFACILITY AUTOMATEDINFORMATION TRANSFEREN ROUTETransfer radar identification <strong>with</strong>out verbal coordinationunder the following conditions:a. During radar handoff; andb. Via information displayed in full data blocks;andc. On aircraft at assigned altitude in level flight;andd. Only the first sector <strong>with</strong>in the receiving facilityshall utilize the procedure; ande. When following procedures specified in yourfacility AIT directive and LOA.5−4−10. PREARRANGED COORDINATIONPrearranged coordination allowing aircraft underyour control to enter another controller’s area ofjurisdiction may only be approved providedprocedures are established and published in a facilitydirective/LOA in accordance <strong>with</strong> FAAO 7210.3,para 3−7−7, Prearranged Coordination.NOTE−Under no circumstances may one controller permit anaircraft to enter another’s airspace <strong>with</strong>out propercoordination. Coordination can be accomplished byseveral means; i.e., radar handoff, automated informationtransfer, verbal, point−out, and by prearrangedcoordination procedures identified in a facility directivethat clearly describe the correct application. <strong>Air</strong>spaceboundaries should not be permitted to become barriers tothe efficient movement of traffic. In addition, completecoordination, awareness of traffic flow, and understandingof each position’s responsibility concerning penetration ofanother’s airspace cannot be overemphasized.REFERENCE−FAAO 7110.65, Coordinate Use of <strong>Air</strong>space, Para 2−1−14.FAAO 7110.65, Transfer of Radar Identification, Methods, Para 5−4−3.FAAO 7110.65, Automated Information Transfer (AIT), Para 5−4−8.FAAO 7210.3, Prearranged Coordination, Para 3−7−7.Transfer of Radar Identification5−4−5
<strong>7110.65P</strong> CHG 2 2/17/055−4−11. EN ROUTE FOURTH LINE DATA BLOCKUSAGEa. The en route fourth line data block shall be usedto forward only the specified control informationlisted below. Any additional control information shallbe forwarded via other communication methods. Enroute fourth line data block free text area may be usedby individual sector teams for recording anyadditional information the team deems appropriatefor managing the sector, but shall be removed prior toinitiation of identification transfer.REFERENCE−FAAO 7110.65, Transferring <strong>Control</strong>ler Handoff, Para 5−4−5b.b. The en route fourth line data block area shall beused for coordination purposes only in association<strong>with</strong> radar identified aircraft.c. When automated information transfer (AIT)procedures are applied, en route fourth line usage fortransfer of control information shall be specificallydefined <strong>with</strong>in facility AIT directive.REFERENCE−FAAO 7110.65, Automated Information Transfer (AIT), Para 5−4−8.FAAO 7210.3, Automated Information Transfer (AIT), Para 4−3−8.d. Coordination format for assigned headingsshall use the designation character “H” preceding athree−digit number.EXAMPLE−H080, H270e. <strong>Air</strong>craft assigned a heading until receiving a fixor joining a published route shall be designated <strong>with</strong>assigned heading format followed by the fix or route.EXAMPLE−H080/ALB, 080/J121, PH/ALBNOTE−1. The notation “PH” may be used to denote presentheading.2. The character “H” may be omitted as a prefix to theheading assignment only if necessary due to character fieldlimitations, and it does not impede understanding.f. <strong>Air</strong>craft authorized specific weather deviationor lateral weather deviation until able to proceeddirect to a fix shall be designated <strong>with</strong> the identifiedcharacters: D−deviation, L−left, R−right, N−north,E−east, S−south, W−west.EXAMPLE−DN, D20L, DR/ATL, D30R/ATLg. Coordination format for assigned airspeedsshall use the designation character “S” preceding athree−digit number.NOTE−A “+” notation may be added to denote an assigned speedat or greater than the displayed value. A “−” notation maybe added to denote an assigned speed at or less than thedisplayed value.EXAMPLE−S210, S250, S250+, S280−h. <strong>Air</strong>craft assigned a Mach number shall use thedesignation “M” preceding the two−digit assignedvalue.EXAMPLE−M80, M80+, M80−REFERENCE−FAAO 7110.65, En Route Fourth Line Data Block Usage,Para 5−4−1gNOTE.i. <strong>Air</strong>craft authorized to conduct celestial navigationtraining <strong>with</strong>in 30 NM of the route centerlinespecified <strong>with</strong>in the en route clearance.EXAMPLE−CELNAVj. Coordination format for aircraft requesting analtitude change shall use the designation characters“RQ” preceding a three−digit number.EXAMPLE−RQ170, RQ410k. Coordination format for aircraft requesting aroute change shall use the designation “RQ/”preceding a specific fix identifier.EXAMPLE−RQ/LAX, RQ/NEUTOl. The acceptance of a handoff by the receivingcontroller shall constitute approval of the informationcontained <strong>with</strong>in the en route fourth line data block.It is the responsibility of the receiving controller toadvise the transferring controller if any informationis not understood, or needs to be revised.NOTE−Due to system and character limitations the usage of thesestandardized entries may require additional support viafacility directive in order to provide complete coordination.m. All other control information shall becoordinated via other methods.5−4−6Transfer of Radar Identification
8/5/04<strong>7110.65P</strong> CHG 1Section 5. Radar Separation5−5−1. APPLICATIONa. Radar separation shall be applied to all RNAVaircraft operating on a random (impromptu) route ator below FL 450 and to all published Q routes in theconterminous United States.b. Radar separation may be applied between:1. Radar identified aircraft.2. An aircraft taking off and another radaridentified aircraft when the aircraft taking off will beradar-identified <strong>with</strong>in 1 mile of the runway end.3. A radar-identified aircraft and one notradar-identified when either is cleared to climb/descendthrough the altitude of the other provided:(a) The performance of the radar system isadequate and, as a minimum, primary radar targets orASR−9/Full Digital Radar Primary Symbol targetsare being displayed on the display being used <strong>with</strong>inthe airspace <strong>with</strong>in which radar separation is beingapplied; and(b) Flight data on the aircraft not radar-identifiedindicate it is a type which can be expected to giveadequate primary/ASR−9/Full Digital Radar PrimarySymbol return in the area where separation is applied;and(c) The airspace <strong>with</strong>in which radar separationis applied is not less than the following numberof miles from the edge of the radar display:(1) When less than 40 miles from theantenna− 6 miles;(2) When 40 miles or more from theantenna− 10 miles;(3) Narrowband radar operations− 10miles; and(d) Radar separation is maintained betweenthe radar-identified aircraft and all observed primary,ASR−9/Full Digital Radar Primary Symbol, andsecondary radar targets until nonradar separation isestablished from the aircraft not radar identified; and(e) When the aircraft involved are on the samerelative heading, the radar-identified aircraft isvectored a sufficient distance from the route of theaircraft not radar identified to assure the targets arenot superimposed prior to issuing the clearance toclimb/descend.REFERENCE−FAAO 7110.65, Exceptions, Para 4−1−2.FAAO 7110.65, Route Use, Para 4−4−1.FAAO 7110.65, Application, Para 5−3−1.FAAO 7110.65, Additional Separation for Formation Flights,Para 5−5−8.FAAO 7110.65, Approach Separation Responsibility, Para 5−9−5.5−5−2. TARGET SEPARATIONa. Apply radar separation:1. Between the centers of primary radar targets;however, do not allow a primary target to touchanother primary target or a beacon control slash.2. Between the ends of beacon control slashes.NOTE−At TPX−42 sites, the bracket video feature must beactivated to display the beacon control slash.3. Between the end of a beacon control slash andthe center of a primary target.4. All−digital displays. Between the centers ofdigitized targets. Do not allow digitized targets totouch.REFERENCE−FAAO 7110.65, Simultaneous Independent ILS/MLS Approaches−Dual & Triple, Para 5−9−7.5−5−3. TARGET RESOLUTIONa. A process to ensure that correlated radar targetsor digitized targets do not touch.b. Mandatory traffic advisories and safety alertsshall be issued when this procedure is used.NOTE−This procedure shall not be provided utilizing mosaic radarsystems.c. Target resolution shall be applied as follows:1. Between the edges of two primary targets orthe edges of primary digitized targets.2. Between the end of the beacon control slashand the edge of a primary target or primary digitizedtarget.3. Between the ends of two beacon controlslashes.Radar Separation5−5−1
<strong>7110.65P</strong> 2/19/045−5−4. MINIMASeparate aircraft by the following minima:NOTE−Wake turbulence procedures specify increased separationminima required for certain classes of aircraft because ofthe possible effects of wake turbulence.a. Broadband Radar System or Full DigitalTerminal Radar System:NOTE−Includes single sensor long range radar mode.1. When less than 40 miles from the antenna− 3 miles.2. When 40 miles or more from the antenna− 5 miles.b. Stage A/DARC, MEARTS Mosaic Mode,Terminal Mosaic/Multi−Sensor Mode:NOTE−Mosaic/Multi−Sensor Mode combines radar input from 2to 16 sites into a single picture utilizing a mosaic gridcomposed of radar sort boxes.1. Below FL 600− 5 miles.2. At or above FL 600− 10 miles.3. For areas meeting all of the followingconditions:(a) Radar site adaptation is set to singlesensor.(b) Significant operational advantages can beobtained.(c) Within 40 miles of the antenna.(d) Below FL 180.(e) Facility directives specifically define thearea where the separation can be applied. Facilitydirectives may specify 3 miles.REFERENCE−FAAO 7210.3, Single Site Coverage Stage A Operations, Para 8−2−1.FAAO 7210.3, Single Site Coverage ATTS Operations, Para 11−8−15.4. When transitioning from terminal to en routecontrol, 3 miles increasing to 5 miles or greater,provided:(a) The aircraft are on diverging routes/courses, and/or(b) The leading aircraft is and will remainfaster than the following aircraft; and(c) Separation constantly increasing and thefirst center controller will establish 5 NM or otherappropriate form of separation prior to the aircraftdeparting the first center sector; and(d) The procedure is covered by a letter ofagreement between the facilities involved and limitedto specified routes and/or sectors/positions.c. MEARTS Mosaic Mode:NOTE−1. Sensor Mode displays information from the radar inputof a single site.2. Procedures to convert MEARTS Mosaic Mode toMEARTS Sensor Mode at each PVD/MDM will beestablished by facility directive.1. When less than 40 miles from the antenna−3 miles.2. When 40 miles or more from the antenna−5 miles.d. STARS Multi−Sensor Mode:NOTE−1. In Multi−Sensor Mode, STARS displays targets as filledand unfilled boxes, depending upon the target’s distancefrom the radar site providing the data. Since there ispresently no way to identify which specific site is providingdata for any given target, utilize separation standards fortargets 40 or more miles from the antenna.2. When operating in STARS Single Sensor Mode, if TRKappears in the data block, handle in accordance <strong>with</strong>para 5−3−7, Identification Status, subpara b, and takeappropriate steps to establish nonradar separation.3. TRK appears in the data block whenever the aircraft isbeing tracked by a radar site other than the radar currentlyselected. Current equipment limitations preclude a targetfrom being displayed in the single sensor mode; however,a position symbol and data block, including altitudeinformation, will still be displayed. Therefore, low altitudealerts shall be provided in accordance <strong>with</strong> para 2−1−6,Safety Alert.WAKE TURBULENCE APPLICATIONe. Separate aircraft operating directly behind, ordirectly behind and less than 1,000 feet below, orfollowing an aircraft conducting an instrumentapproach by:NOTE−Consider parallel runways less than 2,500 feet apart as asingle runway because of the possible effects of waketurbulence.5−5−2Radar Separation
2/19/04<strong>7110.65P</strong>1. Heavy behind heavy− 4 miles.2. Large/heavy behind B757− 4 miles.3. Small behind B757− 5 miles.4. Small/large behind heavy − 5 miles.WAKE TURBULENCE APPLICATIONf. TERMINAL. In addition to subpara e, separatean aircraft landing behind another aircraft on thesame runway, or one making a touch-and-go,stop-and-go, or low approach by ensuring thefollowing minima will exist at the time the precedingaircraft is over the landing threshold:NOTE−Consider parallel runways less than 2,500 feet apart as asingle runway because of the possible effects of waketurbulence.1. Small behind large− 4 miles.2. Small behind B757− 5 miles.3. Small behind heavy− 6 miles.g. TERMINAL. 2.5 nautical miles (NM) separationis authorized between aircraft established on thefinal approach course <strong>with</strong>in 10 NM of the landingrunway when operating in single sensor slant rangemode and aircraft remains <strong>with</strong>in 40 miles of theantenna and:1. The leading aircraft’s weight class is the sameor less than the trailing aircraft;2. Heavy aircraft and the Boeing 757 arepermitted to participate in the separation reduction asthe trailing aircraft only;3. An average runway occupancy time of50 seconds or less is documented;4. CTRDs are operational and used for quickglance references;REFERENCE−FAAO 7110.65, Use of Tower Radar Displays, Para 3−1−9.5. Turnoff points are visible from the controltower.REFERENCE−FAAO 7110.65, Wake Turbulence, Para 2−1−19.FAAO 7110.65, Same Runway Separation, Para 3−9−6.FAAO 7110.65, Passing or Diverging, Para 5−5−7.FAAO 7110.65, Separation from Obstructions, Para 5−5−9.FAAO 7110.65, Successive or Simultaneous Departures, Para 5−8−3.FAAO 7110.65, Approach Separation Responsibility, Para 5−9−5.FAAO 7110.65, Sequencing, Para 7−6−7.FAAO 7110.65, Separation, Para 7−7−3.FAAO 7110.65 Separation, Para 7−8−3.FAAO 7210.3, Reduced Separation on Final, Para 10−4−7.5−5−5. VERTICAL APPLICATION<strong>Air</strong>craft not laterally separated, may be verticallyseparated by one of the following methods:a. Assign altitudes to aircraft, provided validMode C altitude information is monitored and theapplicable separation minima is maintained at alltimes.REFERENCE−FAAO 7110.65, Vertical Separation Minima, Para 4−5−1.FAAO 7110.65, Validation of Mode C Readout, Para 5−2−17.FAAO 7110.65, Separation, Para 7−7−3.FAAO 7110.65, Separation, Para 7−8−3.FAAO 7110.65, Separation, Para 7−9−4.b. Assign an altitude to an aircraft after the aircraftpreviously at that altitude has been issued aclimb/descent clearance and is observed (validMode C), or reports leaving the altitude.NOTE−1. Consider known aircraft performance characteristics,pilot furnished and/or Mode C detected information whichindicate that climb/descent will not be consistent <strong>with</strong> therates recommended in the AIM.2. It is possible that the separation minima described inpara 4−5−1, Vertical Separation Minima, para 7−7−3,Separation, para 7−8−3, Separation, or para 7−9−4,Separation, might not always be maintained usingsubpara b. However, correct application of this procedurewill ensure that aircraft are safely separated because thefirst aircraft must have already vacated the altitude priorto the assignment of that altitude to the second aircraft.REFERENCE−FAAO 7110.65, Procedural Preference, Para 2−1−3.FAAO 7110.65,Vertical Separation Minima, Para 4−5−1.FAAO 7110.65,Validation of Mode C Readout, Para 5−2−17.FAAO 7110.65, Application, Para 6−6−1.5−5−6. EXCEPTIONSa. Do not use Mode C to effect vertical separation<strong>with</strong> an aircraft on a cruise clearance, contactapproach, or as specified in para 5−15−4, SystemRequirements, subpara e3.REFERENCE−FAAO 7110.65, Exceptions, Para 6−6−2.FAAO 7110.65, Contact Approach, Para 7−4−6.P/CG Term− Cruise.b. Assign an altitude to an aircraft only after theaircraft previously at that altitude is observed at orpassing through another altitude separated from thefirst by the appropriate minima when:Radar Separation5−5−3
<strong>7110.65P</strong> CHG 1 8/5/041. Severe turbulence is reported.2. <strong>Air</strong>craft are conducting military aerialrefueling.REFERENCE−FAAO 7110.65, Military Aerial Refueling, Para 9−3−12.3. The aircraft previously at that altitude hasbeen issued a climb/descent at pilot’s discretion.5−5−7. PASSING OR DIVERGINGa. TERMINAL. Vertical separation between aircraftmay be discontinued when the followingconditions are met:1. <strong>Air</strong>craft are on opposite/reciprocal coursesand you have observed that they have passed eachother; or aircraft are on same or crossing courses andone aircraft has crossed the projected course of theother and the angular difference between theircourses is at least 15 degrees.2. The tracks are monitored to ensure that theprimary targets, beacon control slashes, or full digitalterminal system primary and/or beacon targetsymbols will not touch.REFERENCE−FAAO 7110.65, Course Definitions, Para 1−2−2.b. EN ROUTE. Vertical separation betweenaircraft may be discontinued when they are onopposite courses as defined in para 1−2−2, CourseDefinitions; and1. You are in communications <strong>with</strong> both aircraftinvolved; and2. You tell the pilot of one aircraft about theother aircraft, including position, direction, type; and3. One pilot reports having seen the otheraircraft and that the aircraft have passed each other;and4. You have observed that the radar targets havepassed each other; and5. You have advised the pilots if either aircraftis classified as a heavy jet/B757 aircraft.6. Although vertical separation may be discontinued,the requirements of para 5−5−4, Minima,subparas e and f must be applied when operatingbehind a heavy jet/B757.EXAMPLE−“<strong>Traffic</strong>, twelve o’clock, Boeing Seven Twenty Seven,opposite direction. Do you have it in sight?”(If the answer is in the affirmative):“Report passing the traffic.”(When pilot reports passing the traffic and the radartargets confirm that the traffic has passed, issueappropriate control instructions.)5−5−8. ADDITIONAL SEPARATION FORFORMATION FLIGHTSBecause of the distance allowed between formationaircraft and lead aircraft, additional separation isnecessary to ensure the periphery of the formation isadequately separated from other aircraft, adjacentairspace, or obstructions. Provide supplementalseparation for formation flights as follows:a. Separate a standard formation flight by adding1 mile to the appropriate radar separation minima.REFERENCE−FAAO 7110.65, Formation Flights, Para 2−1−13.FAAO 7110.65, Application, Para 5−5−1.FAAO 7110.65, Separation, Para 7−7−3.P/CG Term− Formation Flight.b. Separate two standard formation flights fromeach other by adding 2 miles to the appropriateseparation minima.c. Separate a nonstandard formation flight byapplying the appropriate separation minima to theperimeter of the airspace encompassing the nonstandardformation or from the outermost aircraft of thenonstandard formation whichever applies.d. If necessary for separation between a nonstandardformation and other aircraft, assign anappropriate beacon code to each aircraft in theformation or to the first and last aircraft in-trail.NOTE−The additional separation provided in para 5−5−8,Additional Separation for Formation Flights, is notnormally added to wake turbulence separation when aformation is following a heavier aircraft since none of theformation aircraft are likely to be closer to the heavieraircraft than the lead aircraft (to which the prescribedwake turbulence separation has been applied).REFERENCE−FAAO 7110.65, Military Aerial Refueling, Para 9−3−12.5−5−4Radar Separation
2/19/04<strong>7110.65P</strong>5−5−9. SEPARATION FROM OBSTRUCTIONSa. Except in En Route Stage A/DARC or StageA/EDARC, separate aircraft from obstructionsdepicted on the radar display by the followingminima:1. When less than 40 miles from the antenna−3 miles.2. When 40 miles or more from the antenna−5 miles.b. Except in En Route Stage A/DARC or StageA/EDARC, vertical separation of aircraft above anobstruction depicted on the radar display may bediscontinued after the aircraft has passed it.c. En Route Stage A/DARC or Stage A/EDARC,apply the radar separation minima specified inpara 5−5−4, Minima, subpara b1.5−5−10. ADJACENT AIRSPACEa. If coordination between the controllersconcerned has not been effected, separateradar-controlled aircraft from the boundary ofadjacent airspace in which radar separation is alsobeing used by the following minima:REFERENCE−FAAO 7110.65, Coordinate Use of <strong>Air</strong>space, Para 2−1−14.1. When less than 40 miles from the antenna−1 1 / 2 miles.2. When 40 miles or more from the antenna−2 1 / 2 miles.3. En route Stage A/DARC or Stage A/EDARC:(a) Below Flight Level 600− 2 1 / 2 miles.(b) Flight Level 600 and above− 5 miles.b. Separate radar-controlled aircraft from theboundary of airspace in which nonradar separation isbeing used by the following minima:1. When less than 40 miles from the antenna−3 miles.2. When 40 miles or more from the antenna−5 miles.3. En route Stage A/DARC or Stage A/EDARC:(a) Below Flight Level 600− 5 miles.(b) Flight Level 600 and above− 10 miles.c. The provisions of subparas a and b do not applyto VFR aircraft being provided Class B, Class C, orTRSA services. Ensure that the targets of theseaircraft do not touch the boundary of adjacentairspace.d. VFR aircraft approaching Class B, Class C,Class D, or TRSA airspace which is under thecontrol jurisdiction of another air traffic controlfacility should either be provided <strong>with</strong> a radar handoffor be advised that radar service is terminated, giventheir position in relation to the Class B, Class C,Class D, or TRSA airspace, and the ATC frequency,if known, for the airspace to be entered. These actionsshould be accomplished in sufficient time for the pilotto obtain the required ATC approval prior to enteringthe airspace involved, or to avoid the airspace.5−5−11. EDGE OF SCOPESeparate a radar-controlled aircraft climbing ordescending through the altitude of an aircraft that hasbeen tracked to the edge of the scope/display by thefollowing minima until nonradar separation has beenestablished:a. When less than 40 miles from the antenna−3 miles from edge of scope.b. When 40 miles or more from the antenna−5 miles from edge of scope.c. En route Stage A/DARC or Stage A/EDARC:1. Below Flight Level 600− 5 miles.2. Flight Level 600 and above− 10 miles.5−5−12. BEACON TARGET DISPLACEMENTWhen using a radar target display <strong>with</strong> a previouslyspecified beacon target displacement to separate abeacon target from a primary target, adjacentairspace, obstructions, or terrain, add a 1 milecorrection factor to the applicable minima. Themaximum allowable beacon target displacementwhich may be specified by the facility air trafficmanager is 1 / 2 mile.REFERENCE−FAAO 7210.3, Monitoring of Mode 3/A Radar Beacon Codes,Para 3−7−4.Radar Separation5−5−5
<strong>7110.65P</strong> 2/19/045−5−13. GPA 102/103 CORRECTION FACTORWhen using a radar display whose primary radarvideo is processed by the GPA 102/103 modificationto a joint-use radar system, apply the followingcorrection factors to the applicable minima:a. If less than 40 miles from the antenna− add1 mile.b. If 40 miles or more but not over 200 miles fromthe antenna− add 3 miles.5−5−6Radar Separation
2/19/04<strong>7110.65P</strong>Section 6. Vectoring5−6−1. APPLICATIONVector aircraft:a. In controlled airspace for separation, safety,noise abatement, operational advantage, or when apilot requests. Allow aircraft operating on an RNAVroute to remain on their own navigation to the extentpossible.b. In Class G airspace only upon pilot request andas an additional service.c. At or above the MVA or the minimum IFRaltitude except as authorized for radar approaches,special VFR, VFR operations, or by para 5−6−3,Vectors Below Minimum Altitude.NOTE−VFR aircraft not at an altitude assigned by ATC may bevectored at any altitude. It is the responsibility of the pilotto comply <strong>with</strong> the applicable parts of CFR Title 14.REFERENCE−FAAO 7110.65, Minimum En Route Altitudes, Para 4−5−6.FAAO 7110.65, Priority, Para 7−5−2.FAAO 7110.65, Altitude Assignment, Para 7−5−4.FAAO 7110.65, Altitude Assignments, Para 7−7−5.14 CFR Section 91.119, Minimum Safe Altitudes: General.d. In airspace for which you have controljurisdiction, unless otherwise coordinated.e. So as to permit it to resume its own navigation<strong>with</strong>in radar coverage.f. Operating special VFR only <strong>with</strong>in Class B,Class C, Class D, or Class E surface areas.g. Operating VFR at those locations where aspecial program is established, or when a pilotrequests, or you suggest and the pilot concurs.REFERENCE−FAAO 7110.65, Route Use, Para 4−4−1.FAAO 7110.65, Visual Separation, Para 7−2−1.FAAO 7110.65, Separation, Para 7−5−3.FAAO 7110.65, Application, Para 7−6−1.FAAO 7110.65, Separation Minima, Para 9−5−4.FAAO 7210.3, Chapter 11, Section 1, Terminal VFR Radar Services.5−6−2. METHODSa. Vector aircraft by specifying:1. Direction of turn, if appropriate, andmagnetic heading to be flown, orPHRASEOLOGY−TURN LEFT/RIGHT HEADING (degrees).FLY HEADING (degrees).FLY PRESENT HEADING.DEPART (fix) HEADING (degrees).2. The number of degrees, in group form, to turnand the direction of turn, orPHRASEOLOGY−TURN (number of degrees) DEGREES LEFT/RIGHT.3. For NO-GYRO procedures, the type ofvector, direction of turn, and when to stop turn.PHRASEOLOGY−THIS WILL BE A NO-GYRO VECTOR,TURN LEFT/RIGHT.STOP TURN.b. When initiating a vector, advise the pilot of thepurpose.PHRASEOLOGY−VECTOR TO (fix or airway).VECTOR TO INTERCEPT (name of NAVAID) (specified)RADIAL.VECTOR FOR SPACING.VECTOR TO FINAL APPROACH COURSE,or if the pilot does not have knowledge of the type ofapproach,VECTOR TO (approach name) FINAL APPROACHCOURSE.NOTE−Determine optimum routing based on factors such as wind,weather, traffic, pilot requests, noise abatement, adjacentsector requirement, and letters of agreement.c. Issue <strong>with</strong> the vector an altitude to maintain andall appropriate altitude restrictions when:1. The vector will take the aircraft off anassigned procedure which contains altitude instructions,i.e., instrument approach, nonradar DP, FMSP,etc.Vectoring5−6−1
<strong>7110.65P</strong> 2/19/042. The previously issued clearance includedcrossing restrictions.REFERENCE−FAAO 7110.65, Route or Altitude Amendments, Para 4−2−5.d. If appropriate, advise the pilot what to expectwhen the vector is completed.PHRASEOLOGY−EXPECT TO RESUME (Route, DP, STAR, FMSP, etc.).NOTE−You must ensure that the pilot is made aware if he/she isexpected to resume a previously issued route procedure.e. Provide radar navigational guidance until theaircraft is:1. Established <strong>with</strong>in the airspace to beprotected for the nonradar route to be flown, or2. On a heading that will, <strong>with</strong>in a reasonabledistance, intercept the nonradar route to be flown, and3. Informed of its position unless the aircraft isRNAV, FMS, or DME equipped and being vectoredtoward a VORTAC/TACAN or waypoint and <strong>with</strong>inthe service volume of the NAVAID.PHRASEOLOGY−(Position <strong>with</strong> respect to course/fix along route),RESUME OWN NAVIGATION,orFLY HEADING (degrees). WHEN ABLE, PROCEEDDIRECT (name of fix),orRESUME ( name / number FMSP/DP/transition/STAR/procedure).REFERENCE−FAAO 7110.65, Chapter 4, Section 1, NAVAID Use Limitations.f. <strong>Air</strong>craft instructed to resume a procedure whichcontains restrictions (DP/STAR/FMSP, etc.) shall beissued/reissued all applicable restrictions or shall beadvised to comply <strong>with</strong> those restrictions.PHRASEOLOGY−RESUME ( name / number FMSP/DP/transition/STAR),COMPLY WITH RESTRICTIONS.EXAMPLE−“Resume the Mudde One Arrival, comply <strong>with</strong>restrictions.”“Cleared direct Luxor, resume the Ksino One arrival,comply <strong>with</strong> restrictions.”g. <strong>Air</strong>craft vectored off an RNAV route shall berecleared to the next waypoint or as requested by thepilot.h. During stage A operation, update the route offlight in the computer unless an operationaladvantage is gained and coordination is accomplished.i. Inform the pilot when a vector will take theaircraft across a previously assigned nonradar route.PHRASEOLOGY−EXPECT VECTOR ACROSS (NAVAID radial)(airway/route/course) FOR (purpose).REFERENCE−FAAO 7110.65, Application, Para 7−6−1.5−6−3. VECTORS BELOW MINIMUM ALTITUDEExcept in en route automated environments in areaswhere more than 3 miles separation minima isrequired, you may vector a departing IFR aircraft, orone executing a missed approach, <strong>with</strong>in 40 miles ofthe antenna and before it reaches the minimumaltitude for IFR operations if separation fromprominent obstructions shown on the radar scope isapplied in accordance <strong>with</strong> the following:a. If the flight path is 3 miles or more from theobstruction and the aircraft is climbing to an altitudeat least 1,000 feet above the obstruction, vector theaircraft to maintain at least 3 miles separation fromthe obstruction until the aircraft reports leaving analtitude above the obstruction.b. If the flight path is less than 3 miles from theobstruction, and the aircraft is climbing to an altitudeat least 1,000 feet above the obstruction, vector theaircraft to increase lateral separation from theobstruction until the 3 mile minimum is achieved oruntil the aircraft reports leaving an altitude above theobstruction.c. At those locations where diverse vector areas(DVA) have been established, terminal radarfacilities may vector aircraft below the MVA/MIA<strong>with</strong>in those areas and along those routes described infacility directives.REFERENCE−FAAO 7210.3, Establishing Diverse Vector Area/s (DVA), Para 3−9−5.5−6−2Vectoring
2/19/04<strong>7110.65P</strong>Section 7. Speed Adjustment5−7−1. APPLICATIONKeep speed adjustments to the minimum necessary toachieve or maintain required or desired spacing.Avoid adjustments requiring alternate decreases andincreases. Permit pilots to resume normal speed whenpreviously specified adjustments are no longerneeded.NOTE−It is the pilot’s responsibility and prerogative to refusespeed adjustment that he/she considers excessive orcontrary to the aircraft’s operating specifications.a. Consider the following when applying speedcontrol:1. Determine the interval required and the pointat which the interval is to be accomplished.2. Implement speed adjustment based on thefollowing principles.(a) Priority of speed adjustment instructionsis determined by the relative speed and position of theaircraft involved and the spacing requirement.(b) Speed adjustments are not achievedinstantaneously. <strong>Air</strong>craft configuration, altitudes,and speed determine the time and distance required toaccomplish the adjustment.3. Use the following techniques in speed controlsituations:(a) Compensate for compression when assigningair speed adjustment in an in-trail situation byusing one of the following techniques:(1) Reduce the trailing aircraft first.(2) Increase the leading aircraft first.(b) Assign a specific airspeed if required tomaintain spacing.(c) Allow increased time and distance toachieve speed adjustments in the following situations:(1) Higher altitudes.(2) Greater speed.(3) Clean configurations.(d) Ensure that aircraft are allowed to operatein a clean configuration as long as circumstancespermit.(e) Keep the number of speed adjustments peraircraft to the minimum required to achieve andmaintain spacing.b. Do not assign speed adjustment to aircraft:1. At or above FL 390 <strong>with</strong>out pilot consent.2. Executing a published high altitude instrumentapproach procedure.3. In a holding pattern.REFERENCE−FAAO 7110.65, Holding Instructions, Para 4−6−4.4. Inside the final approach fix on final or a point5 miles from the runway, whichever is closer to therunway.c. At the time approach clearance is issued,previously issued speed adjustments shall be restatedif required.d. Approach clearances cancel any previouslyassigned speed adjustment. Pilots are expected tomake their own speed adjustments to complete theapproach unless the adjustments are restated.e. Express speed adjustments in terms of knotsbased on indicated airspeed (IAS) in 10−knotincrements. At or above FL 240, speeds may beexpressed in terms of Mach numbers in 0.01increments for turbojet aircraft <strong>with</strong> Mach meters(i.e., Mach 0.69, 0.70, 0.71, etc.).NOTE−1. Pilots complying <strong>with</strong> speed adjustment instructionsshould maintain a speed <strong>with</strong>in plus or minus 10 knots or0.02 Mach number of the specified speed.2. When assigning speeds to achieve spacing betweenaircraft at different altitudes, consider that ground speedmay vary <strong>with</strong> altitude. Further speed adjustment may benecessary to attain the desired spacing.REFERENCE−FAAO 7110.65, Methods, Para 5−7−2.Speed Adjustment5−7−1
<strong>7110.65P</strong>2/19/045−7−2. METHODSa. Instruct aircraft to:1. Maintain present/specific speed.2. Maintain specified speed or greater/less.3. Maintain the highest/lowest practical speed.4. Increase or reduce to a specified speed or bya specified number of knots.PHRASEOLOGY−SAY AIRSPEED.SAY MACH NUMBER.MAINTAIN PRESENT SPEED.MAINTAIN (specific speed) KNOTS.MAINTAIN (specific speed) KNOTS OR GREATER.DO NOT EXCEED (speed) KNOTS.MAINTAIN MAXIMUM FORWARD SPEED.MAINTAIN SLOWEST PRACTICAL SPEED.INCREASE/REDUCE SPEED:TO (specified speed in knots),orTO MACH (Mach number),or(number of knots) KNOTS.EXAMPLE−“Increase speed to Mach point seven two.”“Reduce speed to two five zero.”“Reduce speed twenty knots.”“Maintain two eight zero knots.”“Maintain maximum forward speed.”NOTE−1. A pilot operating at or above 10,000 feet MSL on anassigned speed adjustment greater than 250 knots isexpected to comply <strong>with</strong> 14 CFR Section 91.117(a) whencleared below 10,000 feet MSL, <strong>with</strong>in domestic airspace,<strong>with</strong>out notifying ATC. Pilots are expected to comply <strong>with</strong>the other provisions of 14 CFR Section 91.117 <strong>with</strong>outnotification.2. Speed restrictions of 250 knots do not apply to aircraftoperating beyond 12 NM from the coastline <strong>with</strong>in the U.S.Flight Information Region, in offshore Class E airspacebelow 10,000 feet MSL. However, in airspace underlyinga Class B airspace area designated for an airport, or in aVFR corridor designated through such as a Class Bairspace area, pilots are expected to comply <strong>with</strong> the200 knot speed limit specified in 14 CFRSection 91.117(c). (See 14 CFR Sections 91.117(c) and91.703.)3. The phrases “maintain maximum forward speed” and“maintain slowest practical speed” are primarily intendedfor use when sequencing a group of aircraft. As thesequencing plan develops, it may be necessary todetermine the specific speed and/or make specific speedassignments.b. To obtain pilot concurrence for a speedadjustment at or above FL 390, as required bypara 5−7−1, Application, use the following phraseology.PHRASEOLOGY−(Speed adjustment), IF UNABLE ADVISE.EXAMPLE−“Reduce speed to one niner zero, if unable advise.”c. Simultaneous speed reduction and descent canbe extremely difficult, particularly for turbojetaircraft. Specifying which action is to be accomplishedfirst removes any doubt the pilot may have asto controller intent or priority. Specify which action isexpected first when combining speed reduction <strong>with</strong>a descent clearance.1. Speed reductions prior to descent.PHRASEOLOGY−REDUCE SPEED:TO (specified speed),or(number of knots) KNOTS.THEN, DESCEND AND MAINTAIN (altitude).2. Speed reduction following descent.PHRASEOLOGY−DESCEND AND MAINTAIN (altitude).THEN, REDUCE SPEED:TO (specified speed in knots),or5−7−2Speed Adjustment
2/19/04<strong>7110.65P</strong>TO MACH (Mach number),or(number of knots) KNOTS.NOTE−When specifying descent prior to speed reduction, considerthe maximum speed requirements specified in 14 CFRSection 91.117. It may be necessary for the pilot to level offtemporarily and reduce speed prior to descending below10,000 feet MSL.d. Specify combined speed/altitude fix crossingrestrictions.PHRASEOLOGY−CROSS (fix) AT AND MAINTAIN (altitude) AT (specifiedspeed) KNOTS.EXAMPLE−“Cross Robinsville at and maintain six thousand at twothree zero knots.”REFERENCE−FAAO 7110.65, Numbers Usage, Para 2−4−17.FAAO 7110.65, Altitude Information, Para 4−5−7.5−7−3. MINIMAWhen assigning airspeeds, use the followingrecommended minima:a. To aircraft operating between FL 280 and10,000 feet, a speed not less than 250 knots or theequivalent Mach number.NOTE−1. On a standard day the Mach numbers equivalent to250 knots CAS (subject to minor variations) are:FL 240−0.6FL 250−0.61FL 260−0.62FL 270−0.64FL 280−0.65FL 290−0.66.2. If a pilot is unable to comply <strong>with</strong> the speed assignment,the pilot will advise.b. When an operational advantage will berealized, speeds lower than the recommendedminima may be applied.c. To arrival aircraft operating below 10,000 feet:1. Turbojet aircraft. A speed not less than210 knots; except when the aircraft is <strong>with</strong>in 20 flyingmiles of the runway threshold of the airport ofintended landing, a speed not less than 170 knots.2. Reciprocating engine and turboprop aircraft.A speed not less than 200 knots; except when theaircraft is <strong>with</strong>in 20 flying miles of the runwaythreshold of the airport of intended landing, a speednot less than 150 knots.d. Departures:1. Turbojet aircraft. A speed not less than230 knots.2. Reciprocating engine and turboprop aircraft.A speed not less than 150 knots.e. Helicopters. A speed not less than 60 knots.REFERENCE−FAAO 7110.65, Methods, Para 5−7−2.5−7−4. TERMINATIONAdvise aircraft when speed adjustment is no longerneeded.PHRASEOLOGY−RESUME NORMAL SPEED.NOTE−An instruction to “resume normal speed” does not deletespeed restrictions that are applicable to publishedprocedures of upcoming segments of flight, unlessspecifically stated by ATC. This does not relieve the pilotof those speed restrictions which are applicable to 14 CFRSection 91.117.Speed Adjustment5−7−3
2/19/04<strong>7110.65P</strong>Section 8. Radar Departures5−8−1. PROCEDURESUse standard departure routes and channelizedaltitudes whenever practical to reduce coordination.Do not, however, assign these routes solely to providefor possible radar or communication failure.5−8−2. INITIAL HEADINGBefore departure, assign the initial heading to beflown if a departing aircraft is to be vectoredimmediately after takeoff.PHRASEOLOGY−FLY RUNWAY HEADING.TURN LEFT/RIGHT, HEADING (degrees).NOTE−TERMINAL. A purpose for the heading is not necessary,since pilots operating in a radar environment associateassigned headings <strong>with</strong> vectors to their planned route offlight.REFERENCE−FAAO 7110.65, Departure Clearances, Para 4−3−2.FAAO 7110.65, Vectors Below Minimum Altitude, Para 5−6−3.5−8−3. SUCCESSIVE OR SIMULTANEOUSDEPARTURESTERMINALSeparate aircraft departing from the same airport/heliportor adjacent airports/heliports in accordance<strong>with</strong> the following minima provided radar identification<strong>with</strong> the aircraft will be established <strong>with</strong>in 1 mileof the takeoff runway end/helipad and courses willdiverge by 15 degrees or more.NOTE−1. FAAO 8260.19, Flight Procedures and <strong>Air</strong>space,establishes guidelines for IFR departure turningprocedures which assumes a climb to 400 feet above theairport elevation before a turn is commenced.FAAO 8260.3, United States Standard for TerminalInstrument Procedures (TERPS), the ILS missed approachcriteria, requires a straight climb of 400 feet be specifiedwhere turns greater than 15 degrees are required.2. Consider known aircraft performance characteristicswhen applying initial separation to successive departingaircraft.3. When one or both of the departure surfaces is a helipad,use the takeoff course of the helicopter as a reference,comparable to the centerline of a runway and the helipadcenter as the threshold.a. Between aircraft departing the same runway/helipador parallel runways/helicopter takeoffcourses separated by less than 2,500 feet− 1 mile ifcourses diverge immediately after departure.(See FIG 5−8−1, FIG 5−8−2, and FIG 5−8−3.)FIG 5−8−1Successive DeparturesFIG 5−8−2Simultaneous DeparturesRadar Departures5−8−1
<strong>7110.65P</strong> 2/19/04FIG 5−8−3Simultaneous Departures2. Intersecting runways and/or helicopter takeoffcourses which diverge by 15 degrees ormore. Authorize takeoff of a succeeding aircraftwhen the preceding aircraft has passed the point ofrunway and/or takeoff course intersection. Whenapplicable, apply the procedure in para 3−9−5,Anticipating Separation. (See FIG 5−8−5 andFIG 5−8−6.)FIG 5−8−5Intersecting Runway DeparturesNOTE−This procedure does not apply when a small aircraft istaking off from an intersection on the same runway behinda large aircraft or when an aircraft is departing behind aheavy jet/B757.REFERENCE−FAAO 7110.65, Wake Turbulence Separation for Intersection Departures,Para 3−9−7.FAAO 7110.65, Intersecting Runway Separation, Para 3−9−8.FAAO 7110.65, Minima, Para 5−5−4.b. Between aircraft departing from divergingrunways:1. Nonintersecting runways. Authorize simultaneoustakeoffs if runways diverge by 15 degrees ormore. (See FIG 5−8−4.)FIG 5−8−4Nonintersecting Runway DeparturesNOTE−This procedure does not apply when aircraft are departingbehind a heavy jet/B757.FIG 5−8−6Intersecting Helicopter Course Departures5−8−2Radar Departures
2/19/04<strong>7110.65P</strong>c. Between aircraft departing in the same directionfrom parallel runways/helicopter takeoff courses.Authorize simultaneous takeoffs if the centerlines/takeoffcourses are separated by at least 2,500feet and courses diverge by 15 degrees or moreimmediately after departure. (See FIG 5−8−7 andFIG 5−8−8.)FIG 5−8−7Parallel Runway DeparturesFIG 5−8−8Parallel Helicopter Course DeparturesNOTE−1. This procedure permits a departing aircraft to bereleased so long as an arriving aircraft is no closer than2 miles from the runway at the time. This separation isdetermined at the time the departing aircraft commencestakeoff roll.2. Consider the effect surface conditions, such as ice,snow, and other precipitation, may have on known aircraftperformance characteristics, and the influence theseconditions may have on the pilot’s ability to commencetakeoff roll in a timely manner.5−8−5. DEPARTURES AND ARRIVALS ONPARALLEL OR NONINTERSECTING DIVERGINGRUNWAYSTERMINAL. Authorize simultaneous operationsbetween an aircraft departing on a runway and anaircraft on final approach to another parallel ornonintersecting diverging runway if the departurecourse diverges immediately by at least 30 degreesfrom the missed approach course until separation isapplied and provided one of the following conditionsare met:NOTE−When one or both of the takeoff/landing surfaces is ahelipad, consider the helicopter takeoff course as therunway centerline and the helipad center as the threshold.a. When parallel runway thresholds are even, therunway centerlines are at least 2,500 feet apart.(See FIG 5−8−9 and FIG 5−8−10.)FIG 5−8−9Parallel Thresholds are Even5−8−4. DEPARTURE AND ARRIVALTERMINAL. Except as provided in para 5−8−5,Departures and Arrivals on Parallel or NonintersectingDiverging Runways, separate a departing aircraftfrom an arriving aircraft on final approach by aminimum of 2 miles if separation will increase to aminimum of 3 miles (5 miles when 40 miles or morefrom the antenna) <strong>with</strong>in 1 minute after takeoff.Radar Departures5−8−3
<strong>7110.65P</strong> 2/19/04FIG 5−8−10Parallel Thresholds are EvenFIG 5−8−12Parallel Thresholds are Staggeredb. When parallel runway thresholds are staggeredand:1. The arriving aircraft is approaching thenearer runway: the centerlines are at least 1,000 feetapart and the landing thresholds are staggered at least500 feet for each 100 feet less than 2,500 thecenterlines are separated. (See FIG 5−8−11 andFIG 5−8−12.)FIG 5−8−11Parallel Thresholds are StaggeredNOTE−In the event of a missed approach by a heavy jet/B757,apply the procedures in para 3−9−6, Same RunwaySeparation, or para 3−9−8, Intersecting RunwaySeparation, ensure that the heavy jet does not overtake orcross in front of an aircraft departing from the adjacentparallel runway.2. The arriving aircraft is approaching thefarther runway: the runway centerlines separationexceeds 2,500 feet by at least 100 feet for each500 feet the landing thresholds are staggered.(See FIG 5−8−13.)FIG 5−8−13Parallel Thresholds are Staggered5−8−4Radar Departures
2/19/04<strong>7110.65P</strong>c. When nonintersecting runways diverge by 15degrees or more and runway edges do not touch.(See FIG 5−8−14.)FIG 5−8−14Diverging Nonintersecting Runwaysd. When the aircraft on takeoff is a helicopter, holdthe helicopter until visual separation is possible orapply the separation criteria in subparas a, b, or c.REFERENCE−FAAO 7110.65, Departure and Arrival, Para 5−8−4.Radar Departures5−8−5
2/19/04<strong>7110.65P</strong>Section 9. Radar Arrivals5−9−1. VECTORS TO FINAL APPROACHCOURSEExcept as provided in para 7−4−2, Vectors for VisualApproach, vector arriving aircraft to intercept thefinal approach course:a. At least 2 miles outside the approach gate unlessone of the following exists:1. When the reported ceiling is at least 500 feetabove the MVA/MIA and the visibility is at least3 miles (report may be a PIREP if no weather isreported for the airport), aircraft may be vectored tointercept the final approach course closer than 2 milesoutside the approach gate but no closer than theapproach gate.2. If specifically requested by the pilot, aircraftmay be vectored to intercept the final approachcourse inside the approach gate but no closer than thefinal approach fix.EXCEPTION. Conditions 1 and 2 above do notapply to RNAV aircraft being vectored for a GPS orRNAV approach.b. For a precision approach, at an altitude notabove the glideslope/glidepath or below theminimum glideslope intercept altitude specified onthe approach procedure chart.c. For a nonprecision approach, at an altitudewhich will allow descent in accordance <strong>with</strong> thepublished procedure.NOTE−A pilot request for an “evaluation approach,” or a“coupled approach,” or use of a similar term, indicates thepilot desires the application of subparas a and b.d. EN ROUTE. The following provisions arerequired before an aircraft may be vectored to thefinal approach course:1. The approach gate and a line (solid orbroken), depicting the final approach course startingat or passing through the approach gate and extendingaway from the airport, be displayed on the radarscope; for a precision approach, the line length shallextend at least the maximum range of the localizer;for a nonprecision approach, the line length shallextend at least 10NM outside the approach gate; and2. The maximum range selected on the radardisplay is 150 NM; or3. An adjacent radar display is set at 125 NM orless, configured for the approach in use, and isutilized for the vector to the final approach course.4. If unable to comply <strong>with</strong> subparas 1, 2, or 3above, issue the clearance in accordance <strong>with</strong>para 4−8−1, Approach Clearance.REFERENCE−FAAO 7110.65, Approach Clearance, Para 4−8−1.FAAO 7110.65, Final Approach Course Interception, Para 5−9−2.5−9−2. FINAL APPROACH COURSEINTERCEPTIONa. Assign headings that will permit final approachcourse interception on a track that does not exceed theinterception angles specified in TBL 5−9−1.TBL 5−9−1Approach Course Interception AngleDistance from interceptionpoint to approach gateLess than 2 miles or triplesimultaneous ILS/MLSapproaches in useMaximum interceptionangle20 degrees2 miles or more 30 degrees(45 degrees for helicopters)b. If deviations from the final approach course areobserved after initial course interception, apply thefollowing:1. Outside the approach gate: apply proceduresin accordance <strong>with</strong> subpara a, if necessary, vector theaircraft for another approach.2. Inside the approach gate: inform the pilot ofthe aircraft’s position and ask intentions.PHRASEOLOGY−(Ident) (distance) MILE(S) FROM THE AIRPORT,(distance) MILE(S) RIGHT/LEFT OF COURSE, SAYINTENTIONS.NOTE−The intent is to provide for a track course intercept anglejudged by the controller to be no greater than specified bythis procedure.REFERENCE−FAAO 7110.65, Chapter 5, Section 9, Radar Arrivals, and Section 10,Radar Approaches− Terminal.Radar Arrivals5−9−1
<strong>7110.65P</strong> 2/19/04c. EN ROUTE. When using a radar scope rangeabove 125 NM, the controller shall solicit and receivea pilot report that the aircraft is established on thefinal approach course. If the pilot has not reportedestablished by the final approach gate, inform thepilot of his/her observed position and ask intentions.1. Established on a segment of a published routeor instrument approach procedure, or see FIG 5−9−1Example 1.FIG 5−9−1Arrival InstructionsNOTE−It may be difficult to accurately determine small distanceswhen using very large range settings.5−9−3. VECTORS ACROSS FINAL APPROACHCOURSEInform the aircraft whenever a vector will take itacross the final approach course and state the reasonfor such action.NOTE−In the event you are unable to so inform the aircraft, thepilot is not expected to turn inbound on the final approachcourse unless approach clearance has been issued.PHRASEOLOGY−EXPECT VECTORS ACROSS FINAL FOR (purpose).EXAMPLE−“EXPECT VECTORS ACROSS FINAL FOR SPACING.”REFERENCE−FAAO 7110.65, Final Approach Course Interception, Para 5−9−2.5−9−4. ARRIVAL INSTRUCTIONSIssue all of the following to an aircraft before itreaches the approach gate:a. Position relative to a fix on the final approachcourse. If none is portrayed on the radar display or ifnone is prescribed in the procedure, issue positioninformation relative to the navigation aid whichprovides final approach guidance or relative to theairport.b. Vector to intercept the final approach course ifrequired.c. Approach clearance except when conducting aradar approach. Issue approach clearance only afterthe aircraft is:5−9−2Radar Arrivals
2/19/04<strong>7110.65P</strong>EXAMPLE−1. <strong>Air</strong>craft 1 was vectored to the final approach course butclearance was <strong>with</strong>held. It is now at 4,000 feet andestablished on a segment of the instrument approachprocedure. “Seven miles from X-RAY. Cleared I−L−Srunway three six approach.” (See FIG 5−9−1.)FIG 5−9−2Arrival Instructions2. <strong>Air</strong>craft 2 is being vectored to a published segment ofthe final approach course, 4 miles from LIMA at 2,000 feet.The MVA for this area is 2,000 feet. “Four miles fromLIMA. Turn right heading three four zero. Maintain twothousand until established on the localizer. Cleared I−L−Srunway three six approach.” (See FIG 5−9−1.)3. <strong>Air</strong>craft 3 is being vectored to intercept the finalapproach course beyond the approach segments, 5 milesfrom Alpha at 5,000 feet. the MVA for this area is 4,000 feet.“Five miles from Alpha. Turn right heading three threezero. Cross Alpha at or above four thousand. ClearedI−L−Srunway three six approach.”(See FIG 5−9−1.)4. <strong>Air</strong>craft 4 is established on the final approach coursebeyond the approach segments, 8 miles from Alpha at6,000 feet. The MVA for this area is 4,000 feet. “Eight milesfrom Alpha. Cross Alpha at or above four thousand.Cleared I−L−S runway three six approach.”(See FIG 5−9−1.)2. Assigned an altitude to maintain until theaircraft is established on a segment of a publishedroute or instrument approach procedure.(See FIG 5−9−2 thru FIG 5−9−4.)EXAMPLE−The aircraft is being vectored to a published segment of theMLS final approach course, 3 miles from Alpha at4,000 feet. The MVA for this area is 4,000 feet. “Threemiles from Alpha. Turn left heading two one zero. Maintainfour thousand until established on the azimuth course.Cleared M−L−S runway one eight approach.” (SeeFIG 5−9−2.)Radar Arrivals5−9−3
<strong>7110.65P</strong> 2/19/04FIG 5−9−3Arrival InstructionsNOTE−1. The altitude assigned must assure IFR obstructionclearance from the point at which the approach clearanceis issued until established on a segment of a published routeor instrument approach procedure.2. If the altitude assignment is VFR-on-top, it isconceivable that the pilot may elect to remain high untilarrival over the final approach fix which may require thepilot to circle to descend so as to cross the final approachfix at an altitude that would permit landing.d. Instructions to do one of the following:EXAMPLE−The aircraft is en route to Delta waypoint at 6,000 feet. TheMVA for this area is 4,000 feet. “Cross Delta at or abovefour thousand. Cleared M−L−S runway one eightapproach.” (See FIG 5−9−3.)FIG 5−9−4Arrival InstructionsNOTE−The principal purpose of this paragraph is to ensure thatfrequency <strong>changes</strong> are made prior to passing the finalapproach fix. However, at times it will be desirable to retainan aircraft on the approach control frequency to provide asingle-frequency approach or other radar services. Whenthis occurs, it will be necessary to relay tower clearancesor instructions to preclude changing frequencies prior tolanding or approach termination.1. Monitor local control frequency, reporting tothe tower when over the approach fix.2. Contact the tower on local control frequency.REFERENCE−FAAO 7110.65, Communications Release, Para 4−8−8.3. Contact the final controller on the appropriatefrequency if radar service will be provided on final ona different frequency.REFERENCE−FAAO 7110.65, Final <strong>Control</strong>ler Changeover, Para 5−10−8.4. When radar is used to establish the finalapproach fix, inform the pilot that after being advisedthat he/she is over the fix he/she is to contact the toweron local control frequency.EXAMPLE−“Three miles from final approach fix. Turn left headingzero one zero. Maintain two thousand until established onthe localizer. Cleared I−L−S runway three six approach. Iwill advise when over the fix.”EXAMPLE−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. Maintainthree thousand until established on the azimuth course.Cleared M−L−S runway one eight approach.”(See FIG 5−9−4.)“Over final approach fix. Contact tower one one eightpoint one.”NOTE−ARSR may be used for establishment of initial approachand intermediate approach fixes only. ASR must be used toestablish the final approach fix.5−9−4Radar Arrivals
2/17/05<strong>7110.65P</strong> CHG 2REFERENCE−FAAO 7110.65, Final Approach Course Interception, Para 5−9−2.FAAO 7110.65, Simultaneous Independent ILS/MLS Approaches−Dual & Triple, Para 5−9−7.e. Where a Terminal Arrival Area (TAA) has beenestablished to support RNAV approaches, inform theaircraft of its position relative to the appropriate IAFand issue the approach clearance. (See FIG 5−9−5.)EXAMPLE−1. <strong>Air</strong>craft 1: The aircraft is in the straight in area of theTAA. “Seven miles from CENTR, Cleared R−NAV RunwayOne Eight Approach.’’2. <strong>Air</strong>craft 2: The aircraft is in the left base area of the TAA.“Fifteen miles from LEFTT, Cleared GPS Runway OneEight Approach.’’3. <strong>Air</strong>craft 3: The aircraft is in the right base area of theTAA. “Four miles from WRITE, Cleared FMS Runway OneEight Approach.”5−9−5. APPROACH SEPARATIONRESPONSIBILITYa. The radar controller performing the approachcontrol function is responsible for separation of radararrivals unless visual separation is provided by thetower, or a letter of agreement/facility directiveauthorizes otherwise. Radar final controllers ensurethat established separation is maintained betweenaircraft under their control and other aircraftestablished on the same final approach course.NOTE−The radar controller may be a controller in an ARTCC, aterminal facility, or a tower controller when authorized toperform the approach control function in a terminal area.REFERENCE−FAAO 7110.65, Wake Turbulence, Para 2−1−19.FAAO 7110.65, Section 5, Radar Separation, Application, Para 5−5−1.FAAO 7110.65, Visual Separation, Para 7−2−1.FAAO 7110.65, Minima, Para 5−5−4.FAAO 7210.3, Authorization for Separation Services by Towers,Para 2−1−15.b. When timed approaches are being conducted,the radar controller shall maintain the radarseparation specified in para 6−7−5, Interval Minima,until the aircraft is observed to have passed the finalapproach fix inbound (nonprecision approaches) orthe OM or the fix used in lieu of the outer marker(precision approaches) and is <strong>with</strong>in 5 miles of therunway on the final approach course or until visualseparation can be provided by the tower.REFERENCE−FAAO 7110.65, Receiving <strong>Control</strong>ler Handoff, Para 5−4−6.FAAO 7110.65, Final Approach Course Interception, Para 5−9−2.FAAO 7110.65, Parallel Dependent ILS/MLS Approaches, Para 5−9−6.FAAO 7110.65, Approach Sequence, Para 6−7−2.5−9−6. PARALLEL DEPENDENT ILS/MLSAPPROACHESTERMINALa. Apply the following minimum separation whenconducting parallel dependent ILS, MLS, or ILS andMLS approaches:1. Provide a minimum of 1,000 feet vertical ora minimum of 3 miles radar separation betweenaircraft during turn on.2. Provide a minimum of 1.5 miles radarseparation diagonally between successive aircraft onadjacent localizer/azimuth courses when runwaycenterlines are at least 2,500 feet but no more than4,300 feet apart.Radar Arrivals5−9−5
<strong>7110.65P</strong> 2/19/04FIG 5−9−5Basic “T” DesignPlan view#1WRITEIAF#3CENTRIF(IAF)LEFTTIAFFAFMAPRunway 18#2Missed Approach Holding Fix5−9−6Radar Arrivals
2/17/05<strong>7110.65P</strong> CHG 2FIG 5−9−6Parallel Dependent ILS/MLS ApproachesEXAMPLE−In FIG 5−9−7, <strong>Air</strong>craft 2 is 2 miles from heavy <strong>Air</strong>craft 1.<strong>Air</strong>craft 3 is a small aircraft and is 6 miles from <strong>Air</strong>craft 1.*The resultant separation between <strong>Air</strong>crafts 2 and 3 is4.2 miles.4. Provide the minimum applicable radarseparation between aircraft on the same finalapproach course.REFERENCE−FAAO 7110.65, Section 5, Radar Separation, Minima, Para 5−5−4.b. The following conditions are required whenapplying the minimum radar separation on adjacentlocalizer/azimuth courses allowed in subpara a:1. Apply this separation standard only afteraircraft are established on the parallel final approachcourse.EXAMPLE−In FIG 5−9−6, <strong>Air</strong>craft 2 is 1.5 miles from <strong>Air</strong>craft 1, and<strong>Air</strong>craft 3 is 1.5 miles or more from <strong>Air</strong>craft 2. The resultantseparation between <strong>Air</strong>crafts 1 and 3 is at least 2.5 miles.3. Provide a minimum of 2 miles radarseparation diagonally between successive aircraft onadjacent localizer/azimuth courses where runwaycenterlines are more than 4,300 feet but no more than9,000 feet apart.FIG 5−9−7Parallel Dependent ILS/MLS Approaches2. Straight-in landings will be made.3. Missed approach procedures do not conflict.4. <strong>Air</strong>craft are informed that approaches to bothrunways are in use. This information may be providedthrough the ATIS.5. Approach control shall have the interphonecapability of communicating directly <strong>with</strong> the localcontroller at locations where separation responsibilityhas not been delegated to the tower.NOTE−The interphone capability is an integral part of thisprocedure when approach control has the sole separationresponsibility.REFERENCE−FAAO 7110.65, Approach Separation Responsibility, Para 5−9−5.FAAO 7210.3, Authorization for Separation Services by Towers,Para 2−1−15.c. Consideration should be given to known factorsthat may in any way affect the safety of the instrumentapproach phase of flight, such as surface winddirection and velocity, wind shear alerts/reports,severe weather activity, etc. Closely monitor weatheractivity that could impact the final approach course.Weather conditions in the vicinity of the finalapproach course may dictate a change of approach inuse.REFERENCE−FAAO 7110.65, Final Approach Course Interception, Para 5−9−2.Radar Arrivals5−9−7
<strong>7110.65P</strong> 2/19/045−9−7. SIMULTANEOUS INDEPENDENTILS/MLS APPROACHES− DUAL & TRIPLETERMINALa. Apply the following minimum separation whenconducting simultaneous independent ILS, MLS, orILS and MLS approaches:1. Provide a minimum of 1,000 feet vertical ora minimum of 3 miles radar separation betweenaircraft during turn-on to parallel final approach.NOTE−1. During triple parallel approaches, no two aircraft willbe assigned the same altitude during turn-on. All threeaircraft will be assigned altitudes which differ by aminimum of 1,000 feet. Example: 3,000, 4,000, 5,000;7,000, 8,000, 9,000.2. Communications transfer to the tower controller’sfrequency shall be completed prior to losing verticalseparation between aircraft.2. Dual parallel runway centerlines are at least4,300 feet apart.3. Triple parallel runway centerlines are at least5,000 feet apart and the airport field elevation is lessthan 1,000 feet MSL.4. A high-resolution color monitor <strong>with</strong> alertalgorithms, such as the final monitor aid or thatrequired in the precision runway monitor programshall be used to monitor approaches where:(a) Triple parallel runway centerlines are atleast 4,300 but less than 5,000 feet apart and theairport field elevation is less than 1,000 feet MSL.(b) Triple parallel approaches to airportswhere the airport field elevation is 1,000 feet MSL ormore require the high resolution color monitor <strong>with</strong>alert algorithms and an approved FAA aeronauticalstudy.5. Provide the minimum applicable radarseparation between aircraft on the same finalapproach course.REFERENCE−FAAO 7110.65, Minima, Para 5−5−4.b. The following conditions are required whenapplying the minimum separation on adjacent dual ortriple ILS/MLS courses allowed in subpara a:1. Straight-in landings will be made.2. ILS, MLS, radar, and appropriate frequenciesare operating normally.3. Inform aircraft that simultaneous ILS/MLSapproaches are in use prior to aircraft departing anouter fix. This information may be provided throughthe ATIS.4. Clear the aircraft to descend to theappropriate glideslope/glidepath intercept altitudesoon enough to provide a period of level flight todissipate excess speed. Provide at least 1 mile ofstraight flight prior to the final approach courseintercept.NOTE−Not applicable to curved and segmented MLS approaches.5. An NTZ at least 2,000 feet wide is establishedan equal distance between extended runway finalapproach courses and shall be depicted on themonitor display. The primary responsibility fornavigation on the final approach course rests <strong>with</strong> thepilot. <strong>Control</strong> instructions and information are issuedonly to ensure separation between aircraft and toprevent aircraft from penetrating the NTZ.6. Monitor all approaches regardless of weather.Monitor local control frequency to receive anyaircraft transmission. Issue control instructions asnecessary to ensure aircraft do not enter the NTZ.NOTE−1. Separate monitor controllers, each <strong>with</strong> transmit/receiveand override capability on the local controlfrequency, shall ensure aircraft do not penetrate thedepicted NTZ. Facility directives shall define responsibilityfor providing the minimum applicable longitudinalseparation between aircraft on the same final approachcourse.2. The aircraft is considered the center of the primaryradar return for that aircraft, or, if an FMA or other colorfinal monitor aid is used, the center of the digitized targetof that aircraft, for the purposes of ensuring an aircraftdoes not penetrate the NTZ. The provisions of para 5−5−2,Target Separation, apply also.c. The following procedures shall be used by thefinal monitor controllers:1. Instruct the aircraft to return to the correctfinal approach course when aircraft are observed toovershoot the turn-on or to continue on a track whichwill penetrate the NTZ.5−9−8Radar Arrivals
2/19/04<strong>7110.65P</strong>PHRASEOLOGY−YOU HAVE CROSSED THE FINAL APPROACHCOURSE. TURN (left/right) IMMEDIATELY ANDRETURN TO LOCALIZER/AZIMUTH COURSE,orTURN (left/right) AND RETURN TO THE LOCALIZER/AZIMUTH COURSE.2. Instruct aircraft on the adjacent finalapproach course to alter course to avoid the deviatingaircraft when an aircraft is observed penetrating or inthe controller’s judgement will penetrate the NTZ.PHRASEOLOGY−TRAFFIC ALERT, (call sign), TURN (right/left)IMMEDIATELY HEADING (degrees), CLIMB ANDMAINTAIN (altitude).3. Terminate radar monitoring when one of thefollowing occurs:(a) Visual separation is applied.(b) The aircraft reports the approach lights orrunway in sight.(c) The aircraft is 1 mile or less from therunway threshold, if procedurally required andcontained in facility directives.4. Do not inform the aircraft when radarmonitoring is terminated.5. Do not apply the provisions of para 5−13−1,Monitor on PAR Equipment, for simultaneous ILS,MLS, or ILS and MLS approaches.d. Consideration should be given to known factorsthat may in any way affect the safety of the instrumentapproach phase of flight when simultaneous ILS,MLS, or ILS and MLS approaches are beingconducted to parallel runways. Factors include butare not limited to wind direction/velocity, wind-shearalerts/reports, severe weather activity, etc. Closelymonitor weather activity that could impact the finalapproach course. Weather conditions in the vicinityof the final approach course may dictate a change ofapproach in use.REFERENCE−FAAO 7110.65, Radar Service Termination, Para 5−1−13.FAAO 7110.65, Final Approach Course Interception, Para 5−9−2.5−9−8. SIMULTANEOUS INDEPENDENT DUALILS/MLS APPROACHES− HIGH UPDATE RADARTERMINALa. Authorize simultaneous independent ILS,MLS, or ILS and MLS approaches to parallel dualrunways <strong>with</strong> centerlines separated by at least3,000 feet <strong>with</strong> one localizer offset by 2.5 degreesusing a precision runway monitor system <strong>with</strong> a 1.0second radar update system and when centerlines areseparated by 3,400 to 4,300 feet when precisionrunway monitors are utilized <strong>with</strong> a radar update rateof 2.4 seconds or less; and1. Provide a minimum of 1,000 feet vertical ora minimum of 3 miles radar separation betweenaircraft during turn-on to parallel final approach.NOTE−Communications transfer to the tower controller’sfrequency shall be completed prior to losing verticalseparation between aircraft.2. Provide the minimum applicable radarseparation between aircraft on the same finalapproach course.REFERENCE−FAAO 7110.65, Minima, Para 5−5−4.b. The following conditions are required whenapplying the minimum separation on dual ILS/MLScourses allowed in subpara a:1. Straight-in landings will be made.2. ILS, MLS, radar, and appropriate frequenciesare operating normally.3. Inform aircraft that closely spaced simultaneousILS/MLS approaches are in use prior to aircraftdeparting an outer fix. This information may beprovided through the ATIS.4. Clear the aircraft to descend to theappropriate glideslope/glidepath intercept altitudesoon enough to provide a period of level flight todissipate excess speed. Provide at least 1 mile ofstraight flight prior to the final approach courseintercept.NOTE−Not applicable to curved and segmented MLS approaches.5. An NTZ at least 2,000 feet wide is establishedan equal distance between extended runway finalapproach courses and shall be depicted on themonitor display. The primary responsibility fornavigation on the final approach course rests <strong>with</strong> theRadar Arrivals5−9−9
<strong>7110.65P</strong> 2/19/04pilot. <strong>Control</strong> instructions and information are issuedonly to ensure separation between aircraft and toprevent aircraft from penetrating the NTZ.6. Monitor all approaches regardless of weather.Monitor local control frequency to receive anyaircraft transmission. Issue control instructions asnecessary to ensure aircraft do not enter the NTZ.7. Separate monitor controllers, each <strong>with</strong>transmit/receive and override capability on the localcontrol frequency, shall ensure aircraft do notpenetrate the depicted NTZ. Facility directives shalldefine the responsibility for providing the minimumapplicable longitudinal separation between aircrafton the same final approach course.NOTE−The aircraft is considered the center of the digitized targetfor that aircraft for the purposes of ensuring an aircraftdoes not penetrate the NTZ.c. The following procedures shall be used by thefinal monitor controllers:1. A controller shall provide position informationto an aircraft that is (left/right) of the depictedlocalizer centerline, and in their opinion is continuingon a track that may penetrate the NTZ.PHRASEOLOGY−(<strong>Air</strong>craft call sign) I SHOW YOU (left/right) OF THEFINAL APPROACH COURSE.2. Instruct the aircraft to return immediately tothe correct final approach course when aircraft areobserved to overshoot the turn-on or continue on atrack which will penetrate the NTZ.PHRASEOLOGY−YOU HAVE CROSSED THE FINAL APPROACHCOURSE. TURN (left/right) IMMEDIATELY ANDRETURN TO LOCALIZER/AZIMUTH COURSE.orTURN (left/right) AND RETURN TO THE LOCALIZER/AZIMUTH COURSE.3. Instruct aircraft on the adjacent finalapproach course to alter course to avoid the deviatingaircraft when an aircraft is observed penetrating or inthe controller’s judgement will penetrate the NTZ.NOTE−An instruction that may include a descent to avoid thedeviating aircraft should only be used when there is noother reasonable option available to the controller. In sucha case, the descent shall not put the aircraft below the MVA.PHRASEOLOGY−TRAFFIC ALERT, (call sign), TURN (left/right)IMMEDIATELY HEADING (DEGREES), CLIMB ANDMAINTAIN (altitude).4. Terminate radar monitoring when one of thefollowing occurs:(a) Visual separation is applied.(b) The aircraft reports the approach lights orrunway in sight.(c) The aircraft has landed or, in the event ofa missed approach, is one-half mile beyond thedeparture end of the runway.5. Do not inform the aircraft when radarmonitoring is terminated.6. Do not apply the provisions of para 5−13−1,Monitor on PAR Equipment, for simultaneous ILS,MLS, or ILS and MLS approaches.d. Consideration should be given to known factorsthat may in any way affect the safety of the instrumentapproach phase of flight when simultaneous ILS,MLS, or ILS and MLS approaches are beingconducted to parallel runways. Factors include butare not limited to wind direction/velocity, wind-shearalerts/reports, severe weather activity, etc. Closelymonitor weather activity that could impact the finalapproach course. Weather conditions in the vicinityof the final approach course may dictate a change ofthe approach in use.REFERENCE−FAAO 7110.65, Radar Service Termination, Para 5−1−13.FAAO 7110.65, Final Approach Course Interception, Para 5−9−2.5−9−10Radar Arrivals
2/19/04<strong>7110.65P</strong>Section 10. Radar Approaches− Terminal5−10−1. APPLICATIONa. Provide radar approaches in accordance <strong>with</strong>standard or special instrument approach procedures.b. A radar approach may be given to any aircraftupon request and may be offered to aircraft in distressregardless of weather conditions or to expeditetraffic.NOTE−Acceptance of a radar approach by a pilot does not waivethe prescribed weather minima for the airport or for theparticular aircraft operator concerned. The pilot isresponsible for determining if the approach and landingare authorized under the existing weather minima.REFERENCE−FAAO 7110.65, Final Approach Course Interception, Para 5−9−2.FAAO 7110.65, Elevation Failure, Para 5−12−10.5−10−2. APPROACH INFORMATIONa. Issue the following information to an aircraftthat will conduct a radar approach. Current approachinformation contained in the ATIS broadcast may beomitted if the pilot states the appropriate ATISbroadcast code. All items listed below, except forsubpara 3 may be omitted after the first approach ifrepeated approaches are made and no change hasoccurred. Transmissions <strong>with</strong> aircraft in this phase ofthe approach should occur approximately everyminute.REFERENCE−FAAO 7110.65, Approach Information, Para 4−7−10.1. Altimeter setting.2. If available, ceiling and visibility if theceiling at the airport of intended landing is reportedbelow 1,000 feet or below the highest circlingminimum, whichever is greater, or if the visibility isless than 3 miles. Advise pilots when weatherinformation is available via the Automated WeatherObserving System (AWOS)/Automated SurfaceObserving System (ASOS) and, if requested, issuethe appropriate frequency.NOTE−Automated weather observing systems may be set toprovide one minute updates. This one minute data may beuseful to the pilot for possible weather trends. <strong>Control</strong>lersprovide service based solely on official weather, i.e., hourlyand special observations.3. Issue any known <strong>changes</strong> classified as specialweather observations as soon as possible. Specialweather observations need not be issued after they areincluded in the ATIS broadcast and the pilot states theappropriate ATIS broadcast code.4. Pertinent information on known airportconditions if they are considered necessary to the safeoperation of the aircraft concerned.5. Lost communication procedures as specifiedin para 5−10−4, Lost Communications.b. Before starting final approach:NOTE−1. ASR approach procedures may be prescribed forspecific runways, for an airport/heliport, and forhelicopters only to a “point-in-space,“ i.e., a MAP fromwhich a helicopter must be able to proceed to the landingarea by visual reference to a prescribed surface route.2. Occasionally, helicopter PAR approaches are availableto runways where conventional PAR approaches have beenestablished. In those instances where the two PARapproaches serve the same runway, the helicopterapproach will have a steeper glide slope and a lowerdecision height. By the controllers designating theapproach to be flown, the helicopter pilot understandswhich of the two approaches he/she has been vectored forand which set of minima apply.1. Inform the aircraft of the type of approach,runway, airport, heliport, or other point, asappropriate, to which the approach will be made.Specify the airport name when the approach is to asecondary airport.PHRASEOLOGY−THIS WILL BE A P−A−R/SURVEILLANCE APPROACHTO:RUNWAY (runway number),or(airport name) AIRPORT, RUNWAY (runway number),or(airport name) AIRPORT/HELIPORT.THIS WILL BE A COPTER P−A−R APPROACH TO:RUNWAY (runway number),Radar Approaches− Terminal5−10−1
<strong>7110.65P</strong> 2/19/04or(airport name) AIRPORT, RUNWAY (runway number),or(airport name) AIRPORT/HELIPORT.2. For surveillance approaches, specify thelocation of the MAP in relation to the runway/airport/heliport.PHRASEOLOGY−MISSED APPROACH POINT IS (distance) MILE(S)FROM RUNWAY/AIRPORT/HELIPORT,or for a point-in-space approach,A MISSED APPROACH POINT (distance) MILE(S)(direction from landing area) OF (airport name)AIRPORT/HELIPORT.EXAMPLE−Helicopter point-in-space approach:“Army copter Zulu Two, this will be a surveillanceapproach to a missed approach point, three point five milessouth of Creedon Heliport.”REFERENCE−FAAO 7110.65, Elevation Failure, Para 5−12−10.c. Inform an aircraft making an approach to anairport not served by a tower that no traffic or landingrunway information is available for that airport.PHRASEOLOGY−NO TRAFFIC OR LANDING RUNWAY INFORMATIONAVAILABLE FOR THE AIRPORT.REFERENCE−FAAO 7110.65, Altimeter Setting Issuance Below Lowest Usable FL,Para 2−7−2.FAAO 7110.65, Final Approach Course Interception, Para 5−9−2.5−10−3. NO-GYRO APPROACHWhen an aircraft will make a no-gyro surveillance ora PAR approach:a. Before issuing a vector, inform the aircraft ofthe type of approach.PHRASEOLOGY−THIS WILL BE A NO-GYRO SURVEILLANCE/P−A−RAPPROACH.b. Instruct the aircraft when to start and stop turn.PHRASEOLOGY−TURN LEFT/RIGHT.STOP TURN.c. After turn on to final approach has been madeand prior to the aircraft reaching the approach gate,instruct the aircraft to make half-standard rate turns.PHRASEOLOGY−MAKE HALF-STANDARD RATE TURNS.REFERENCE−FAAO 7110.65, Final Approach Course Interception, Para 5−9−2.FAAO 7110.65, Elevation Failure, Para 5−12−10.5−10−4. LOST COMMUNICATIONSWhen weather reports indicate that an aircraft willlikely encounter IFR weather conditions during theapproach, take the following action as soon aspossible after establishing radar identification andradio communications (may be omitted after the firstapproach when successive approaches are made andthe instructions remain the same):NOTE−<strong>Air</strong> traffic control facilities at U.S. Army and U.S. <strong>Air</strong> Forceinstallations are not required to transmit lost communicationsinstructions to military aircraft. All military facilitieswill issue specific lost communications instructions to civilaircraft when required.a. If lost communications instructions will requirethe aircraft to fly on an unpublished route, issue anappropriate altitude to the pilot. If the lostcommunications instructions are the same for bothpattern and final, the pattern/vector controller shallissue both. Advise the pilot that if radio communicationsare lost for a specified time interval (not morethan 1 minute) on vector to final approach, 15 secondson a surveillance final approach, or 5 seconds on aPAR final approach to:1. Attempt contact on a secondary or a towerfrequency.2. Proceed in accordance <strong>with</strong> visual flight rulesif possible.3. Proceed <strong>with</strong> an approved nonradar approach,or execute the specific lost communicationsprocedure for the radar approach being used.NOTE−The approved procedures are those published on the FAAForms 8260 or applicable military document.5−10−2Radar Approaches− Terminal
2/19/04<strong>7110.65P</strong>PHRASEOLOGY−IF NO TRANSMISSIONS ARE RECEIVED FOR (timeinterval) IN THE PATTERN OR FIVE/FIFTEEN SE-CONDS ON FINAL APPROACH, ATTEMPT CONTACTON (frequency), ANDif the possibility exists,PROCEED VFR. IF UNABLE:if approved,PROCEED WITH (nonradar approach), MAINTAIN(altitude) UNTIL ESTABLISHED ON/OVER FIX/NAVAID/APPROACH PROCEDURE,or(alternative instructions).PHRASEOLOGY−USN. For ACLS operations using Mode I, IA, and II,IF NO TRANSMISSIONS ARE RECEIVED FOR FIVESECONDS AFTER LOSS OF DATA LINK, ATTEMPTCONTACT ON (frequency), ANDif the possibility exists,PROCEED VFR. IF UNABLE:if approved,PROCEED WITH (nonradar approach), MAINTAIN(altitude) UNTIL ESTABLISHED ON/OVER FIX/NAVAID/APPROACH PROCEDURE,or(alternative instructions).b. If the final approach lost communicationsinstructions are changed, differ from those for thepattern, or are not issued by the pattern controller,they shall be issued by the final controller.c. If the pilot states that he/she cannot accept a lostcommunications procedure due to weather conditionsor other reasons, request the pilot’s intention.NOTE−The pilot is responsible for determining the adequacy oflost communications procedures <strong>with</strong> respect to aircraftperformance, equipment capability, or reported weather.REFERENCE−FAAO 7110.65, Final Approach Course Interception, Para 5−9−2.FAAO 7110.65, Approach Information, Para 5−10−2.FAAO 7110.65, Elevation Failure, Para 5−12−10.5−10−5. RADAR CONTACT LOSTIf radar contact is lost during an approach and theaircraft has not started final approach, clear theaircraft to an appropriate NAVAID/fix for aninstrument approach.REFERENCE−FAAO 7110.65, Final Approach Course Interception, Para 5−9−2.FAAO 7110.65, Final Approach Abnormalities, Para 5−10−14.FAAO 7110.65, Elevation Failure, Para 5−12−10.5−10−6. LANDING CHECKUSA/USN. Advise the pilot to perform landingcheck while the aircraft is on downwind leg and intime to complete it before turning base leg. If anincomplete pattern is used, issue this before handoffto the final controller for a PAR approach, or beforestarting descent on final approach for surveillanceapproach.PHRASEOLOGY−PERFORM LANDING CHECK.REFERENCE−FAAO 7110.65, Final Approach Course Interception, Para 5−9−2.FAAO 7110.65, Elevation Failure, Para 5−12−10.5−10−7. POSITION INFORMATIONInform the aircraft of its position at least once beforestarting final approach.PHRASEOLOGY−(Number) MILES (direction) OF (airport name)AIRPORT,or(number) MILES (direction) OF (airport name) AIRPORTON DOWNWIND/BASE LEG.REFERENCE−FAAO 7110.65, Final Approach Course Interception, Para 5−9−2.FAAO 7110.65, Elevation Failure, Para 5−12−10.5−10−8. FINAL CONTROLLER CHANGEOVERWhen instructing the aircraft to change frequency forfinal approach guidance, include the name of thefacility.PHRASEOLOGY−CONTACT (name of facility) FINAL CONTROLLER ON(frequency).Radar Approaches− Terminal5−10−3
<strong>7110.65P</strong> 2/19/04REFERENCE−FAAO 7110.65, Radio Communications Transfer, Para 2−1−17.FAAO 7110.65, Final Approach Course Interception, Para 5−9−2.FAAO 7110.65, Arrival Instructions, Para 5−9−4.FAAO 7110.65, Elevation Failure, Para 5−12−10.5−10−9. COMMUNICATIONS CHECKOn initial contact <strong>with</strong> the final controller, ask theaircraft for a communication check.PHRASEOLOGY−(<strong>Air</strong>craft call sign), (name of facility) FINALCONTROLLER. HOW DO YOU HEAR ME?REFERENCE−FAAO 7110.65, Final Approach Course Interception, Para 5−9−2.FAAO 7110.65, Elevation Failure, Para 5−12−10.5−10−10. TRANSMISSION ACKNOWLEDGMENTAfter contact has been established <strong>with</strong> the finalcontroller and while on the final approach course,instruct the aircraft not to acknowledge furthertransmissions.PHRASEOLOGY−DO NOT ACKNOWLEDGE FURTHER TRANSMIS-SIONS.REFERENCE−FAAO 7110.65, Final Approach Course Interception, Para 5−9−2.FAAO 7110.65, Elevation Failure, Para 5−12−10.5−10−11. MISSED APPROACHBefore an aircraft starts final descent for a full stoplanding and weather reports indicate that any portionof the final approach will be conducted in IFRconditions, issue a specific missed approachprocedure approved for the radar approach beingconducted.PHRASEOLOGY−YOUR MISSED APPROACH PROCEDURE IS (missedapproach procedure).NOTE−1. The specific missed approach procedure is published onFAA Form 8260−4 or applicable military document.2. USAF. At locations where missed approachinstructions are published in base flying regulations,controllers need not issue missed approach instructions tolocally assigned/attached aircraft.REFERENCE−FAAO 7110.65, Final Approach Course Interception, Para 5−9−2.FAAO 7110.65, Elevation Failure, Para 5−12−10.5−10−12. LOW APPROACH ANDTOUCH-AND-GOBefore an aircraft which plans to execute a lowapproach or touch-and-go begins final descent, issueappropriate departure instructions to be followedupon completion of the approach. Climb-outinstructions must include a specific heading andaltitude except when the aircraft will maintain VFRand contact the tower.PHRASEOLOGY−AFTER COMPLETING LOW APPROACH/TOUCH ANDGO:CLIMB AND MAINTAIN (altitude).TURN (right or left) HEADING (degrees)/FLY RUNWAYHEADING,orMAINTAIN VFR, CONTACT TOWER,or(other instructions as appropriate).NOTE−This may be omitted after the first approach if instructionsremain the same.REFERENCE−FAAO 7110.65, Final Approach Course Interception, Para 5−9−2.FAAO 7110.65, Elevation Failure, Para 5−12−10.5−10−13. TOWER CLEARANCEa. When an aircraft is on final approach to anairport served by a tower, obtain a clearance to land,touch-and-go, or make low approach. Issue theclearance and the surface wind to the aircraft.b. If the clearance is not obtained or is canceled,inform the aircraft and issue alternative instructions.PHRASEOLOGY−TOWER CLEARANCE CANCELED/NOT RECEIVED(alternative instructions).REFERENCE−FAAO 7110.65, Final Approach Course Interception, Para 5−9−2.FAAO 7110.65, Elevation Failure, Para 5−12−10.5−10−4Radar Approaches− Terminal
2/19/04<strong>7110.65P</strong>5−10−14. FINAL APPROACH ABNORMALITIESInstruct the aircraft if runway environment not insight, execute a missed approach if previously given;or climb to or maintain a specified altitude and fly aspecified course whenever the completion of a safeapproach is questionable because one or more of thefollowing conditions exists. The conditions insubparas a, b, and c do not apply after the aircraftpasses decision height on a PAR approach.EXAMPLE−Typical reasons for issuing missed approach instructions:“Radar contact lost.”“Too high/low for safe approach.”“Too far right/left for safe approach.”REFERENCE−FAAO 7110.65, Position Advisories, Para 5−12−7.a. Safety limits are exceeded or radical targetdeviations are observed.b. Position or identification of the aircraft is indoubt.c. Radar contact is lost or a malfunctioning radaris suspected.PHRASEOLOGY−(Reason) IF RUNWAY/APPROACH LIGHTS/RUNWAYLIGHTS NOT IN SIGHT, EXECUTE MISSEDAPPROACH/(alternative instructions).NOTE−If the pilot requests, approval may be granted to proceed<strong>with</strong> the approach via ILS or another navigationalaid/approach aid.REFERENCE−FAAO 7110.65, Radar Contact Lost, Para 5−10−5.d. <strong>Air</strong>port conditions or traffic preclude approachcompletion.PHRASEOLOGY−EXECUTE MISSED APPROACH/(alternative instructions),(reason).REFERENCE−FAAO 7110.65, Final Approach Course Interception, Para 5−9−2.FAAO 7110.65, Elevation Failure, Para 5−12−10.5−10−15. MILITARY SINGLE FREQUENCYAPPROACHESa. Utilize single frequency approach proceduresas contained in a letter of agreement.b. Do not require a frequency change from aircrafton a single frequency approach after the approach hasbegun unless:1. Landing or low approach has been completed.2. The aircraft is in visual flight rules (VFR)conditions during daylight hours.3. The pilot requests the frequency change.4. An emergency situation exists.5. The aircraft is cleared for a visual approach.6. The pilot cancels instrument flight rules(IFR).c. Accomplish the following steps to completecommunications transfer on single frequency approachesafter completion of a handoff:1. Transferring controller: Position transmitterselectors to preclude further transmissions on thespecial use frequencies.2. Receiving controller: Position transmitterand receiver selectors to enable communications onthe special use frequencies.3. Do not require or expect the flight to check onfrequency unless an actual frequency change istransmitted to the pilot.Radar Approaches− Terminal5−10−5
2/19/04<strong>7110.65P</strong>Section 11. Surveillance Approaches− Terminal5−11−1. ALTITUDE INFORMATIONProvide recommended altitudes on final approach ifthe pilot requests. If recommended altitudes arerequested, inform the pilot that recommendedaltitudes which are at or above the published MDAwill be given for each mile on final.REFERENCE−FAAO 7210.3, Recommended Altitudes for Surveillance Approaches,Para 10−5−7.FAAO 7110.65, Final Approach Guidance, Para 5−11−5.PHRASEOLOGY−RECOMMENDED ALTITUDES WILL BE PROVIDEDFOR EACH MILE ON FINAL TO MINIMUM DESCENTALTITUDE/CIRCLING MINIMUM DESCENT ALTI-TUDE.5−11−2. VISUAL REFERENCE REPORT<strong>Air</strong>craft may be requested to report the runway,approach/runway lights, or airport in sight. Helicoptersmaking a “point-in-space” approach may berequested to report when able to proceed to thelanding area by visual reference to a prescribedsurface route.PHRASEOLOGY−REPORT (runway, approach/runway lights or airport) INSIGHT.REPORT WHEN ABLE TO PROCEED VISUALLY TOAIRPORT/HELIPORT.5−11−3. DESCENT NOTIFICATIONa. Issue advance notice of where descent willbegin and issue the straight-in MDA prior to issuingfinal descent for the approaches.NOTE−The point at which descent to the minimum descent altitudeis authorized is the final approach fix unless an altitudelimiting stepdown-fix is prescribed.b. When it is determined that the surveillanceapproach will terminate in a circle to land maneuver,request the aircraft approach category from the pilot.After receiving the aircraft approach category,provide him/her <strong>with</strong> the applicable circling MDAprior to issuing final descent for the approach.NOTE−Pilots are normally expected to furnish the aircraftapproach category to the controller when it is determinedthat the surveillance approach will terminate in a circle toland maneuver. If this information is not voluntarily given,solicit the aircraft approach category from the pilot, andthen issue him/her the applicable circling MDA.PHRASEOLOGY−PREPARE TO DESCEND IN (number) MILE(S).for straight-in approaches,MINIMUM DESCENT ALTITUDE (altitude).for circling approaches,REQUEST YOUR AIRCRAFT APPROACH CATEGORY.(Upon receipt of aircraft approach category),PUBLISHED CIRCLING MINIMUM DESCENTALTITUDE (altitude).5−11−4. DESCENT INSTRUCTIONSWhen an aircraft reaches the descent point, issue oneof the following as appropriate:REFERENCE−FAAO 7110.65, Elevation Failure, Para 5−12−10.a. Unless a descent restriction exists, advise theaircraft to descend to the MDA.PHRASEOLOGY−(Number) MILES FROM RUNWAY/AIRPORT/HELIPORT. DESCEND TO YOUR MINIMUM DESCENTALTITUDE.b. When a descent restriction exists, specify theprescribed restriction altitude. When the aircraft haspassed the altitude limiting point, advise to continuedescent to MDA.PHRASEOLOGY−(Number) MILES FROM RUNWAY/AIRPORT/HELIPORT. DESCEND AND MAINTAIN (restrictionaltitude).DESCEND TO YOUR MINIMUM DESCENT ALTITUDE.Surveillance Approaches− Terminal5−11−1
<strong>7110.65P</strong> 2/19/045−11−5. FINAL APPROACH GUIDANCEa. Issue course guidance, inform the aircraft whenit is on course, and frequently inform the aircraft ofany deviation from course. Transmissions <strong>with</strong>aircraft on surveillance final approach should occurapproximately every 15 seconds.PHRASEOLOGY−HEADING (heading),ON COURSE,orSLIGHTLY/WELL LEFT/RIGHT OF COURSE.NOTE−<strong>Control</strong>lers should not key the radio transmittercontinuously during radar approaches to preclude alengthy communications block. The decision on how oftentransmitters are unkeyed is the controller’s prerogative.b. Issue trend information, as required, to indicatetarget position <strong>with</strong> respect to the extended runwaycenterline and to describe the target movement asappropriate corrections are issued. Trend informationmay be modified by the terms “RAPIDLY” and“SLOWLY” as appropriate.EXAMPLE−“Going left/right of course.”“Left/right of course and holding/correcting.”c. Inform the aircraft of its distance from therunway, airport/heliport, or MAP, as appropriate,each mile on final.PHRASEOLOGY−(Number) MILE(S) FROM RUNWAY/AIRPORT/HE-LIPORT OR MISSED APPROACH POINT.d. Recommended altitudes shall be furnished, ifrequested, in accordance <strong>with</strong> para 5−11−1, AltitudeInformation.PHRASEOLOGY−If requested,ALTITUDE SHOULD BE (altitude).5−11−6. APPROACH GUIDANCE TERMINATIONa. Discontinue surveillance approach guidancewhen:1. Requested by the pilot.2. In your opinion, continuation of a safeapproach to the MAP is questionable.3. The aircraft is over the MAP.b. Surveillance approach guidance may bediscontinued when the pilot reports the runway orapproach/runway lights in sight or if a “point-inspace”approach, he/she reports able to proceed to thelanding area by visual reference to a prescribedsurface route.c. When approach guidance is discontinued inaccordance <strong>with</strong> subpara a and the aircraft hasreported the runway or approach/runway lights insight, advise the aircraft of its position and to proceedvisually.PHRASEOLOGY−(Distance) MILE(S) FROM RUNWAY/AIRPORT/HE-LIPORT,orOVER MISSED APPROACH POINT.PROCEED VISUALLY (additional instructions/clearanceas required.)d. When approach guidance is discontinued inaccordance <strong>with</strong> subpara a above and the aircraft hasnot reported the runway or approach/runway lights insight, advise the aircraft of its position and to executea missed approach unless the runway or approach/runwaylights are in sight or, if a “point-inspace”approach, unless able to proceed visually.PHRASEOLOGY−(Distance) MILE(S) FROM RUNWAY,orOVER MISSED APPROACH POINT.IF RUNWAY,orAPPROACH/RUNWAY LIGHTS NOT IN SIGHT,EXECUTE MISSED APPROACH/(missed approachinstructions). (Additional instructions/clearance, as required.)(Distance and direction) FROM AIRPORT/HELIPORT/MISSED APPROACH POINT.IF UNABLE TO PROCEED VISUALLY, EXECUTEMISSED APPROACH. (Additional instructions/clearance,if required.)5−11−2Surveillance Approaches− Terminal
2/19/04<strong>7110.65P</strong>NOTE−Terminal instrument approach procedures and flightinspection criteria require establishment of a MAP for eachprocedure including the point to which satisfactory radarguidance can be provided.Surveillance Approaches− Terminal5−11−3
2/19/04<strong>7110.65P</strong>Section 12. PAR Approaches− Terminal5−12−1. GLIDEPATH NOTIFICATIONInform the aircraft when it is approaching glidepath(approximately 10 to 30 seconds before finaldescent).PHRASEOLOGY−APPROACHING GLIDEPATH.5−12−2. DECISION HEIGHT (DH) NOTIFICATIONProvide the DH to any pilot who requests it.PHRASEOLOGY−DECISION HEIGHT (number of feet).5−12−3. DESCENT INSTRUCTIONWhen an aircraft reaches the point where finaldescent is to start, instruct it to begin descent.PHRASEOLOGY−BEGIN DESCENT.5−12−4. GLIDEPATH AND COURSEINFORMATIONa. Issue course guidance and inform the aircraftwhen it is on glidepath and on course, and frequentlyinform the aircraft of any deviation from glidepath orcourse. Transmissions <strong>with</strong> aircraft on precision finalapproach should occur approximately every 5 seconds.PHRASEOLOGY−HEADING (heading).ON GLIDEPATH.ON COURSE,orSLIGHTLY/WELL ABOVE/BELOW GLIDEPATH.SLIGHTLY/WELL LEFT/RIGHT OF COURSE.NOTE−<strong>Control</strong>lers should not key the radio transmittercontinuously during radar approaches to preclude alengthy communications block. The decision on how oftentransmitters are unkeyed is the controller’s prerogative.b. Issue trend information as required, to indicatetarget position <strong>with</strong> respect to the azimuth andelevation cursors and to describe target movement asappropriate corrections are issued. Trend informationmay be modified by the terms “RAPIDLY” or“SLOWLY”, as appropriate.EXAMPLE−“Going above/below glidepath.”“Going right/left of course.”“Above/below glidepath and coming down/up.”“Above/below glidepath and holding.”“Left/right of course and holding/correcting.”REFERENCE−FAAO 7110.65, Position Advisories, Para 5−12−7.FAAO 7110.65, Monitor Information, Para 5−13−3.5−12−5. DISTANCE FROM TOUCHDOWNInform the aircraft of its distance from touchdown atleast once each mile on final approach.PHRASEOLOGY−(Number of miles) MILES FROM TOUCHDOWN.5−12−6. DECISION HEIGHTInform the aircraft when it reaches the publisheddecision height.PHRASEOLOGY−AT DECISION HEIGHT.5−12−7. POSITION ADVISORIESa. Continue to provide glidepath and courseinformation prescribed in para 5−12−4, Glidepathand Course Information, subparas a and b, until theaircraft passes over threshold.NOTE−Glidepath and course information provided below decisionheight is advisory only. 14 CFR Section 91.175 outlinespilot responsibilities for descent below decision height.b. Inform the aircraft when it is passing over theapproach lights.PHRASEOLOGY−OVER APPROACH LIGHTS.c. Inform the aircraft when it is passing over thelanding threshold and inform it of its position <strong>with</strong>respect to the final approach course.PHRASEOLOGY−OVER LANDING THRESHOLD, (position <strong>with</strong> respect tocourse).PAR Approaches− Terminal5−12−1
<strong>7110.65P</strong> 2/19/04REFERENCE−FAAO 7110.65, Final Approach Abnormalities, Para 5−10−14.5−12−8. APPROACH GUIDANCE TERMINATIONa. Discontinue precision approach guidancewhen:1. Requested by the pilot.2. In your opinion, continuation of a safeapproach to the landing threshold is questionable.3. The aircraft passes over landing threshold.4. The pilot reports the runway/approach lightsin sight and requests to or advises that he/she willproceed visually.NOTE−A pilot’s report of “runway in sight” or “visual” is not arequest to proceed visually.b. When precision approach guidance is discontinuedin accordance <strong>with</strong> subpara a, advise theaircraft of its position and to proceed visually.PHRASEOLOGY−(Distance) MILE(S) FROM TOUCHDOWN, PROCEEDVISUALLY (additional instructions/clearance asrequired).c. After a pilot has reported the runway/approachlights in sight and requested to or advised that he/shewill proceed visually, and has been instructed toproceed visually, all PAR approach procedures shallbe discontinued.d. Continue to monitor final approach andfrequency. Pilots shall remain on final controller’sfrequency until touchdown or otherwise instructed.REFERENCE−FAAO 7110.65, Final Approach Abnormalities, Para 5−10−14.5−12−9. COMMUNICATION TRANSFERIssue communications transfer instructions.PHRASEOLOGY−CONTACT (terminal control function) (frequency, ifrequired) AFTER LANDING.NOTE−Communications transfer instructions should be delayedslightly until the aircraft is on the landing roll-out topreclude diversion of the pilot’s attention during transitionand touchdown.REFERENCE−FAAO 7110.65, Radio Communications Transfer, Para 2−1−17.5−12−10. ELEVATION FAILUREa. If the elevation portion of PAR equipment failsduring a precision approach:1. Discontinue PAR instructions and tell theaircraft to take over visually or if unable, to executea missed approach. If the aircraft executes a missedapproach, apply subpara 2 below.PHRASEOLOGY−NO GLIDEPATH INFORMATION AVAILABLE. IFRUNWAY, APPROACH/RUNWAY LIGHTS, NOT INSIGHT, EXECUTE MISSED APPROACH/(alternativeinstructions).2. If a surveillance approach, ASR or PAR<strong>with</strong>out glide slope, is established for the samerunway, inform the aircraft that a surveillanceapproach can be given. Use ASR or the azimuthportion of the PAR to conduct the approach and applyChapter 5, Radar, Section 11, Surveillance Approaches−Terminal. When the PAR azimuth is used,inform the pilot that mileage information will be fromtouchdown, and at those runways where specificminima have been established for PAR <strong>with</strong>outglideslope, inform the pilot that the PAR azimuth willbe used for the approach.EXAMPLE−1. Approach information when PAR azimuth used:“This will be a surveillance approach to runway three six.Mileages will be from touchdown.”or“This will be a surveillance approach to runway three sixusing P−A−R azimuth. Mileages will be from touchdown.”2. Descent Instructions:“Five miles from touchdown, descend to your minimumdescent altitude/minimum altitude.”REFERENCE−FAAO 7110.65, Approach Information, Para 5−10−2.FAAO 7110.65, Descent Instructions, Para 5−11−4.b. If the elevation portion of the PAR equipment isinoperative before starting a precision approach,apply subpara a2.5−12−2PAR Approaches− Terminal
2/19/04<strong>7110.65P</strong>5−12−11. SURVEILLANCE UNUSABLEPAR approaches may be conducted when the ASR isunusable provided a nonradar instrument approachwill position the aircraft over a navigational aid orDME fix <strong>with</strong>in the precision radar coverage, or anadjacent radar facility can provide a direct radarhandoff to the PAR controller.NOTE−The display of the NAVAID or DME fix in accordance <strong>with</strong>para 5−3−2, Primary Radar Identification Methods, is notrequired provided the NAVAID or DME fix can becorrelated on a PAR scope.PAR Approaches− Terminal5−12−3
2/19/04<strong>7110.65P</strong>Section 13. Use of PAR forApproach Monitoring− Terminal5−13−1. MONITOR ON PAR EQUIPMENTUSAF not applicable. <strong>Air</strong>craft conducting precisionor nonprecision approaches shall be monitored byPAR equipment if the PAR final approach coursecoincides <strong>with</strong> the NAVAID final approach coursefrom the final approach fix to the runway and one ofthe following conditions exists:NOTE−1. The provisions of this section do not apply to monitoringsimultaneous ILS, MLS, or ILS and MLS approaches.2. This procedure is used in PAR facilities operated by theFAA and other military services at joint-use civil/militarylocations and military installations during the operationalhours of the PAR.a. The reported weather is below basic VFRminima.b. USA Not applicable. At night.c. Upon request of the pilot.REFERENCE−FAAO 7110.65, Simultaneous Independent ILS/MLS Approaches− Dual& Triple, Para 5−9−7.5−13−2. MONITOR AVAILABILITYa. Inform the aircraft of the frequency on whichmonitoring information will be transmitted if it willnot be the same as the communication frequency usedfor the approach.PHRASEOLOGY−RADAR MONITORING ON LOCALIZER VOICE(frequency),and if applicable,CONTACT (terminal control function) (frequency, ifrequired) AFTER LANDING.b. If the approach is not monitored, inform theaircraft that radar monitoring is not available.PHRASEOLOGY−RADAR MONITORING NOT AVAILABLE.c. If conditions prevent continued monitor afterthe aircraft is on final approach, advise the pilot. Statethe reason and issue alternate procedures asappropriate.PHRASEOLOGY−(Reason), RADAR MONITORING NOT AVAILABLE,(alternative instructions).NOTE−Approach monitoring is a vital service, but during theapproach, the controller acts primarily as a safety observerand does not actually guide the aircraft. Loss of the radarmonitoring capability (and thus availability) is no reasonto terminate an otherwise good instrument approach.Advise the pilot that radar contact has been lost (or otherreason as appropriate), that radar monitoring is notavailable, and of actions for the pilot to take in eitherproceeding <strong>with</strong> or breaking off the approach; i.e., contacttower, remain on PAR frequency, etc.5−13−3. MONITOR INFORMATIONWhen approaches are monitored, take the followingaction:a. Advise the pilot executing a nonprecisionapproach that glidepath advisories are not provided.Do this prior to the pilot beginning the final descent.PHRASEOLOGY−GLIDEPATH ADVISORIES WILL NOT BE PROVIDED.b. Inform the aircraft when passing the finalapproach fix (nonprecision approaches) or whenpassing the outer marker or the fix used in lieu of theouter marker (precision approaches).PHRASEOLOGY−PASSING (FIX).c. Advise the pilot of glidepath trend information(precision approaches) and course trend informationto indicate target position and movement <strong>with</strong> respectto the elevation or azimuth cursor when the aircrafttarget corresponds to a position of well above/belowthe glidepath or well left/right of course andwhenever the aircraft exceeds the radar safety limits.Repeat if no correction is observed.EXAMPLE−Course trend information:“(Ident), well right/left of P−A−R course, drifting furtherright/left.”Glidepath trend information:“(Ident), well above/below P−A−R glidepath.”Use of PAR for Approach Monitoring− Terminal5−13−1
<strong>7110.65P</strong> 2/19/04REFERENCE−FAAO 7110.65, Glidepath and Course Information, Para 5−12−4.d. If, after repeated advisories, the aircraft isobserved proceeding outside the safety limits or aradical target deviation is observed, advise theaircraft if unable to proceed visually, to execute amissed approach. Issue a specific altitude andheading if a procedure other than the publishedmissed approach is to be executed.PHRASEOLOGY−(Position <strong>with</strong> respect to course or glidepath). IF NOTVISUAL, ADVISE YOU EXECUTE MISSED APPROACH(alternative instructions).e. Provide monitor information until the aircraft isover the landing threshold or commences a circlingapproach.f. Provide azimuth monitoring only at locationswhere the MLS glidepath and the PAR glidepath arenot coincidental.REFERENCE−FAAO 7110.65, Radar Service Termination, Para 5−1−13.5−13−2Use of PAR for Approach Monitoring− Terminal
2/19/04<strong>7110.65P</strong>Section 14. Automation− En Route5−14−1. CONFLICT ALERT (CA) AND MODE CINTRUDER (MCI) ALERTa. When a CA or MCI alert is displayed, evaluatethe reason for the alert <strong>with</strong>out delay and takeappropriate action.NOTE−DARC does not have CA/MCI alert capability.REFERENCE−FAAO 7110.65, Safety Alert, Para 2−1−6.b. If another controller is involved in the alert,initiate coordination to ensure an effective course ofaction. Coordination is not required when immediateaction is dictated.c. Suppressing/Inhibiting CA/MCI alert.1. The controller may suppress the display of aCA/MCI alert from a control position <strong>with</strong> theapplication of one of the following suppress/inhibitcomputer functions:(a) The Conflict Suppress (CO) function maybe used to suppress the CA/MCI display betweenspecific aircraft for a specific alert.NOTE−See NAS−MD−678 for the EARTS conflict suppressmessage.(b) The Group Suppression (SG) functionshall be applied exclusively to inhibit the displayingof alerts among military aircraft engaged in specialmilitary operations where standard en route separationcriteria does not apply.NOTE−Special military operations where the SG function wouldtypically apply involve those activities where militaryaircraft routinely operate in proximities to each other thatare less than standard en route separation criteria; i.e., airrefueling operations, ADC practice intercept operations,etc.2. The computer entry of a message suppressinga CA/MCI alert constitutes acknowledgment for thealert and signifies that appropriate action has or willbe taken.3. The CA/MCI alert may not be suppressed orinhibited at or for another control position <strong>with</strong>outbeing coordinated.5−14−2. EN ROUTE MINIMUM SAFE ALTITUDEWARNING (E-MSAW)a. When an E-MSAW alert is displayed, immediatelyanalyze the situation and, if necessary, take theappropriate action to resolve the alert.NOTE−1. Caution should be exercised when issuing a clearanceto an aircraft in reaction to an E-MSAW alert to ensure thatadjacent MIA areas are not a factor.2. DARC does not have E-MSAW capability.REFERENCE−FAAO 7110.65, Safety Alert, Para 2−1−6.b. The controller may suppress the display of anE-MSAW alert from his/her control position <strong>with</strong> theapplication of one of the following suppress/inhibitcomputer functions:1. The specific alert suppression message maybe used to inhibit the E-MSAW alerting display on asingle flight for a specific alert.2. The indefinite alert suppression messageshall be used exclusively to inhibit the display ofE-MSAW alerts on aircraft known to be flying at analtitude that will activate the alert feature of one ormore MIA areas <strong>with</strong>in an ARTCC.NOTE−1. The indefinite alert suppression message will remain ineffect for the duration of the referenced flight’s active status<strong>with</strong>in the ARTCC unless modified by controller action.2. The indefinite alert suppression message wouldtypically apply to military flights <strong>with</strong> clearance to flylow-level type routes that routinely require altitudes belowestablished minimum IFR altitudes.c. The computer entry of a message suppressing orinhibiting E-MSAW alerts constitutes acknowledgmentfor the alert and indicates that appropriate actionhas or will be taken to resolve the situation.Automation− En Route5−14−1
<strong>7110.65P</strong> 2/19/045−14−3. COMPUTER ENTRY OF ASSIGNEDALTITUDEThe data block shall always reflect the current statusof the aircraft unless otherwise specified in a facilitydirective. Whenever an aircraft is cleared to maintainan altitude different from that in the flight plandatabase, enter into the computer one of thefollowing:NOTE−A facility directive may be published deleting the interimaltitude computer entry requirements of subpara b. Thedirective would apply to those conditions where heavytraffic or sector complexity preclude meeting these entryrequirements.REFERENCE−FAAO 7210.3, Waiver to Interim Altitude Requirements, Para 8−2−7.a. The new assigned altitude if the aircraft will(climb or descend to and) maintain the new altitude,orb. An interim altitude if the aircraft will (climb ordescend to and) maintain the new altitude for a shortperiod of time and subsequently be recleared to thealtitude in the flight plan database or a new altitude ora new interim altitude.NOTE−1. Use of the interim altitude function will ensure that thedata block reflects the actual status of the aircraft andeliminate superfluous altitude updates.2. EARTS does not have interim altitude capability.5−14−4. ENTRY OF REPORTED ALTITUDEWhenever Mode C altitude information is either notavailable or is unreliable, enter reported altitudes intothe computer as follows:NOTE−Altitude updates are required to assure maximum accuracyin applying slant range correction formulas.a. When an aircraft reaches the assigned altitude.b. When an aircraft at an assigned altitude is issueda clearance to climb or descend.c. A minimum of each 10,000 feet during climb toor descent from FL 180 and above.5−14−5. SELECTED ALTITUDE LIMITSTo ensure the display of Mode C targets and datablocks, take the following actions:NOTE−Exception to these requirements may be authorized forspecific altitudes in certain ARTCC sectors if defined inappropriate facility directives and approved by theregional AT division manager.a. NAS en route Stage A/DARC, display altitudelimits in the “R” CRD when operating on NAS enroute Stage A or on the PVD/MDM when operatingon DARC and select the display filter keys on thePVD/MDM to include, as a minimum, the altitudestratum of the sector; plus1. 1,200 feet above the highest and below thelowest altitude or flight level of the sector where1,000 feet vertical separation is applicable; and2. 2,200 feet above the highest and below thelowest flight level of the sector where 2,000 feetvertical separation is applicable.b. EARTS. Display the EARTS altitude filterlimits to include, as a minimum, the altitude stratumof the sector; and1. 1,200 feet above the highest and below thelowest altitude or flight level of the sector where1,000 feet vertical separation is applicable; and2. 2,200 feet above the highest and below thelowest flight level of the sector where 2,000 feetvertical separation is applicable.REFERENCE−FAAO 7110.65, Alignment Accuracy Check, Para 5−1−2.5−14−6. SECTOR ELIGIBILITYThe use of the OK function is allowed to overridesector eligibility only when one of the followingconditions is met:a. Prior coordination is effected.b. The flight is <strong>with</strong>in the control jurisdiction ofthe sector.5−14−7. COAST TRACKSDo not use coast tracks in the application of eitherradar or nonradar separation criteria.5−14−2Automation− En Route
2/19/04<strong>7110.65P</strong>5−14−8. CONTROLLER INITIATED COASTTRACKSa. Initiate coast tracks only in Flight Plan AidedTracking (FLAT) mode, except “free” coast trackingmay be used as a reminder that aircraft <strong>with</strong>outcorresponding computer-stored flight plan informationare under your control.NOTE−1. To ensure tracks are started in FLAT mode, perform astart track function at the aircraft’s most current reportedposition, then immediately “force” the track into coasttracking by performing another start function <strong>with</strong> “CT”option in field 64. Making amendments to the stored route<strong>with</strong> trackball entry when the aircraft is rerouted, andrepositioning the data block to coincide <strong>with</strong> the aircraft’sposition reports are methods of maintaining a coast trackin FLAT mode.2. DARC does not have the capability to initiate coasttracks.b. Prior to initiating a coast track, ensure thefollowing:1. A departure message or progress reportcorresponding <strong>with</strong> the aircraft’s current position isentered into the computer.2. The track being started is <strong>with</strong>in the PostedTime Update Interval (PTUI) of the aircraft’scomputer-estimated position and the Flight PlanTrack Position Difference (FTPD) distance of theaircraft’s flight plan route.NOTE−FTPD is an automation parameter, normally set to15 miles, that is compared <strong>with</strong> the tracked target’sperpendicular distance from the stored flight plan route. Ifthe track is <strong>with</strong>in the parameter miles, it is eligible for“FLAT tracking.” PTUI is an automation parameter,normally set to 3 minutes, that is compared against thedifference between the calculated time of arrival and theactual time of arrival over a fix. If the difference is greaterthan PTUI, the flight plan’s stored data will be revised andfix-time update messages will be generated.c. As soon as practicable after the aircraft is inradar surveillance, initiate action to cause radartracking to begin on the aircraft.Automation− En Route5−14−3
2/19/04<strong>7110.65P</strong>Section 15. Automated Radar TerminalSystems (ARTS)− Terminal5−15−1. APPLICATIONARTS/STARS may be used for identifying aircraftassigned a discrete beacon code, maintaining identityof targets, and performing handoffs of these targetsbetween controllers.NOTE−USAF/USN. Where PIDP/DAIR equipment is capable ofperforming the functions described in this section, it maybe used accordingly.5−15−2. RESPONSIBILITYThis equipment does not relieve the controller of theresponsibility to ensure proper identification, maintenanceof identity, handoff of the correct targetassociated <strong>with</strong> the alphanumeric data, and separationof aircraft.5−15−3. FUNCTIONAL USEIn addition to other uses specified herein, terminalautomation may be used for the following functions:a. Tracking.b. Tagging.c. Handoff.d. Altitude information.REFERENCE−FAAO 7110.65, Altitude Filters, Para 5−2−23.e. Coordination.f. Ground speed.g. Identification.5−15−4. SYSTEM REQUIREMENTSUse terminal automation systems as follows:NOTE−Locally developed procedures, operating instructions, andtraining material are required because of differences inequipment capability. Such locally developed proceduresshall be supplemental to those contained in this section andshall be designed to make maximum use of the ARTSequipment.a. Inform all appropriate positions before terminatingor reinstating use of the terminal automationsystem at a control position. When terminating theuse of terminal automation systems, all pertinentflight data of that position shall be transferred orterminated.b. Inform other interfaced facilities of scheduledand unscheduled shutdowns.c. Initiate a track/tag on all aircraft to themaximum extent possible. As a minimum, aircraftidentification should be entered, and automatedhandoff functions should be used.d. Assigned altitude, if displayed, shall be keptcurrent at all times. Climb and descent arrows, whereavailable, shall be used to indicate other than levelflight.e. The automatic altitude readout of an aircraftunder another controller’s jurisdiction may be usedfor vertical separation purposes <strong>with</strong>out verbalcoordination provided:1. Operation is conducted using single site radarcoverage.2. Prearranged coordination procedures arecontained in a facility directive in accordance <strong>with</strong>para 5−4−10, Prearranged Coordination, andFAAO 7210.3, para 3−7−7, Prearranged Coordination.3. Do not use Mode C to effect verticalseparation <strong>with</strong>in a Mosaic radar configuration.5−15−5. INFORMATION DISPLAYEDa. Two-letter ICAO designators or three-letterdesignators, as appropriate, shall be used unlessprogram limitations dictate the use of a single letteralpha prefix.b. Use of the inhibit/select functions to removedisplayed information no longer required shall be inaccordance <strong>with</strong> local directives, which shouldensure maximum required use of the equipment.c. Information displayed shall be in accordance<strong>with</strong> national orders and specified in local directives.Automated Radar Terminal Systems (ARTS)− Terminal5−15−1
<strong>7110.65P</strong>2/19/045−15−6. CA/MCIa. When a CA or MCI alert is displayed, evaluatethe reason for the alert <strong>with</strong>out delay and takeappropriate action.REFERENCE−FAAO 7110.65, Safety Alert, Para 2−1−6.b. If another controller is involved in the alert,initiate coordination to ensure an effective course ofaction. Coordination is not required when immediateaction is dictated.c. Suppressing/Inhibiting CA/MCI alert.1. The suppress function may be used tosuppress the display of a specific CA/MCI alert.2. The inhibit function shall only be used toinhibit the display of CA for aircraft routinelyengaged in operations where standard separationcriteria do not apply.NOTE−Examples of operations where standard separation criteriado not apply are ADC practice intercept operations and airshows.3. Computer entry of a message suppressing aCA/MCI alert constitutes acknowledgment for thealert and signifies that appropriate action has or willbe taken.4. CA/MCI alert may not be suppressed orinhibited at or for another control position <strong>with</strong>outbeing coordinated.5−15−7. INHIBITING MINIMUM SAFE ALTITUDEWARNING (MSAW)a. Inhibit MSAW processing of VFR aircraft andaircraft that cancel instrument flight rules (IFR) flightplans unless the pilot specifically requests otherwise.REFERENCE−FAAO 7110.65, VFR <strong>Air</strong>craft in Weather Difficulty, Para 10−2−7.FAAO 7110.65, Radar Assistance to VFR <strong>Air</strong>craft in Weather Difficulty,Para 10−2−8.b. A low altitude alert may be suppressed from thecontrol position. Computer entry of the suppressmessage constitutes an acknowledgment for the alertand indicates that appropriate action has or will betaken.5−15−8. TRACK SUSPEND FUNCTIONUse the track suspend function only when data blockoverlap in holding patterns or in proximity of the finalapproach create an unworkable situation. If necessaryto suspend tracks, those which are not displayingautomatic altitude readouts shall be suspended. If thecondition still exists, those displaying automaticaltitude readouts may then be suspended.5−15−2Automated Radar Terminal Systems (ARTS)− Terminal
2/19/04<strong>7110.65P</strong>Section 16. TPX−42− Terminal5−16−1. APPLICATIONEach TPX−42 facility shall utilize the equipment tothe maximum extent possible consistent <strong>with</strong> localoperating conditions.5−16−2. RESPONSIBILITYThis equipment does not relieve the controller of theresponsibility to ensure proper identification, maintenanceof identity, handoff of the correct radar beacontarget associated <strong>with</strong> numeric data, and theseparation of aircraft.5−16−3. FUNCTIONAL USETPX−42 may be used for the following functions:a. Tagging.b. Altitude information.REFERENCE−FAAO 7110.65, Altitude Filters, Para 5−2−23.c. Coordination.d. Target identity confirmation.5−16−4. SYSTEM REQUIREMENTSUse the TPX−42 system as follows:a. TPX−42 facilities shall inform adjacent facilitiesof scheduled and unscheduled shutdowns.b. To the maximum extent practicable, tags shouldbe utilized for all controlled aircraft.5−16−5. INFORMATION DISPLAYEDa. Inhibiting portions of the tag shall be inaccordance <strong>with</strong> facility directives, which shallensure maximum required use of the equipment.b. Mode C altitude information shall not beinhibited unless a ground malfunction causesrepeated discrepancies of 300 feet or more betweenthe automatic altitude readouts and pilot reportedaltitudes.5−16−6. INHIBITING LOW ALTITUDE ALERTSYSTEM (LAAS)Assign a beacon code to a VFR aircraft or to anaircraft that has canceled its IFR flight plan to inhibitLAAS processing unless the aircraft has specificallyrequested LAAS.TPX−42− Terminal5−16−1
2/19/04<strong>7110.65P</strong>Chapter 6. NonradarSection 1. General6−1−1. DISTANCEUse mileage−based (DME and/or LTD) procedures andminima only when direct pilot/controller communicationsare maintained.FIG 6−1−1Adjacent <strong>Air</strong>port Operation −− Arrival6−1−2. NONRECEIPT OF POSITION REPORTWhen a position report affecting separation is notreceived, take action to obtain the report no later than5 minutes after the aircraft was estimated over the fix.REFERENCE−FAAO 7110.65, IFR Military Training Routes, Para 9−3−7.FIG 6−1−2Adjacent <strong>Air</strong>port Operation −− Departure6−1−3. DUPLICATE POSITION REPORTSDo not require an aircraft to make the same positionreport to more than one facility.6−1−4. ADJACENT AIRPORT OPERATIONTERMINALWAKE TURBULENCE APPLICATIONThe ATC facility providing service to heavyjets/B757s and having control jurisdiction at adjacentairports shall separate arriving or departing IFRaircraft on a course that will cross behind the flightpath of a heavy jet/B757 − 2 minutes.(See FIG 6−1−1 and FIG 6−1−2.)6−1−5. ARRIVAL MINIMATERMINALWAKE TURBULENCE APPLICATIONSeparate IFR aircraft landing behind an arrivingheavy jet/B757 by 2 minutes when arriving:a. The same runway (use 3 minutes for a smallaircraft behind a heavy jet/B757).b. A parallel runway separated by less than2,500 feet.General6−1−1
<strong>7110.65P</strong>2/19/04c. A crossing runway if projected flight paths willcross. (See FIG 6−1−3.)FIG 6−1−3Arrival MinimaLanding Behind an Arriving Heavy Jet/B7576−1−2General
2/19/04<strong>7110.65P</strong>Section 2. Initial Separation of SuccessiveDeparting <strong>Air</strong>craft6−2−1. MINIMA ON DIVERGING COURSESSeparate aircraft that will fly courses diverging by45 degrees or more after departing the same oradjacent airports by use of one of the followingminima:NOTE−1. Consider known aircraft performance characteristicswhen applying initial separation to successive departingaircraft.2. When one or both of the departure surfaces is a helipad,use the takeoff course of the helicopter as a reference,comparable to the centerline of a runway and the helipadcenter as the threshold.a. When aircraft will fly diverging courses:1. Immediately after takeoff − 1 minute untilcourses diverge. (See FIG 6−2−1.)FIG 6−2−1Minima on Diverging Courses2. Within 5 minutes after takeoff− 2 minutesuntil courses diverge. (See FIG 6−2−2.)FIG 6−2−2Minima on Diverging Courses3. Within 13 miles DME/LTD after takeoff −3 miles until courses diverge. (See FIG 6−2−3.)FIG 6−2−3Minima on Diverging CoursesInitial Separation of Successive Departing <strong>Air</strong>craft6−2−1
<strong>7110.65P</strong> 2/19/04b. TERMINAL. Between aircraft departing in thesame direction from different runways whosecenterlines are parallel and separated by at least3,500 feet, authorize simultaneous takeoffs when theaircraft will fly diverging courses immediately aftertakeoff. (See FIG 6−2−4.)FIG 6−2−5Minima on Diverging CoursesFIG 6−2−4Minima on Diverging Courses2. Intersecting runways. Authorize takeoff of asucceeding aircraft when the preceding aircraft haspassed the point of runway intersection, and(a) The runways diverge by 30 degrees ormore. (See FIG 6−2−6.)c. TERMINAL. Between aircraft that will flydiverging courses immediately after takeoff fromdiverging runways: (See FIG 6−2−5.)FIG 6−2−6Minima on Diverging Courses1. Nonintersecting runways. Authorize simultaneoustakeoffs when either of the followingconditions exist:more.(a) The runways diverge by 30 degrees or(b) The distance between runway centerlinesat and beyond the points where takeoffs begin is atleast:(1) 2,000 feet and the runways diverge by15 to 29 degrees inclusive.(2) 3,500 feet and the runways diverge byless than 15 degrees.6−2−2Initial Separation of Successive Departing <strong>Air</strong>craft
2/19/04<strong>7110.65P</strong>(b) The runways diverge by 15 to 29 degreesinclusive and the preceding aircraft has commenceda turn. (See FIG 6−2−7.)FIG 6−2−7Minima on Diverging Courses10,000 feet or below or outside of 10 miles from theDME NAVAID. (See FIG 6−2−8 and FIG 6−2−9.)FIG 6−2−8Minima on Same CourseFIG 6−2−9Minima on Same Course6−2−2. MINIMA ON SAME COURSESeparate aircraft that will fly the same course whenthe following aircraft will climb through the altitudeassigned to the leading aircraft by using a minimumof 3 minutes until the following aircraft passesthrough the assigned altitude of the leading aircraft;or 5 miles between DME equipped aircraft; RNAVequipped aircraft using LTD; and between DME andLTD aircraft provided the DME aircraft is eitherInitial Separation of Successive Departing <strong>Air</strong>craft6−2−3
2/19/04<strong>7110.65P</strong>Section 3. Initial Separation of Departingand Arriving <strong>Air</strong>craft6−3−1. SEPARATION MINIMASeparate a departing aircraft from an arriving aircraftmaking an instrument approach to the same airport byusing one of the following minima until vertical orlateral separation is achieved:a. TERMINAL. When takeoff direction differs byat least 45 degrees from the reciprocal of the finalapproach course, the departing aircraft takes offbefore the arriving aircraft leaves a fix inbound notless than 4 miles from the airport.b. TERMINAL. When takeoff direction is otherthan in subpara a, the departing aircraft takes off sothat it is established on a course diverging by at least45 degrees from the reciprocal of the final approachcourse before the arriving aircraft leaves a fixinbound not less than 4 miles from the airport.c. TERMINAL. When the absence of an appropriatefix precludes the application of subparas a or b andat airports where approach control service is notprovided, the separation in subparas d or e shall beapplied.d. When takeoff direction differs by at least45 degrees from the reciprocal of the final approachcourse, the departing aircraft takes off 3 minutesbefore the arriving aircraft is estimated at the airport.(See FIG 6−3−1.)FIG 6−3−1Separation Minimae. When takeoff direction is other than insubpara d, the departing aircraft takes off so that it isestablished on a course diverging by at least45 degrees from the reciprocal of the final approachcourse 5 minutes before the arriving aircraft isestimated at the airport or before it starts procedureturn. (See FIG 6−3−2 and FIG 6−3−3.)FIG 6−3−2Separation MinimaFIG 6−3−3Separation MinimaInitial Separation of Departing and Arriving <strong>Air</strong>craft6−3−1
2/19/04<strong>7110.65P</strong>Section 4. Longitudinal Separation6−4−1. APPLICATIONSeparate aircraft longitudinally by requiring them todo one of the following, as appropriate:a. Depart at a specified time.b. Arrive at a fix at a specified time.1. A departing aircraft follows a precedingaircraft which has taken off from the same or adjacentairport. (See FIG 6−4−1.)FIG 6−4−1Minima on Same Course44 Knots or More SeparationPHRASEOLOGY−CROSS (fix) AT OR BEFORE (time).CROSS (fix) AT OR AFTER (time).c. Hold at a fix until a specified time.d. Change altitude at a specified time or fix.REFERENCE−FAAO 7110.65, Altitude Information, Para 4−5−7.6−4−2. MINIMA ON SAME, CONVERGING, ORCROSSING COURSESSeparate aircraft on the same, converging, or crossingcourses by an interval expressed in time or distance,using the following minima:2. A departing aircraft follows a preceding enroute aircraft which has reported over a fix serving thedeparture airport. (See FIG 6−4−2.)FIG 6−4−2Minima on Converging Courses44 Knots or More Separationa. When the leading aircraft maintains a speed atleast 44 knots faster than the following aircraft −5 miles between DME equipped aircraft; RNAVequipped aircraft using LTD; and between DME andLTD aircraft provided the DME aircraft is either10,000 feet or below or outside of 10 miles from theDME NAVAID, or 3 minutes between other aircraftif, in either case, one of the following conditions ismet:Longitudinal Separation6−4−1
<strong>7110.65P</strong> 2/19/043. An en route aircraft follows a preceding enroute aircraft which has reported over the same fix.(See FIG 6−4−3.)FIG 6−4−3Minima on Crossing Courses44 Knots or More Separation2. A departing aircraft follows a preceding enroute aircraft which has reported over a fix serving thedeparture airport. (See FIG 6−4−5.)FIG 6−4−5Minima on Converging Courses22 Knots or More Separationb. When the leading aircraft maintains a speed atleast 22 knots faster than the following aircraft −10 miles between DME equipped aircraft; RNAVequipped aircraft using LTD; and between DME andLTD aircraft provided the DME aircraft is either10,000 feet or below or outside of 10 miles from theDME NAVAID; or 5 minutes between other aircraftif, in either case, one of the following conditionsexists:1. A departing aircraft follows a precedingaircraft which has taken off from the same or anadjacent airport. (See FIG 6−4−4.)3. An en route aircraft follows a preceding enroute aircraft which has reported over the same fix.(See FIG 6−4−6.)FIG 6−4−6Minima on Crossing Courses22 Knots or More SeparationFIG 6−4−4Minima on Same Course22 Knots or More Separation6−4−2Longitudinal Separation
2/19/04<strong>7110.65P</strong>c. When an aircraft is climbing or descendingthrough the altitude of another aircraft:1. Between DME equipped aircraft; RNAVequipped aircraft using LTD; and between DME andLTD aircraft provided the DME aircraft is either10,000 feet or below or outside of 10 miles from theDME NAVAID− 10 miles, if the descending aircraftis leading or the climbing aircraft is following.(See FIG 6−4−7 and FIG 6−4−8.)FIG 6−4−7Descending Through Another <strong>Air</strong>craft’sAltitude DME Separation3. Between RNAV aircraft that are operatingalong an RNAV route that is eight miles or less inwidth− 10 miles provided the following conditionsare met:(a) The descending aircraft is leading or theclimbing aircraft is following.(b) The aircraft were separated by not morethan 4,000 feet when the altitude change started.FIG 6−4−9Descending Through Another<strong>Air</strong>craft’s Altitude Timed SeparationFIG 6−4−8Climbing Through Another <strong>Air</strong>craft’sAltitude DME SeparationFIG 6−4−10Climbing Through Another<strong>Air</strong>craft’s Altitude Timed Separation2. Between other aircraft− 5 minutes, if all of thefollowing conditions are met:(See FIG 6−4−9 and FIG 6−4−10.)(a) The descending aircraft is leading orclimbing aircraft is following.(b) The aircraft are separated by not morethan 4,000 feet when the altitude change started.(c) The change is started <strong>with</strong>in 10 minutesafter a following aircraft reports over a fix reportedover by the leading aircraft or has acknowledged aclearance specifying the time to cross the same fix.Longitudinal Separation6−4−3
<strong>7110.65P</strong> 2/19/04d. When the conditions of subparas a, b, or ccannot be met− 20 miles between DME equippedaircraft; RNAV equipped aircraft using LTD; andbetween DME and LTD aircraft provided the DMEaircraft is either 10,000 feet or below or outside of10 miles from the DME NAVAID; or 10 minutesbetween other aircraft.(See FIG 6−4−11, FIG 6−4−12, FIG 6−4−13,FIG 6−4−14, FIG 6−4−15, and FIG 6−4−16.)FIG 6−4−11Minima for Same Course SeparationFIG 6−4−14Minima for Crossing Courses SeparationFIG 6−4−15Climbing Through Another <strong>Air</strong>craft’s AltitudeSeparationFIG 6−4−12Minima for Crossing Courses SeparationFIG 6−4−16Descending Through Another <strong>Air</strong>craft’s AltitudeSeparationFIG 6−4−13Minima for Same Course Separation6−4−4Longitudinal Separation
2/19/04<strong>7110.65P</strong>e. Between aircraft, when one aircraft is usingDME/LTD and the other is not− 30 miles if both thefollowing conditions are met:(See FIG 6−4−17 and FIG 6−4−18.)FIG 6−4−19Minima for Opposite Courses SeparationFIG 6−4−17Minima for Same Course SeparationFIG 6−4−18Minima for Crossing Courses SeparationNOTE−RNAV route segments that have been expanded in theproximity to reference facilities for slant-range effect arenot to be considered “expanded” for purposes of applyingseparation criteria in this paragraph.a. Both aircraft have reported passing NAVAIDs,DME fixes, or waypoints indicating they have passedeach other. (See FIG 6−4−20.)FIG 6−4−20Minima for Opposite Courses Separation1. The aircraft using DME/LTD derives distanceinformation by reference to the same NAVAIDor waypoint over which the aircraft not usingDME/LTD has reported.2. The aircraft not using DME/LTD is <strong>with</strong>in15 minutes of the NAVAID.6−4−3. MINIMA ON OPPOSITE COURSESSeparate aircraft traveling opposite courses byassigning different altitudes consistent <strong>with</strong> theapproved vertical separation from 10 minutes before,until 10 minutes after they are estimated to pass.Vertical separation may be discontinued after one ofthe following conditions is met: (See FIG 6−4−19.)NOTE−It is not intended to limit application of this procedure onlyto aircraft operating in opposite directions along the sameairway or radial. This procedure may also be applied toaircraft established on diverging airways or radials of thesame NAVAID.b. Both aircraft have reported passing the sameintersection/waypoint and they are at least 3 minutesapart.c. Two RNAV aircraft have reported passing thesame position and are at least 8 miles apart ifoperating along a route that is 8 miles or less in width;or 18 miles apart if operating along an expandedroute; except that 30 miles shall be applied ifoperating along that portion of any route segmentdefined by a navigation station requiring extendedusable distance limitations beyond 130 miles.Longitudinal Separation6−4−5
<strong>7110.65P</strong> 2/19/04d. An aircraft utilizing RNAV and an aircraftutilizing VOR have reported passing the sameposition and the RNAV aircraft is at least 4 milesbeyond the reported position when operating along aroute that is 8 miles or less in width; 9 miles beyondthe point when operating along an expanded route;except that 15 miles shall be applied if operatingalong that portion of any route segment defined by anavigation station requiring extended usable distancelimitation beyond 130 miles; or 3 minutes apartwhichever is greater.6−4−4. SEPARATION BY PILOTSWhen pilots of aircraft on the same course in directradio communication <strong>with</strong> each other concur, youmay authorize the following aircraft to maintainlongitudinal separation of 10 minutes; or 20 milesbetween DME equipped aircraft; RNAV equippedaircraft using LTD; and between DME and LTDaircraft provided the DME aircraft is either10,000 feet or below or outside of 10 miles from theDME NAVAID.PHRASEOLOGY−MAINTAIN AT LEAST ONE ZERO MINUTES/TWOZERO MILES SEPARATION FROM (ident).6−4−5. RNAV AIRCRAFT ALONG VORAIRWAYS/ROUTESAdvise the pilot to use DME distances when applyingDME separation to an RNAV aircraft operating alongVOR airways/routes.PHRASEOLOGY−USE DME DISTANCES.NOTE−Along Track Distance derived from area navigationdevices having slant-range correction will not coincide<strong>with</strong> the direct DME readout.6−4−6Longitudinal Separation
2/19/04<strong>7110.65P</strong>Section 5. Lateral Separation6−5−1. SEPARATION METHODSSeparate aircraft by one of the following methods:a. Clear aircraft on different airways or routeswhose widths or protected airspace do not overlap.b. Clear aircraft below 18,000 to proceed to andreport over or hold at different geographical locationsdetermined visually or by reference to NAVAIDs.c. Clear aircraft to hold over different fixes whoseholding pattern airspace areas do not overlap eachother or other airspace to be protected.d. Clear departing aircraft to fly specifiedheadings which diverge by at least 45 degrees.6−5−2. MINIMA ON DIVERGING RADIALSa. Consider separation to exist between aircraft:1. Established on radials of the same NAVAIDthat diverge by at least 15 degrees when either aircraftis clear of the airspace to be protected for the otheraircraft.2. With non−VOR/DME based navigationalequipment established on tracks of the samewaypoint that diverge by at least 15 degrees wheneither aircraft is clear of the airspace to be protectedfor the other aircraft.FIG 6−5−1Minima on Diverging Radialsseparation until reaching the 6−mile point. Reversingdirection, the same aircraft would require verticalseparation before passing the 6−mile point. Due to thenature of GPS equipment, issue crossing restrictions inreference to the next waypoint, since the pilot receivestracking “to” data rather than tracking “from” the lastwaypoint.b. Use TBL 6−5−1 and TBL 6−5−2 to determinethe distance required for various divergence angles toclear the airspace to be protected. For divergence thatfalls between two values, use the lesser divergencevalue to obtain the distance.TBL 6−5−1Non−DME DivergenceDistance MinimaDivergence (Degrees) Distance (NM)15 1620 1225 1030 835 745 655 590 4NOTE: This table is for non−DME application only.TBL 6−5−2DivergenceDistance MinimaNOTE−The procedure may be applied to converging as well asdiverging aircraft. (See FIG 6−5−1.) The aircraft depicted6 miles from the NAVAID/waypoint would require verticalDivergenceDistance (NM)(Degrees)Below FL 180Fl 180 throughFL 45015 17 1820 13 1525 11 1330 9 1135 8 1145 7 1155 6 1190 5 11NOTE: This table is for DME application andcompensates for DME slant-range error.Lateral Separation6−5−1
<strong>7110.65P</strong> 2/19/04NOTE−For altitudes of 3,000 feet or less above the elevation of theNAVAID, DME slant-range error is negligible and thevalues in TBL 6−5−1 may be used.6−5−3. DME ARC MINIMAApply lateral DME separation by requiring aircraftusing DME to fly an arc about a NAVAID at aspecified distance using the following minima:(See FIG 6−5−2.)FIG 6−5−2DME Arc MinimaNOTE−The other airspace to be protected may be a MOA, aholding pattern, airway or route, ATCAA, Warning Area,Restricted Area, Prohibited Area, etc.1. At 35 miles or less from the NAVAID−5 miles.2. More than 35 miles from the NAVAID−10 miles.PHRASEOLOGY−VIA (number of miles) MILE ARC (direction) OF (name ofDME NAVAID).6−5−4. MINIMA ALONG OTHER THANESTABLISHED AIRWAYS OR ROUTESProtect airspace along other than established airwaysor routes as follows: (See FIG 6−5−4.)FIG 6−5−4Minima Along Other ThanEstablished <strong>Air</strong>ways or RoutesREFERENCE−FAAO 7110.65, NAVAID Terms, Para 2−5−2.a. Between different arcs about a NAVAIDregardless of direction of flight:1. At 35 miles or less from the NAVAID−10 miles.2. More than 35 miles from the NAVAID−20 miles.b. Between an arc about a NAVAID and otherairspace to be protected: (See FIG 6−5−3.)FIG 6−5−3DME Arc MinimaREFERENCE−P/CG Term− <strong>Air</strong>way.P/CG Term− Route.a. Direct courses and course <strong>changes</strong> of 15 degreesor less:1. Via NAVAIDs or radials FL 600 and below−4 miles on each side of the route to a point 51 milesfrom the NAVAID, then increasing in width on a4 1 / 2 degree angle to a width of 10 miles on each sideof the route at a distance of 130 miles from theNAVAID.2. Via degree-distance fixes for aircraft authorizedunder para 4−4−3, Degree−Distance RouteDefinition for Military Operations.(a) Below FL 180− 4 miles on each side of theroute.6−5−2Lateral Separation
8/5/04<strong>7110.65P</strong> CHG 1(b) FL 180 to FL 600 inclusive− 10 miles oneach side of the route.3. Via degree-distance fixes for RNAV flightsabove FL 450− 10 miles on each side of the route.NOTE−Degree-distance RNAV flight (random routes) at FL 450and below are provided radar separation.b. When course change is 16 degrees through90 degrees, protect the airspace on the overflown sidebeginning at the point where the course <strong>changes</strong> asfollows: (See FIG 6−5−5.)FIG 6−5−5Overflown Side Minima16 to 90 Degrees1. Below FL 180− same as subparas a1 or 2.2. FL 180 to FL 230 inclusive− 14 miles.3. Above FL 230 to FL 600 inclusive− 17 miles.c. When course change is 91 degrees through180 degrees, protect the airspace on the overflownside beginning at the point where the course <strong>changes</strong>as follows: (See FIG 6−5−6.)1. Below FL 180− same as subparas a1 or 2.2. FL 180 to FL 230 inclusive− 28 miles.3. Above FL 230 to FL 600 inclusive− 34 miles.FIG 6−5−6Overflown Side Minima91 to 180 Degreesd. After the course <strong>changes</strong> specified in subparasb or c have been completed and the aircraft is backon course, the appropriate minima in subpara a maybe used.REFERENCE−FAAO 7110.65, Military Operations Above FL 600, Para 9−3−13.Lateral Separation6−5−3
<strong>7110.65P</strong> 2/19/046−5−5. RNAV MINIMA− DIVERGING/CROSSINGCOURSESConsider lateral separation to exist when an RNAVaircraft is beyond the point where the lateral protectedairspace of that aircraft has ceased to overlap thelateral protected airspace of another by at least:(See FIG 6−5−7 and FIG 6−5−8.)FIG 6−5−7RNAV Minimaa. When operating along a route that is 8 miles orless in width− 4 miles.b. When operating along an expanded route−9 miles, except that 15 miles shall be applied alongthat portion of any route segment requiring extendedusable distance limitation beyond 130 miles of thereference facility.FIG 6−5−8RNAV Minima6−5−4Lateral Separation
8/5/04<strong>7110.65P</strong> CHG 1Section 6. Vertical Separation6−6−1. APPLICATIONAssign an altitude to an aircraft after the aircraftpreviously at that altitude has reported leaving thealtitude.PHRASEOLOGY−REPORT LEAVING/REACHING (altitude/flight level).REPORT LEAVING ODD/EVEN ALTITUDES/FLIGHTLEVELS.(If aircraft is known to be operating below the lowestuseable flight level),SAY ALTITUDE.or(If aircraft is known to be operating at or above the lowestuseable flight level),SAY FLIGHT LEVEL.orIf aircraft’s position relative to the lowest useable flightlevel is unknown),SAY ALTITUDE OR FLIGHT LEVEL.NOTE−Consider known aircraft performance characteristics,pilot furnished and/or Mode C detected information whichindicate that climb/descent will not be consistent <strong>with</strong> therates recommended in the AIM.REFERENCE−FAAO 7110.65, Procedural Preference, Para 2−1−3.FAAO 7110.65, Vertical Separation Minima, Para 4−5−1.FAAO 7110.65, Separation, Para 7−7−3.FAAO 7110.65, Separation, Para 7−8−3.FAAO 7110.65, Separation, Para 7−9−4.6−6−2. EXCEPTIONSAssign an altitude to an aircraft only after the aircraftpreviously at that altitude has reported at or passingthrough another altitude separated from the first bythe appropriate minimum when:a. Severe turbulence is reported.b. <strong>Air</strong>craft are conducting military aerial refueling.REFERENCE−FAAO 7110.65, Military Aerial Refueling, Para 9−3−12.c. The aircraft previously at the altitude has been:1. Issued a clearance permitting climb/descentat pilot’s discretion.2. Cleared to CRUISE (altitude). However, donot use Mode C to effect separation <strong>with</strong> an aircrafton a cruise clearance.NOTE−An aircraft assigned a cruise clearance is assigned a blockof airspace from the minimum IFR altitude up to andincluding the assigned cruising altitude, and climb/descent<strong>with</strong>in the block is at pilot’s discretion. When the pilotverbally reports leaving an altitude in descent, he/she maynot return to that altitude.REFERENCE−P/CG Term− Cruise.6−6−3. SEPARATION BY PILOTSWhen pilots of aircraft in direct radio communication<strong>with</strong> each other during climb and descent concur, youmay authorize the lower aircraft, if climbing, or theupper aircraft, if descending, to maintain verticalseparation.Vertical Separation6−6−1
2/19/04<strong>7110.65P</strong>Section 7. Timed Approaches6−7−1. APPLICATIONTimed approaches using either nonradar proceduresor radar vectors to the final approach course may beused at airports served by a tower if the followingconditions are met:NOTE−These procedures require NAVAIDs and standard/specialinstrument approach procedures or adequate radarcoverage which permit an aircraft to:1. Hold at a fix located on the approach course or to beradar vectored to the final approach course for astraight-in approach in accordance <strong>with</strong> the minimaspecified in para 6−7−5, Interval Minima.2. Proceed in the direction of the airport along theapproach course crossing the holding/approach fix at aspecified altitude if required.3. Continue descent for an approach to destinationairport.a. Direct communication is maintained <strong>with</strong> theaircraft until the pilot is instructed to contact thetower.b. If more than one missed approach procedure isavailable, none require course reversal.c. If only one missed approach procedure isavailable, the following conditions are met:1. Course reversal is not required.2. Reported ceiling and visibility are equal to orgreater than the highest prescribed circling minimumsfor the instrument approach procedure in use.NOTE−Determination of whether or not an existing ceiling meetsminima is accomplished by comparing MDA (MSL) <strong>with</strong>ceiling (AGL) plus the airport elevation.REFERENCE−FAAO 7110.65, Approach Sequence, Para 6−7−2.6−7−2. APPROACH SEQUENCEWhen an aircraft passes the final approach fixinbound (nonprecision approach) or the outer markeror the fix used in lieu of the outer marker inbound(precision approach), issue clearances for a succeedingtimed approach in accordance <strong>with</strong> the following:REFERENCE−FAAO 7110.65, Approach Separation Responsibility, Para 5−9−5.FAAO 7110.65, Level Flight Restriction, Para 6−7−4.FAAO 7110.65, Missed Approaches, Para 6−7−7.a. Clear the succeeding aircraft for approach, todescend to the altitude vacated by the precedingaircraft, and to leave the final approach fix inbound(nonprecision approach) or the outer marker or the fixused in lieu of the outer marker inbound (precisionapproach) at a specified time; or when using radar tosequence and position aircraft on the final approachcourse, vector aircraft to cross the final approachfix/outer marker or the fix used in lieu of the outermarker in compliance <strong>with</strong> para 6−7−5, IntervalMinima.FIG 6−7−1Timed Approach ProceduresUsing ILS and Longitudinal Separation OnlyNOTE−FIG 6−7−1 depicts the application of timed approachprocedures using an ILS and applying longitudinalseparation only. Using an interval of 2 minutes betweensuccessive approaches, the #1 and #2 aircraft have alreadypassed the outer locator (LOM) on final approach, and the#3 aircraft has been cleared for approach and to depart theLOM 2 minutes after the #2 aircraft reported leaving theLOM inbound on final approach. After aircraft in theapproach sequence depart the holding/approach fix(LOM) inbound, vertical separation is no longer providedand longitudinal separation is utilized.REFERENCE−FAAO 7110.65, Final Approach Course Interception, Para 5−9−2.Timed Approaches6−7−1
<strong>7110.65P</strong> 2/19/04b. If an alternative missed approach procedure isnot available and weather conditions are less thanrequired by para 6−7−1, Application, subpara c, clearthe succeeding aircraft for an approach when thepreceding aircraft has landed or canceled its IFRflight plan.FIG 6−7−2Timed Approach Procedures Using a Bearing on anNDB and Longitudinal and Vertical SeparationNOTE−FIG 6−7−2 depicts the application of timed approachprocedures using a holding/approach fix on a bearing of anNDB and applying a combination of longitudinal andvertical separation. The #3 aircraft has been instructed todescend to 2,000 after the #2 aircraft has reporteddeparting the holding/approach fix inbound and leaving2,000 at point A. The #2 aircraft has departed theholding/approach fix inbound at the designated time,maintaining 2,000 until cleared for approach at point A.The #1 aircraft has been sighted, enabling the controller toissue approach clearance to the #2 aircraft at point A.c. Release the aircraft to the tower before it reachesthe final approach fix.6−7−3. SEQUENCE INTERRUPTIONInterrupt the established timed approach sequence ifnecessary to allow an aircraft to execute a differenttype of approach.6−7−4. LEVEL FLIGHT RESTRICTIONIf the weather report indicates an aircraft will be inIFR conditions over the final approach fix(nonprecision approach) or the outer marker or the fixused in lieu of the outer marker (precision approach)when para 6−7−2, Approach Sequence, subpara b isapplied, clear the second aircraft for an approachearly enough to allow at least 1 minute of level flightbefore crossing the final approach fix/outer marker orthe fix used in lieu of the outer marker.6−7−5. INTERVAL MINIMAUse a 2−minute or a 5−mile radar interval (except fora small aircraft behind a heavy aircraft: use a3−minute or a 6−mile radar interval) as the minimumbetween successive approaches and increase theinterval, as necessary, taking into account the:NOTE−Increased separation is required for small aircraft behindheavy aircraft because of the possible effects of waketurbulence.REFERENCE−FAAO 7110.65, Approach Separation Responsibility, Para 5−9−5.FAAO 7110.65, Application, Para 6−7−1.FAAO 7110.65, Approach Sequence, Para 6−7−2.a. Relative speeds of the aircraft concerned.b. Existing weather conditions.c. Distance between the approach fix and theairport.d. Type of approach being made.6−7−6. TIME CHECKIssue a time check to an aircraft before specifying atime to leave the approach fix inbound unless theaircraft is vectored to the final approach course.6−7−7. MISSED APPROACHESa. If weather conditions are such that an aircraftwill likely miss an approach, issue an alternativemissed approach procedure to the next aircraft.b. If an aircraft misses an approach, allow the nextaircraft to continue the approach if it has beenassigned an alternative missed approach procedure.Retain radar control or hold any remaining aircraft atassigned altitudes until traffic conditions permit theissuance of approach clearances.c. When para 6−7−2, Approach Sequence, subparab is applied and the first aircraft misses anapproach, retain radar control or clear the secondaircraft to maintain the last assigned altitude(minimum holding altitude) and return to theholding/approach fix to hold until traffic conditionspermit the issuance of approach clearances.6−7−2Timed Approaches
2/19/04<strong>7110.65P</strong>Chapter 7. VisualSection 1. General7−1−1. CLASS A AIRSPACE RESTRICTIONSDo not apply visual separation or issue VFR or“VFR-on-top” clearances in Class A airspace.7−1−2. VFR CONDITIONSa. You may clear aircraft to maintain “VFRconditions” if one of the following conditions exists:1. The pilot of an aircraft on an IFR flight planrequests a VFR climb/descent.2. TERMINAL. The clearance will result innoise abatement benefits where part of the IFRdeparture route does not conform to an FAA-approvednoise abatement route or altitude.PHRASEOLOGY−MAINTAIN VFR CONDITIONS.MAINTAIN VFR CONDITIONS UNTIL (time or fix).MAINTAIN VFR CONDITIONS ABOVE/BELOW(altitude).CLIMB/DESCEND VFR,and if required,BETWEEN (altitude) AND (altitude)orABOVE/BELOW (altitude).b. When, in your judgment, there is reason tobelieve that flight in VFR conditions may becomeimpractical, issue an alternative clearance which willensure separation from all other aircraft for whichyou have separation responsibility.PHRASEOLOGY−IF UNABLE, (alternative procedure), AND ADVISE.7−1−3. APPROACH CONTROL SERVICE FORVFR ARRIVING AIRCRAFTIssue the following where procedures have beenestablished for arriving VFR aircraft to contactapproach control for landing information:a. Wind, runway, and altimeter setting at theairport of intended landing. This information may beomitted if contained in the ATIS broadcast and thepilot states the appropriate ATIS code or if the pilotuses the phrase, “have numbers.”NOTE−Pilot use of “have numbers” does not indicate receipt of theATIS broadcast.b. <strong>Traffic</strong> information on a workload permittingbasis.c. Time or place at which the aircraft is to contactthe tower on local control frequency for furtherlanding information.d. An aircraft may be instructed to contactapproach control for landing and traffic informationupon initial contact <strong>with</strong> the tower.REFERENCE−FAAO 7110.65, Application, Para 7−6−1.FAAO 7110.65, Service Availability, Para 7−6−2.7−1−4. VISUAL HOLDING OF VFR AIRCRAFTTERMINALWhen it becomes necessary to hold VFR aircraft atvisual holding fixes, take the following actions:a. Clear aircraft to hold at selected, prominentgeographical fixes which can be easily recognizedfrom the air, preferably those depicted on sectionalcharts.NOTE−At some locations, VFR checkpoints are depicted onSectional Aeronautical and Terminal Area Charts. Inselecting geographical fixes, depicted VFR checkpointsare preferred unless the pilot exhibits a familiarity <strong>with</strong> thelocal area.REFERENCE−FAAO 7110.65, Visual Holding Points, Para 4−6−5.General7−1−1
<strong>7110.65P</strong> 2/19/04b. Issue traffic information to aircraft cleared tohold at the same fix.PHRASEOLOGY−HOLD AT (location) UNTIL (time or other condition),TRAFFIC (description) HOLDING AT (fix, altitude ifknown),orPROCEEDING TO (fix) FROM (direction or fix).REFERENCE−FAAO 7110.65, Holding, Para 7−6−5.7−1−2General
2/17/05<strong>7110.65P</strong> CHG 2Section 2. Visual Separation7−2−1. VISUAL SEPARATION<strong>Air</strong>craft may be separated by visual means, asprovided in this paragraph, when other approvedseparation is assured before and after the applicationof visual separation. To ensure that other separationwill exist, consider aircraft performance, waketurbulence, closure rate, routes of flight, and knownweather conditions. Reported weather conditionsmust allow the aircraft to remain <strong>with</strong>in sight untilother separation exists. Do not apply visualseparation between successive departures whendeparture routes and/or aircraft performance precludemaintaining separation.REFERENCE−FAAO 7110.65, Wake Turbulence Cautionary Advisories, Para 2−1−20.FAAO 7110.65, <strong>Traffic</strong> Advisories, Para 2−1−21.FAAO 7110.65, Use of Tower Radar Displays, Para 3−1−9.FAAO 7110.65, Approach Separation Responsibility, Para 5−9−5.FAAO 7110.65, Visual Approach, Para 7−4−1.FAAO 7110.65, Vectors for Visual Approach, Para 7−4−2.FAAO 7110.65, Approaches to Multiple Runways, Para 7−4−4.P/CG Term− Visual Approach.P/CG Term− Visual Separation.a. TERMINAL. Visual separation may be appliedbetween aircraft under the control of the same facility<strong>with</strong>in the terminal area up to but not includingFL 180, provided:1. Communication is maintained <strong>with</strong> at leastone of the aircraft involved or the capability tocommunicate immediately as prescribed inpara 3−9−3, Departure <strong>Control</strong> Instructions,subpara a2 is available, and:2. The aircraft are visually observed by thetower and visual separation is maintained betweenthe aircraft by the tower. The tower shall not providevisual separation between aircraft when waketurbulence separation is required or when the leadaircraft is a B757.3. A pilot sees another aircraft and is instructedto maintain visual separation from the aircraft asfollows:(a) Tell the pilot about the other aircraftincluding position, direction and, unless it is obvious,the other aircraft’s intention.(b) Obtain acknowledgment from the pilotthat the other aircraft is in sight.(c) Instruct the pilot to maintain visualseparation from that aircraft.(d) Advise the pilot if the radar targets appearlikely to converge.NOTE−Issue this advisory in conjunction <strong>with</strong> the instruction tomaintain visual separation, or thereafter if the controllersubsequently becomes aware that the targets are merging.(e) If the aircraft are on converging courses,inform the other aircraft of the traffic and that visualseparation is being applied.(f) If the pilot advises he/she has the traffic insight and will maintain visual separation from it (thepilot must use that entire phrase), the controller needonly “approve” the operation instead of restating theinstructions.PHRASEOLOGY−TRAFFIC, (clock position and distance),(direction)-BOUND, (type of aircraft), (intentions andother relevant information).If applicable,ON CONVERGING COURSE.DO YOU HAVE IT IN SIGHT?If the answer is in the affirmative,MAINTAIN VISUAL SEPARATION.If the pilot advises he/she has the traffic in sight and willmaintain visual separation from it (pilot must use thatentire phrase):APPROVED.If aircraft are on converging courses, advise the otheraircraft:TRAFFIC, (clock position and distance),(direction)-BOUND, (type of aircraft), HAS YOU INSIGHT AND WILL MAINTAIN VISUAL SEPARATION.b. EN ROUTE. Visual separation may be used upto but not including FL 180 when the followingconditions are met:Visual Separation7−2−1
<strong>7110.65P</strong> CHG 1 8/5/041. Direct communication is maintained <strong>with</strong> oneof the aircraft involved and there is an ability tocommunicate <strong>with</strong> the other.2. A pilot sees another aircraft and is instructedto maintain visual separation from it as follows:(a) Tell the pilot about the other aircraftincluding position, direction and unless it is obvious,the other aircraft’s intentions.(b) Obtain acknowledgment from the pilotthat the other aircraft is in sight.(c) Instruct the pilot to maintain visualseparation from that aircraft.(d) Advise the pilot if the radar targets appearlikely to converge.(e) If the aircraft are on converging courses,inform the other aircraft of the traffic and that visualseparation is being applied.(f) Advise the pilots if either aircraft is aheavy.(g) <strong>Traffic</strong> advisories and wake turbulencecautionary advisories shall be issued in accordance<strong>with</strong> para 2−1−20, Wake Turbulence CautionaryAdvisories, and para 2−1−21, <strong>Traffic</strong> Advisories.(h) If the pilot advises he/she has the traffic insight and will maintain visual separation from it (thepilot must use that entire phrase), the controller needonly “approve” the operation instead of restating theinstructions.PHRASEOLOGY−TRAFFIC, (clock position and distance),(direction)−BOUND, (type of aircraft), (intentions andother relevant information).If applicable,ON CONVERGING COURSE.DO YOU HAVE IT IN SIGHT?If the answer is in the affirmative,MAINTAIN VISUAL SEPARATION.If the pilot advises he/she has the traffic in sight and willmaintain visual separation from it (pilot must use thatentire phrase):(Call Sign) APPROVED.If aircraft are on converging courses, advise the otheraircraft:TRAFFIC, (clock position and distance),(direction)−BOUND, (type of aircraft), HAS YOU INSIGHT AND WILL MAINTAIN VISUAL SEPARATION.REFERENCE−FAAO 7110.65, Visual Approach, Para 7−4−1.FAAO 7110.65, Vectors for Visual Approach, Para 7−4−2.c. Nonapproach control towers may be authorizedto provide visual separation between aircraft <strong>with</strong>insurface areas or designated areas provided otherseparation is assured before and after the applicationof visual separation. This may be applied by thenonapproach control tower providing the separationor by a pilot visually observing another aircraft andbeing instructed to maintain visual separation <strong>with</strong>that aircraft.PHRASEOLOGY−VISUAL SEPARATION APPROVED BETWEEN(identification) AND (identification),and for departing aircraft,(departing/succeeding aircraft) RELEASED YOURDISCRETION.NOTE−Separation of IFR aircraft before and after application ofvisual separation is an IFR control function (Approach/Departure/En Route). A nonapproach control tower byaccepting authorization for visual separation becomesresponsible for ensuring that separation. Separationrequirements also apply to VFR aircraft when IFR,Class B, Class C or TRSA separation is prescribed.REFERENCE−FAAO 7110.65, Practice Approaches, Para 4−8−1.FAAO 7110.65, Application, Para 5−6−1.FAAO 7110.65, Vectors for Visual Approach, Para 7−4−2.FAAO 7110.65, Application, Para 7−6−1.FAAO 7110.65, Application, Para 7−7−1.FAAO 7110.65, Issuance of EFC, Para 7−7−2.FAAO 7110.65, Separation, Para 7−7−3.FAAO 7110.65, Helicopter <strong>Traffic</strong>, Para 7−7−4.FAAO 7110.65, Altitude Assignments, Para 7−7−5.FAAO 7110.65, Approach Interval, Para 7−7−6.FAAO 7110.65, TRSA Departure Information, Para 7−7−7.FAAO 7110.65, Class C Services, Para 7−8−2.FAAO 7110.65, Separation, Para 7−8−3.FAAO 7110.65, Establishing Two−Way Communications, Para 7−8−4.FAAO 7110.65, Altitude Assignments, Para 7−8−5.FAAO 7110.65, Exceptions, Para 7−8−6.FAAO 7110.65, Application, Para 7−9−1.FAAO 7110.65, Methods, Para 7−9−3.FAAO 7110.65, Separation, Para 7−9−4.FAAO 7110.65, Helicopter <strong>Traffic</strong>, Para 7−9−6.FAAO 7110.65, Altitude Assignments, Para 7−9−7.7−2−2Visual Separation
8/5/04<strong>7110.65P</strong> CHG 1Section 3. VFR-on-top7−3−1. VFR-ON-TOPa. You may clear an aircraft to maintain“VFR-on-top” if the pilot of an aircraft on an IFRflight plan requests the clearance.PHRASEOLOGY−MAINTAIN VFR-ON-TOP.NOTE−1. When an aircraft has been cleared to maintain“VFR-on-top,” the pilot is responsible to fly at anappropriate VFR altitude, comply <strong>with</strong> VFR visibility anddistance from cloud criteria, and to be vigilant so as to seeand avoid other aircraft. The pilot is also responsible tocomply <strong>with</strong> instrument flight rules applicable to the flight(e.g., adherence to ATC clearances).2. Although standard IFR separation is not applied,controllers shall continue to provide traffic advisories andsafety alerts, and apply merging target procedures toaircraft operating VFR-on-top.REFERENCE−FAAO 7110.65, Safety Alert, Para 2−1−6.FAAO 7110.65, <strong>Traffic</strong> Advisories, Para 2−1−21.FAAO 7110.65, Merging Target Procedures, Para 5−1−8.FAAO 7110.65, Class A <strong>Air</strong>space Restrictions, Para 7−1−1.AIM, VFR−on−top, Para 5−5−13.14 CFR Section 91.157, Special VFR Weather Minimums.14 CFR Section 91.159, VFR Cruising Altitude or Flight Level.b. You may clear an aircraft to climb throughclouds, smoke, haze, or other meteorologicalformations and then to maintain “VFR-on-top” if thefollowing conditions are met:1. The pilot requests the clearance.2. You inform the pilot of the reported height ofthe tops of the meteorological formation, or3. You inform the pilot that no top report isavailable.4. When necessary, you ensure separation fromall other traffic for which you have separationresponsibility by issuing an alternative clearance.5. When an aircraft is climbing to and reportsreaching “VFR-on-top,” reclear the aircraft tomaintain “VFR-on-top.”PHRASEOLOGY−CLIMB TO AND REPORT REACHING VFR-ON-TOP,andTOPS REPORTED (altitude),orNO TOPS REPORTS.IF NOT ON TOP AT (altitude), MAINTAIN (altitude), ANDADVISE.MAINTAIN VFR-ON-TOP.c. Do not clear an aircraft to maintain “VFR-ontop”between sunset and sunrise to separate holdingaircraft from each other or from en route aircraftunless restrictions are applied to ensure theappropriate IFR vertical separation.PHRASEOLOGY−MAINTAIN VFR-ON-TOP AT OR ABOVE/BELOW/BETWEEN (altitudes).EXAMPLE−“Maintain VFR-on-top at or above one three thousand fivehundred.”“Maintain VFR-on-top at or below one two thousand fivehundred.”“Maintain VFR-on-top at or between six thousand and onezero thousand.”d. When, in your judgment, there is reason tobelieve that flight in VFR conditions may becomeimpractical, issue an alternative clearance which willensure separation from all other aircraft for whichyou have separation responsibility.PHRASEOLOGY−IF UNABLE, (alternative procedure), AND ADVISE.REFERENCE−FAAO 7110.65, VFR-on-top, Para 9−4−3.VFR-on−top7−3−1
<strong>7110.65P</strong> CHG 18/5/047−3−2. ALTITUDE FOR DIRECTION OF FLIGHTInform an aircraft maintaining “VFR-on-top” whena report indicates the pilot is not complying <strong>with</strong>14 CFR Section 91.159(a).NOTE−As required by 14 CFR Section 91.159(a), the appropriateVFR altitudes for aircraft (not in a holding pattern of2 minutes or less, or turning) operating more than3,000 feet above the surface to and including 18,000 feetMSL:Magnetic courses 0−179− odd cardinal altitudes plus500 feet; e.g., 3,500, 5,500.Magnetic courses 180−359− even cardinal altitudes plus500 feet; e.g., 4,500, 8,500.PHRASEOLOGY−VFR-ON-TOP CRUISING LEVELS FOR YOURDIRECTION OF FLIGHT ARE:more than 3,000 feet above the surface to FL 180:ODD/EVEN ALTITUDES/FLIGHT LEVELS PLUS FIVEHUNDRED FEET.7−3−2VFR-on−top
2/19/04<strong>7110.65P</strong>Section 4. Approaches7−4−1. VISUAL APPROACHA visual approach is an ATC authorization for anaircraft on an IFR flight plan to proceed visually to theairport of intended landing; it is not an instrumentapproach procedure. Also, there is no missedapproach segment. An aircraft unable to complete avisual approach shall be handled as any go-aroundand appropriate separation must be provided.REFERENCE−FAAO 7110.65, Wake Turbulence Cautionary Advisories, Para 2−1−20.FAAO 7110.65, Forwarding Approach Information by Nonapproach<strong>Control</strong> Facilities, Para 3−10−2.FAAO 7110.65, Visual Separation, Para 7−2−1.FAAO 7110.65, Approaches to Multiple Runways, Para 7−4−4.7−4−2. VECTORS FOR VISUAL APPROACHA vector for a visual approach may be initiated if thereported ceiling at the airport of intended landing isat least 500 feet above the MVA/MIA and thevisibility is 3 miles or greater. At airports <strong>with</strong>outweather reporting service there must be reasonableassurance (e.g. area weather reports, PIREPs, etc.)that descent and flight to the airport can be madevisually, and the pilot must be informed that weatherinformation is not available.PHRASEOLOGY−(Ident) FLY HEADING OR TURN RIGHT/LEFTHEADING (degrees) VECTOR FOR VISUALAPPROACH TO (airport name).(If appropriate)WEATHER NOT AVAILABLE.NOTE−At airports where weather information is not available, apilot request for a visual approach indicates that descentand flight to the airport can be made visually and clear ofclouds.REFERENCE−FAAO 7110.65, Vectors to Final Approach Course, Para 5−9−1.FAAO 7110.65, Visual Separation, Para 7−2−1.FAAO 7110.65, Clearance for Visual Approach, Para 7−4−3.FAAO 7110.65, Approaches to Multiple Runways, Para 7−4−4.FAAO 7110.65, Sequencing, Para 7−6−7.FAAO 7110.65, Separation, Para 7−7−3.7−4−3. CLEARANCE FOR VISUAL APPROACHARTCCs and approach controls may clear aircraft forvisual approaches using the following procedures:NOTE−Towers may exercise this authority when authorized by aLOA <strong>with</strong> the facility that provides the IFR service, or bya facility directive at collocated facilities.a. <strong>Control</strong>lers may initiate, or pilots may request,a visual approach even when an aircraft is beingvectored for an instrument approach and the pilotsubsequently reports:1. The airport or the runway in sight at airports<strong>with</strong> operating control towers.2. The airport in sight at airports <strong>with</strong>out acontrol tower.b. Resolve potential conflicts <strong>with</strong> all otheraircraft, advise an overtaking aircraft of the distanceto the preceding aircraft and speed difference, andensure that weather conditions at the airport are VFRor that the pilot has been informed that weather is notavailable for the destination airport. Upon pilotrequest, advise the pilot of the frequency to receiveweather information where AWOS/ASOS is available.PHRASEOLOGY−(Ident) (instructions) CLEARED VISUAL APPROACHRUNWAY (number);or(ident) (instructions) CLEARED VISUAL APPROACH TO(airport name)(and if appropriate)WEATHER NOT AVAILABLE OR VERIFY THAT YOUHAVE THE (airport) WEATHER.REFERENCE−FAAO 7110.65, Visual Separation, Para 7−2−1.c. Clear an aircraft for a visual approach when:1. The aircraft is number one in the approachsequence, or2. The aircraft is to follow a preceding aircraftand the pilot reports the preceding aircraft in sight andis instructed to follow it, orApproaches7−4−1
<strong>7110.65P</strong> 2/19/04NOTE−The pilot need not report the airport/runway in sight.3. The pilot reports the airport or runway in sightbut not the preceding aircraft. Radar separation mustbe maintained until visual separation is provided.d. All aircraft following a heavy jet/B757 must beinformed of the airplane manufacturer and model.EXAMPLE−“Cessna Three Four Juliet, following a Boeing 757,12 o’clock, six miles.”e. Inform the tower of the aircraft’s position priorto communications transfer at controlled airports.ARTS/STARS functions may be used provided afacility directive or LOA specifies control andcommunication transfer points.f. In addition to the requirements of para 7−4−2,Vectors for Visual Approach, and subparas a, b, c, d,and e, ensure that the location of the destinationairport is provided when the pilot is asked to reportthe destination airport in sight.g. In those instances where airports are located inclose proximity, also provide the location of theairport that may cause the confusion.EXAMPLE−“Cessna Five Six November, Cleveland Burke Lakefront<strong>Air</strong>port is at 12 o’clock, 5 miles. Cleveland Hopkins<strong>Air</strong>port is at 1 o’clock 12 miles. Report Cleveland Hopkinsin sight.”REFERENCE−FAAO 7110.65, Approaches to Multiple Runways, Para 7−4−4.7−4−4. APPROACHES TO MULTIPLE RUNWAYSa. All aircraft must be informed that approachesare being conducted to parallel/intersecting/convergingrunways. This may be accomplished through useof the ATIS.b. When conducting visual approaches to multiplerunways ensure the following:1. Do not permit the respective aircrafts’primary radar returns to merge unless visualseparation is being applied.2. When the aircraft flight paths intersect,ensure standard separation is maintained until visualseparation is provided.c. In addition to the requirements in para 7−2−1,Visual Separation, para 7−4−1, Visual Approach,para 7−4−2, Vectors for Visual Approach, andpara 7−4−3, Clearance for Visual Approach, thefollowing conditions apply to visual approachesbeing conducted simultaneously to parallel, intersecting,and converging runways, as appropriate:1. Parallel runways separated by less than2,500 feet. Unless standard separation is provided byATC, an aircraft must report sighting a precedingaircraft making an approach (instrument or visual) tothe adjacent parallel runway. When an aircraft reportsanother aircraft in sight on the adjacent final approachcourse and visual separation is applied, controllersmust advise the succeeding aircraft to maintain visualseparation. However, do not permit a heavy/B757aircraft to overtake another aircraft. Do not permit alarge aircraft to overtake a small aircraft.2. Parallel runways separated by at least2,500 feet, but less than 4,300 feet.(a) Standard separation is provided until theaircraft are established on a heading which willintercept the extended centerline of the runway at anangle not greater than 30 degrees, and each aircrafthas been issued and the pilot has acknowledgedreceipt of the visual approach clearance.NOTE−The intent of the 30 degree intercept angle is to reduce thepotential for overshoots of the final, and precludeside-by-side operations <strong>with</strong> one or both aircraft in a“belly-up” configuration during the turn. <strong>Air</strong>craftperformance, speed, and the number of degrees of the turnto the final are factors to be considered by the controllerwhen vectoring aircraft to parallel runways.(b) Visual approaches may be conducted toone runway while visual or instrument approachesare conducted simultaneously to the other runway,provided the conditions of subpara (a) are met.(c) Provided aircraft flight paths do notintersect, and when the provisions of subparas (a) and(b) are met, it is not necessary to apply any other typeof separation <strong>with</strong> aircraft on the adjacent finalapproach course.3. Parallel runways separated by 4,300 feet ormore.(a) When aircraft flight paths do not intersect,visual approaches may be conducted simultaneously,provided standard separation is maintained until oneof the aircraft has been issued and the pilot hasacknowledged receipt of the visual approachclearance.7−4−2Approaches
2/19/04<strong>7110.65P</strong>(b) Visual approaches may be conducted toone runway while visual or instrument approachesare conducted simultaneously to the other runway,provided the conditions of subpara (a) are met.(c) Provided the aircraft flight paths do notintersect, when the provisions of subparas (a) and (b)are met, it is not necessary to apply any other type ofseparation <strong>with</strong> aircraft on the adjacent final approachcourse.4. Intersecting and converging runways. Visualapproaches may be conducted simultaneously <strong>with</strong>visual or instrument approaches to another runway,provided:(a) Standard separation is maintained untilthe aircraft conducting the visual approach has beenissued and the pilot has acknowledged receipt of thevisual approach clearance.(b) When aircraft flight paths intersect, radarseparation must be maintained until visual separationis provided.NOTE−Although simultaneous approaches may be conducted tointersecting runways, staggered approaches may benecessary to meet the airport separation requirementsspecified in para 3−10−4, Intersecting Runway Separation.REFERENCE−FAAO 7110.79, Charted Visual Flight Procedures.FAAO 7110.65,Charted Visual Flight Procedures (CVFP). USA/USN NotApplicable, Para 7−4−5.FAAO 7110.65, Separation, Para 7−7−3.7−4−5. CHARTED VISUAL FLIGHTPROCEDURES (CVFP). USA/USN NOTAPPLICABLEClear an aircraft for a CVFP only when the followingconditions are met:a. There is an operating control tower.b. The published name of the CVFP and thelanding runway are specified in the approachclearance, the reported ceiling at the airport ofintended landing is at least 500 feet above theMVA/MIA, and the visibility is 3 miles or more,unless higher minimums are published for theparticular CVFP.c. When using parallel or intersecting/convergingrunways, the criteria specified in para 7−4−4,Approaches to Multiple Runways, are applied.d. An aircraft not following another aircraft on theapproach reports sighting a charted visual landmark,or reports sighting a preceding aircraft landing on thesame runway and has been instructed to follow thataircraft.PHRASEOLOGY−(Ident) CLEARED (name of CVFP) APPROACH.7−4−6. CONTACT APPROACHClear an aircraft for a contact approach only if thefollowing conditions are met:a. The pilot has requested it.NOTE−When executing a contact approach, the pilot isresponsible for maintaining the required flight visibility,cloud clearance, and terrain/obstruction clearance.Unless otherwise restricted, the pilot may find it necessaryto descend, climb, and/or fly a circuitous route to theairport to maintain cloud clearance and/or terrain/obstructionclearance. It is not in any way intended thatcontrollers will initiate or suggest a contact approach to apilot.b. The reported ground visibility is at least1 statute mile.c. A standard or special instrument approachprocedure has been published and is functioning forthe airport of intended landing.d. Approved separation is applied betweenaircraft so cleared and other IFR or SVFR aircraft.When applying vertical separation, do not assign afixed altitude but clear the aircraft at or below analtitude which is at least 1,000 feet below any IFRtraffic but not below the minimum safe altitudeprescribed in 14 CFR Section 91.119.NOTE−14 CFR Section 91.119 specifies the minimum safe altitudeto be flown:(a) Anywhere.(b) Over congested areas.(c) Other than congested areas. To provide for anemergency landing in the event of power failure and<strong>with</strong>out undue hazard to persons or property on thesurface.(d) Helicopters. May be operated at less than theminimums prescribed in paras (b) and (c) above if theoperation is conducted <strong>with</strong>out hazard to persons orproperty on the surface.Approaches7−4−3
<strong>7110.65P</strong> 2/19/04e. An alternative clearance is issued when weatherconditions are such that a contact approach may beimpracticable.PHRASEOLOGY−CLEARED CONTACT APPROACH,And if required,AT OR BELOW (altitude) (routing).IF NOT POSSIBLE, (alternative procedures), ANDADVISE.7−4−4Approaches
2/19/04<strong>7110.65P</strong>Section 5. Special VFR (SVFR)7−5−1. AUTHORIZATIONa. SVFR operations in weather conditions lessthan basic VFR minima are authorized:REFERENCE−FAAO 7110.65, Operational Priority, Para 2−1−4.1. At any location not prohibited by 14 CFRPart 91, Appendix D or when an exemption to14 CFR Part 91 has been granted and an associatedLOA established. 14 CFR Part 91 does not prohibitSVFR helicopter operations.2. Only <strong>with</strong>in the lateral boundaries of Class B,Class C, Class D, or Class E surface areas, below10,000 feet MSL.3. Only when requested by the pilot.4. On the basis of weather conditions reported atthe airport of intended landing/departure.REFERENCE−FAAO 7110.65, Climb to VFR, Para 7−5−6.FAAO 7110.65, Ground Visibility Below One Mile, Para 7−5−7.5. When weather conditions are not reported atthe airport of intended landing/departure and the pilotadvises that VFR cannot be maintained and requestsSVFR.PHRASEOLOGY−CLEARED TO ENTER/OUT OF/THROUGH, (name)SURFACE AREAand if required,(direction) OF (name) AIRPORT (specified routing),andMAINTAIN SPECIAL V−F−R CONDITIONS,and if required,AT OR BELOW (altitude below 10,000 feet MSL)or as applicable under an exemption from 14 CFRPart 91,CLEARED FOR (coded arrival or departure procedure)ARRIVAL/DEPARTURE, (additional instructions asrequired).REFERENCE−FAAO 7110.65, <strong>Air</strong>space Classes, 2−4−22.b. SVFR operations may be authorized for aircraftoperating in or transiting a Class B, Class C, Class D,or Class E surface area when the primary airport isreporting VFR but the pilot advises that basic VFRcannot be maintained.NOTE−The basic requirements for issuance of a SVFR clearancein subpara a apply <strong>with</strong> the obvious exception that weatherconditions at the controlling airport are not required to beless than basic VFR minima.7−5−2. PRIORITYa. SVFR flights may be approved only if arrivingand departing IFR aircraft are not delayed.EXAMPLE−1. A SVFR aircraft has been cleared to enter a Class B,Class C, Class D, or Class E surface area and subsequentlyan IFR aircraft is ready to depart or is in position to beginan approach. Less overall delay might accrue to the IFRaircraft if the SVFR aircraft is allowed to proceed to theairport and land, rather than leave, a Class B, Class C,Class D, or Class E surface area or be repositioned toprovide IFR priority.2. A SVFR aircraft is number one for takeoff and locatedin such a position that the number two aircraft, an IFRflight, cannot taxi past to gain access to the runway. Lessoverall delay might accrue to the IFR aircraft by releasingthe SVFR departure rather than by having the aircraft taxidown the runway to a turnoff point so the IFR aircraft couldbe released first.NOTE−The priority afforded IFR aircraft over SVFR aircraft is notintended to be so rigidly applied that inefficient use ofairspace results. The controller has the prerogative ofpermitting completion of a SVFR operation already inprogress when an IFR aircraft becomes a factor if betteroverall efficiency will result.b. Inform an aircraft of the anticipated delay whena SVFR clearance cannot be granted because of IFRtraffic. Do not issue an EFC or expected departuretime.PHRASEOLOGY−EXPECT (number) MINUTES DELAY, (additionalinstructions as necessary).REFERENCE−FAAO 7110.65, Operational Priority, Para 2−1−4.FAAO 7110.65, Application, Para 5−6−1.Special VFR (SVFR)7−5−1
<strong>7110.65P</strong> 2/19/047−5−3. SEPARATIONa. Apply approved separation between:1. SVFR aircraft.2. SVFR aircraft and IFR aircraft.NOTE−Approved separation between SVFR fixed−wing aircraft,and between SVFR fixed−wing aircraft and IFR fixed−wingaircraft, is prescribed in Chapter 6 and Chapter 7,para 7−5−4, Altitude Assignment. Radar vectors areauthorized as prescribed in para 5−6−1, Application,subpara f.b. Alternate SVFR helicopter separation minimamay be established when warranted by the volumeand/or complexity of local helicopter operations.Alternate SVFR helicopter separation minima shallbe established <strong>with</strong> an LOA <strong>with</strong> the helicopteroperator which shall specify, as a minimum, thatSVFR helicopters are to maintain visual reference tothe surface and adhere to the following aircraftseparation minima:1. Between a SVFR helicopter and an arrivingor departing IFR aircraft:(a) 1 / 2 mile. If the IFR aircraft is less than1 mile from the landing airport.(b) 1 mile. If the IFR aircraft is 1 mile ormore from the airport.2. 1 mile between SVFR helicopters. Thisseparation may be reduced to 200 feet if:(a) Both helicopters are departing simultaneouslyon courses that diverge by at least 30 degreesand:(1) The tower can determine this separationby reference to surface markings; or(2) One of the departing helicopters isinstructed to remain at least 200 feet from the other.NOTE−Radar vectors are authorized as prescribed in para 5−6−1,Application.REFERENCE−FAAO 7110.65, Operational Priority, Para 2−1−4.7−5−4. ALTITUDE ASSIGNMENTDo not assign a fixed altitude when applying verticalseparation, but clear the SVFR aircraft at or below analtitude which is at least 500 feet below anyconflicting IFR traffic but not below the MSAprescribed in 14 CFR Section 91.119.PHRASEOLOGY−MAINTAIN SPECIAL V−F−R CONDITIONS AT ORBELOW (altitude).NOTE−1. SVFR aircraft are not assigned fixed altitudes tomaintain because of the clearance from cloudsrequirement.2. The MSAs are:(a) Over congested areas, an altitude at least 1,000 feetabove the highest obstacle, and(b) Over other than congested areas, an altitude at least500 feet above the surface.(c) Helicopters may be operated at less than theminimum altitudes prescribed in (a) and (b) above.REFERENCE−FAAO 7110.65, Operational Priority, Para 2−1−4.FAAO 7110.65, Application, Para 5−6−1.14 CFR Section 91.119, Minimum Safe Altitudes: General.7−5−5. LOCAL OPERATIONSa. Authorize local SVFR operations for a specifiedperiod (series of landings and takeoffs, etc.) uponrequest if the aircraft can be recalled when traffic orweather conditions require. Where warranted, LOAsmay be consummated.PHRASEOLOGY−LOCAL SPECIAL V−F−R OPERATIONS IN THEIMMEDIATE VICINITY OF (name) AIRPORT AREAUTHORIZED UNTIL (time). MAINTAIN SPECIALV−F−RCONDITIONS.REFERENCE−FAAO 7210.3, Appropriate Subjects, Para 4−3−2.b. <strong>Control</strong> facilities may also authorize an FSS totransmit SVFR clearances so that only one aircraft ata time operates in the Class B, Class C, Class D, orClass E surface areas unless pilots agree that theywill maintain visual separation <strong>with</strong> other aircraftoperating in the Class B, Class C, Class D, or Class Esurface areas. Such authorization concerning visualseparation by pilots shall be contained in a LOAbetween the control facility and the FSS.REFERENCE−FAAO 7210.3, Developing LOA, Para 4−3−3.FAAO 7110.65, Operational Priority, Para 2−1−4.7−5−2Special VFR (SVFR)
2/19/04<strong>7110.65P</strong>7−5−6. CLIMB TO VFRAuthorize an aircraft to climb to VFR upon request ifthe only weather limitation is restricted visibility.PHRASEOLOGY−CLIMB TO V−F−R WITHIN (name) SURFACE AREA/WITHIN (a specified distance) MILES FROM (airportname) AIRPORT, MAINTAIN SPECIAL V−F−R CONDI-TIONS UNTIL REACHING V−F−R.REFERENCE−FAAO 7110.65, Operational Priority, Para 2−1−4.FAAO 7110.65, <strong>Air</strong>space Classes, Para 2−4−22.FAAO 7110.65, Authorization, Para 7−5−1.7−5−7. GROUND VISIBILITY BELOW ONE MILE14 CFR Part 91 does not prohibit helicopter SVFRflight when the visibility is less than 1 mile. Treatrequests for SVFR fixed wing operations as followswhen the ground visibility is officially reported at anairport as less than 1 mile:a. Inform departing aircraft that ground visibilityis less than 1 mile and that a clearance cannot beissued.b. Inform arriving aircraft, operating outside of aClass B, Class C, Class D, or Class E surface area, thatground visibility is less than 1 mile and that, unless anemergency exists, a clearance cannot be issued.c. Inform arriving aircraft, operating VFR/SVFR<strong>with</strong>in a Class B, Class C, Class D, or Class E surfacearea, that ground visibility is less than 1 mile andrequest the pilot to advise intentions.PHRASEOLOGY−(Name of airport) VISIBILITY LESS THAN ONE MILE.ADVISE INTENTIONS.NOTE−Clear an aircraft to land at an airport <strong>with</strong> an operatingcontrol tower, traffic permitting, if the pilot reports theairport in sight. The pilot is responsible to continue to theairport or exit the surface area. 14 CFR Section 91.157prohibits VFR aircraft (other than helicopters) fromlanding at any airport <strong>with</strong>in a surface area when groundvisibility is less than 1 mile. A pilot could inadvertentlyencounter conditions that are below SVFR minimums afterentering a surface area due to rapidly changing weather.The pilot is best suited to determine the action to be takensince pilots operating under SVFR between sunrise andsunset are not required to be instrument rated, and thepossibility exists that flight visibility may not be the sameas ground visibility. 14 CFR Section 91.3 authorizes a pilotencountering an inflight emergency requiring immediateaction to deviate from any rule of 14 CFR Part 91 to theextent required to meet that emergency. Flight into adverseweather conditions may require the pilot to execute theemergency authority granted in 14 CFR Section 91.3 andcontinue inbound to land.d. Authorize scheduled air carrier aircraft in theU.S. to conduct operations if ground visibility is notless than 1 / 2 statute mile.NOTE−14 CFR Part 121 permits landing or takeoff by domesticscheduled air carriers where a local surface restriction tovisibility is not less than 1/2 statute mile, provided all turnsafter takeoff or before landing and all flights beyond1 statute mile from the airport boundary can beaccomplished above or outside the area so restricted. Thepilot is solely responsible for determining if the nature ofthe visibility restriction will permit compliance <strong>with</strong> theprovisions of 14 CFR Part 121.e. Clear an aircraft to fly through the Class B,Class C, Class D, or Class E surface area if theaircraft reports flight visibility is at least 1 statutemile.REFERENCE−FAAO 7110.65, Operational Priority, Para 2−1−4.FAAO 7110.65, Authorization, Para 7−5−1.7−5−8. FLIGHT VISIBILITY BELOW ONE MILETreat requests for SVFR fixed-wing operations asfollows when weather conditions are not reported atan airport and the pilot advises the flight visibility isless than 1 mile:NOTE−14 CFR Part 91 prescribes the visibility for basic VFR andSVFR operations as the official reported ground visibilityat airports where provided and landing or takeoff “flightvisibility” where there is no official reported groundvisibility.a. Inform departing aircraft that a clearance cannotbe issued.b. Inform arriving aircraft operating outside of aClass B, Class C, Class D or Class E surface area thata clearance cannot be issued unless an emergencyexists.c. Request the intentions of an arriving aircraftoperating <strong>with</strong>in a Class B, Class C, Class D, orClass E surface area.Special VFR (SVFR)7−5−3
<strong>7110.65P</strong> 2/19/04NOTE−Clear an aircraft to land at an airport <strong>with</strong> an operatingcontrol tower, traffic permitting, if the pilot reports theairport in sight. The pilot is responsible to continue to theairport or exit the surface area. 14 CFR Section 91.157prohibits VFR aircraft (other than helicopters) fromlanding at any airport <strong>with</strong>in a surface area when flightvisibility is less than 1 mile. A pilot could inadvertentlyencounter conditions that are below SVFR minimums afterentering a surface area due to rapidly changing weather.The pilot is best suited to determine the action to be takensince pilots operating under SVFR between sunrise andsunset are not required to be instrument rated, and thepossibility exists that flight visibility may not be the sameas ground visibility. 14 CFR Section 91.3 authorizes a pilotencountering an inflight emergency requiring immediateaction to deviate from any rule of 14 CFR Part 91 to theextent required to meet that emergency. Flight into adverseweather conditions may require the pilot to execute theemergency authority granted in 14 CFR Section 91.3 andcontinue inbound to land.REFERENCE−FAAO 7110.65, Operational Priority, Para 2−1−4.7−5−4Special VFR (SVFR)
2/19/04<strong>7110.65P</strong>Section 6. Basic Radar Serviceto VFR <strong>Air</strong>craft− Terminal7−6−1. APPLICATIONa. Basic radar services for VFR aircraft shallinclude:1. Safety alerts.2. <strong>Traffic</strong> advisories.3. Limited radar vectoring when requested bythe pilot.4. Sequencing at locations where procedureshave been established for this purpose and/or whencovered by a LOA.b. Apply the procedures contained in para 7−1−3,Approach <strong>Control</strong> Service for VFR Arriving <strong>Air</strong>craft,when arriving VFR aircraft are handled by approachcontrol and provide vectoring service in accordance<strong>with</strong> Chapter 5, Radar, Section 7, Speed Adjustment,in addition to the radar services prescribed inpara 5−6−1, Application, and para 5−6−2, Methods.REFERENCE−FAAO 7110.65, Surface Areas, Para 2−1−16.FAAO 7110.65, Application, Para 7−6−1.FAAO 7210.3, Chapter 11, Section 1. Terminal VFR Radar Services.AIM, Terminal Radar Services for VFR <strong>Air</strong>craft, Para 4−1−17.7−6−2. SERVICE AVAILABILITYa. Inform aircraft on initial contact whenever thisservice cannot be provided because of radar outageand apply para 7−1−3, Approach <strong>Control</strong> Service forVFR Arriving <strong>Air</strong>craft.b. Provide the service, to the extent possible usingan available frequency, if an aircraft desires theservice but cannot communicate on the appropriatefrequencies. <strong>Air</strong>craft which do not desire radarservice may be fitted into the landing sequence by thetower. Coordination of these aircraft shall beaccomplished <strong>with</strong> the approach control unless afacility directive/LOA prescribes otherwise. Nonparticipatingaircraft shall, to the extent possible, begiven the same landing sequence they would havereceived had they been sequenced by radar vectors.c. Radar sequencing to the primary airport, whenlocal procedures have been developed, shall beprovided unless the pilot states that the service is notrequested. Arriving aircraft are assumed to wantradar service unless the pilot states “Negative radarservice,” or makes a similar comment.7−6−3. INITIAL CONTACTAn aircraft sighted by the local controller at the timeof first radio contact may be positioned in the landingsequence after coordination <strong>with</strong> approach control.7−6−4. IDENTIFICATIONIdentify the aircraft before taking action to position itin the approach sequence.7−6−5. HOLDINGHold VFR aircraft over the initial reporting fix or a fixnear the airport when holding is required to establishan approach sequence.REFERENCE−FAAO 7110.65, Visual Holding of VFR <strong>Air</strong>craft, Para 7−1−4.7−6−6. APPROACH SEQUENCEDo not assign landing sequence numbers, whenestablishing aircraft in the approach sequence, unlessthis responsibility has been delegated in a LOA orfacility directive.NOTE−The landing sequence is ordinarily established by thetower.7−6−7. SEQUENCINGa. Establish radar contact before instructing a VFRaircraft to enter the traffic pattern at a specified pointor vectoring the aircraft to a position in the approachsequence. Inform the pilot of the aircraft to followwhen the integrity of the approach sequence isdependent on following a preceding aircraft. Ensurevisual contact is established <strong>with</strong> the aircraft to followand provide instruction to follow that aircraft.PHRASEOLOGY−FOLLOW (description) (position, if necessary).Basic Radar Service to VFR <strong>Air</strong>craft− Terminal7−6−1
<strong>7110.65P</strong> 2/19/04b. Direct a VFR aircraft to a point near the airportto hold when a position is not available in theapproach sequence for the runway in use. The aircraftmay be vectored to another runway after coordination<strong>with</strong> the tower.c. Apply the following procedures to a VFRaircraft being radar sequenced:1. The provisions of para 5−5−4, Minima,subparas e and f.2. When parallel runways are less than2,500 feet apart, do not permit a heavy jet/B757 toovertake any aircraft nor a large aircraft to overtakea small aircraft established on final <strong>with</strong>in thefacility’s area of responsibility.7−6−8. CONTROL TRANSFERa. Inform the tower of the aircraft’s position andthen instruct the pilot to contact the tower.b. The aircraft may be instructed to contact thetower prior to the tower being advised of the aircraft’sposition provided:1. The tower advises the aircraft is in sight, and2. Space is available in the landing sequence.c. Instruct the pilot to contact the tower at theappropriate point when the approach controlARTS/STARS track data is being displayed on thetower’s BRITE/DBRITE/TDW display, the aircraftis tagged by ARTS/STARS, and a facility directivespecifies change of communications and controljurisdiction points.NOTE−The point at which an aircraft is instructed to contact thetower is determined by prior coordination between thetower and approach control and will vary, depending onthe runway in use, weather, etc. The transfer ofcommunications ordinarily occurs at least 5 miles from therunway. The point for the transfer of communicationsshould be a sufficient distance from the airport to permitthe tower to properly sequence the aircraft, but not at adistance that could derogate the provision of radar trafficinformation service.7−6−9. ABANDONED APPROACHInstruct the aircraft to change to approach control forsequencing when an aircraft, under tower control,abandons the approach and coordination <strong>with</strong>approach control reveals no immediate space in theapproach sequence.7−6−10. VFR DEPARTURE INFORMATIONInform departing VFR aircraft who request radartraffic advisories when to contact departure controland the frequency to use. Provide traffic advisories inaccordance <strong>with</strong> para 2−1−21, <strong>Traffic</strong> Advisories,after the departure is radar identified.NOTE−Departing aircraft desiring traffic information areexpected to request the service and to state their proposeddirection of flight upon initial contact <strong>with</strong> ground control.7−6−11. TERMINATION OF SERVICEBasic radar services should be provided to the extentpossible, workload permitting. Terminate radarservice to aircraft landing at airports other than thosewhere sequencing service is provided at a sufficientdistance from the airport to permit the pilot to changeto the appropriate frequency for traffic and airportinformation.PHRASEOLOGY−RADAR SERVICE TERMINATED, SQUAWK ONE TWOZERO ZERO,orSQUAWK VFR,thenCHANGE TO ADVISORY FREQUENCY APPROVED,orCONTACT (frequency identification),orFREQUENCY CHANGE APPROVED.7−6−2Basic Radar Service to VFR <strong>Air</strong>craft− Terminal
2/19/04<strong>7110.65P</strong>7−6−12. SERVICE PROVIDED WHEN TOWER ISINOPERATIVEa. Provide the following services during hourswhen the tower is not in operation:1. Wind direction and velocity.NOTE−Issue information provided from the FSS or WSO.Otherwise, inform the pilot that wind information is notavailable.2. <strong>Traffic</strong> information.3. Inform aircraft when radar service isterminated.REFERENCE−FAAO 7110.65, Radar Service Termination, Para 5−1−13.b. Do not assign landing sequence.Basic Radar Service to VFR <strong>Air</strong>craft− Terminal7−6−3
2/19/04<strong>7110.65P</strong>Section 7. Terminal Radar ServiceArea (TRSA)− Terminal7−7−1. APPLICATIONApply TRSA procedures <strong>with</strong>in the designatedTRSA in addition to the basic services described inChapter 7, Visual, Section 6, Basic Radar Service toVFR <strong>Air</strong>craft− Terminal.REFERENCE−FAAO 7110.65, Visual Separation, Para 7−2−1.7−7−2. ISSUANCE OF EFCInform the pilot when to expect further clearancewhen VFR aircraft are held either inside or outside theTRSA.REFERENCE−FAAO 7110.65, Visual Separation, Para 7−2−1.7−7−3. SEPARATIONSeparate VFR aircraft from VFR/IFR aircraft by anyone of the following:a. Visual separation, as specified in para 7−2−1,Visual Separation, para 7−4−2, Vectors for VisualApproach, and para 7−6−7, Sequencing.NOTE−Issue wake turbulence cautionary advisories inaccordance <strong>with</strong> para 2−1−20, Wake TurbulenceCautionary Advisories.b. 500 feet vertical separation.c. Target resolution when using broadband radarsystems. The application of target resolutions atlocations not using broadband radar will beindividually approved by the Program Director for<strong>Air</strong> <strong>Traffic</strong> Planning and Procedures, ATP−1.NOTE−Apply the provisions of para 5−5−4, Minima, subparas eand f when wake turbulence separation is required.REFERENCE−FAAO 7110.65, Visual Separation, Para 7−2−1.7−7−4. HELICOPTER TRAFFICHelicopters need not be separated from otherhelicopters. <strong>Traffic</strong> information shall be exchanged,as necessary.REFERENCE−FAAO 7110.65, Visual Separation, Para 7−2−1.7−7−5. ALTITUDE ASSIGNMENTSa. Altitude information contained in a clearance,instruction, or advisory to VFR aircraft shall meetMVA, MSA, or minimum IFR altitude criteria.REFERENCE−FAAO 7110.65, Flight Direction, Para 4−5−2.FAAO 7110.65, Exceptions, Para 4−5−3.FAAO 7110.65, Minimum En Route Altitudes, Para 4−5−6.b. If required, issue altitude assignments, consistent<strong>with</strong> the provisions of 14 CFR Section 91.119.NOTE−The MSAs are:(1) Over congested areas, an altitude at least 1,000 feetabove the highest obstacle; and(2) Over other than congested areas, an altitude at least500 feet above the surface.c. When necessary to assign an altitude forseparation purposes to VFR aircraft contrary to14 CFR Section 91.159, advise the aircraft to resumealtitudes appropriate for the direction of flight whenthe altitude assignment is no longer needed forseparation or when leaving the TRSA.PHRASEOLOGY−RESUME APPROPRIATE VFR ALTITUDES.REFERENCE−FAAO 7110.65, Practice Approaches, Para 4−8−1.FAAO 7110.65, Application, Para 5−6−1.FAAO 7110.65, Visual Separation, Para 7−2−1.7−7−6. APPROACH INTERVALThe tower shall specify the approach interval.REFERENCE−FAAO 7110.65, Visual Separation, Para 7−2−1.7−7−7. TRSA DEPARTURE INFORMATIONa. At controlled airports <strong>with</strong>in the TRSA, informa departing aircraft proposing to operate <strong>with</strong>in theTRSA when to contact departure control and thefrequency to use. If the aircraft is properly equipped,ground control or clearance delivery shall issue theappropriate beacon code.NOTE−Departing aircraft are assumed to want TRSA serviceunless the pilot states, “negative TRSA service,” or makesa similar comment. Pilots are expected to inform thecontroller of intended destination and/or route of flight andaltitude.Terminal Radar Service Area (TRSA)− Terminal7−7−1
<strong>7110.65P</strong> 2/19/04b. Provide separation until the aircraft leaves theTRSA.c. Inform VFR participating aircraft when leavingthe TRSA.PHRASEOLOGY−LEAVING THE (name) TRSA,and as appropriate,RESUME OWN NAVIGATION, REMAIN THISFREQUENCY FOR TRAFFIC ADVISORIES, RADARSERVICE TERMINATED, SQUAWK ONE TWO ZEROZERO.d. <strong>Air</strong>craft departing satellite controlled airportsthat will penetrate the TRSA should be provided thesame service as those aircraft departing the primaryairport. Procedures for handling this situation shall becovered in a letter of agreement or facility directives,as appropriate.e. Procedures for handling aircraft departinguncontrolled satellite airports must be advertised in afacility bulletin and service provided accordingly.REFERENCE−FAAO 7110.65, Visual Separation, Para 7−2−1.7−7−2Terminal Radar Service Area (TRSA)− Terminal
2/19/04<strong>7110.65P</strong>Section 8. Class C Service− Terminal7−8−1. APPLICATIONApply Class C service procedures <strong>with</strong>in thedesignated Class C airspace and the associated outerarea. Class C services are designed to keep ATCinformed of all aircraft <strong>with</strong>in Class C airspace, notto exclude operations. Two-way radio communicationsand operational transponder are normallyrequired for operations <strong>with</strong>in Class C airspace, butoperations <strong>with</strong>out radio communications or transpondercan be conducted by LOA, facility directive,or special arrangement <strong>with</strong> Class C airspacecontrolling facility.REFERENCE−FAAO 7110.65, Visual Separation, Para 7−2−1.14 CFR Section 91.215, ATC Transponder and Altitude ReportingEquipment and Use.7−8−2. CLASS C SERVICESa. Class C services include the following:1. Sequencing of all aircraft to the primaryairport.2. Standard IFR services to IFR aircraft.3. Separation, traffic advisories, and safetyalerts between IFR and VFR aircraft.4. Mandatory traffic advisories and safety alertsbetween VFR aircraft.b. Provide Class C services to all aircraft operating<strong>with</strong>in Class C airspace.c. Provide Class C services to all participatingaircraft in the outer area.d. <strong>Air</strong>craft should not normally be held. However,if holding is necessary, inform the pilot of theexpected length of delay.e. When a radar outage occurs, advise aircraft thatClass C services are not available and, if appropriate,when to contact the tower.REFERENCE−FAAO 7110.65, Visual Separation, Para 7−2−1.7−8−3. SEPARATIONSeparate VFR aircraft from IFR aircraft by any one ofthe following:a. Visual separation as specified in para 7−2−1,Visual Separation, para 7−4−2, Vectors for VisualApproach, and para 7−6−7, Sequencing.NOTE−Issue wake turbulence cautionary advisories inaccordance <strong>with</strong> para 2−1−20, Wake TurbulenceCautionary Advisories.b. 500 feet vertical separation;c. Target resolution when using broadband radarsystems. The application of target resolution atlocations not using broadband radar will beindividually approved by the Program Director for<strong>Air</strong> <strong>Traffic</strong> Planning and Procedures, ATP−1.NOTE−Apply the provisions of para 5−5−4, Minima, when waketurbulence separation is required.REFERENCE−FAAO 7110.65, Visual Separation, Para 7−2−1.7−8−4. ESTABLISHING TWO-WAYCOMMUNICATIONSClass C service requires pilots to establish two-wayradio communications before entering Class Cairspace. If the controller responds to a radio call<strong>with</strong>, “(a/c call sign) standby,” radio communicationshave been established and the pilot can enter Class Cairspace. If workload or traffic conditions preventimmediate provision of Class C services, inform thepilot to remain outside Class C airspace untilconditions permit the services to be provided.PHRASEOLOGY−(A/c call sign) REMAIN OUTSIDE CHARLIE AIRSPACEAND STANDBY.REFERENCE−FAAO 7110.65, Visual Separation, Para 7−2−1.7−8−5. ALTITUDE ASSIGNMENTSa. When necessary to assign altitudes to VFRaircraft, assign altitudes that meet the MVA, MSA, orminimum IFR altitude criteria.b. <strong>Air</strong>craft assigned altitudes which are contrary to14 CFR Section 91.159 shall be advised to resumealtitudes appropriate for the direction of flight whenClass C Service− Terminal7−8−1
<strong>7110.65P</strong> 2/19/04the altitude is no longer needed for separation, whenleaving the outer area, or when terminating Class Cservice.PHRASEOLOGY−RESUME APPROPRIATE VFR ALTITUDES.REFERENCE−FAAO 7110.65, Visual Separation, Para 7−2−1.7−8−6. EXCEPTIONSa. VFR helicopters need not be separated fromIFR helicopters. <strong>Traffic</strong> information and safety alertsshall be issued as appropriate.b. Hot air balloons need not be separated from IFRaircraft. <strong>Traffic</strong> information and safety alerts shall beissued as appropriate.7−8−7. ADJACENT AIRPORT OPERATIONSa. <strong>Air</strong>craft that will penetrate Class C airspaceafter departing controlled airports <strong>with</strong>in or adjacentto Class C airspace shall be provided the sameservices as those aircraft departing the primaryairport. Procedures for handling this situation shall becovered in a LOA or a facility directive, as appropriate.b. <strong>Air</strong>craft departing uncontrolled airports <strong>with</strong>inClass C airspace shall be handled using proceduresadvertised in a Letter to <strong>Air</strong>men.7−8−8. TERMINATION OF SERVICEUnless aircraft are landing at secondary airports orhave requested termination of service while in theouter area, provide services until the aircraft departsthe associated outer area. Terminate Class C serviceto aircraft landing at other than the primary airport ata sufficient distance from the airport to allow the pilotto change to the appropriate frequency for traffic andairport information.PHRASEOLOGY−CHANGE TO ADVISORY FREQUENCY APPROVED,orCONTACT (facility identification).7−8−2Class C Service− Terminal
2/19/04<strong>7110.65P</strong>Section 9. Class B Service Area− Terminal7−9−1. APPLICATIONApply Class B services and procedures <strong>with</strong>in thedesignated Class B airspace.a. No person may operate an aircraft <strong>with</strong>inClass B airspace unless:1. The aircraft has an operable two-way radiocapable of communications <strong>with</strong> ATC on appropriatefrequencies for that Class B airspace.2. The aircraft is equipped <strong>with</strong> the applicableoperating transponder and automatic altitude reportingequipment specified in para (a) of 14 CFRSection 91.215, except as provided in para (d) of thatsection.7−9−2. VFR AIRCRAFT IN CLASS B AIRSPACEa. VFR aircraft must obtain an ATC clearance tooperate in Class B airspace.REFERENCE−FAAO 7110.65, Operational Requests, Para 2−1−18.FAAO 7110.65, <strong>Air</strong>space Classes, Para 2−4−22.PHRASEOLOGY−CLEARED THROUGH/TO ENTER/OUT OF BRAVOAIRSPACE,and as appropriate,VIA (route). MAINTAIN (altitude) WHILE IN BRAVOAIRSPACE.orCLEARED AS REQUESTED.(Additional instructions, as necessary.)REMAIN OUTSIDE BRAVO AIRSPACE. (Whennecessary, reason and/or additional instructions.)NOTE−1. Assignment of radar headings, routes, or altitudes isbased on the provision that a pilot operating in accordance<strong>with</strong> VFR is expected to advise ATC if compliance willcause violation of any part of the CFR.2. Separation and sequencing for VFR aircraft isdependent upon radar. Efforts should be made to segregateVFR traffic from IFR traffic flows when a radar outageoccurs.b. Approve/deny requests from VFR aircraft tooperate in Class B airspace based on workload,operational limitations and traffic conditions.c. Inform the pilot when to expect furtherclearance when VFR aircraft are held either inside oroutside Class B airspace.d. Inform VFR aircraft when leaving Class Bairspace.PHRASEOLOGY−LEAVING (name) BRAVO AIRSPACE,and as appropriate,RESUME OWN NAVIGATION, REMAIN THISFREQUENCY FOR TRAFFIC ADVISORIES, RADARSERVICE TERMINATED, SQUAWK ONE TWO ZEROZERO.7−9−3. METHODSa. To the extent practical, clear large turbineengine-powered airplanes to/from the primary airportusing altitudes and routes that avoid VFR corridorsand airspace below the Class B airspace floor whereVFR aircraft are operating.NOTE−Pilots operating in accordance <strong>with</strong> VFR are expected toadvise ATC if compliance <strong>with</strong> assigned altitudes,headings, or routes will cause violation of any part of theCFR.b. Vector aircraft to remain in Class B airspaceafter entry. Inform the aircraft when leaving andreentering Class B airspace if it becomes necessary toextend the flight path outside Class B airspace forspacing.NOTE−14 CFR Section 91.131 states that “Unless otherwiseauthorized by ATC, each person operating a large turbineengine-powered airplane to or from a primary airport forwhich a Class B airspace area is designated must operateat or above the designated floors of the Class B airspacearea while <strong>with</strong>in the lateral limits of that area.” Suchauthorization should be the exception rather than the rule.REFERENCE−FAAO 7110.65, Deviation Advisories, Para 5−1−10.c. <strong>Air</strong>craft departing controlled airports <strong>with</strong>inClass B airspace will be provided the same servicesas those aircraft departing the primary airport.Class B Service Area− Terminal7−9−1
<strong>7110.65P</strong> 2/19/04REFERENCE−FAAO 7110.65, Operational Requests, Para 2−1−18.7−9−4. SEPARATIONa. Standard IFR services to IFR aircraft.b. VFR aircraft shall be separated from VFR/IFRaircraft that weigh more than 19,000 pounds andturbojets by no less than:1. 1 1 / 2 miles separation, or2. 500 feet vertical separation, orNOTE−Apply the provisions of para 5−5−4, Minima, when waketurbulence separation is required.3. Visual separation, as specified in para 7−2−1,Visual Separation, para 7−4−2, Vectors for VisualApproach, and para 7−6−7, Sequencing.NOTE−Issue wake turbulence cautionary advisories inaccordance <strong>with</strong> para 2−1−20, Wake TurbulenceCautionary Advisories.c. VFR aircraft shall be separated from allVFR/IFR aircraft which weigh 19,000 pounds or lessby a minimum of:1. Target resolution, or2. 500 feet vertical separation, orNOTE−1. Apply the provisions of para 5−5−4, Minima, whenwake turbulence separation is required.2. <strong>Air</strong>craft weighing 19,000 pounds or less include allaircraft in SRS Categories I and II plus G73, STAR, S601,BE30, SW3, B190 and C212.3. Visual separation, as specified in para 7−2−1,Visual Separation, para 7−4−2, Vectors for VisualApproach, and para 7−6−7, Sequencing.NOTE−Issue wake turbulence cautionary advisories inaccordance <strong>with</strong> para 2−1−20, Wake TurbulenceCautionary Advisories.REFERENCE−P/CG Term− Lateral Separation.P/CG Term− Radar Separation.P/CG Term− Target Resolution.P/CG Term− Visual Separation.7−9−5. TRAFFIC ADVISORIESa. Provide mandatory traffic advisories and safetyalerts, between all aircraft.b. Apply merging target procedures in accordance<strong>with</strong> para 5−1−8, Merging Target Procedures.7−9−6. HELICOPTER TRAFFICVFR helicopters need not be separated from VFR orIFR helicopters. <strong>Traffic</strong> advisories and safety alertsshall be issued as appropriate.7−9−7. ALTITUDE ASSIGNMENTSa. Altitude information contained in a clearance,instruction, or advisory to VFR aircraft shall meetMVA, MSA, or minimum IFR altitude criteria.b. Issue altitude assignments, if required, consistent<strong>with</strong> the provisions of 14 CFR Section 91.119.NOTE−The MSAs are:1. Over congested areas, an altitude at least 1,000 feetabove the highest obstacle,2. Over other than congested areas, an altitude at least500 feet above the surface.REFERENCE−FAAO 7110.65, Flight Direction, Para 4−5−2.FAAO 7110.65, Exceptions, Para 4−5−3.FAAO 7110.65, Minimum En Route Altitudes, Para 4−5−6.c. <strong>Air</strong>craft assigned altitudes which are contrary to14 CFR Section 91.159 shall be advised to resumealtitudes appropriate for the direction of flight whenthe altitude assignment is no longer required or whenleaving Class B airspace.PHRASEOLOGY−RESUME APPROPRIATE VFR ALTITUDES.7−9−8. APPROACH INTERVALThe tower shall specify the approach interval.7−9−2Class B Service Area− Terminal
2/19/04<strong>7110.65P</strong>Chapter 8. Offshore/Oceanic ProceduresSection 1. General8−1−1. ATC SERVICEProvide air traffic control service in oceaniccontrolled airspace in accordance <strong>with</strong> the proceduresin this chapter except when other procedures/minimaare prescribed in a directive or a letter of agreement.REFERENCE−FAAO 7110.65, Procedural Letters of Agreement, Para 1−1−8.8−1−2. OPERATIONS IN OFFSHORE AIRSPACEAREASProvide air traffic control service in offshore airspaceareas in accordance <strong>with</strong> procedures and minima inthis chapter. For those situations not covered by thischapter, the provisions in this <strong>Order</strong> shall apply.8−1−3. VFR FLIGHT PLANSVFR flights in Oceanic FIRs may be conducted inmeteorological conditions equal to or greater thanthose specified in 14 CFR Section 91.155, Basic VFRweather minimums. Operations on a VFR flight planare permitted only between sunrise and sunset andonly <strong>with</strong>in:a. Miami, Houston, and San Juan Oceanic <strong>Control</strong>Areas (CTAs) at or below FL 180.b. Within the Oakland FIR when operating lessthan 100 NM seaward from the shoreline <strong>with</strong>incontrolled airspace.c. All Oceanic FIR airspace below the OceanicCTAs.8−1−4. TYPES OF SEPARATIONSeparation shall consist of at least one of thefollowing:a. Vertical separation;b. Horizontal separation, either;1. Longitudinal; or2. Lateral;c. Composite separation;d. Radar separation, as specified in Chapter 5,Radar, where radar coverage is adequate.8−1−5. ALTIMETER SETTINGWithin oceanic control areas, unless directed and/orcharted otherwise, altitude assignment shall be basedon flight levels and a standard altimeter setting of29.92 inches Hg.8−1−6. RECEIPT OF POSITION REPORTSWhen a position report affecting separation is notreceived, take action to obtain the report no later than10 minutes after the control estimate, unlessotherwise specified.8−1−7. OCEANIC NAVIGATIONAL ERRORREPORTING (ONER) PROCEDURESFAAO 7110.82, Monitoring of Navigation, LongitudinalSeparation, and Altitude Keeping Performancein Oceanic <strong>Air</strong>space, contains procedures forreporting and processing navigational errors observedby ATC radar for aircraft exiting oceanicairspace.NOTE−FAAO 7110.82 establishes procedures for processingONER procedures, Oceanic Altitude Deviation Reports,Erosion of Longitudinal Separation Reports, Letter ofAuthorization Verification Reports, and for collectingsystem data for analysis. This data is needed for riskmodeling activities to support separation standardreductions.8−1−8. USE OF CONTROL ESTIMATES<strong>Control</strong> estimates are the estimated position ofaircraft, <strong>with</strong> reference to time as determined by theATC automation system in use or calculated by thecontroller using known wind patterns, previousaircraft transit times, pilot progress reports, and pilotestimates. These estimates may be updated throughthe receipt of automated position reports and/ormanually updated by the controller. <strong>Control</strong> estimatesshall be used when applying time−based separationminima.General8−1−1
2/19/04<strong>7110.65P</strong>Section 2. Coordination8−2−1. GENERALARTCCs shall:a. Forward to appropriate ATS facilities, as a flightprogresses, current flight plan and control information.b. Coordinate flight plan and control informationin sufficient time to permit the receiving facility toanalyze the data and to effect any necessaryadditional coordination. This may be specified in aletter of agreement.c. Coordinate <strong>with</strong> adjacent ATS facilities whenairspace to be protected will overlap the commonboundary.d. Forward revisions of estimates of 3 minutes ormore to the appropriate ATS facility.e. Coordinate <strong>with</strong> adjacent facilities on IFR andVFR flights to ensure the continuation of appropriateair traffic services.8−2−2. TRANSFER OF CONTROL ANDCOMMUNICATIONSa. Only one air traffic control unit shall control anaircraft at any given time.b. The control of an aircraft shall be transferredfrom one control unit to another at the time the aircraftis estimated to cross the control boundary or at suchother point or time agreed upon by the two units.c. The transferring unit shall forward to theaccepting unit any changed flight plan or control datawhich are pertinent to the transfer.d. The accepting unit shall notify the transferringunit if it is unable to accept control under the termsspecified, or it shall specify the <strong>changes</strong> or conditionsrequired so that the aircraft can be accepted.e. The accepting unit shall not alter the clearanceof an aircraft that has not yet reached the transfer ofcontrol point <strong>with</strong>out the prior approval of thetransferring unit.f. Where nonradar separation minima are beingapplied, the transfer of air-ground communications<strong>with</strong> an aircraft shall be made 5 minutes before thetime at which the aircraft is estimated to reach theboundary unless otherwise agreed to by the controland/or communication units concerned.8−2−3. AIR TRAFFIC SERVICES INTERFACILITYDATA COMMUNICATIONS (AIDC)Where interfacility data communications capabilityhas been implemented, its use for ATC coordinationshould be accomplished in accordance <strong>with</strong> regionalInterface <strong>Control</strong> Documents, and supported byletters of agreement between the facilities concerned.Coordination8−2−1
2/19/04<strong>7110.65P</strong>Section 3. Longitudinal Separation8−3−1. APPLICATIONa. Longitudinal separation shall be applied so thatthe spacing between the estimated positions of theaircraft being separated is never less than a prescribedminimum.FIG 8−3−1Same CoursesNOTE−Consider separation to exist when the estimated positionsof the aircraft being separated are never less than aprescribed minimum.b. In situations where one aircraft requires adifferent time−based longitudinal standard thananother, apply the larger of the two standards betweenthe aircraft concerned.c. Longitudinal separation expressed in distancemay be applied as prescribed in Chapter 6, Nonradar.d. In situations where an update to a controlestimate indicates that the minimum being applied nolonger exists, controllers shall ensure that separationis reestablished. Issue traffic information as necessary.2. Crossing tracks. Ensure that the estimatedspacing at the point of intersection is not less than theapplicable minimum required. (See FIG 8−3−2.)FIG 8−3−2Crossing Courses8−3−2. SEPARATION METHODSa. For the purpose of application of longitudinalseparation, the terms same track shall be consideredidentical to same course, reciprocal tracks shall beconsidered identical to reciprocal courses, andcrossing tracks, shall be considered identical tocrossing courses.NOTE−Refer to para 1−2−2, Course Definitions.b. Separate aircraft longitudinally in accordance<strong>with</strong> the following:1. Same track. Ensure that the estimatedspacing between aircraft is not less than theapplicable minimum required. (See FIG 8−3−1.)Longitudinal Separation8−3−1
<strong>7110.65P</strong> CHG 1 8/5/043. Reciprocal tracks:(a) Ensure that aircraft are vertically separatedfor a time interval equal to the applicableminimum required before and after the aircraft areestimated to pass. (See FIG 8−3−3.)FIG 8−3−3Reciprocal Courses(b) Vertical separation may be discontinuedafter one of the following conditions are met:(1) Both aircraft have reported passing asignificant point and the aircraft are separated by atleast the applicable minimum required for the samedirection longitudinal spacing; (See FIG 8−3−4.) orFIG 8−3−4Vertical Separation(2) Both aircraft have reported passingground-based NAVAIDs or DME fixes indicatingthat they have passed each other.8−3−3. MACH NUMBER TECHNIQUEThe use of Mach number technique allows for theapplication of reduced longitudinal separationminima. The following conditions shall be met whenthe Mach number technique is being applied:a. <strong>Air</strong>craft Types: Turbojet aircraft only.b. Routes:1. The aircraft follow the same track orcontinuously diverging tracks, and2. The aircraft concerned have reported over acommon point; or3. If the aircraft have not reported over acommon point, the appropriate time interval beingapplied between aircraft exists and will exist at thecommon point; or,4. If a common point does not exist, theappropriate time interval being applied betweenaircraft exists and will exist at significant points alongeach track.c. Altitudes:1. Assign only a single cardinal altitude to eachaircraft.2. The aircraft concerned are in level, climbingor descending flight.d. Mach Number Assignment:1. A Mach number (or, when appropriate, arange of Mach numbers) shall be issued to eachaircraft unless otherwise prescribed on the basis ofICAO regional agreement.NOTE−1. The application of Mach number technique requirespilots to strictly adhere to the last assigned Mach number(or range of Mach numbers), even during climbs anddescents, unless revised by ATC. Turbojet aircraft shallrequest ATC approval before making any <strong>changes</strong>. If it isessential to make an immediate temporary change in theMach number (e.g., due to turbulence), ATC shall benotified as soon as possible that such a change has beenmade.2. When it is necessary to issue crossing restrictions toensure the appropriate time interval, it may be impossiblefor an aircraft to comply <strong>with</strong> both the clearance to meet thecrossing restrictions and the clearance to maintain asingle, specific Mach number.REFERENCE−ICAO DOC 9426−AN/924, Part II, Section 2, Para 2.3.4, Para 2.4.7, andPara 2.5.3.EXAMPLE−“Maintain Mach point eight four or greater.”“Maintain Mach point eight three or less.”“Maintain Mach point eight two or greater; do not exceedMach point eight four.”8−3−2Longitudinal Separation
8/5/04<strong>7110.65P</strong> CHG 1e. Longitudinal Minima:When the Mach number technique is applied,minimum longitudinal separation shall be:1. 10 minutes, provided that:(a) The preceding aircraft maintains a Machnumber equal to, or greater than that maintained bythe following aircraft; or(b) When the following aircraft is faster thanthe preceding aircraft, at least 10 minutes exists untilanother form of separation is achieved; or2. Between 9 and 5 minutes inclusive, providedthat the preceding aircraft is maintaining a Machnumber greater than the following aircraft inaccordance <strong>with</strong> the following:(a) 9 minutes, if the preceding aircraft isMach 0.02 faster than the following aircraft;(b) 8 minutes, if the preceding aircraft isMach 0.03 faster than the following aircraft;(c) 7 minutes, if the preceding aircraft isMach 0.04 faster than the following aircraft;(d) 6 minutes, if the preceding aircraft isMach 0.05 faster than the following aircraft;(e) 5 minutes, if the preceding aircraft isMach 0.06 faster than the following aircraft.NOTE−A “rule−of−thumb” may be applied to assist in providingthe required estimated spacing over the oceanic exit pointwhen either conflict probe is not in use or when requestedby another facility. This rule−of−thumb can be stated asfollows: For each 600 NM in distance between the entryand exit points of the area where the Mach NumberTechnique is used, add 1 minute for each 0.01 difference inMach number for the two aircraft concerned to compensatefor the fact that the second aircraft is overtaking the firstaircraft. (See TBL 8−3−1.)TBL 8−3−1Application of the Mach Number Technique When the Following <strong>Air</strong>craft is FasterDistance to Fly and Separation (in Minutes) Required at Entry PointDifference inMach001−600 NM 601−1200 NM 1201−1800 NM 1801−2400 NM 2401−3000 NM0.01 . . . . . . . . . . 11 12 13 14 150.02 . . . . . . . . . . 12 14 16 18 200.03 . . . . . . . . . . 13 16 19 22 250.04 . . . . . . . . . . 14 18 22 26 300.05 . . . . . . . . . . 15 20 25 30 350.06 . . . . . . . . . . 16 22 28 34 400.07 . . . . . . . . . . 17 24 31 38 450.08 . . . . . . . . . . 18 26 34 42 500.09 . . . . . . . . . . 19 28 37 46 550.10 . . . . . . . . . . 20 30 40 50 60Longitudinal Separation8−3−3
2/19/04<strong>7110.65P</strong>Section 4. Lateral Separation8−4−1. APPLICATIONSeparate aircraft by assigning different flight pathswhose widths or protected airspace do not overlap.Within that portion of the Gulf of Mexico LowOffshore airspace controlled by Houston ARTCC,use 12 NM between aircraft whose flight paths aredefined by published Grid System waypoints.NOTE−1. The Grid System is defined as those waypointscontained <strong>with</strong>in the Gulf of Mexico Low Offshore airspaceand published on the IFR Vertical Flight Reference Chart.2. Lateral separation minima is contained in:Section 7, North Atlantic ICAO Region.Section 8, Caribbean ICAO Region.Section 9, Pacific ICAO Region.Section 10, North American ICAO Region− ArcticCTA.8−4−2. SEPARATION METHODSLateral separation exists for:a. Nonintersecting flight paths:1. When the required distance is maintainedbetween the flight paths; or (See FIG 8−4−1.)2. When reduced route protected airspace isapplicable, and the protected airspace of the flightpaths do not overlap; or (See FIG 8−4−2.)FIG 8−4−2Separation Methods3. When aircraft are crossing an oceanicboundary and are entering an airspace <strong>with</strong> a largerlateral minimum than the airspace being exited; and(a) The smaller separation exists at theboundary; and(b) Flight paths diverge by 15 or more untilthe larger minimum is established. (See FIG 8−4−3.)FIG 8−4−3Separation MethodsFIG 8−4−1Separation MethodsLateral Separation8−4−1
<strong>7110.65P</strong> 2/19/04b. Intersecting flight paths <strong>with</strong> constant and samewidth protected airspace when either aircraft is at orbeyond a distance equal to the applicable lateralseparation minimum measured perpendicular to theflight path of the other aircraft. (See FIG 8−4−4.)FIG 8−4−4Separation Methodsd. Intersecting flight paths <strong>with</strong> variable widthprotected airspace when either aircraft is at or beyonda distance equal to the sum of the protected airspaceof both flight paths measured perpendicular to theflight path of the other aircraft. Measure protectedairspace for each aircraft perpendicular to its flightpath at the first point or the last point, as applicable,of protected airspace overlap.NOTE−In FIG 8−4−5, the protected airspace for westboundflight A is distance “a” (50 miles), and for southwestboundflight B, distance “b” (10 miles). Therefore, the sum ofdistances “a” and “b”; i.e., the protected airspace of<strong>Air</strong>crafts A and B, establishes the lateral separationminimum (60 miles) applicable for either flight relevant tothe other.FIG 8−4−6Separation Methodsc. Intersecting flight paths <strong>with</strong> constant butdifferent width protected airspace when eitheraircraft is at or beyond a distance equal to the sum ofthe protected airspace of both flight paths measuredperpendicular to the flight path of the other aircraft.(See FIG 8−4−5.)FIG 8−4−5Separation MethodsNOTE−(See FIG 8−4−6.) At the first point of protected airspaceoverlap, the protected airspace for westbound flight A isdistance “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 minimumapplicable in this example for either flight as it approachesthe intersection. For example, <strong>Air</strong>craft B should bevertically separated from <strong>Air</strong>craft A by the time it reachespoint “p.”8−4−2Lateral Separation
2/19/04<strong>7110.65P</strong>FIG 8−4−7Separation MethodsFIG 8−4−8Reduction of Route Protected <strong>Air</strong>spaceNOTE−(See FIG 8−4−7.) Distance “a” (50 miles) and “b”(30 miles) are determined at the last point of protectedairspace overlap. The sum of the distances “a” and “b”(80 miles) establishes the lateral separation minimaapplicable for either flight after it passes beyond theintersection. For example, <strong>Air</strong>craft B could be cleared to,or through, <strong>Air</strong>craft A’s altitude after passing point “r.”b. At and above FL 240, reduce the width of theprotected airspace to 10 miles on each side of theroute centerline to a distance of 114.29 miles from theNAVAID, then increasing in width on a 5 angle fromthe route centerline, as measured at the NAVAID, tothe maximum width allowable <strong>with</strong>in the lateralminima; for example, 60 miles of protected airspaceon each side of the centerline; i.e., a lateral separationminimum of 120 miles. (See FIG 8−4−9.)FIG 8−4−9Reduction of Route Protected <strong>Air</strong>space8−4−3. REDUCTION OF ROUTE PROTECTEDAIRSPACEWhen routes have been satisfactorily flight checkedand notice has been given to users, reduction in routeprotected airspace may be made as follows:a. Below FL 240, reduce the width of the protectedairspace to 5 miles on each side of the route centerlineto a distance of 57.14 miles from the NAVAID, thenincreasing in width on a 5 angle from the routecenterline, measured at the NAVAID, to themaximum width allowable <strong>with</strong>in the lateral minima;for example, 50 miles of protected airspace on eachside of centerline; i.e., a lateral minimum of100 miles. (See FIG 8−4−8.)Lateral Separation8−4−3
<strong>7110.65P</strong> 2/19/048−4−4. TRACK SEPARATIONApply track separation between aircraft by requiringaircraft to fly specified tracks or radials and <strong>with</strong>specified spacings as follows:a. Same NAVAID:1. VOR/VORTAC/TACAN. Consider separationto exist between aircraft established on radials ofthe same NAVAID that diverge by at least 15 degreeswhen either aircraft is clear of the airspace to beprotected for the other aircraft. Use TBL 8−4−1 todetermine the flight distance required for variousdivergence angles and altitudes to clear the airspaceto be protected. (See FIG 8−4−10.)TBL 8−4−1Divergence-Distance MinimaVOR/VORTAC/TACANDivergence (degrees)Distance (mile)FL 230 andbelowFl 240throughFL 45015−25 17 1826−35 11 1336−90 8 11Note: This table compensates for DME slant rangeerror.FIG 8−4−10Track Separation VOR2. NDB:(a) Consider separation to exist betweenaircraft established on tracks of the same NAVAIDthat diverge by at least 30 degrees and one aircraft isat least 15 miles from the NAVAID. This separationshall not be used when one or both aircraft areinbound to the aid unless the distance of the aircraftfrom the facility can be readily determined byreference to the NAVAID. Use TBL 8−4−2 todetermine the flight distance required for variousdivergence angles to clear the airspace to beprotected. For divergence that falls between twovalues, use the lesser value to obtain the distance.(See FIG 8−4−11.)TBL 8−4−2Divergence-Distance Minima (NDB)Divergence (degrees)Distance (mile)FL 230 andbelowFL 240throughFL 45030 16 1745 13 1460 9 1075 7 890 6 7Note: This table compensates for DME slant rangeerror.FIG 8−4−11Track Separation NDB8−4−4Lateral Separation
2/19/04<strong>7110.65P</strong>(b) Clear aircraft navigating on NDB facilitiesin accordance <strong>with</strong> para 2−5−2, NAVAID Terms.b. Different NAVAIDs: Separate aircraft usingdifferent navigation aids by assigning tracks so thattheir protected airspace does not overlap.(See FIG 8−4−12.)FIG 8−4−12Track SeparationDifferent NAVAIDsc. Dead Reckoning (DR):1. Consider separation to exist between aircraftestablished on tracks that diverge by at least45 degrees when one aircraft is at least 15 miles fromthe point of intersection of the tracks. This point maybe determined either visually or by reference to aground−based navigation aid. (See FIG 8−4−13.)FIG 8−4−13Track SeparationDead ReckoningLateral Separation8−4−5
2/19/04<strong>7110.65P</strong>Section 5. Offshore/Oceanic TransitionProcedures8−5−1. ALTITUDE/FLIGHT LEVEL TRANSITIONWhen vertical separation is applied between aircraftcrossing the offshore/oceanic airspace boundarybelow FL 180, control action shall be taken to ensurethat differences between the standard altimetersetting (QNE) and local altimeter setting (QNH) donot compromise separation. (See FIG 8−5−1.)FIG 8−5−1Standard and Local Altimeter Setting Differencesb. The aircraft are horizontally radar separated andseparation is increasing at the edge of known radarcoverage.8−5−3. OPPOSITE DIRECTIONWhen transitioning from an offshore airspace area tooceanic airspace, an aircraft may climb throughopposite direction oceanic traffic provided verticalseparation above that traffic is established:a. Before the outbound crosses the offshore/oceanic boundary; andb. 15 minutes before the aircraft are estimated topass. (See FIG 8−5−2.)FIG 8−5−2Transitioning From Offshore to Oceanic <strong>Air</strong>spaceOpposite Direction8−5−2. COURSE DIVERGENCEWhen aircraft are entering oceanic airspace,separation will exist in oceanic airspace when:a. <strong>Air</strong>craft are established on courses that divergeby at least 15 degrees until oceanic lateral separationis established, andOffshore/Oceanic Transition Procedures8−5−1
<strong>7110.65P</strong>2/19/048−5−4. SAME DIRECTIONWhen transitioning from an offshore airspace area tooceanic airspace or while <strong>with</strong>in oceanic airspace,apply 5 minutes minimum separation when afollowing aircraft on the same course is climbingthrough the altitude of the preceding aircraft if thefollowing conditions are met:e. The following aircraft is in direct communication<strong>with</strong> air traffic control until vertical separation isestablished. (See FIG 8−5−3.)FIG 8−5−3Transitioning From Offshore to Oceanic <strong>Air</strong>spaceSame Directiona. The preceding aircraft is level at the assignedaltitude and is maintaining a speed equal to or greaterthan the following aircraft; andb. The minimum of 5 minutes is maintainedbetween the preceding and following aircraft; andc. The following aircraft is separated by not morethan 4,000 feet from the preceding aircraft when theclimb clearance is issued; andd. The following aircraft commences climb <strong>with</strong>in10 minutes after passing:1. An exact reporting point (DME fix orintersection formed from NAVAIDs) which thepreceding aircraft has reported; or2. A radar observed position over which thepreceding aircraft has been observed; and8−5−2Offshore/Oceanic Transition Procedures
2/19/04<strong>7110.65P</strong>Section 6. Separation from <strong>Air</strong>space Reservations8−6−1. TEMPORARY STATIONARY AIRSPACERESERVATIONSSeparate aircraft from a temporary stationaryreservation by one of two methods:a. Laterally: Clear aircraft so that the protectedairspace along the route of flight does not overlap thegeographical area of the stationary reservation.(See FIG 8−6−1.)FIG 8−6−2Temporary Stationary <strong>Air</strong>space ReservationsVertical SeparationFIG 8−6−1Temporary Stationary <strong>Air</strong>space ReservationsLateral Separation8−6−2. REFUSAL OF AVOIDANCE CLEARANCEIf a pilot refuses to accept a clearance to avoid areservation, inform him/her of the potential hazard,advise him/her that services will not be providedwhile the flight is <strong>with</strong>in the reservation and, ifpossible, inform the appropriate using agency.b. Vertically: Clear aircraft so that verticalseparation exists while the aircraft is <strong>with</strong>in ageographical area defined as the stationary reservationplus a buffer around the perimeter equivalent toone-half the lateral separation minimum.(See FIG 8−6−2.)8−6−3. TEMPORARY MOVING AIRSPACERESERVATIONSSeparate aircraft from a temporary moving airspacereservation by one of the following methods:a. Laterally: Clear aircraft so that the protectedairspace along the route of flight does not overlap the(time-dependent) geographical area of the movingairspace reservation.b. Longitudinally: Clear aircraft so that theappropriate longitudinal minimum exists ahead of thefirst or behind the last aircraft operating <strong>with</strong>in thereservation.c. Vertically: Clear aircraft so that verticalseparation exists while the aircraft is <strong>with</strong>in a(time-dependent) geographical area defined as themoving airspace reservation plus a buffer around theperimeter equivalent to one-half the lateral separationminimum.Separation from <strong>Air</strong>space Reservations8−6−1
8/5/04<strong>7110.65P</strong> CHG 1Section 7. North Atlantic ICAO Region8−7−1. APPLICATIONProvide air traffic control services in the NorthAtlantic ICAO Region <strong>with</strong> the procedures andminima contained in this section except when notedotherwise.8−7−2. VERTICAL SEPARATIONProvide vertical separation in accordance <strong>with</strong>Chapter 4, IFR, Section 5, Altitude Assignment andVerification.8−7−3. LONGITUDINAL SEPARATIONIn accordance <strong>with</strong> Chapter 8, Offshore/OceanicProcedures, Section 3, Longitudinal Separation,apply the following:a. Supersonic flight:1. 10 minutes provided that:(a) both aircraft are in level flight at the sameMach number or the aircraft are of the same type andare both operating in cruise climb, and one of thefollowing;(1) The aircraft concerned have reportedover a common point; or,(2) If the aircraft have not reported over acommon point, the appropriate time interval beingapplied between aircraft exists and will exist at thecommon point; or,(3) If a common point does not exist, theappropriate time interval being applied betweenaircraft exists and will exist at significant points alongeach track.2. 15 minutes between aircraft in supersonicflight not covered in subpara a1 above.b. Turbojet operations (subsonic flight):1. Apply the prescribed minima in accordance<strong>with</strong> para 8−3−3, Mach Number Technique; or2. Where tracks diverge from the common pointand the following aircraft is maintaining a greaterMach Number than the preceding aircraft:(a) At least 10 minutes longitudinal separationexists at the point where the tracks diverge; and(b) At least 5 minutes longitudinal separationwill exist where minimum lateral separation isachieved (whichever is estimated to occur first);(1) At or before the next significant point(normally <strong>with</strong>in ten degrees of longitude alongtrack(s)), or(2) Within 90 minutes of the time thefollowing aircraft passes the common point, or(3) Within 600 NM of the common point.3. Apply 15 minutes between all other turbojetaircraft.c. Nonturbojet operations:1. Apply 20 minutes between aircraft operatingin the West Atlantic Route System (WATRS), or2. Apply 30 minutes between aircraft operatingoutside of the WATRS.NOTE−The WATRS area is defined as beginning at a point2700’N/7700’W direct to 2000’N/6700’W direct to1800’N/6200’W direct to 1800’N/6000’W direct to3830’N/6000’W direct to 3830’N/6915’W, thencecounterclockwise along the New York Oceanic CTA/FIRboundary to the Miami Oceanic CTA/FIR boundary,thence southbound along the Miami Oceanic CTA/FIRboundary to the point of beginning.8−7−4. LATERAL SEPARATIONIn accordance <strong>with</strong> Chapter 8, Offshore/OceanicProcedures, Section 4, Lateral Separation, apply thefollowing:a. 60 NM or 1 degree latitude between:1. Supersonic aircraft operating above FL 275.2. <strong>Air</strong>craft which meet the MNPS and which:NOTE−This reduced lateral separation shall not be used if trackkeeping capability of the aircraft has been reduced for anyreason.North Atlantic ICAO Region8−7−1
<strong>7110.65P</strong> CHG 1 8/5/04or(a) Operate <strong>with</strong>in MNPS airspace; or(b) Are in transit to or from MNPS airspace;(c) Operate for part of their flight <strong>with</strong>inMNPS airspace but are cleared to operate immediatelyabove or below such airspace for a portion of theirflight.b. 90 NM or 1 and 1 / 2 degrees latitude betweenaircraft operating:1. Within WATRS;2. Between the U.S., Canada, and Bermuda;3. West of 55 West between the U.S., Canada,or Bermuda and points in the Caribbean ICAORegion.c. 120 NM or 2 degrees latitude between aircraftnot covered by subparas a or b above.NOTE−Tracks may be spaced <strong>with</strong> reference to their difference inlatitude, provided that in any interval of 10 degrees oflongitude the change in latitude of at least one of the tracksdoes not exceed 3 degrees when operating south of 58North.8−7−5. PROCEDURES FOR WEATHERDEVIATIONS IN NORTH ATLANTIC (NAT)AIRSPACE<strong>Air</strong>craft must request an ATC clearance to deviate.Since aircraft will not fly into known areas ofweather, weather deviation requests should takepriority over routine requests. If there is no traffic inthe horizontal dimension, ATC shall issue clearanceto deviate from track; or if there is conflicting trafficin the horizontal dimension, ATC separates aircraftby establishing vertical separation. If there isconflicting traffic and ATC is unable to establish therequired separation, ATC shall:a. Advise the pilot unable to issue clearance forrequested deviation;b. Advise the pilot of conflicting traffic; andc. Request pilot’s intentions.PHRASEOLOGY−UNABLE (requested deviation), TRAFFIC IS (call sign,position, altitude, direction), ADVISE INTENTIONS.NOTE−1. The pilot will advise ATC of intentions by the mostexpeditious means available.2. In the event that pilot/controller communicationscannot be established or a revised ATC clearance is notavailable, pilots will follow the procedures outlined in theRegional Supplementary Procedures, ICAO Doc. 7030.8−7−2North Atlantic ICAO Region
8/5/04 <strong>7110.65P</strong> CHG 1Section 8. Caribbean ICAO Region8−8−1. APPLICATIONProvide air traffic control services in the CaribbeanICAO Region <strong>with</strong> the procedures and minimacontained in this section except when notedotherwise.8−8−2. VERTICAL SEPARATIONProvide vertical separation in accordance <strong>with</strong>Chapter 4, IFR, Section 5, Altitude Assignment andVerification.8−8−3. LONGITUDINAL SEPARATIONProvide longitudinal separation between aircraft asfollows:a. Supersonic flight:1. 10 minutes provided both aircraft are in levelflight at the same Mach number or the aircraft are ofthe same type and are both operating in cruise climb,and one of the following;(a) Both aircraft have reported over acommon point; or,(b) If both aircraft have not reported over acommon point, the appropriate time interval beingapplied between aircraft exists and will exist at thecommon point; or,(c) If a common point does not exist, theappropriate time interval being applied betweenaircraft exists and will exist at significant points alongeach track.2. 15 minutes between all other aircraft.b. Turbojet operations above FL 200 in the MiamiOceanic, Houston Oceanic and San Juan CTAs/FIRsand all altitudes in the West Atlantic Route System(WATRS) and New York Oceanic CTA/FIR(subsonic flight):1. Apply the prescribed minima in accordance<strong>with</strong> para 8−3−3, Mach Number Technique; or2. In the New York CTA/FIR, where tracksdiverge from the common point and the followingaircraft is maintaining a greater Mach number thanthe preceding aircraft:(a) At least 10 minutes longitudinal separationexists at the point where the tracks diverge; and(b) At least 5 minutes longitudinal separationwill exist where minimum lateral separation isachieved (whichever is estimated to occur first);(1) At or before the next significant point(normally <strong>with</strong>in ten degrees of longitude alongtrack(s)), or(2) Within 90 minutes of the time thefollowing aircraft passes the common point, or(3) Within 600 NM of the common point; or3. Apply 15 minutes between all other turbojetaircraft.c. Turbojet operations below FL 200 (subsonicflight):Apply 20 minutes between turbojet aircraft operatingbelow FL 200 in the San Juan Oceanic (outside theWATRS area), Miami Oceanic and Houston OceanicCTAs/FIRs.d. Nonturbojet operations.1. Apply 20 minutes between aircraft operatingin the WATRS; or2. Apply 20 minutes between aircraft operatingbelow FL 200 in the Miami Oceanic, HoustonOceanic and San Juan CTAs/FIRs; or3. Apply 30 minutes between aircraft operatingoutside of the WATRS in the New York CTA/FIR.NOTE−The WATRS area is defined as beginning at a point2700’N/7700’W direct to 2000’N/6700’W direct to1800’N/6200’W direct to 1800’N/6000’W direct to3830’N/6000’W direct to 3830’N/6915’W, thencecounterclockwise along the New York Oceanic CTA/FIRboundary to the Miami Oceanic CTA/FIR boundary,thence southbound along the Miami Oceanic CTA/FIRboundary to the point of beginning.Caribbean ICAO Region8−8−1
<strong>7110.65P</strong> CHG 1 8/5/048−8−4. LATERAL SEPARATIONProvide lateral separation by assigning differentflight paths whose widths or protected airspace do notoverlap. Apply the following:a. 60 NM:1. Supersonic aircraft operating above FL 275<strong>with</strong>in the New York oceanic CTA/FIR.2. Supersonic aircraft operating at or aboveFL 450 not covered in subpara 1 above.NOTE−This reduced lateral separation shall not be used if trackkeeping capability of the aircraft has been reduced for anyreason.3. <strong>Air</strong>craft which meet the MNPS and whileoperating in the New York oceanic CTA/FIR whichare in transit to or from NAT MNPS airspace.b. 90 NM between aircraft operating:1. Within WATRS;2. West of 55 West between the U.S., Canada,or Bermuda and points in the Caribbean ICAORegion.c. 100 NM between aircraft operating west of 55West not covered by subparas a or b above.d. 120 NM between aircraft operating east of 55West.8−8−5. VFR CLIMB AND DESCENTa. In the Houston, Miami, and San Juan CTAs, IFRflights may be cleared to climb and descend in VFRconditions only:1. When requested by the pilot; and2. Between sunrise and sunset.b. Apply the following when the flight is cleared:1. If there is a possibility that VFR conditionsmay become impractical, issue alternative instructions.2. Issue traffic information to aircraft that arenot separated in accordance <strong>with</strong> the minima in thissection.8−8−2Caribbean ICAO Region
2/17/05<strong>7110.65P</strong> CHG 2Section 9. Pacific ICAO Region8−9−1. APPLICATIONProvide air traffic control services in the PacificICAO Region <strong>with</strong> the procedures and minimacontained in this section except when notedotherwise.8−9−2. VERTICAL SEPARATIONProvide vertical separation in accordance <strong>with</strong>Chapter 4, IFR, Section 5, Altitude Assignment andVerification, except when aircraft operate <strong>with</strong>inairspace where composite separation and proceduresare authorized, apply the minima specified inpara 8−9−5, Composite Separation Minima.8−9−3. LONGITUDINAL SEPARATIONIn accordance <strong>with</strong> Chapter 8, Offshore/OceanicProcedures, Section 3, Longitudinal Separation,apply the following:a. Minima based on time:1. 15 minutes between aircraft; or2. The prescribed minima in accordance <strong>with</strong>para 8−3−3, Mach Number Technique.b. Minima based on distance using AutomaticDependent Surveillance − Contract (ADS−C):1. Apply the minima as specified in TBL 8−9−1,ADS−C Criteria, between aircraft on the same track<strong>with</strong>in airspace designated for Required NavigationPerformance (RNP), provided:(a) Direct controller/pilot communication viavoice or <strong>Control</strong>ler Pilot Data Link Communications(CPDLC) is established, and(b) The required ADS−C periodic reports aremaintained and monitored by an automated flightdata processor (e.g., Ocean21);TBL 8−9−1ADS−C CriteriaMinima RNP Maximum ADS−CPeriodic ReportingInterval50 NM 10 27 minutes50 NM 4 32 minutes30 NM 4 14 minutes2. <strong>Air</strong>craft on reciprocal tracks may be clearedto climb or descend to or through the altitude(s)occupied by another aircraft provided that:(a) An ADS−C position report on at least oneof the aircraft has been received beyond the passingpoint, and(b) The aircraft have passed each other by theapplicable separation minimum.NOTE−Ocean21 has been designed to check for the above criteriaprior to allowing the minima to be provided.3. When an ADS−C periodic or waypointchange event report is overdue by 3 minutes, thecontroller shall take action to obtain an ADS−Creport.4. If no report is received <strong>with</strong>in 6 minutes of thetime the original report was due, the controller shalltake action to apply another form of separation.c. Minima based on distance <strong>with</strong>out ADS−C:1. Apply 50 NM between aircraft cruising,climbing or descending on the same track orreciprocal track that meet the requirements for andare operating <strong>with</strong>in airspace designated for RNP−10operations provided:(a) Direct controller/pilot communication viavoice or CPDLC is maintained; and(b) Separation is established by ensuring thatat least 50 NM longitudinal separation minima existsbetween aircraft positions as reported by reference tothe same waypoint.(1) Same track aircraft − whenever possibleahead of both; or(2) Reciprocal track aircraft − providedthat it has been positively established that the aircrafthave passed each other.Pacific ICAO Region8−9−1
<strong>7110.65P</strong> CHG 2 2/17/052. Distance verification shall be obtained fromeach aircraft at least every 24 minutes to verify thatseparation is maintained.3. If an aircraft fails to report its position <strong>with</strong>in3 minutes after the expected time, the controller shalltake action to establish communication. If communicationis not established <strong>with</strong>in 8 minutes after thetime the report should have been received, thecontroller shall take action to apply another form ofseparation.NOTE−When same track aircraft are at, or are expected to reduceto, the minima, speed control techniques should be appliedin order to maintain the required separation.d. Minima based on DME/RNAV:Apply the following DME/RNAV minima in<strong>Control</strong> 1234H, <strong>Control</strong> 1487H and the NortonSound High <strong>Control</strong> areas to turbojet aircraftestablished on or transitioning to the North Pacific(NOPAC) Route System.1. 30 NM between aircraft when DME reports orradar observations are used to verify the distance,otherwise at least 40 NM based on RNAV must beapplied; and2. Both aircraft must provide DME/RNAVdistance reports via direct voice that indicates theappropriate separation exists; and3. Application of DME/RNAV separation <strong>with</strong>outdirect voice communications may not continuefor more than 90 minutes; and4. The preceding aircraft is assigned the sameor greater Mach number than the following aircraft;and5. Both aircraft shall be advised of the otheraircraft involved, including the distance relative tothe flights.EXAMPLE−“Maintain Mach point eight four, same direction traffic,twelve o’clock, three five miles.”REFERENCE−FAAO 7110.65, <strong>Traffic</strong> Advisories, Para 2−1−21.8−9−4. LATERAL SEPARATIONIn accordance <strong>with</strong> Chapter 8, Offshore/OceanicProcedures, Section 4, Lateral Separation, apply thefollowing:a. Within areas where Required NavigationPerformance 10 (RNP−10) separation and proceduresare authorized, apply 50 NM to RNP−10approved aircraft.b. Apply 30 NM to RNP−4 approved aircraftoperating <strong>with</strong>in airspace designated for RNP−4when direct controller/pilot communications, viavoice or <strong>Control</strong>ler Pilot Data Link Communications(CPDLC), and the required ADS−C contracts aremaintained and monitored by an automated flightdata processor (e.g., Ocean21).c. When aircraft operate <strong>with</strong>in airspace wherecomposite separation and procedures are authorized,apply the minimum specified in para 8−9−5,Composite Separation Minima.d. Apply 100 NM to aircraft not covered bysubparas a, b or c.8−9−5. COMPOSITE SEPARATION MINIMAProvide composite separation <strong>with</strong>in the Central EastPacific (CEP) and North Pacific (NOPAC) compositeroute systems and where designated by facilitydirective in the Pacific Organized Track System(PACOTS) at and above FL 290 as follows:a. 1,000 feet vertical separation; andb. 50 NM lateral separation.8−9−6. COMPOSITE SEPARATION ALTITUDEASSIGNMENTa. <strong>Air</strong>craft operating at or above FL 300 in acomposite route system may be cleared at even flightlevels. Additionally, aircraft may be cleared at evenflight levels while joining, crossing, or leaving acomposite route system provided such aircraftleaving the system are cleared to an appropriate oddcardinal flight level when noncomposite vertical orlateral separation is achieved.b. <strong>Air</strong>craft (operating at or above FL 300) leavinga composite route system at an even cardinal flightlevel do not have to be assigned an odd cardinal flightlevel provided:1. The aircraft is being provided radar service;and2. The aircraft will be cleared for descent andapproach to an airport <strong>with</strong>in the facility’s domesticFIR; and8−9−2Pacific ICAO Region
8/5/04<strong>7110.65P</strong> CHG 13. There is an operational advantage.c. <strong>Air</strong>craft operating on unidirectional routes ortraffic flows may be assigned altitudes other than theappropriate altitude for direction of flight providedthat 2,000 feet vertical separation is maintainedbetween aircraft operating on the same route.8−9−7. COMPOSITE SEPARATIONAPPLICATIONProvide composite separation in the CEP and theNorth Pacific (NOPAC) composite route systems andwhere designated by facility directive in the PacificOrganized Track System (PACOTS) as follows:a. Clear an aircraft to join an outer route of thecomposite route system at other than the normal entrypoint provided:1. Longitudinal or noncomposite vertical separationexists between that aircraft and any otheraircraft on that route; and2. Composite separation exists between thataircraft and any other aircraft on the next adjacentroute.b. Clear an aircraft to leave an outer route of thecomposite route system at other than the normal exitpoint provided its course diverges so that lateralspacing from the route system increases untilnoncomposite separation exists between that aircraftand any other aircraft in the composite route system.c. Clear an aircraft to change from one route to anadjacent route <strong>with</strong>in the composite route systemprovided:1. Longitudinal or noncomposite vertical separationis maintained between that aircraft and anyother aircraft on the route being vacated until thataircraft is established on the route to which it isproceeding; and2. Longitudinal or noncomposite vertical separationexists between that aircraft and any otheraircraft on the route to which that aircraft isproceeding; and3. Composite separation exists between thataircraft and any other aircraft on the next adjacentroute.d. Clear an aircraft to cross the composite routesystem provided longitudinal or noncompositevertical or lateral separation exists between thataircraft and any other aircraft in the composite routesystem.e. Clear aircraft to transition to or from thecomposite route system from an Oceanic TransitionRoute (OTR) provided:1. The OTR is charted on aeronautical charts;and2. Composite separation is maintained betweenthat aircraft and any other aircraft <strong>with</strong>in thecomposite route system; andNOTE−An aircraft is <strong>with</strong>in the confines of a composite routesystem when the aircraft joins or crosses the outer route ofthe composite route system or passes a composite routeentry point.3. Composite separation is maintained betweenthat aircraft and any other aircraft on adjacent OTRs.f. Clear an aircraft to change altitude on a route ifnoncomposite separation exists between that aircraftand others operating on that route regardless of otheraircraft operating on adjacent routes in the system.Pilot’s discretion climbs and descents are notauthorized when applying composite separation.NOTE−Although composite separation is not applied betweenaircraft on different tracks at FL 280 and FL 290, thisparagraph applies to climbs and descents between FL 280and altitudes <strong>with</strong>in the composite altitude stratum(FL 300 and above).8−9−8. PROCEDURES FOR WEATHERDEVIATIONS AND OTHER CONTINGENCIES INOCEANIC CONTROLLED AIRSPACE<strong>Air</strong>craft must request an ATC clearance to deviate.Since aircraft will not fly into known areas ofweather, weather deviation requests should takepriority over routine requests. If there is no traffic inthe horizontal dimension, ATC shall issue clearanceto deviate from track; or if there is conflicting trafficin the horizontal dimension, ATC separates aircraftby establishing vertical separation. If there isconflicting traffic and ATC is unable to establishstandard separation, ATC shall:a. Advise the pilot unable to issue clearance forrequested deviation;b. Advise the pilot of conflicting traffic; andc. Request pilot’s intentions.PHRASEOLOGY−UNABLE (requested deviation), TRAFFIC IS (call sign,position, altitude, direction), SAY INTENTIONS.Pacific ICAO Region8−9−3
<strong>7110.65P</strong> CHG 1 8/5/04NOTE−1. The pilot will advise ATC of intentions by the mostexpeditious means available.2. In the event that pilot/controller communicationscannot be established or a revised AT clearance is notavailable, pilots will follow the procedures outlined in theRegional Supplementary Procedures, ICAO Doc 7030 andChart Supplements.8−9−4Pacific ICAO Region
8/5/04<strong>7110.65P</strong> CHG 1Section 10. North AmericanICAO Region− Arctic CTA8−10−1. APPLICATIONProvide air traffic control services in the NorthAmerican ICAO Region − Arctic CTA <strong>with</strong> theprocedures and minima contained in this section.8−10−2. VERTICAL SEPARATIONProvide vertical separation in accordance <strong>with</strong>:a. Chapter 4, IFR, Section 5, Altitude Assignmentand Verification; andb. Facility directives depicting the transitionbetween flight levels and metric altitudes.8−10−3. LONGITUDINAL SEPARATIONIn accordance <strong>with</strong> Chapter 8, Offshore/OceanicProcedures, Section 3, Longitudinal Separation,apply the following:a. 15 minutes between turbojet aircraft.b. The prescribed minima in accordance <strong>with</strong>para 8−3−3, Mach Number Technique.c. 20 minutes between other aircraft.8−10−4. LATERAL SEPARATIONIn accordance <strong>with</strong> Chapter 8, Offshore/OceanicProcedures, Section 4, Lateral Separation, apply thefollowing:a. Provide 90 NM lateral separation betweenaircraft, orb. Lower minima in para 5.4.1 of Chapter 5 of theProcedures for <strong>Air</strong> Navigation−Services, <strong>Air</strong> <strong>Traffic</strong>Management (PANS−ATM), (Doc 4444−ATM/501)may be applied or further reduced in accordance <strong>with</strong>para 5.11 of the same part where the conditionsspecified in the relevant PANS−ATM are met.North American ICAO Region− Arctic CTA8−10−1
2/19/04<strong>7110.65P</strong>Chapter 9. Special FlightsSection 1. General9−1−1. GENERALProvide aircraft engaged in the flight inspection ofNAVAIDs <strong>with</strong> maximum assistance. Unless otherwiseagreed to, maintain direct contact <strong>with</strong> the pilotand exchange information regarding known traffic inthe area and his/her intentions.NOTE−1. Many flight inspections are accomplished usingautomatic recording equipment, and an uninterruptedflight is necessary for successful completion of the mission.The workload for the limited number of aircraft engaged inthese activities requires strict adherence to a schedule.2. Flight inspection operations which require specialparticipation of ground personnel, specific communications,or radar operation capabilities are considered torequire special handling. These flights are coordinated<strong>with</strong> appropriate facilities before departure.REFERENCE−FAAO 8200.1, United States Standard Flight Inspection Manual.FAAO 8240.41, Flight Inspection/<strong>Air</strong> <strong>Traffic</strong> On−Site CoordinationRequirements.9−1−2. SPECIAL HANDLINGa. Clear the aircraft according to pilot request assoon as practicable. Do not ask the pilot to deviatefrom his/her planned action except to preclude anemergency situation.REFERENCE−FAAO 8240.41, Flight Inspection/<strong>Air</strong> <strong>Traffic</strong> On−Site CoordinationRequirements, Appendix 1, describes certain flight inspection maneuversin detail.b. Issue radar advisories to the flight inspectionaircraft where adequate coverage exists and to theextent permitted by workload.c. Suggest flight path adjustments, as required, forany aircraft which will enter or penetrate an area inwhich a flight inspection function is being performed.d. Provide special handling, as required, to FAAaircraft conducting flight inspections using the callsign “Flight Check.” The call sign “Flight Check (Nr)recorded” indicates automated flight inspections arein progress in terminal areas.NOTE−FAA flight inspection aircraft will file flight plans using thecall sign “FLIGHT CHECK” during flight inspections orwhen inbound to conduct flight inspections. Flight planremarks may indicate type NAVAID inspection to beaccomplished; e.g. “FC OKC P.”9−1−3. FLIGHT CHECK AIRCRAFTa. Provide special handling, as required, toexpedite flight inspection of NAVAIDs, directionfinding (DF) equipment, and RADAR by flight checkaircraft.NOTE−Certain flight inspection maneuvers require operations inclose proximity to the surface. These maneuvers can onlybe performed during daylight visual meteorologicalconditions. Preplanned automatic flight places thefollowing limitations on the capability of the pilot to adhereto normal ATC clearances:a. Route of flight − orbital from 6 nautical miles to amaximum of 40 nautical miles from the facility dependingon the type of inspection. During commissioning flightchecks all DPs, STARs, airways, DME fixes, andapproaches must be flown.b. Altitude assignment − from 1,000 feet above theantenna site up to the minimum en route altitude (MEA).REFERENCE−FAAO 7110.65, Operational Priority, Para 2−1−4.FAAO 8240.41, Flight Inspection/<strong>Air</strong> <strong>Traffic</strong> On−Site CoordinationRequirements, Appendix 1, describes certain flight inspection maneuversin detail.b. Avoid <strong>changes</strong> in the route or altitude from thatfiled by the pilot in the initial flight plan.c. Do not impose air traffic control delays in theflight except to preclude emergency situations.d. Do not change the previously assigned discretebeacon code of special radar accuracy flight checkaircraft.REFERENCE−FAAO 7210.3, Special Radar Accuracy Checks, Para 7−1−3.FAAO 7210.3, ASR Performance Checks, Para 10−5−4.General9−1−1
2/19/04<strong>7110.65P</strong>Section 2. Special Interest Flights9−2−1. GENERALEN ROUTEa. All flight movement data on the aircraft listed insubparas 1 and 2 below shall be immediately broughtto the attention of the supervisory traffic managementcoordinator−in−charge and forwarded by the mostexpeditious means (voice, if possible) to the seniordirector at the concerned NORAD Region Operations<strong>Control</strong> Center/Sector Operations <strong>Control</strong> Center andto the <strong>Air</strong> <strong>Traffic</strong> <strong>Control</strong> System Command Center(ATCSCC). Voice messages will be followed up <strong>with</strong>a data communication message when directed. Allflight plans on aircraft listed in subparas 1 and 2below, including flights <strong>with</strong>in the continental U.S.,shall be retransmitted by data communication toATT−200 and the Office of International Aviation,attention: AIA−101.NOTE−1. All flight movement data includes flight plans and<strong>changes</strong> thereto such as <strong>changes</strong> from IFR to VFR, reroutesor route deviations authorized or directed by the facility,departure messages, arrival messages, unauthorized routedeviations or any other unusual operations, etc.2. These procedures are in addition to the AMISprocedures contained in FAAO 7610.4, Special MilitaryOperations, Chapter 5, <strong>Air</strong>craft Movement InformationService (AMIS).3. The concerned NORAD region/sector is the one towhom SCATANA reports are forwarded consistent <strong>with</strong>local ARTCC/NORAD REGION SCATANA REPORTINGPROCEDURES.4. All continental U.S. facilities have either direct flowcontrol interphone circuits or can reach ATT−200 by DSN,725−3333, or telephone (703) 708−5100.1. All known aircraft of Cuban registry and allknown civil aircraft of other special interest countriesthat will enter, overfly, or operate <strong>with</strong>in thecontinental U.S., the Atlantic, Gulf of Mexico orPacific Coastal ADIZs, or the Southern BorderDomestic ADIZ.NOTE−Special interest countries include Albania, Bulgaria,Cambodia, Peoples Republic of China, Cuba, NorthKorea, Outer Mongolia, Romania, Russia, the Ukraine,and other members of the Commonwealth of IndependentStates, and Socialist Republic of Vietnam.REFERENCE−P/CG Term− Continental United States.2. All known civil aircraft of foreign registry,other than the aircraft in subpara 1, that will enter oroverfly the continental U.S. en route to or from Cuba.b. Advance route information which has beencleared by NORAD and coordinated by AIA−101<strong>with</strong> the State Department, as necessary, will bepassed to the concerned ARTCCs by AIA−101 viaATT−200. Inform ATT−200 of your concurrence orproblems <strong>with</strong> the route, as the case may be. ATT−200will relay any problems to AIA−101 for resolution<strong>with</strong> NORAD. Advance route information does notconstitute the forwarding of flight movement data toNORAD as specified in subpara a.REFERENCE−FAAO 7110.65, Application, Para 9−2−2.9−2−2. APPLICATIONEN ROUTEa. Comply <strong>with</strong> any operational request that maybe received directly from NORAD or throughATT−200 unless the change will affect flight safety.When safety is a factor, acquaint NORAD <strong>with</strong> thesituation and attempt to work out an alternate solutionif time and circumstances permit. If unable, take thecourse of action dictated by flight safety considerationsand inform NORAD and ATT−200 as quicklyas possible thereafter. Comply <strong>with</strong> requests forinformation or assistance from NORAD or the StateDepartment which may include relay of messages tofacilities or an aircraft in flight.NOTE−State Department communications will be relayed throughATT−200.b. Request the aircraft to return to its approvedroute/reroute of flight whenever any deviation isnoted.Special Interest Flights9−2−1
<strong>7110.65P</strong> 2/19/04c. Immediately alert the supervisory trafficmanagement coordinator−in−charge and notify thesenior director at the concerned NORAD RegionOperations <strong>Control</strong> Center/Sector Operations <strong>Control</strong>Center and ATT−200 via the most expeditiousmeans when the following conditions occur:1. The aircraft refuses to comply <strong>with</strong> aNORAD or State Department message.2. Communication <strong>with</strong> the aircraft is establishedbut the aircraft’s identification cannot beimmediately correlated <strong>with</strong> a known flight plan.Attempt flight plan correlation when time permits.3. The aircraft deviates from its approved routeof flight and refuses to return to it when so requested.4. The aircraft refuses a reroute when so clearedor deviates from its reroute and refuses to return to itwhen requested.5. A departure message on a flight plan of anaircraft in para 9−2−1, General, subpara a1 originatingin Canada, Mexico, or Cuba is not received <strong>with</strong>in5 minutes after the proposed time and you are unableto ascertain if the aircraft has departed either IFR orVFR.d. If NORAD dispatches aircraft to intercept andescort the flight, the control procedures inFAAO 7610.4, Special Military Operations, Chapter7, Escort of Hijacked <strong>Air</strong>craft, shall apply.9−2−3. EMERGENCY OR UNSCHEDULEDLANDINGSa. If an aircraft of a special interest country makesan emergency or unscheduled landing in the U.S.,immediately alert the supervisory traffic managementcoordinator−in−charge/controller-in-charge ofthe shift and notify:1. EN ROUTE. In the Continental U.S.−(a) The senior director at the concernedNORAD Region Operations <strong>Control</strong>/Sector Operations<strong>Control</strong> Center.(b) ATT−200.NOTE−ATT−200 will relay or voice-patch the information to allFAA Washington Headquarters organizations concerned.(c) U.S. Customs Service Office for theairport where the aircraft will land.2. EN ROUTE. In the Pacific Region, PuertoRico, and the Virgin Islands− The <strong>Air</strong> Defense<strong>Control</strong> Center and the offices specified insubparas a1(b) and (c).NOTE−Guam CERAP forwards the information through theHonolulu ARTCC.3. EN ROUTE. In the Alaskan Region− TheAlaskan NORAD Region Operations <strong>Control</strong> Centerand the offices specified in subparas a1(b) and (c).4. TERMINAL. The nearest U.S. CustomsService Office and the appropriate ARTCC.b. Provide the following information to theorganizations specified in subpara a1(a) if available:1. Type of aircraft.2. Country of aircraft registry.3. Destination airport.4. Nature of emergency or reason for landing, asappropriate.c. Advise the pilot that passengers must remainaboard the aircraft after landing until cleared by theU.S. Customs Service Office.d. TERMINAL. In cases where communication isestablished <strong>with</strong> the aircraft but the aircraftidentification cannot be immediately correlated <strong>with</strong>a known flight plan, notify the appropriate ARTCCand nearest U.S. Customs Service Office.9−2−2Special Interest Flights
2/19/04<strong>7110.65P</strong>Section 3. Special Operations9−3−1. AIRCRAFT CARRYING DANGEROUSMATERIALSa. Provide the following special handling tomilitary aircraft or military contracted aircraftcarrying dangerous materials when:1. The words “dangerous cargo,” or “inertdevices,” or both are contained in the remarks sectionof the filed flight plan, orNOTE−1. Certain types of military flights carrying dangerousmaterials require strict adherence to military regulationsand flight planning along carefully selected routes. Theseflights must avoid heavily populated areas.2. “Inert devices” are devices containing no dangerousmaterials but closely resembling nuclear or explosive itemsthat are classified as dangerous and could be easilymistaken for their dangerous counterparts.2. The pilot uses these words in radio communication.b. If it becomes necessary to issue a clearance toamend the route/altitude, advise the pilot:1. Of the proposed change, and2. The amount of delay to expect if it isnecessary to maintain the present route/altitude.c. When it becomes necessary for the pilot torefuse a clearance amending his/her route/altitude,he/she will advise if the traffic delay is acceptable orif an alternate route/altitude is desired. In such cases,offer all possible assistance.d. When the aircraft is provided an en routedescent, do not vector the aircraft from the plannedroute unless the pilot concurs.e. Use special patterns and routings in areas wherethey have been developed for these flights. If specialpatterns and routings have not been developed,employ normal procedures.9−3−2. CELESTIAL NAVIGATION TRAININGEN ROUTEa. Approve flight plans specifying celestialnavigation only when it is requested for USAF orUSN aircraft.NOTE−An ATC clearance must be obtained by the pilot beforediscontinuing conventional navigation to begin celestialnavigation training. The pilot will advise when discontinuingcelestial navigation and resuming conventionalnavigation. Celestial navigation training will be conducted<strong>with</strong>in 30 NM of the route centerline specified in the enroute clearance unless otherwise authorized by ATC.During celestial navigation training, the pilot will adviseATC before initiating any heading <strong>changes</strong> which exceed20 degrees.b. Within conterminous U.S. airspace, limitcelestial navigation training to transponder-equippedaircraft <strong>with</strong>in areas of ARTCC radar coverage.c. Prior to control transfer, ensure that thereceiving controller is informed of the nature of thecelestial navigation training leg.REFERENCE−FAAO 7110.65, IFR Flight Progress Data, Para 2−2−6.9−3−3. DEPARTMENT OF ENERGY (DOE)SPECIAL FLIGHTSa. Provide notification of possible route or altitude<strong>changes</strong> as far in advance as possible for “RAC”flights. The pilot will indicate if the proposed changeis acceptable or if alternate routing or altitude will berequested.NOTE−DOE contracts for civil pilots to operate public aircraft totransport radioactive or high explosive materials <strong>with</strong>inthe conterminous U.S. These flights operate on an IFRflight plan but principally during daylight hours and VFRconditions. These flights require flight along carefullyselected routes and, in some instances, pilots will refuseclearances that require reroute or altitude <strong>changes</strong> thatwould derogate their objective.b. EN ROUTE. Approve pilot requests to leavecenter frequency for operational purposes as trafficconditions permit.c. Notify a supervisor in the event any of thefollowing occurs <strong>with</strong> “RAC” aircraft:1. Loss of radio contact.2. Loss of radar contact.3. The flight is overdue at the destination.Special Operations9−3−1
<strong>7110.65P</strong> CHG 1 8/5/04d. If you receive information that a “RAC” aircraftis involved in an accident, secure as muchinformation as possible, particularly <strong>with</strong> respect tolocation, and immediately notify the ARTCCsupervisory traffic management coordinator−in−charge.NOTE−There is a possibility of an explosive or radiation hazard ofan “RAC” aircraft involved in an accident.9−3−4. EXPERIMENTAL AIRCRAFTOPERATIONSa. When notified that an experimental aircraftrequires special handling:NOTE−14 CFR Section 91.319(d)(3) requires that each personoperating an aircraft <strong>with</strong> an experimental certificate shallnotify the control tower of the experimental nature of theaircraft when operating into or out of airports <strong>with</strong>operating control towers.1. Clear the aircraft according to pilot requestsas traffic permits and if not contrary to ATCprocedures.2. Once approved, do not ask the pilot to deviatefrom a planned action except to preclude anemergency situation.b. At locations where volume or complexity ofexperimental aircraft operations warrant, a letter ofagreement may be consummated between the facilityand operator.9−3−5. FAA RESEARCH AND DEVELOPMENTFLIGHTSWhen coordinated in advance and traffic permits,approve requests for special flight procedures fromaircraft participating in FAA research and developmenttest activities. These special procedures shall beapplied to participating aircraft/vehicles.NOTE−Special flight procedures for FAA research anddevelopment test activities must be approved by the facilityair traffic manager prior to their use.REFERENCE−FAAO 7210.3, Research and Development Flights, Para 5−2−4.9−3−6. FLYNETProvide expeditious handling for U.S. Government,civil or military aircraft using the code name“FLYNET.” Relay the code name as an element in theremarks position of the flight plan.NOTE−The code name “FLYNET” indicates that an aircraft istransporting a nuclear emergency team or a disastercontrol team to the location of a potential or actual nuclearaccident or an accident involving chemical agents orhazardous materials. It is in the public interest that theyreach their destination as rapidly as possible.REFERENCE−FAAO 7110.65, Operational Priority, Para 2−1−4.FAAO 7610.4, “FLYNET” Flights, Nuclear Emergency Teams,Para 12−4−1.9−3−7. IFR MILITARY TRAINING ROUTESa. Except for aircraft operating in the same altitudereservation, clear aircraft into an MTR providedseparation will be applied between successive aircraftunless otherwise covered in a letter of agreementbetween the military scheduling activity and theconcerned ATC facility.PHRASEOLOGY−CLEARED INTO IR (designator).MAINTAIN (altitude),orMAINTAIN IR (designator) ALTITUDE(S),orMAINTAIN AT OR BELOW (altitude),orCRUISE (altitude),and if required,CROSS (fix) AT OR LATER THAN (time).b. Unless otherwise covered in a letter ofagreement between the military scheduling activityand the concerned FAA facility, clear aircraft to exitan MTR.PHRASEOLOGY−CLEARED TO (destination/clearance limit) FROM IR(designator/exit fix) VIA (route).MAINTAIN (altitude).9−3−2Special Operations
2/19/04<strong>7110.65P</strong>c. If the provisions of subpara a above cannot beaccomplished, MTRs may be designated for MARSAoperations. To preclude an inadvertent compromiseof MARSA standards by ATC, appropriate MARSAapplication for such routes shall be covered in a letterof agreement <strong>with</strong> the military scheduling activity.Establish separation between aircraft as soon aspracticable after operation on the designatedMARSA route is ended.NOTE−For designated MARSA routes, the military assumesresponsibility for separation for MTR aircraft that havepassed the primary/alternate entry fix until separation isestablished by ATC after operations on the MARSA routeare completed.d. The lateral airspace to be protected along anMTR is the designated width of the route.e. Prior to an aircraft entering an MTR, request thepilot’s estimate for the route’s exit/alternate exit fix,the pilot’s requested altitude after exiting and, ifapplicable, the number of reentries on a StrategicTraining Range (STR).PHRASEOLOGY−(Call sign) CONFIRM YOUR EXIT FIX ESTIMATE ANDREQUESTED ALTITUDE AFTER EXIT,and if applicable,THE NUMBER OF REENTRIES.f. Forward estimates for exit/alternate exit fixes,requested altitude after exit, and, if applicable, thenumber of reentries on the STR.g. Apply the procedures of para 6−1−2, Nonreceiptof Position Report, based upon the pilot’sestimate for the route exit fix.h. Clearance may be issued to amend or restrictoperations on a route for ATC considerations. Wherea route has been designated MARSA in accordance<strong>with</strong> subpara c, ATC shall not amend or restrictoperations in such a manner as to compromiseMARSA provisions.NOTE−When MARSA is provided through route scheduling andcircumstances prevent the pilot from entering the route<strong>with</strong>in established time limits, it shall be the responsibilityof the pilot to inform the ATC facility and advise his/herintentions.i. If an aircraft on an IR experiences a two-wayradio communications failure and you are unable todetermine if the aircraft is proceeding VFR inaccordance <strong>with</strong> 14 CFR Section 91.185(b) or theaircraft has not been positively radar identified:1. Provide separation to the destination airportbased on the aircraft complying <strong>with</strong> the following:(a) Maintain to the exit/alternate exit fix thehigher of the following altitudes:(1) The minimum IFR altitude for each ofthe remaining route segment(s) remaining on theroute.(2) The highest altitude assigned in the lastATC clearance.(b) Depart the exit/alternate exit fix at theappropriate altitude specified in subpara (a) above,then climb/descend to the altitude filed in the flightplan for the remainder of the flight, orNOTE−In the event of a two-way communications failure, ATC willbe based on the following anticipated pilot action at the exitfix. Unless otherwise covered in a letter of agreement, andif the pilot is unable to comply <strong>with</strong> the VFR provisions of14 CFR Section 91.185/FLIP IFR Supplement, the pilotwill exercise his/her emergency authority, squawktransponder Code 7700, depart the exit/alternate exit fixand climb/descend (continuing to squawk 7700) to thealtitude filed in the flight plan. Subsequent transponderoperations will be in accordance <strong>with</strong> para 10−4−4,Communications Failure. <strong>Air</strong> traffic controller action fromthe exit fix is as prescribed in para 10−1−1, EmergencyDeterminations.(c) Proceed in accordance <strong>with</strong> the lost communicationprocedure contained in letters of agreement.2. Continue to monitor the last ATC assigneddiscrete code.NOTE−Pilots who experience a two-way radio failure will adjusttheir transponder to Code 7700 during climb/descent toaltitude filed for the next leg of the flight plan; then changeto Code 7600 for a period of 15 minutes. At the end of each15−minute period, he/she will squawk 7700 for a period of1 minute; all other times he/she will squawk 7600.j. Impose delays, if needed, to eliminate conflict<strong>with</strong> nonparticipating IFR aircraft when necessary topreclude denial of IR usage. Advise the pilot of theexpected length and reason for delay.Special Operations9−3−3
<strong>7110.65P</strong> CHG 2 2/17/059−3−8. INTERCEPTOR OPERATIONSProvide maximum assistance to expedite themovement of interceptor aircraft on active air defense(scrambles) missions until the unknown aircraft isidentified in accordance <strong>with</strong> the policies andprocedures published in FAAO 7610.4, SpecialMilitary Operations.NOTE−The FAA and the military have mutually agreed to theimplementation of policies and procedures for control ofair defense interceptor operations. Effective coordinationand cooperation between FAA and the military at all levelsare essential if policy objectives are to be met.a. The ADCF initiating the SCRAMBLE shallidentify the mission as an active air defense mission.b. ATC services shall be used for active air defensemissions insofar as the circumstances and situationpermits.c. Upon request, the ATC facility shall expeditetransfer of the control jurisdiction of the interceptorsto the requesting ADCF.9−3−9. SPECIAL INTEREST SITESa. Relay immediately to supervisory/CIC personnelany reports or information regarding unusualaircraft activities in the vicinity of special interestsites such as nuclear power plants, power plants,dams, refineries, etc. Supervisory/CIC personnelmay also receive reports/information from theNuclear Regulatory Commission or other sources.b. Supervisory/CIC personnel shall immediatelynotify local law enforcement authorities of thesereports/information as well as notifying the overlyingair traffic facility of any of these reports and the actiontaken.c. ARTCCs shall promptly advise the ATCSCC ofany actions taken in accordance <strong>with</strong> this paragraph.9−3−10. LAND−BASED AIR DEFENSEIDENTIFICATION ZONE (ADIZ) ATCPROCEDURESTERMINALa. Verify IFR and VFR flight operations entering,exiting, or transitioning the ADIZ meet all of thefollowing minimum conditions:1. Two−way radio communications are maintainedat all times prior to entering and throughouttransition of the ADIZ. <strong>Air</strong>craft operating in anairport traffic pattern or landing at nontoweredairports are exempt from the ATC communicationrequirement, provided they monitor the airportcommon traffic advisory frequency.2. <strong>Air</strong>craft is equipped <strong>with</strong> an operatingtransponder <strong>with</strong> automatic altitude reportingcapability. <strong>Air</strong>craft is squawking an ATC assigneddiscrete beacon code at all times. Do not allow anaircraft to cancel its flight plan and/or squawk VFRwhile in the ADIZ.3. <strong>Air</strong>craft flying too low for radar coverageshall be instructed to report landing or exiting theADIZ. Maintain flight progress strips on such aircraftuntil pilot reports landing or exiting the ADIZ. If aflight progress strip does not exist for the aircraft,record the call sign, transponder code, entry point(e.g., north, northeast, east), and time of entry into theADIZ.PHRASEOLOGY−(Call sign), REPORT LANDING OR LEAVING THEADIZ.4. United States Military, law enforcement, andaeromedical flights are exempt from filing flightplans.b. Pilots unable to comply <strong>with</strong> the requirementsof subpara a, above, shall be advised to remain clearof the ADIZ.9−3−11. LAW ENFORCEMENT OPERATIONS BYCIVIL AND MILITARY ORGANIZATIONSa. Law enforcement alerts.1. <strong>Air</strong>craft lookouts shall not be distributedoutside the FAA.REFERENCE−FAAO 1600.29, Law Enforcement Alert Message System.FAAO 7210.3, Cooperation With Law Enforcement Agencies,Para 2−7−7.2. Stolen aircraft alerts, including stolen aircraftsummaries, may be distributed outside the FAA to:airport offices, air carriers, fixed base operators, andlaw enforcement agencies.3. Upon receipt of knowledge concerning anaircraft for which a current law enforcement alertmessage is held, do the following:9−3−4Special Operations
2/17/05<strong>7110.65P</strong> CHG 2(a) Forward any information on the aircraft toEl Paso Intelligence Center (EPIC) and the requesterwhen specified in the message.(b) Immediately notify the cognizant <strong>Air</strong>Transportation Security division/staff by the mostrapid means.(c) DO NOT TAKE ANY OTHER ACTIONAFFECTING THE AIRCRAFT, CARGO, CREW,OR PASSENGERS NOT NORMALLY RELATEDTO JOB RESPONSIBILITIES.b. Special law enforcement operations.1. Special law enforcement operations includeinflight identification, surveillance, interdiction andpursuit activities performed in accordance <strong>with</strong>official civil and/or military mission responsibilities.2. To facilitate accomplishment of these specialmissions, exemptions from specified parts of Title 14of the Code of Federal Regulations have been grantedto designated departments and agencies. However, itis each organization’s responsibility to apprise ATCof their intent to operate under an authorizedexemption before initiating actual operations.REFERENCE−FAAO 7210.3, Authorizations and Exemptions from Title 14, Code ofFederal Aviation Regulations (14 CFR), Para 18−3−1.3. Additionally, some departments and agenciesthat perform special missions have been assignedcoded identifiers to permit them to apprise ATC ofongoing mission activities and solicit special airtraffic assistance.REFERENCE−FAAO 7110.67, Special <strong>Air</strong>craft Operations by Law Enforcement/MilitaryOrganizations.NOTE−As specified in para 2−1−4, Operational Priority, priorityof handling for aircraft operating <strong>with</strong> coded identifierswill be the same as that afforded to SAR aircraft performinga SAR mission.c. Assistance to law enforcement aircraft operations.1. Provide the maximum assistance possible tolaw enforcement aircraft, when requested, in helpingthem locate suspect aircraft.2. Communicate <strong>with</strong> law enforcement aircraft,when possible and if requested, on a frequency notpaired <strong>with</strong> your normal communications frequencies.3. Do not allow assistance to law enforcementaircraft to violate any required separation minima.4. Do not assist VFR law enforcement aircraft inany way that will create a situation which, in yourjudgement, places the aircraft in unsafe proximity toterrain or other aircraft.9−3−12. MILITARY AERIAL REFUELINGAuthorize aircraft to conduct aerial refueling alongpublished or special tracks at their flight plan altitude,unless otherwise requested.PHRASEOLOGY−CLEARED TO CONDUCT REFUELING ALONG(number) TRACK,orFROM (fix) TO (fix),andMAINTAIN REFUELING LEVEL (altitude),orMAINTAIN (altitude),orCOMMENCING AT (altitude), DESCENDING TO(altitude).NOTE−1. During aerial refueling, tanker aircraft are responsiblefor receiver aircraft communication <strong>with</strong> ATC and for theirnavigation along the track.2. Aerial refueling airspace is not sterilized airspace andother aircraft may transit this airspace provided vertical orlateral separation is provided from refueling aircraft.3. MARSA begins between the tanker and receiver whenthe tanker and receiver(s) have entered the air refuelingairspace and the tanker advises ATC that he/she isaccepting MARSA.4. MARSA ends between the tanker and receiver when thetanker advises ATC that the tanker and receiver aircraft arevertically positioned <strong>with</strong>in the air refueling airspace andATC advises MARSA is terminated.REFERENCE−FAAO 7110.65, Use of MARSA, Para 2−1−1.FAAO 7110.65, Additional Separation for Formation Flights,Para 5−5−8.FAAO 7610.4, Chapter 10, Aerial Refueling.Special Operations9−3−5
<strong>7110.65P</strong> CHG 1 8/5/04a. Provide radar assistance to the rendezvous forparticipating aircraft:1. When requested, and2. By providing vertical separation prior toMARSA declaration.b. Do not request receiver aircraft that have beencleared to conduct air refueling and have departed theARIP to:1. Make code <strong>changes</strong> when less than 5 milesfrom the tanker.2. Squawk standby when less than 1 mile ormore than 3 miles from the tanker.NOTE−Requests for receiver aircraft to make code <strong>changes</strong> duringair refueling diverts the receiver pilot’s attention during acritical phase of flight.c. When issuing an initial air refueling clearance,you may request a receiver to squawk standby whenthe receiver reaches a point 3 miles from the tanker.NOTE−1. Receiver aircraft will squawk normal when separationfrom the tanker is greater than 3 miles.2. Once rendezvous is completed, heading and altitudeassignments may be made <strong>with</strong> the tanker concurrence <strong>with</strong>MARSA remaining in effect.3. Upon rendezvous completion, the tanker shall keepreceiver aircraft <strong>with</strong>in 3 miles of the tanker until MARSAis terminated.d. After MARSA has been declared, you shouldavoid issuing course or altitude <strong>changes</strong> prior torendezvous.NOTE−Altitude or course <strong>changes</strong> issued will automatically voidMARSA.e. Do not use the altitude vacated during therefueling operation until the refueling aircraft hasreported reaching the next IFR altitude.REFERENCE−FAAO 7110.65, Exceptions, Para 6−6−2.f. Approve requests by the tanker pilot for vectorsor alternative routes or altitudes as follows:1. Furnish vectors or alternative altitudes at anytime.2. Furnish nonradar routes only after therefueling aircraft have passed the ARCP.NOTE−1. To meet a training requirement that aerial refueling beaccomplished in a nonradar environment, the military hasrequested that vectors be furnished only upon request.2. The tanker commander is responsible for coordinatingall inflight requests <strong>with</strong> other aircraft in the refuelingmission before submission of such requests to the center.3. Normally, aircraft conducting aerial refuelingoperations will utilize at least three consecutive altitudes.g. Unless a vector or alternative route has beenfurnished, clear the aircraft to depart the refuelingtrack at a navigational reference point or egress fix.h. Request an aircraft to report the ARIP, ARCP, oregress fix as necessary.PHRASEOLOGY−REPORT:A−R−I−P,orA−R−C−P,orEGRESS FIX.i. Expect the following procedures in addition tothose required by the appropriate parts of Title 14 ofthe Code of Federal Regulations in the event oftwo-way communications failure:1. The tanker will depart the track from thehighest altitude in the block.2. The receiver will depart the track from thelowest altitude in the block.3. <strong>Air</strong>craft will squawk 7600 for at least2 minutes prior to departing the track.REFERENCE−FAAO 7110.65, Military Operations Above FL 600, Para 9−3−13.9−3−6Special Operations
8/5/04<strong>7110.65P</strong> CHG 19−3−13. MILITARY OPERATIONS ABOVE FL 600<strong>Control</strong> aircraft operating above FL 600 using thefollowing procedures:a. Flight plans involving supersonic flight arerequired 16 hours in advance of proposed departuretimes for processing and approval by the ARTCCsconcerned. The originating ARTCC, where the flightplan is first filed, may waive the 16 hour advancefiling requirement.b. The route of flight shall be defined by at leastone high altitude fix <strong>with</strong>in each ARTCC area<strong>with</strong>out regard to the distance between fixes.Additionally, the entry and exit points of turns of90 degrees or more will be designated.c. Elapsed times from takeoff to the first fix in eachARTCC area shall be included in the route of flight.d. The ARTCC which originates the flight planshall forward departure times to all ARTCCsresponsible for processing the flight plan.e. Approval of the flight plan indicates approval ofboth route and FLs (if stated) including operationsbelow FL 600 (aerial refueling).PHRASEOLOGY−CLEARED AS FILED VIA ROUTE AND FLIGHTLEVELS.REFERENCE−FAAO 7110.65, Military Aerial Refueling, Para 9−3−12.f. Separation. Use the following as minima in lieuof the corresponding type of separation prescribed in:NOTE−The primary method described to provide separationbetween two supersonic aircraft is to descend the aircraftat the lower FL and provide vertical separation since theaircraft at the higher FL may not be able to climb rapidlyenough to establish the required separation. Anotheraspect which should be considered is that supersonicaircraft during turns, either programmed or as the result ofvectors, will lose a few thousand feet. Vectoring supersonicaircraft seriously affects the range and mission objectives.Radar separation is the preferred method of separating asubsonic aircraft both from another subsonic aircraft orfrom a supersonic aircraft.1. Para 4−5−1, Vertical Separation Minima:5,000 feet.NOTE−1. The security requirements of the military servicespreclude the transmission of actual altitude information onthe air/ground or landline circuits. A classified documentdetailing the plan for ascertaining altitude codes for theday should be readily available to the controllers at theirpositions of operation.2. Pilots will report their altitude, using the coded plan,and intended flight profile on initial contact <strong>with</strong> eachARTCC.2. Para 6−5−4, Minima Along Other ThanEstablished <strong>Air</strong>ways or Routes: Protect the airspace25 miles either side of the route centerline. For turnsby supersonic aircraft, protect the airspace 75 mileson the overflown side and 25 miles on the other side.For turns by subsonic aircraft, protect the airspace34 miles on the overflown side and 25 miles on theother side.REFERENCE−FAAO 7110.65, Abbreviated Departure Clearance, Para 4−3−3.9−3−14. MILITARY SPECIAL USEFREQUENCIESa. Assign special use frequency to:NOTE−Special use frequencies are assigned to ARTCCs in such amanner that adjacent ARTCCs will not have the samefrequency. They are to be used <strong>with</strong>in the ARTCC areajurisdiction from the established FL base of the highaltitude sectors and above. Each high altitude sectorshould have the capability to use the special use frequencyon a shared basis.1. USAF, U.S. Navy, and <strong>Air</strong> National Guard(ANG) single-pilot jet aircraft formations operatingat night or in instrument weather conditions.Formations of five or more USAF aircraft deployingeither to a continental U.S. staging base or nonstop toan overseas location are authorized to use special usefrequencies at any time. Normally these deploymentswill be conducted <strong>with</strong>in an altitude reservation.2. U−2 and B−57 (pressure suit flights) aircraftat all altitudes/FLs except where terminal operationsrequire the assignment of other frequencies.NOTE−Aerial refueling operations may require that aircraft leavethe special use frequency for communications <strong>with</strong> thetanker. This will occur when the receiver is approximately200 miles from the ARCP. The tanker aircraft will remainon the ARTCC assigned frequency and will relayclearances to the receiver as required. An alternate meansof communications between the tanker and receiver is HFradio.Special Operations9−3−7
<strong>7110.65P</strong> CHG 1 8/5/043. All aircraft during supersonic flight.NOTE−Pilots are expected to request assignment of the special usefrequency in the remarks section of the flight plan or beforeentering supersonic flight. B−57 aircraft engaged inpressure suit operations will use the static call sign KITEand flights will normally be conducted from Dover,Eielson, Ellington, Hickman, Howard, Kirtland, andMcClellan <strong>Air</strong> Force Bases.4. E−3A AWACS mission crews when operationsare being conducted as an MRU in accordance<strong>with</strong> appropriate letters of agreement.b. The special use frequency may be assigned as“backup” for the high-altitude sector when directcommunications are essential because of a potentialemergency control situation.c. Do not assign the special use frequency to theaircraft in subpara a1 above, when they will operatein airspace assigned for special military operations.9−3−15. AVOIDANCE OF AREAS OF NUCLEARRADIATIONa. Advise pilots whenever their proposed flightpath will traverse a reported or forecasted area ofhazardous radiation and reroute the aircraft whenrequested by the pilot.REFERENCE−FAAO 7610.4, Avoidance of Hazardous Radiation Areas, Para 4−4−4.b. Inform pilots when an airfield of intendedlanding lies <strong>with</strong>in a reported or forecasted area ofhazardous radiation and request the pilot to advisehis/her intentions.9−3−16. SAMPProvide special handling to U.S. Government andmilitary aircraft engaged in aerial sampling missions(atmosphere sampling for nuclear, chemical, orhazardous material contamination). Honor inflightclearance requests for altitude and route <strong>changes</strong> tothe maximum extent possible. Other IFR aircraft maybe recleared so that requests by SAMPLER aircraftare honored. Separation standards as outlined in thisorder shall be applied in all cases.REFERENCE−FAAO 7110.65, Operational Priority, Para 2−1−4.FAAO 7110.65, <strong>Air</strong>craft Identification, Para 2−4−20.FAAO 7610.4, Avoidance of Hazardous Radiation Areas, Para 4−4−4.9−3−17. AWACS/NORAD SPECIAL FLIGHTSDo not delay E−3 AWACS aircraft identified as“AWACS/NORAD Special” flights. The followingcontrol actions are acceptable while expediting theseaircraft to the destination orbit.a. En route altitude <strong>changes</strong> + /– 2,000 feet from therequested flight level.b. Radar vectors or minor route <strong>changes</strong> that donot impede progress towards the destination orbit.NOTE−NORAD has a requirement to position E−3 AWACS aircraftat selected locations on a time-critical basis. To the extentpossible these flights will utilize routes to the destinationorbit that have been precoordinated <strong>with</strong> the impacted ATCfacilities. To identify these flights, the words “AWACS/NORAD SPECIAL” will be included as the first item in theremarks section of the flight plan.9−3−18. WEATHER RECONNAISSANCEFLIGHTSTEAL and NOAA mission aircraft fly reconnaissanceflights to gather meteorological data on winterstorms, (NWSOP missions), hurricanes and tropicalcyclones (NHOP missions). The routes and timing ofthese flights are determined by movement of thestorm areas and not by traffic flows.a. When a dropsonde release time is received froma TEAL or NOAA mission aircraft, workload andpriorities permitting, controllers shall advise themission aircraft of any traffic estimated to passthrough the area of the drop at altitudes below that ofthe mission aircraft. This traffic advisory shallinclude:1. Altitude.2. Direction of flight.3. ETA at the point closest to drop area (or at thefix/intersection where drop will occur).NOTE−A dropsonde is a 14−inch long cardboard cylinder about2.75 inches in diameter, that weighs approximately14 ounces (400 grams), and has a parachute attached.When released from the aircraft it will fall at a rate ofapproximately 2,500 feet per minute. <strong>Control</strong>lers shouldrecognize that a dropsonde released at FL 310 will be afactor for traffic at FL 210 four minutes later. It is theaircraft commanders responsibility to delay release ofdropsondes if traffic is a factor. <strong>Air</strong>craft commanders willdelay release of dropsondes based solely upon traffic asissued by ATC.9−3−8Special Operations
8/5/04<strong>7110.65P</strong> CHG 1b. When advised that an airborne TEAL or NOAAaircraft is requesting a clearance via CARCAH, issuethe clearance in accordance <strong>with</strong> Chapter 4, IFR,Section 2, Clearances.REFERENCE−FAAO 7110.65, Clearance Items, Para 4−2−1.FAAO 7110.65, Clearance Prefix, Para 4−2−2.FAAO 7110.65, Delivery Instructions, Para 4−2−3.c. If a TEAL or NOAA mission aircraft must becontacted but is out of VHF, UHF, and HF radiorange, advise the supervisory traffic managementcoordinator−in−charge.REFERENCE−FAAO 7210.3, Weather Reconnaissance Flights, Para 5−3−6.FAAO 7110.65, Operational Priority, Para 2−1−4.9−3−19. EVASIVE ACTION MANEUVERApprove a pilot request to conduct an evasive actionmaneuver only on the basis of a permissible trafficsituation. Specify the following items, as necessary,when issuing approval:NOTE−The “evasive action” maneuver is performed by abomber/fighter bomber aircraft at or above FL 250 alonga 60 NM long segment of the flight plan route overlying aRBS or other site and includes:1. Flying a zigzag pattern on both the left and right sideof the flight plan route centerline. Altitude deviations aremade in conjunction <strong>with</strong> the lateral maneuvering.2. Lateral deviations from the route centerline will notnormally exceed 12 miles. Altitude variations shall notexceed plus or minus 1,000 feet of the assigned flight level;i.e., confined <strong>with</strong>in a 2,000 foot block.a. Specific route segment on which the maneuverwill take place.b. Distance of maximum route deviation from thecenterline in miles.c. Altitude.PHRASEOLOGY−CLEARED TO CONDUCT EVASIVE ACTIONMANEUVER FROM (fix) TO (fix),and(number of miles) EITHER SIDE OF CENTERLINE,andMAINTAIN (altitude) THROUGH (altitude),andCOMPLETE MANEUVER AT (fix) AT (altitude).9−3−20. NONSTANDARD FORMATION/CELLOPERATIONSOccasionally the military is required to operate in anonstandard cell formation and controllers should beknowledgeable of the various tactics employed andthe procedures used.REFERENCE−FAAO 7610.4, Chapter 12, Section 12, Formation Flight.a. Formation leaders are responsible for obtainingATC approval to conduct nonstandard formation/celloperations.b. When nonstandard formation/cell operationshave been approved, controllers shall assignsufficient altitudes to allow intra-cell vertical spacingof 500 feet between each aircraft in the formation.c. <strong>Control</strong> nonstandard formation/cell operationson the basis that MARSA is applicable between theparticipating aircraft until they establish approvedseparation which is acknowledged by ATC.d. Apply standard separation criteria between theapproved nonstandard formation/cell envelope andnonparticipating aircraft.e. Clear aircraft operating in a nonstandardformation/cell to the breakup fix as the clearancelimit. Forward data pertaining to route or altitudebeyond the breakup point to the center concerned asa part of the routine flight plan information.f. EN ROUTE. If the breakup occurs in your area,issue appropriate clearances to authorize transitionfrom formation to individual routes or altitudes. If abreakup cannot be approved, issue an appropriateclearance for the flight to continue as a formation.9−3−21. OPEN SKIES TREATY AIRCRAFTa. OPEN SKIES aircraft will be identified by thecall sign “OSY” (OPEN SKIES) followed by twodigits and a one−letter mission suffix.EXAMPLE−OSY12DMission suffixes:*F = Observation Flights (Priority).*D = Demonstration Flights (Priority).*T = Transit Flights (Nonpriority).Special Operations9−3−9
<strong>7110.65P</strong> CHG 1 8/5/04NOTE−1. Observation/Demonstration flights are conductedunder rigid guidelines outlined in the Treaty of OPENSKIES that govern sensor usage, maximum flightdistances, altitudes and priorities.2. Transit flights are for the sole purpose of moving anOPEN SKIES aircraft from airport to airport inpreparation for an actual OPEN SKIES “F” or “D”mission.b. Provide priority and special handling toexpedite the movement of an OPEN SKIESobservation or demonstration flight.REFERENCE−FAAO 7110.65, Operational Priority, Para 2−1−4n.FAAO 7210.3, OPEN SKIES Treaty <strong>Air</strong>craft, Para 5−3−7.Treaty on OPEN SKIES, Treaty Document, 102−37.c. OPEN SKIES aircraft, while maintainingcompliance <strong>with</strong> ATC procedures, shall have priorityover activities in Special Use <strong>Air</strong>space (SUA) andshall be allowed to transit such airspace as filed afterappropriate and timely coordination has beenaccomplished between the using agency andcontrolling agency.1. OPEN SKIES Treaty flights transiting SUAwill be handled in the following manner:(a) The ATC facility controlling the OPENSKIES flight shall advise the using/schedulingagency or appropriate ATC facility when the OPENSKIES aircraft is fifteen (15) minutes from the SUAboundary; and(1) For SUA that has an ATC facilityproviding services to the area, provide standardseparation. If the ATC facility is unable to providestandard separation from the activities in the SUA,the using agency must confirm that all operations inthe SUA have ceased.(2) For SUA not associated <strong>with</strong> an ATCfacility, the using/scheduling agency must return theSUA to the controlling agency and confirm that alloperations in the SUA have ceased.(b) If the controlling facility/using agency isunable to confirm that all conflicting activities in theSUA have ceased, the OPEN SKIES aircraft shall notbe permitted access to the SUA.2. Return SUA to the using agency, ifappropriate, <strong>with</strong>in fifteen (15) minutes after theOPEN SKIES aircraft clears the SUA.d. Clear the aircraft according to the filed flightplan.1. Do not ask the pilot to deviate from theplanned action or route of flight except to preclude anemergency situation or other higher priority aircraft.2. Do not impose air traffic control delaysexcept to preclude emergency situations or otherhigher priority aircraft.NOTE−If for reasons of flight safety the route or altitude must bechanged, return the aircraft to the filed flight plan route assoon as practical.9−3−10Special Operations
2/17/05<strong>7110.65P</strong> CHG 2Section 4. Special Use and ATC Assigned <strong>Air</strong>space9−4−1. APPLICATIONApply the procedures in this section to aircraftoperating in proximity to special use or ATC assignedairspace (ATCAA) unless the airspace is designatedan Alert Area/<strong>Control</strong>led Firing Area or one of thefollowing conditions exist:NOTE−These procedures are not applicable to Alert Areas or<strong>Control</strong>led Firing Areas.REFERENCE−P/CG Term− Special Use <strong>Air</strong>space.a. The pilot informs you that permission has beenobtained from the using agency to operate in theairspace.b. The using agency informs you they have givenpermission for the aircraft to operate in the airspace.NOTE−Using agency permission may be relayed to the pilot.c. The Restricted/Warning Area, MOA, orATCAA has been released to the controlling agency.d. The aircraft is on an approved ALTRV, unlessthe airspace area in question is an ATCAA.NOTE−Mission project officers are responsible for obtainingapproval for ALTRV operations <strong>with</strong>in Prohibited/Restricted/WarningAreas and MOAs.REFERENCE−FAAO 7110.65, Transiting Active SUA/ATCAA, Para 9−4−4.e. Operations in special use airspace located inoffshore/oceanic airspace will be conducted inaccordance <strong>with</strong> the procedures in Chapter 8,Offshore/Oceanic Procedures.9−4−2. SEPARATION MINIMAUnless clearance of nonparticipating aircraft in/through/adjacent to a Prohibited/Restricted/WarningArea/MOA/ATCAA is provided for in a Letter ofAgreement (LOA) or Letter of Procedure (LOP),separate nonparticipating aircraft from active specialuse airspace by the following minima:a. Assign an altitude consistent <strong>with</strong> para 4−5−2,Flight Direction, and 4−5−3, Exceptions, which is atleast 500 feet (above FL 290−1000 feet) above/belowthe upper/lower limit of the Prohibited/Restricted/Warning Area/MOA/ATCAA.REFERENCE−FAAO 7210.3, Prohibited/Restricted Areas, Para 2−1−17.b. Provide radar separation of 3 miles (En routeStage A/DARC, FL 600 and above − 6 miles) from thespecial use airspace peripheral boundary.c. Clear aircraft on airways or routes whose widthsor protected airspace do not overlap the peripheralboundary.d. Exception. Some Prohibited/Restricted/WarningAreas are established for security reasons or tocontain hazardous activities not involving aircraftoperations. Where facility management has identifiedthese areas as outlined in FAAO 7210.3, FacilityOperation and Administration, vector aircraft toremain clear of the peripheral boundary.NOTE−Nonparticipating aircraft refers to those aircraft for whichyou have separation responsibility and which have notbeen authorized by the using agency to operate in/throughthe special use airspace or ATCAA in question.9−4−3. VFR-ON-TOPIf the aircraft’s route, track, or altitude may cause itto enter an active Prohibited/Restricted/WarningArea, MOA, or ATCAA:a. Inform the pilot to conduct flight “VFR−on−top” at least 500 feet above the upper limit or lowerlimit of the airspace (subject to para 7−3−1,VFR−on−top); orPHRASEOLOGY−MAINTAIN VFR-ON-TOP AT LEAST 500 FEETABOVE/BELOW (upper/lower limit of airspace) ACROSS(name or number of airspace) BETWEEN (fix) AND (fix);and if the airspace is an ATCAA,(name of ATCAA) IS ATC ASSIGNED AIRSPACE.REFERENCE−FAAO 7110.65, Class A <strong>Air</strong>space Restrictions, Para 7−1−1.b. Clear the aircraft via a routing which providesapproved separation from the airspace.Special Use and ATC Assigned <strong>Air</strong>space9−4−1
<strong>7110.65P</strong> CHG 2 2/17/05c. Exception: Some Prohibited/Restricted Areasare established for security reasons or to containhazardous activities not involving aircraft operations.The addition of 500 (or 1,000) feet to the upper/lowerlimit of these Prohibited/Restricted Areas is notrequired if the areas have been identified by facilitymanagement.REFERENCE−FAAO 7210.3, Prohibited/Restricted Areas, Para 2−1−17.9−4−4. TRANSITING ACTIVE SUA/ATCAAIf a LOA/LOP has been coordinated <strong>with</strong> the UsingAgency and permission has been granted to transit thearea:a. Comply <strong>with</strong> the instruction/clearances issuedby the Using Agency and provide the applicableseparation minima between aircraft when two ormore aircraft are transiting the area; orNOTE−Some Using Agencies are also air traffic control facilities.b. If unable to comply <strong>with</strong> instructions/clearances,clear the aircraft in accordance <strong>with</strong>para 9−4−2, Separation Minima.NOTE−The FAA has no jurisdictional authority over the use ofnonjoint use prohibited/restricted/warning area airspace;therefore, clearance cannot be issued for flight therein<strong>with</strong>out the appropriate approval.9−4−2Special Use and ATC Assigned <strong>Air</strong>space
2/19/04<strong>7110.65P</strong>Section 5. Fuel Dumping9−5−1. INFORMATION REQUIREMENTSWhen information is received that an aircraft plans todump fuel, determine the route and altitude it will flyand the weather conditions in which the operationwill be conducted.9−5−2. ROUTINGExcept when it is dumping fuel for emergencyreasons, an aircraft in either VFR or IFR conditionsmay be requested to fly a different route.9−5−3. ALTITUDE ASSIGNMENTIf an aircraft is dumping fuel in IFR conditions, assignan altitude at least 2,000 feet above the highestobstacle <strong>with</strong>in 5 miles of the route or pattern beingflown.9−5−4. SEPARATION MINIMASeparate known aircraft from the aircraft dumpingfuel as follows:a. IFR aircraft by one of the following:1. 1,000 feet (2,000 feet above FL 290) above it.2. 2,000 feet below it.3. 5 miles radar.4. 5 miles laterally.b. VFR radar-identified aircraft by 5 miles and inaccordance <strong>with</strong> para 5−6−1, Application.9−5−5. INFORMATION DISSEMINATIONa. If you are in contact <strong>with</strong> an aircraft when itstarts dumping fuel, inform other controllers andfacilities which might be concerned. Facilitiesconcerned shall broadcast an advisory on appropriateradio frequencies at 3−minute intervals until thedumping stops.PHRASEOLOGY−ATTENTION ALL AIRCRAFT.FUEL DUMPING IN PROGRESS OVER (location) AT(altitude) BY (type aircraft) (flight direction).b. Broadcast a terminating advisory when the fueldumping operation is completed.PHRASEOLOGY−ATTENTION ALL AIRCRAFT.FUEL DUMPING OVER (location) TERMINATED.Fuel Dumping9−5−1
2/19/04<strong>7110.65P</strong>Section 6. Jettisoning of External Stores9−6−1. JETTISONING OF EXTERNAL STORESAt locations where a drop area has been establishedfor radar assistance in jettisoning of external stores,provide vectoring service upon request to:NOTE−1. Where required, a mutually satisfactory drop area forthe jettisoning of external stores will be determined byradar-equipped towers and centers in cooperation <strong>with</strong> thelocal USAF units, <strong>Air</strong> Division, or civil operators and civilaircraft companies concerned.2. FAA and Headquarters, USAF, have agreed to allowFAA facilities to vector USAF, <strong>Air</strong> Force Reserve, and <strong>Air</strong>National Guard aircraft for jettisoning of all externalstores; i.e., tip tanks, JATO racks, special weapons, etc.Any similar vectoring service given to civil operators andcivil aircraft companies operating <strong>Air</strong> Force type aircraftrequires written agreement between the FAA and the userto relieve the FAA of possible liability. The regionalcounsel’s office acts for FAA in executing this agreement.a. USAF, ANG, and <strong>Air</strong> Force Reserve aircraft atany time.b. Civil operators and civil aircraft when a writtenagreement is in effect for your location.Jettisoning of External Stores9−6−1
2/19/04<strong>7110.65P</strong>Section 7. Unmanned Free Balloons9−7−1. APPLICATIONFIG 9−7−1Shapes of 11 Million Cubic Feet Balloonat Various AltitudesApply the following procedures, as appropriate,when unmanned free balloons are <strong>with</strong>in airspace forwhich you have control jurisdiction:NOTE−These procedures apply to unmanned free balloons thatcarry payloads as described in 14 CFR Section101.1(a)(4). Payloads may weigh several hundredpounds and the physical shape of the balloons change atvarious altitudes/flight levels. (See FIG 9−7−1.) Balloonand payload ascend at an average rate of 400 feet a minute.Over the descent area, the payload is normally releasedfrom the balloon and descends by parachute at a minimumrate of 1,000 feet a minute. The balloon is normallydeflated automatically when the payload is released. Theoperator is required to advise ATC 1 hour in advance ofdescent in accordance <strong>with</strong> 14 CFR Section 101.39.a. Post the balloon flight on flight progress stripsalong the planned trajectory and revise routing astracking/position reports require.NOTE−The prelaunch notice information should be posted onflight progress strips for planning and operationalpurposes.b. Radar flight follow balloons to the extent thatequipment capabilities permit. If radar flightfollowing is not possible, tracking should beattempted by communication <strong>with</strong> the “chase plane,”telephone contact <strong>with</strong> the operator, pilot, or groundobservation reports.NOTE−Some operators have equipped their balloons <strong>with</strong>transponder beacons in addition to a radar reflectiondevice or material required by 14 CFR Section 101.35, butat cruise altitude, the balloon’s communications equipmentand transponder, if so equipped, are operatedintermittently to conserve battery energy.c. With pilot concurrence, provide separationbetween aircraft and balloons when you are satisfiedthat the balloon information is sufficiently reliable toprovide the service. Do not attempt to separateaircraft from the balloon by using vertical separationunless you have accurate balloon altitude information.d. Provide traffic advisories to all affected aircraftduring initial contact specifying the balloon’s knownor estimated position, direction of movement, andaltitude as “unknown” or “reported,” as appropriate.NOTE−Unless ATC requires otherwise, operators of unmannedfree balloons are required to monitor the course of theballoon and record its position at least every two hours. Asrequired in 14 CFR Section 101.39a, balloon positionreports are not forwarded by the operator unless requestedby ATC.PHRASEOLOGY−UNMANNED FREE BALLOON OVER (name of location),orESTIMATED OVER (name of location), MOVING(direction of movement).LAST REPORTED ALTITUDE AT (altitude as reported bythe operator or determined from pilot report),orALTITUDE UNKNOWN.e. To transfer flight following responsibility ofballoons between facilities or between controllers,forward the following information when available:REFERENCE−14 CFR Section 101.37, Notice Requirements.14 CFR Section 101.39, Balloon Position Reports.Unmanned Free Balloons9−7−1
<strong>7110.65P</strong> 2/19/041. Identification and type; e.g., Flight 804Balloon.2. Last known position and altitude.3. General direction of movement and speed.4. ETA over facility boundary, sector boundary,or other point if believed to be reasonably accurate.5. Other pertinent information.6. If in radar contact, physically point out thetarget to the receiving controller.7. The name and the telephone number of thelocation where tracking is being accomplished.REFERENCE−FAAO 7110.65, Derelict Balloons, Para 9−7−2.9−7−2. DERELICT BALLOONSBalloons become derelict when a moored balloonslips its mooring and becomes a hazard to airnavigation or when an unmanned free balloon flightcannot be terminated as planned. When this occurs:a. In the case of a moored balloon which hasslipped its moorings, issue traffic advisories.b. In the case of an unmanned free balloon, flightfollow the balloon and, to the extent possible, provideaircraft under your control separation from theballoon.c. Forward balloon position information receivedfrom pilot reports or derived from radar returns toyour supervisor for further dissemination.d. If radar contact <strong>with</strong> the balloon is lost,broadcast an advisory to all aircraft operating in theairspace affected by the derelict balloon at 10−minuteintervals continuing until the derelict balloon is nolonger a factor.PHRASEOLOGY−ADVISORY TO ALL AIRCRAFT.DERELICT BALLOON REPORTED IN THE VICINITYOF (location),orESTIMATED IN VICINITY OF (location),orREPORTED OVER (location),orRADAR REPORTED OVER (location).LAST REPORTED ALTITUDE/FLIGHT LEVEL AT(altitude/flight level as reported by operator or pilotreport),orALTITUDE/FLIGHT LEVEL UNKNOWN.e. Transfer flight following responsibility asoutlined in para 9−7−1, Application, subpara e.REFERENCE−FAAO 7210.3, Derelict Balloons/Objects, Para 18−6−2.9−7−2Unmanned Free Balloons
2/19/04<strong>7110.65P</strong>Section 8. Parachute Operations9−8−1. COORDINATIONCoordinate any pertinent information prior to and atthe end of each parachute jump or series of jumpswhich begins or ends in your area of jurisdiction <strong>with</strong>other affected ATC facilities/sectors.NOTE−14 CFR Section 105.15 prescribes the informationrequired from each person requesting authorization orsubmitting notification for nonemergency parachutejumping activity.REFERENCE−FAAO 7210.3, Nonemergency Parachute Jump Operations,Para 18−5−1.14 CFR Part 105, Parachute Operations.9−8−2. CLASS A, CLASS B, AND CLASS CAIRSPACEa. Authorize parachute operations only <strong>with</strong>inairspace designated for the jumping activity.b. Separate aircraft, other than those participatingin the jump operation, from the airspace authorizedfor the jumping activity.c. Impose, as necessary, any conditions andrestrictions which in your judgment would promotethe safety of the operation.REFERENCE−14 CFR Section 105.25, Parachute Operations in Designated <strong>Air</strong>space.9−8−3. CLASS D AIRSPACETERMINALHandle requests to conduct jump operations in or intoClass D airspace in which there is a functioningcontrol tower as follows:a. Authorize parachute jumping <strong>with</strong> respect toknown or observed traffic.b. Issue advisory information to the jump aircraftand to nonparticipating aircraft as necessary for thesafe conduct of the jump operation.9−8−4. OTHER CONTROL AIRSPACEHandle notifications to conduct jump operations inother Class E airspace as follows:a. Issue a traffic advisory to the jump aircraftbefore the jump. Include aircraft type, altitude, anddirection of flight of all known traffic which willtransit the airspace <strong>with</strong>in which the jump will beconducted.NOTE−14 CFR Section 105.13, Radio Equipment and UseRequirements, prescribes that, except when otherwiseauthorized by ATC, parachute jumping is not allowed in orinto Class E airspace unless radio communications havebeen established between the aircraft and the FAA ATCfacility having jurisdiction over the affected airspace of thefirst intended exit altitude at least 5 minutes before thejumping activity is to begin for the purpose of receivinginformation in the aircraft about known air traffic in thevicinity of the jump aircraft.b. Issue advisories to all known aircraft which willtransit the airspace <strong>with</strong>in which the jump operationswill be conducted. Advisories shall consist of thelocation, time, duration, and altitude from which thejump will be made.c. When time or numbers of aircraft makeindividual transmissions impractical, advisories tononparticipating aircraft may be broadcast onappropriate control frequencies, or when available,the ATIS broadcast.d. When requested by the pilot and to the extentpossible, assist nonparticipating aircraft to avoid theairspace <strong>with</strong>in which the jump will be conducted.Parachute Operations9−8−1
2/19/04<strong>7110.65P</strong>Section 9. Unidentified Flying Object (UFO) Reports9−9−1. GENERALa. Persons wanting to report UFO/UnexplainedPhenomena activity should contact an UFO/Unexplained Phenomena Reporting Data CollectionCenter, such as the National Institute for DiscoverySciences (NIDS), the National UFO ReportingCenter, etc.b. If concern is expressed that life or propertymight be endangered, report the activity to the locallaw enforcement department.Unidentified Flying Object (UFO) Reports9−9−1
2/19/04<strong>7110.65P</strong>Chapter 10. EmergenciesSection 1. General10−1−1. EMERGENCY DETERMINATIONSa. An emergency can be either a Distress or anUrgency condition as defined in the “Pilot/<strong>Control</strong>lerGlossary.”b. A pilot who encounters a Distress conditionshould declare an emergency by beginning the initialcommunication <strong>with</strong> the word “Mayday,” preferablyrepeated three times. For an Urgency condition, theword “Pan-Pan” should be used in the same manner.c. If the words “Mayday” or “Pan-Pan” are notused and you are in doubt that a situation constitutesan emergency or potential emergency, handle it asthough it were an emergency.d. Because of the infinite variety of possibleemergency situations, specific procedures cannot beprescribed. However, when you believe an emergencyexists or is imminent, select and pursue a course ofaction which appears to be most appropriate under thecircumstances and which most nearly conforms to theinstructions in this manual.REFERENCE−FAAO 7110.65, IFR Military Training Routes, Para 9−3−7.10−1−2. OBTAINING INFORMATIONObtain enough information to handle the emergencyintelligently. Base your decision as to what type ofassistance is needed on information and requestsreceived from the pilot because he/she is authorizedby 14 CFR Part 91 to determine a course of action.10−1−3. PROVIDING ASSISTANCEProvide maximum assistance to aircraft in distress.Enlist the services of available radar facilities and DFfacilities operated by the FAA, the military services,and the Federal Communications Commission, aswell as their emergency services and facilities, whenthe pilot requests or when you deem necessary.REFERENCE−FAAO 7110.65, Operational Priority, Para 2−1−4.10−1−4. RESPONSIBILITYa. If you are in communication <strong>with</strong> an aircraft indistress, handle the emergency and coordinate anddirect the activities of assisting facilities. Transferthis responsibility to another facility only when youfeel better handling of the emergency will result.b. When you receive information about an aircraftin distress, forward detailed data to the center inwhose area the emergency exists.NOTE−1. Centers serve as the central points for collectinginformation, for coordinating <strong>with</strong> SAR, and forconducting a communications search by distributing anynecessary ALNOTs concerning:a. Overdue or missing IFR aircraft.b. <strong>Air</strong>craft in an emergency situation occurring in theirrespective area.c. <strong>Air</strong>craft on a combination VFR/IFR or an airfiledIFR flight plan and 30 minutes have passed since the pilotrequested IFR clearance and neither communication norradar contact can be established <strong>with</strong> it. For SAR purposes,these aircraft are treated the same as IFR aircraft.d. Overdue or missing aircraft which have beenauthorized to operate in accordance <strong>with</strong> special VFRclearances.2. Notifying the center about a VFR aircraft emergencyallows provision of IFR separation if considered necessary.REFERENCE−FAAO 7110.65, Emergency Situations, Para 10−2−5.FAAO 7110.65, Information to be Forwarded to ARTCC, Para 10−3−2.FAAO 7110.65, Information to be Forwarded to RCC, Para 10−3−3.c. If the aircraft involved is operated by a foreignair carrier, notify the center serving the departure ordestination point, when either point is <strong>with</strong>in the U.S.,for relay to the operator of the aircraft.d. The ARTCC shall be responsible for receivingand relaying all pertinent ELT signal information tothe appropriate authorities.REFERENCE−FAAO 7110.65, Emergency Locator Transmitter (ELT) Signals,Para 10−2−10.e. When consideration is given to the need toescort an aircraft in distress, evaluate the closeformation required by both aircraft. Special considerationshould be given if the maneuver takes theaircraft through the clouds.General10−1−1
<strong>7110.65P</strong> 2/19/04f. Before a determination is made to have anaircraft in distress be escorted by another aircraft, askthe pilots if they are familiar <strong>with</strong> and capable offormation flight.1. Do not allow aircraft to join up in formationduring emergency conditions, unless:(a) The pilots involved are familiar <strong>with</strong> andcapable of formation flight.(b) They can communicate <strong>with</strong> one another,and have visual contact <strong>with</strong> each other.2. If there is a need for aircraft that are notdesignated as search and rescue aircraft to get closerto one another than radar separation standards allow,the maneuver shall be accomplished, visually, by theaircraft involved.10−1−5. COORDINATIONCoordinate efforts to the extent possible to assist anyaircraft believed overdue, lost, or in emergencystatus.10−1−6. AIRPORT GROUND EMERGENCYTERMINALa. When an emergency occurs on the airportproper, control other air and ground traffic to avoidconflicts in the area where the emergency is beinghandled. This also applies when routes <strong>with</strong>in theairport proper are required for movement of localemergency equipment going to or from an emergencywhich occurs outside the airport proper.NOTE−<strong>Air</strong>craft operated in proximity to accident or otheremergency or disaster locations may cause hindrances toairborne and surface rescue or relief operations.Congestion, distraction or other effects, such as waketurbulence from nearby airplanes and helicopters, couldprevent or delay proper execution of these operations.REFERENCE−FAAO 7210.3, Chapter 18, Section 4. Temporary Flight Restrictions.14 CFR Section 91.137, Temporary Flight Restrictions.b. Workload permitting, monitor the progress ofemergency vehicles responding to a situation. Ifnecessary, provide available information to assistresponders in finding the accident/incident scene.10−1−7. INFLIGHT EMERGENCIES INVOLVINGMILITARY FIGHTER-TYPE AIRCRAFTa. The design and complexity of militaryfighter-type aircraft places an extremely highworkload on the pilot during an inflight emergency.The pilot’s full attention is required to maintaincontrol of the aircraft. Therefore, radio frequency andtransponder code <strong>changes</strong> should be avoided andradio transmissions held to a minimum, especiallywhen the aircraft experiencing the emergency is atlow altitude.b. Pilots of military fighter−type aircraft, normallysingle engine, experiencing or anticipating loss ofengine power or control may execute a flameoutpattern in an emergency situation. Circumstancesmay dictate that the pilot, depending on the positionand nature of the emergency, modify the patternbased on actual emergency recovery requirements.c. Military airfields <strong>with</strong> an assigned flyingmission may conduct practice emergency approaches.Participating units maintain specificprocedures for conducting these operations.REFERENCE−FAAO 7110.65, Simulated Flameout (SFO) Approaches/EmergencyLanding Pattern (ELP) Operations/Practice Precautionary Approaches,Para 3−10−13.10−1−2General
2/19/04<strong>7110.65P</strong>Section 2. Emergency Assistance10−2−1. INFORMATION REQUIREMENTSa. Start assistance as soon as enough informationhas been obtained upon which to act. Informationrequirements will vary, depending on the existingsituation. Minimum required information for inflightemergencies is:NOTE−In the event of an ELT signal see para 10−2−10, EmergencyLocator Transmitter (ELT) Signals.1. <strong>Air</strong>craft identification and type.2. Nature of the emergency.3. Pilot’s desires.b. After initiating action, obtain the followingitems or any other pertinent information from thepilot or aircraft operator, as necessary:NOTE−Normally, do not request this information from militaryfighter-type aircraft that are at low altitudes (i.e. onapproach, immediately after departure, on a low levelroute, etc.). However, request the position of an aircraftthat is not visually sighted or displayed on radar if thelocation is not given by the pilot.1. <strong>Air</strong>craft altitude.2. Fuel remaining in time.3. Pilot reported weather.4. Pilot capability for IFR flight.5. Time and place of last known position.6. Heading since last known position.7. <strong>Air</strong>speed.8. Navigation equipment capability.9. NAVAID signals received.10. Visible landmarks.11. <strong>Air</strong>craft color.12. Number of people on board.13. Point of departure and destination.14. Emergency equipment on board.10−2−2. FREQUENCY CHANGESAlthough 121.5 MHz and 243.0 MHz are emergencyfrequencies, it might be best to keep the aircraft on theinitial contact frequency. Change frequencies onlywhen there is a valid reason.10−2−3. AIRCRAFT ORIENTATIONOrientate an aircraft by the means most appropriateto the circumstances. Recognized methods include:a. Radar.b. DF.c. NAVAIDs.d. Pilotage.e. Sighting by other aircraft.10−2−4. ALTITUDE CHANGE FOR IMPROVEDRECEPTIONWhen you consider it necessary and if weather andcircumstances permit, recommend that the aircraftmaintain or increase altitude to improve communications,radar, or DF reception.NOTE−<strong>Air</strong>craft <strong>with</strong> high-bypass turbofan engines (such as B747)encountering volcanic ash clouds have experienced totalloss of power to all engines. Damage to engines due tovolcanic ash ingestion increases as engine power isincreased, therefore, climb while in the ash cloud is to beavoided where terrain permits.REFERENCE−AIM, Flight Operations in Volcanic Ash, Para 7−5−8.10−2−5. EMERGENCY SITUATIONSConsider that an aircraft emergency exists and informthe RCC or ARTCC and alert the appropriate DFfacility when:NOTE−1. USAF facilities are only required to notify the ARTCC.2. The requirement to alert DF facilities may be deleted ifradar contact will be maintained throughout the durationof the emergency.a. An emergency is declared by either:1. The pilot.2. Facility personnel.Emergency Assistance10−2−1
<strong>7110.65P</strong> 2/19/043. Officials responsible for the operation of theaircraft.b. There is unexpected loss of radar contact andradio communications <strong>with</strong> any IFR or VFR aircraft.c. Reports indicate it has made a forced landing, isabout to do so, or its operating efficiency is soimpaired that a forced landing will be necessary.d. Reports indicate the crew has abandoned theaircraft or is about to do so.e. An emergency radar beacon response isreceived.NOTE−EN ROUTE. During Stage A operation, Code 7700 causesEMRG to blink in field E of the data block.f. Intercept or escort aircraft services are required.g. The need for ground rescue appears likely.h. An Emergency Locator Transmitter (ELT)signal is heard or reported.REFERENCE−FAAO 7110.65, Providing Assistance, Para 10−1−3.FAAO 7110.65, Emergency Locator Transmitter (ELT) Signals,Para 10−2−10.10−2−6. HIJACKED AIRCRAFTWhen you observe a Mode 3/A Code 7500, anunexplained loss of beacon code, change in directionof flight or altitude, and/or a loss of communications,notify supervisory personnel immediately. As itrelates to observing a Code 7500, do the following:NOTE−Military facilities will notify the appropriate FAA ARTCC,or the host nation agency responsible for en route control,of any indication that an aircraft is being hijacked. Theywill also provide full cooperation <strong>with</strong> the civil agencies inthe control of such aircraft.EN ROUTE. During narrowband radar operations,Code 7500 causes HIJK to blink in the data block.NOTE−Only nondiscrete Code 7500 will be decoded as the hijackcode.a. Acknowledge and confirm receipt ofCode 7500 by asking the pilot to verify it. If theaircraft is not being subjected to unlawful interference,the pilot should respond to the query bybroadcasting in the clear that he/she is not beingsubjected to unlawful interference. If the reply is inthe affirmative or if no reply is received, do notquestion the pilot further but be responsive to theaircraft requests.PHRASEOLOGY−(Identification) (name of facility) VERIFY SQUAWKING7500.NOTE−Code 7500 is only assigned upon notification from the pilotthat his/her aircraft is being subjected to unlawfulinterference. Therefore, pilots have been requested torefuse the assignment of Code 7500 in any other situationand to inform the controller accordingly.b. Notify supervisory personnel of the situation.c. Flight follow aircraft and use normal handoffprocedures <strong>with</strong>out requiring transmissions orresponses by aircraft unless communications havebeen established by the aircraft.d. If aircraft are dispatched to escort the hijackedaircraft, provide all possible assistance to the escortaircraft to aid in placing them in a position behind thehijacked aircraft.NOTE−Escort procedures are contained in FAAO 7610.4, SpecialMilitary Operations, Chapter 7, Escort of Hijacked<strong>Air</strong>craft.e. To the extent possible, afford the same controlservice to the aircraft operating VFR observed on thehijack code.REFERENCE−FAAO 7110.65, Code Monitor, Para 5−2−13.10−2−7. VFR AIRCRAFT IN WEATHERDIFFICULTYa. If VFR aircraft requests assistance when itencounters or is about to encounter IFR weatherconditions, determine the facility best able to provideservice. If a frequency change is necessary, advise thepilot of the reason for the change, and request theaircraft contact the appropriate control facility.Inform that facility of the situation. If the aircraft isunable to communicate <strong>with</strong> the control facility, relayinformation and clearances.b. The following shall be accomplished on aMode C equipped VFR aircraft which is inemergency but no longer requires the assignment ofCode 7700:1. TERMINAL. Assign a beacon code that willpermit terminal minimum safe altitude warning(MSAW) alarm processing.10−2−2Emergency Assistance
2/19/04<strong>7110.65P</strong>2. EN ROUTE. An appropriate keyboard entryshall be made to ensure en route MSAW (EMSAW)alarm processing.2. EN ROUTE. An appropriate keyboard entryshall be made to ensure en route MSAW (EMSAW)alarm processing.10−2−8. RADAR ASSISTANCE TO VFRAIRCRAFT IN WEATHER DIFFICULTYa. If a VFR aircraft requests radar assistance whenit encounters or is about to encounter IFR weatherconditions, ask the pilot if he/she is qualified for andcapable of conducting IFR flight.b. If the pilot states he/she is qualified for andcapable of IFR flight, request him/her to file an IFRflight plan and then issue clearance to destinationairport, as appropriate.c. If the pilot states he/she is not qualified for or notcapable of conducting IFR flight, or if he/she refusesto file an IFR flight plan, take whichever of thefollowing actions is appropriate:1. Inform the pilot of airports where VFRconditions are reported, provide other availablepertinent weather information, and ask if he/she willelect to conduct VFR flight to such an airport.2. If the action in subpara 1 above is not feasibleor the pilot declines to conduct VFR flight to anotherairport, provide radar assistance if the pilot:(a) Declares an emergency.(b) Refuses to declare an emergency and youhave determined the exact nature of the radar servicesthe pilot desires.3. If the aircraft has already encountered IFRconditions, inform the pilot of the appropriateterrain/obstacle clearance minimum altitude. If theaircraft is below appropriate terrain/obstacle clearanceminimum altitude and sufficiently accurateposition information has been received or radaridentification is established, furnish a heading orradial on which to climb to reach appropriateterrain/obstacle clearance minimum altitude.d. The following shall be accomplished on aMode C equipped VFR aircraft which is inemergency but no longer requires the assignment ofCode 7700:1. TERMINAL. Assign a beacon code that willpermit terminal minimum safe altitude warning(MSAW) alarm processing.10−2−9. RADAR ASSISTANCE TECHNIQUESUse the following techniques to the extent possiblewhen you provide radar assistance to a pilot notqualified to operate in IFR conditions:a. Avoid radio frequency <strong>changes</strong> except whennecessary to provide a clear communicationschannel.b. Make turns while the aircraft is in VFRconditions so it will be in a position to fly a straightcourse while in IFR conditions.c. Have pilot lower gear and slow aircraft toapproach speed while in VFR conditions.d. Avoid requiring a climb or descent while in aturn if in IFR conditions.e. Avoid abrupt maneuvers.f. Vector aircraft to VFR conditions.g. The following shall be accomplished on aMode C equipped VFR aircraft which is inemergency but no longer requires the assignment ofCode 7700:1. TERMINAL. Assign a beacon code that willpermit terminal minimum safe altitude warning(MSAW) alarm processing.2. EN ROUTE. An appropriate keyboard entryshall be made to ensure en route MSAW (EMSAW)alarm processing.10−2−10. EMERGENCY LOCATORTRANSMITTER (ELT) SIGNALSWhen an ELT signal is heard or reported:a. EN ROUTE. Notify the Rescue CoordinationCenter (RCC).NOTE−FAA Form 7210−8, ELT INCIDENT, contains standardizedformat for coordination <strong>with</strong> the RCC.REFERENCE−FAAO 7210.3, FAA Form 7210−8, ELT Incident, Para 9−3−1.b. TERMINAL. Notify the ARTCC which willcoordinate <strong>with</strong> the RCC.Emergency Assistance10−2−3
<strong>7110.65P</strong> 2/19/04NOTE−1. Operational ground testing of emergency locatortransmitters (ELTs) has been authorized during the first5 minutes of each hour. To avoid confusing the tests <strong>with</strong> anactual alarm, the testing is restricted to no more than threeaudio sweeps.2. <strong>Control</strong>lers can expect pilots to report aircraft positionand time the signal was first heard, aircraft position andtime the signal was last heard, aircraft position atmaximum signal strength, flight altitude, and frequency ofthe emergency signal (121.5/243.0). (See AIM, EmergencyLocator Transmitter (ELT), Para 6−2−5.)c. EN ROUTE. Request DF facilities obtain fixesor bearings on signal. Forward bearings or fixesobtained plus any other pertinent information to theRCC.d. TERMINAL. Attempt to obtain fixes or bearingson the signal.e. Solicit the assistance of other aircraft known tobe operating in the signal area.f. TERMINAL. Forward fixes or bearings and anyother pertinent information to the ARTCC.NOTE−Fix information in relation to a VOR or VORTAC (radialdistance)facilitates accurate ELT plotting by RCC andshould be provided when possible.g. EN ROUTE. When the ELT signal strengthindicates the signal may be emanating fromsomewhere on an airport or vicinity thereof, notifythe on-site airway facilities personnel and theRegional Operations Center (ROC) for their actions.This action is in addition to the above.h. TERMINAL. When the ELT signal strengthindicates the signal may be emanating fromsomewhere on the airport or vicinity thereof, notifythe on-site airway facilities personnel and theARTCC for their action. This action is in addition tothe above.i. <strong>Air</strong> <strong>Traffic</strong> personnel shall not leave theirrequired duty stations to locate an ELT signal source.NOTE−Portable handcarried receivers assigned to air trafficfacilities (where no airway facilities personnel areavailable) may be loaned to responsible airport personnelor local authorities to assist in locating the ELT signalsource.j. EN ROUTE. Notify the RCC, the ROC, andalerted DF facilities if signal source is located/terminated.k. TERMINAL. Notify the ARTCC if signalsource is located/terminated.REFERENCE−FAAO 7110.65, Responsibility, Para 10−1−4.FAAO 7110.65, Information Requirements, Para 10−2−1.10−2−11. AIRCRAFT BOMB THREATSa. When information is received from any sourcethat a bomb has been placed on, in, or near an aircraftfor the purpose of damaging or destroying suchaircraft, notify your supervisor or the facility airtraffic manager. If the threat is general in nature,handle it as a “Suspicious Activity.” When the threatis targeted against a specific aircraft and you are incontact <strong>with</strong> the suspect aircraft, take the followingactions as appropriate:NOTE−1. Facility supervisors are expected to notify theappropriate offices, agencies, operators/air carriersaccording to applicable plans, directives, andFAAO 7210.3, Facility Operation and Administration,Handling Bomb Threat Incidents, Para 2−1−8, orapplicable military directives.2. “Suspicious activity” is covered in FAAO 7210.3,Facility Operation and Administration, SuspiciousActivities, Para 2−7−6. Military facilities would report a“general” threat through the chain of command oraccording to service directives.1. Advise the pilot of the threat.2. Inform the pilot that technical assistance canbe obtained from an FAA aviation explosives expert.NOTE−An FAA aviation explosive expert is on call at all times andmay be contacted by calling the FAA OperationsCenter, Washington, DC, Area Code 202−267−3333,ETN 521−0111, or DSN 851−3750. Technical advice canbe relayed to assist civil or military air crews in their searchfor a bomb and in determining what precautionary actionto take if one is found.3. Ask the pilot if he/she desires to climb ordescend to an altitude that would equalize or reducethe outside air pressure/existing cabin air pressuredifferential. Issue or relay an appropriate clearanceconsidering MEA, MOCA, MRA, and weather.NOTE−Equalizing existing cabin air pressure <strong>with</strong> outside airpressure is a key step which the pilot may wish to take tominimize the damage potential of a bomb.10−2−4Emergency Assistance
2/17/05<strong>7110.65P</strong> CHG 24. Handle the aircraft as an emergency and/orprovide the most expeditious handling possible <strong>with</strong>respect to the safety of other aircraft, groundfacilities, and personnel.NOTE−Emergency handling is discretionary and should be basedon the situation. With certain types of threats, plans maycall for a low-key action or response.5. Issue or relay clearances to a new destinationif requested.6. When a pilot requests technical assistance orif it is apparent that a pilot may need such assistance,do NOT suggest what actions the pilot should takeconcerning a bomb, but obtain the followinginformation and notify your supervisor who willcontact the FAA aviation explosives expert:NOTE−This information is needed by the FAA aviation explosivesexpert so that he/she can assess the situation and makeimmediate recommendations to the pilot. The aviationexplosives expert may not be familiar <strong>with</strong> all militaryaircraft configurations but he/she can offer technicalassistance which would be beneficial to the pilot.(a) Type, series, and model of the aircraft.(b) Precise location/description of the bombdevice if known.(c) Other details which may be pertinent.NOTE−The following details may be of significance if known, butit is not intended that the pilot should disturb a suspectedbomb/bomb container to ascertain the information: Thealtitude or time set for the bomb to explode, type ofdetonating action (barometric, time, anti-handling, remoteradio transmitter), power source (battery, electrical,mechanical), type of initiator (blasting cap, flash bulb,chemical), and the type of explosive/incendiary charge(dynamite, black powder, chemical).b. When a bomb threat involves an aircraft on theground and you are in contact <strong>with</strong> the suspectaircraft, take the following actions in addition to thosediscussed in the preceding paragraphs which may beappropriate:1. If the aircraft is at an airport where towercontrol or FSS advisory service is not available, or ifthe pilot ignores the threat at any airport, recommendthat takeoff be delayed until the pilot or aircraftoperator establishes that a bomb is not aboard inaccordance <strong>with</strong> 14 CFR Part 121. If the pilot insistson taking off and in your opinion the operation willnot adversely affect other traffic, issue or relay anATC clearance.REFERENCE−14 CFR Section 121.538, <strong>Air</strong>plane Security.2. Advise the aircraft to remain as far away fromother aircraft and facilities as possible, to clear therunway, if appropriate, and to taxi to an isolated ordesignated search area. When it is impractical or if thepilot takes an alternative action; e.g., parking andoff-loading immediately, advise other aircraft toremain clear of the suspect aircraft by at least100 yards if able.NOTE−Passenger deplaning may be of paramount importance andmust be considered before the aircraft is parked or movedaway from service areas. The decision to use ramp facilitiesrests <strong>with</strong> the pilot, aircraft operator/airport manager.c. If you are unable to inform the suspect aircraftof a bomb threat or if you lose contact <strong>with</strong> theaircraft, advise your supervisor and relay pertinentdetails to other sectors or facilities as deemednecessary.d. When a pilot reports the discovery of a bomb orsuspected bomb on an aircraft which is airborne or onthe ground, determine the pilot’s intentions andcomply <strong>with</strong> his/her requests in so far as possible.Take all of the actions discussed in the precedingparagraphs which may be appropriate under theexisting circumstances.e. The handling of aircraft when a hijacker has oris suspected of having a bomb requires specialconsiderations. Be responsive to the pilot’s requestsand notify supervisory personnel. Apply hijackingprocedures and offer assistance to the pilot accordingto the preceding paragraphs, if needed.10−2−12. EXPLOSIVE DETECTION K−9 TEAMSTake the following actions should you receive anaircraft request for the location of the nearestexplosive detection K−9 team.REFERENCE−FAAO 7210.3, Explosives Detection K−9 Teams, Para 2−1−11.a. Obtain the aircraft identification and positionand advise your supervisor of the pilot request.b. When you receive the nearest location of theexplosive detection K−9 team, relay the informationto the pilot.Emergency Assistance10−2−5
<strong>7110.65P</strong> CHG 2 2/17/05c. If the aircraft wishes to divert to the airportlocation provided, obtain an estimated arrival timefrom the pilot and advise your supervisor.10−2−13. MANPADS ALERTWhen a threat or attack from Man−Portable <strong>Air</strong>Defense Systems (MANPADS) is determined to bereal, notify and advise aircraft as follows:a. Do not <strong>with</strong>hold landing clearance. To theextent possible, issue information on MANPADSthreats, confirmed attacks, or post−event activities intime for it to be useful to the pilot. The pilot or parentcompany will determine the pilot’s actions.b. MANPADS information will be disseminatedvia the ATIS and/or controller−to−pilot transmissions.c. Disseminate via controller−to−pilot transmissionuntil the appropriate MANPADS information isbroadcast via the ATIS and pilots indicate they havereceived the appropriate ATIS code. MANPADSinformation will include nature and location of threator incident, whether reported or observed and bywhom, time (if known), and when transmitting to anindividual aircraft, a request for pilot’s intentions.PHRASEOLOGY−ATTENTION (aircraft identification), MANPADS ALERT.EXERCISE EXTREME CAUTION. MANPADS THREAT/ATTACK/POST−EVENT ACTIVITY OBSERVED/RE-PORTED BY (reporting agency) (location) AT (time, ifknown). (When transmitting to an individual aircraft) SAYINTENTIONS.EXAMPLE−“Attention Eastern Four Seventeen, MANPADS alert.Exercise extreme caution. MANPADS threat reported byTSA, LaGuardia vicinity. Say intentions.”“Attention all aircraft, MANPADS alert. Exercise extremecaution. MANPADS post−event activity observed by towersouth of airport at two−one−zero−zero Zulu.”d. Report MANPADS threat/attack/post−eventactivity until notified otherwise by FAA nationalheadquarters.REFERENCE−FAAO 7110.65, Content, Para 2−9−3.FAAO 7210.3, Handling MANPADS Incidents, Para 2−1−9.10−2−14. EMERGENCY AIRPORTRECOMMENDATIONa. Consider the following factors when recommendingan emergency airport:1. Remaining fuel in relation to airport distances.2. Weather conditions.NOTE−Depending on the nature of the emergency, certain weatherphenomena may deserve weighted consideration whenrecommending an airport; e.g., a pilot may elect to flyfarther to land at an airport <strong>with</strong> VFR instead of IFRconditions.3. <strong>Air</strong>port conditions.4. NAVAID status.5. <strong>Air</strong>craft type.6. Pilot’s qualifications.7. Vectoring or homing capability to theemergency airport.b. Consideration to the provisions of subpara a andpara 10−2−15, Guidance to Emergency <strong>Air</strong>port, shallbe used in conjunction <strong>with</strong> the information derivedfrom any automated emergency airport informationsource.10−2−15. GUIDANCE TO EMERGENCYAIRPORTa. When necessary, use any of the following forguidance to the airport:1. Radar.2. DF.3. Following another aircraft.4. NAVAIDs.5. Pilotage by landmarks.6. Compass headings.b. Consideration to the provisions ofpara 10−2−14, Emergency <strong>Air</strong>port Recommendation,shall be used in conjunction <strong>with</strong> the informationderived from any automated emergency airportinformation source.10−2−6Emergency Assistance
2/17/05<strong>7110.65P</strong> CHG 210−2−16. EMERGENCY OBSTRUCTION VIDEOMAP (EOVM)a. The EOVM is intended to facilitate advisoryservice to an aircraft in an emergency situationwherein an appropriate terrain/obstacle clearanceminimum altitude cannot be maintained. It shall onlybe used and the service provided under the followingconditions:1. The pilot has declared an emergency, or2. The controller has determined that anemergency condition exists or is imminent because ofthe pilot’s inability to maintain an appropriateterrain/obstacle clearance minimum altitude.NOTE−Appropriate terrain/obstacle clearance minimum altitudesmay be defined as Minimum IFR Altitude (MIA), MinimumEn Route Altitude (MEA), Minimum ObstructionClearance Altitude (MOCA), or Minimum VectoringAltitude (MVA).b. When providing emergency vectoring service,the controller shall advise the pilot that any headingsissued are emergency advisories intended only todirect the aircraft toward and over an area of lowerterrain/obstacle elevation.NOTE−Altitudes and obstructions depicted on the EOVM are theactual altitudes and locations of the obstacle/terrain andcontain no lateral or vertical buffers for obstructionclearance.REFERENCE−FAAO 7210.3, Emergency Obstruction Video Map (EOVM), Para 3−9−4.10−2−17. VOLCANIC ASHa. If a volcanic ash cloud is known or forecast tobe present:1. Relay all information available to pilots toensure that they are aware of the ash cloud’s positionand altitude(s).2. Suggest appropriate reroutes to avoid the areaof known or forecast ash clouds.NOTE−Volcanic ash clouds are not normally detected by airborneor air traffic radar systems.b. If advised by an aircraft that it has entered avolcanic ash cloud and indicates that a distresssituation exists:1. Consider the aircraft to be in an emergencysituation.2. Do not initiate any climb clearances toturbine−powered aircraft until the aircraft has exitedthe ash cloud.3. Do not attempt to provide escape vectors<strong>with</strong>out pilot concurrence.NOTE−1. The recommended escape maneuver is to reverse courseand begin a descent (if terrain permits). However, it is thepilot’s responsibility to determine the safest escape routefrom the ash cloud.2. <strong>Control</strong>lers should be aware of the possibility ofcomplete loss of power to any turbine−powered aircraftthat encounters an ash cloud.REFERENCE−FAAO 7110.65, Altitude Change for Improved Reception, Para 10−2−4.AIM, Flight Operations in Volcanic Ash, Para 7−5−8.Emergency Assistance10−2−7
2/19/04<strong>7110.65P</strong>Section 3. Overdue <strong>Air</strong>craft10−3−1. OVERDUE AIRCRAFTa. Consider an aircraft to be overdue, initiate theprocedures stated in this section and issue an ALNOTwhen neither communications nor radar contact canbe established and 30 minutes have passed since:NOTE−The procedures in this section also apply to an aircraftreferred to as “missing” or “unreported.”1. Its ETA over a specified or compulsoryreporting point or at a clearance limit in your area.2. Its clearance void time.b. If you have reason to believe that an aircraft isoverdue prior to 30 minutes, take the appropriateaction immediately.c. The center in whose area the aircraft is firstunreported or overdue will make these determinationsand takes any subsequent action required.REFERENCE−FAAO 7110.65, Departure Restrictions, Clearance Void Times, Hold forRelease, and Release Times, Para 4−3−4.10−3−2. INFORMATION TO BE FORWARDED TOARTCCTERMINALWhen an aircraft is considered to be in emergencystatus that may require SAR procedures, or an IFRaircraft is overdue, the terminal facility shall alert theARTCC and forward the following information, asavailable:a. Flight plan, including color of aircraft, ifknown.b. Time of last transmission received, by whom,and frequency used.c. Last position report and how determined.d. Action taken by reporting facility and proposedaction.e. Number of persons on board.f. Fuel status.g. Facility working aircraft and frequency.h. Last known position, estimated present position,and maximum range of flight of the aircraftbased on remaining fuel and airspeed.i. Position of other aircraft near aircraft’s route offlight, when requested.j. Whether or not an ELT signal has been heard orreported in the vicinity of the last known position.k. Other pertinent information.REFERENCE−FAAO 7110.65, Responsibility, Para 10−1−4.FAAO 7110.65, Emergency Situations, Para 10−2−5.NOTE−FSSs serve as the central points for collecting anddisseminating information on an overdue or missingaircraft which is not on an IFR flight plan. Non−FSS ATCfacilities that receive telephone calls or other inquiriesregarding these flights shall refer these calls and inquiriesto the appropriate AFSS/FSS.10−3−3. INFORMATION TO BE FORWARDED TORCCEN ROUTEWhen an aircraft is considered to be in emergencystatus or an IFR aircraft is overdue, the ARTCC shallalert the RCC and forward the following information,as available:a. Facility and person calling.b. Flight plan, including color of aircraft, ifknown.c. Time of last transmission received, by whom,and frequency used.d. Last position report and how determined.e. Action taken by reporting facility and proposedaction.f. Number of persons on board.g. Fuel status.h. Facility working aircraft and frequency.i. Last known position, estimated present position,and maximum range of flight of the aircraft based onremaining fuel and airspeed.j. Position of other aircraft near aircraft’s route offlight, when requested.Overdue <strong>Air</strong>craft10−3−1
<strong>7110.65P</strong> 2/19/04k. Whether or not an ELT signal has been heard orreported in the vicinity of the last known position.l. Other pertinent information.REFERENCE−FAAO 7110.65, Responsibility, Para 10−1−4.FAAO 7110.65, Emergency Situations, Para 10−2−5.NOTE−FSSs serve as the central points for collecting anddisseminating information on an overdue or missingaircraft which is not on an IFR flight plan. Non−FSS ATCfacilities that receive telephone calls or other inquiriesregarding these flights shall refer these calls and inquiriesto the appropriate AFSS/FSS.10−3−4. ALNOTEN ROUTEa. In addition to routing to your regional officeoperations center, issue an ALNOT to all centers andArea B circuits, generally 50 miles on either side ofthe route of flight from the last reported position todestination. Include the original or amended flightplan, as appropriate, and the last known position ofthe aircraft. At the recommendation of the RCC or atyour discretion, the ALNOT may be issued to coverthe maximum range of the aircraft.NOTE−1. An ALNOT must be issued before the RCC can beginsearch and rescue procedures.2. Flight plan information on military aircraft is availableat the FSS serving as a tie-in station for the departure ordestination airport. FAA tie-in stations for airports in thecontinental U.S. are listed in <strong>Order</strong> 7350.7, LocationIdentifiers. In the Western-Pacific Region, tie-in stationsare listed in regional publications entitled, “Flight PlanRouting and <strong>Air</strong>port Search Directory.” For flights <strong>with</strong>overseas departure points, the information is availablethrough the destination FSS or the appropriate IFSS.b. Upon receipt of an INREQ or ALNOT, checkthe position records to determine whether the aircrafthas contacted your facility. Notify the originator ofthe results or status of this check <strong>with</strong>in one hour ofthe time the alert was received. Retain the alert in anactive status, and immediately notify the originator ofsubsequent contact, until cancellation is received.10−3−5. RESPONSIBILITY TRANSFER TO RCCEN ROUTETransfer responsibility for further search to the RCCwhen one of the following occurs:a. Thirty minutes have elapsed after the estimatedaircraft fuel exhaustion time.b. The aircraft has not been located <strong>with</strong>in onehour after ALNOT issuance.c. The ALNOT search has been completed <strong>with</strong>negative results.10−3−6. AIRCRAFT POSITION PLOTSPlot the flight path of the aircraft on a chart, includingposition reports, predicted positions, possible rangeof flight, and any other pertinent information. Solicitthe assistance of other aircraft known to be operatingnear the aircraft in distress. Forward this informationto the RCC or the ARTCC as appropriate.10−3−7. ALNOT CANCELLATIONEN ROUTECancel the ALNOT when the aircraft is located or thesearch is abandoned.10−3−2Overdue <strong>Air</strong>craft
2/19/04<strong>7110.65P</strong>Section 4. <strong>Control</strong> Actions10−4−1. TRAFFIC RESTRICTIONSIFR traffic which could be affected by an overdue orunreported aircraft shall be restricted or suspendedunless radar separation is used. The facilityresponsible shall restrict or suspend IFR traffic for aperiod of 30 minutes following the applicable timelisted in subparas a thru e:a. The time at which approach clearance wasdelivered to the pilot.b. The EFC time delivered to the pilot.c. The arrival time over the NAVAID serving thedestination airport.d. The current estimate, either the controlfacility’s or the pilot’s, whichever is later, at:1. The appropriate en route NAVAID or fix, and2. The NAVAID serving the destination airport.e. The release time and, if issued, the clearancevoid time.REFERENCE−FAAO 7110.65, Departure Restrictions, Clearance Void Times, Hold forRelease, and Release Times, Para 4−3−4.10−4−2. LIGHTING REQUIREMENTSa. EN ROUTE. At nontower or non−FSS locations,request the airport management to light allrunway lights, approach lights, and all other requiredairport lighting systems for at least 30 minutes beforethe ETA of the unreported aircraft until the aircrafthas been located or for 30 minutes after its fuel supplyis estimated to be exhausted.b. TERMINAL. Operate runway lights, approachlights, and all other required airport lighting systemsfor at least 30 minutes before the ETA of theunreported aircraft until the aircraft has been locatedor for 30 minutes after its fuel supply is estimated tobe exhausted.REFERENCE−FAAO 7110.65, Emergency Lighting, Para 3−4−1.10−4−3. TRAFFIC RESUMPTIONAfter the 30−minute traffic suspension period hasexpired, resume normal air traffic control if theoperators or pilots of other aircraft concur. Thisconcurrence must be maintained for a period of30 minutes after the suspension period has expired.REFERENCE−FAAO 7110.65 Departure Restrictions, Clearance Void Times, Hold forRelease, and Release Times, Para 4−3−4.10−4−4. COMMUNICATIONS FAILURETake the following actions, as appropriate, iftwo-way radio communications are lost <strong>with</strong> anaircraft:NOTE−1. When an IFR aircraft experiences two-way radiocommunications failure, air traffic control is based onanticipated pilot actions. Pilot procedures and recommendedpractices are set forth in the AIM, CFRs, andpertinent military regulations.2. Should the pilot of an aircraft equipped <strong>with</strong> a codedradar beacon transponder experience a loss of two-wayradio capability, the pilot can be expected to adjust thetransponder to reply on Mode 3/A Code 7600.a. In the event of lost communications <strong>with</strong> anaircraft under your control jurisdiction use allappropriate means available to reestablish communications<strong>with</strong> the aircraft. These may include, but notbe limited to, emergency frequencies, NAVAIDs thatare equipped <strong>with</strong> voice capability, FSS, AeronauticalRadio Incorporated (ARINC), etc.NOTE−1. ARINC is a commercial communications corporationwhich designs, constructs, operates, leases or otherwiseengages in radio activities serving the aviation community.ARINC has the capability of relaying information to/fromsubscribing aircraft throughout the country.2. <strong>Air</strong>craft communications addressing and reportingsystem (ACARS) or selective calling (SELCAL) may beutilized to reestablish radio communications <strong>with</strong> suitablyequipped aircraft. ACARS can be accessed by contactingthe San Francisco ARINC communications center, watchsupervisor, at 925−294−8297 and 800−621−0140. ProvideARINC the aircraft call sign, approximate location, andcontact instructions. In order to utilize the SELCAL system,the SELCAL code for the subject aircraft must be known.If the SELCAL code is not contained in the remarks section<strong>Control</strong> Actions10−4−1
<strong>7110.65P</strong> 2/19/04of the flight plan, contact the pertinent air carrier dispatchoffice to determine the code. Then contact the SanFrancisco ARINC communications center, watchsupervisor, at 925−294−8297 and 800−621−0140. ProvideARINC the aircraft call sign, SELCAL code, approximatelocation, and contact instructions.b. Broadcast clearances through any availablemeans of communications including the voice featureof NAVAIDs.NOTE−1. Some UHF equipped aircraft have VHF navigationequipment and can receive 121.5 MHz.2. “Any available means” includes the use of FSS andARINC.REFERENCE−FAAO 7110.65, Clearance Prefix, Para 4−2−2.c. Attempt to re-establish communication byhaving the aircraft use its transponder or make turnsto acknowledge clearances and answer questions.Request any of the following in using thetransponder:1. Request the aircraft to reply Mode 3/A“IDENT.”2. Request the aircraft to reply on Code 7600 orif already on Code 7600, the appropriate stratumcode.3. Request the aircraft to change to “stand-by”for sufficient time for you to be sure that the lack ofa target is the result of the requested action.PHRASEOLOGY−REPLY NOT RECEIVED, (appropriate instructions).(Action) OBSERVED, (additional instructions/informationif necessary).d. Broadcast a clearance for the aircraft to proceedto its filed alternate airport at the MEA if the aircraftoperator concurs.REFERENCE−FAAO 7110.65, Radio Failure, Para 5−2−8.FAAO 7110.65, IFR Military Training Routes, Para 9−3−7.10−4−2<strong>Control</strong> Actions
2/19/04<strong>7110.65P</strong>Section 5. Miscellaneous Operations10−5−1. NAVY FLEET SUPPORT MISSIONSWhen you receive information concerning anemergency to a U.S. Navy “Special Flight Number”aircraft, do the following:a. Handle Navy Fleet Support Mission aircraft asfollows:1. EN ROUTE. Relay immediately, via collecttelephone call, all pertinent information to FleetOperations <strong>Control</strong> at Norfolk, Virginia, telephone804−444−6602.2. TERMINAL. Inform the nearest center of allthe pertinent information.b. Relay the words “Special Flight Number”followed by the number given as part of the routineIFR flight information.c. Honor pilot requests for <strong>changes</strong> to route,altitude, and destination, whenever possible.10−5−2. EXPLOSIVE CARGOTERMINALWhen you receive information that an emergencylanding will be made <strong>with</strong> explosive cargo aboard,inform the pilot of the safest or least congested airportareas. Relay the explosive cargo information to:a. The emergency equipment crew.b. The airport management.c. The appropriate military agencies, whenrequested by the pilot.Miscellaneous Operations10−5−1
2/19/04<strong>7110.65P</strong>Section 6. Oceanic Emergency Procedures10−6−1. APPLICATIONThe procedures in this section are to be used solely inoceanic airspace.10−6−2. PHASES OF EMERGENCYEmergency phases are described as follows:a. Uncertainty phase (INCERFA). When there isconcern about the safety of an aircraft or itsoccupants, an INCERFA exists:1. When communication from an aircraft hasnot been received <strong>with</strong>in 30 minutes after the time acommunication should have been received or afterthe time an unsuccessful attempt to establishcommunication <strong>with</strong> such aircraft was first made,whichever is earlier; or2. When an aircraft fails to arrive <strong>with</strong>in30 minutes after the time of arrival last estimated bythe pilot or by the ATC units, whichever is later.b. Alert phase (ALERFA). When there isapprehension about the safety of an aircraft and itsoccupants, an ALERFA exists:1. Following the uncertainty phase whensubsequent attempts to establish communications<strong>with</strong> the aircraft, or inquiries to other relevant sourceshave failed to reveal any information about theaircraft; or2. When information has been received whichindicates that the operating efficiency of the aircrafthas been impaired but not to the extent that a forcedlanding is likely; or3. When communication from an aircraft hasnot been received <strong>with</strong>in 60 minutes after the time acommunication should have been received or afterthe time an unsuccessful attempt to establishcommunication <strong>with</strong> such aircraft was first made,whichever is earlier.c. Distress phase (DETRESFA). When there isreasonable certainty that the aircraft and its occupantsare threatened by grave and imminent danger, aDETRESFA exists:1. Following the alert phase when furtherattempts to establish communications <strong>with</strong> theaircraft and more widespread inquiries are unsuccessful;or2. When the fuel on board is considered to beexhausted or to be insufficient for the aircraft to reachsafety; or3. When information is received which indicatesthat the operating efficiency of the aircraft hasbeen impaired to the extent that a forced landing islikely; or4. When information is received or it isreasonably certain that the aircraft is about to make orhas made a forced landing.10−6−3. ALERTING SERVICE AND SPECIALASSISTANCEa. Provide alerting service to:1. All aircraft receiving ATC service;2. All other aircraft which have filed a flightplan or which are otherwise known to the ATC unit;and3. Any aircraft known or believed to be thesubject of unlawful interference.b. When alerting service is required, the responsibilityfor coordinating such service shall, unlessotherwise established by letter of agreement, rest<strong>with</strong> the facility serving the FIR or CTA:1. Within which the aircraft was flying at thetime of last air-ground radio contact; or2. Which the aircraft was about to enter if thelast air-ground contact was established at or close tothe boundary; or3. Within which the point of destination islocated if the aircraft:(a) Was not equipped <strong>with</strong> suitable two-wayradio communications equipment; or(b) Was not under obligation to transmitposition reports.REFERENCE−FAAO 7110.65, Chapter 8, Section 2, Coordination.c. The responsible Area <strong>Control</strong> Center (ACC)shall serve as the control point for:Oceanic Emergency Procedures10−6−1
<strong>7110.65P</strong> 2/19/041. Collecting all information relevant to a stateof emergency of an aircraft;2. Forwarding that information to the appropriateRCC; and3. Coordinating <strong>with</strong> other facilities concerned.d. The responsibility of the ACC to providealerting service for military aircraft may be waivedupon a written or recorded request from a militaryagency. In this case, the military request must statethat the military agency assumes full responsibilityfor their aircraft while the aircraft are operating in theoceanic airspace.e. Responsibility to provide alerting service forflight operations conducted under the “due regard” or“operational” prerogative of military aircraft isassumed by the military. When “due regard”operations are scheduled to end <strong>with</strong> aircraft filedunder ICAO procedures, the ACC may, if specified ina letter of agreement, assume responsibility foralerting service at proposed time filed.f. In the event of INCERFA, ALERFA, orDETRESFA, notify the following:1. When practicable, the aircraft operator.2. The appropriate RCC.3. Aeronautical stations having en route communicationsguard responsibilities at the point ofdeparture, along or adjacent to the route of flight, andat the destination.4. ACCs having jurisdiction over the proposedroute of flight from the last reported position to thedestination airport.g. INCERFA, ALERFA, and DETRESFA messagesshall include the following information, ifavailable, in the order listed:1. INCERFA, ALERFA, or DETRESFA accordingto the phase of the emergency.2. Agency and person originating the message.3. Nature of the emergency.4. Significant flight plan information.5. The air traffic unit which made the last radiocontact, the time, and the frequency used.6. The aircraft’s last position report, how it wasreceived, and what facility received it.7. Color and distinctive marks of aircraft.8. Any action taken by reporting office.9. Other pertinent remarks.h. An INCERFA phase ends <strong>with</strong> the receipt ofany information or position report on the aircraft.Cancel the INCERFA by a message addressed to thesame stations as the INCERFA message.1. An ALERFA ends when:(a) Evidence exists that would ease apprehensionabout the safety of the aircraft and its occupants;or(b) The concerned aircraft lands. Cancel theALERFA message by a message addressed to thesame stations as the ALERFA message.2. A DETRESFA ends when the:(a) <strong>Air</strong>craft successfully lands; or(b) RCC advises of a successful rescue; or(c) RCC advises of termination of SARactivities. Cancel the DETRESFA by a messageaddressed to the same stations as the DETRESFAmessage.i. A separate chronological record should be kepton each ALERFA and DETRESFA together <strong>with</strong> achart which displays the projected route of theaircraft, position reports received, route of interceptoraircraft, and other pertinent information.10−6−4. INFLIGHT CONTINGENCIESa. If an aircraft over water requests weather, seaconditions, ditching information, and/or assistancefrom surface vessels, or if the controller feels that thisinformation may be necessary for aircraft safety, itshould be requested from the RCC. Also, anappropriate AMVER SURPIC should be asked for ifrequested by the aircraft or deemed beneficial bycontrol personnel.NOTE−The AMVER Center can deliver, in a matter of minutes, aSURPIC of vessels in the area of a SAR incident, includingtheir predicted positions and their characteristics.b. In all cases of aircraft ditching, the airspacerequired for SAR operations shall be determined bythe RCC. The ACC shall block that airspace until theRCC advises the airspace is no longer required. AnInternational Notice to <strong>Air</strong>men (NOTAM) shall beissued describing the airspace affected.10−6−2Oceanic Emergency Procedures
2/19/04<strong>7110.65P</strong>c. The following actions will be taken in the eventan aircraft must make an emergency descent:1. In the event an aircraft requests an emergencydescent:(a) Issue a clearance to the requested altitudeif approved separation can be provided.(b) Advise the aircraft of the traffic, andrequest its intentions if traffic prevents an unrestricteddescent.PHRASEOLOGY−ATC ADVISES (aircraft identification) UNABLE TOAPPROVE UNRESTRICTED DESCENT.TRAFFIC (traffic information).REQUEST INTENTIONS.2. In the event an aircraft is making or will makean emergency descent <strong>with</strong>out a clearance:(a) Advise other aircraft of the emergencydescent.PHRASEOLOGY−ATC ADVISES (aircraft identification/all aircraft) BEALERT FOR EMERGENCY DESCENT IN THE VICINITYOF (latitude/longitude) FROM (altitude/FL) TO(altitude/FL).(b) Advise other aircraft when the emergencydescent is complete.PHRASEOLOGY−(<strong>Air</strong>craft identification/all aircraft) EMERGENCYDESCENT AT (location) COMPLETED.3. Upon notification that an aircraft is making anemergency descent through other traffic, take actionimmediately to safeguard all aircraft concerned.4. When appropriate, broadcast by ATC communications,by radio navigation aids, and/or throughaeronautical communication stations/services anemergency message to all aircraft in the vicinity of thedescending aircraft. Include the following information:(a) Location of emergency descent.(b) Direction of flight.(c) Type aircraft.(d) Route if appropriate.(e) Altitude vacated.(f) Other information.EXAMPLE−“Attention all aircraft in the vicinity of Trout, a northboundD−C Ten on A−T−S Route Alfa Seven Hundred is making anemergency descent from flight level three three zero.”(Repeat as you deem appropriate.)5. If traffic conditions permit, provide trafficinformation to the affected aircraft.6. Immediately after an emergency broadcast ortraffic information has been made, issue appropriateclearances or instructions, as necessary, to all aircraftinvolved.10−6−5. SERVICES TO RESCUE AIRCRAFTa. Provide standard IFR separation between theSAR and the aircraft in distress, except when visualor radar contact has been established by the searchand rescue aircraft and the pilots of both aircraftconcur, IFR separation may be discontinued.b. Clear the SAR aircraft to a fixed clearance limitrather than to the aircraft in distress, which is amoving fix. Issue route clearances that are consistent<strong>with</strong> that of the distressed aircraft.c. Advise the rescue aircraft, as soon aspracticable, of any factors that could adversely affectits mission; e.g., unfavorable weather conditions,anticipated problems, the possibility of not being ableto approve an IFR descent through en route traffic,etc.d. Advise the appropriate rescue agency of allpertinent information as it develops.e. Forward immediately any information about theaction being taken by the RCC, other organizations,or aircraft to the aircraft concerned.f. Advise the aircraft operator of the current statusof the SAR operation as soon as practicable.g. Since prompt, correct, and complete informationis the key to successful rescue operations, ensurethat this information is swiftly and smoothly suppliedto those organizations actively engaged in rescueoperations.Oceanic Emergency Procedures10−6−3
2/19/04<strong>7110.65P</strong>Section 7. Ground Missile Emergencies10−7−1. INFORMATION RELAYWhen you receive information concerning a groundmissile emergency, notify other concerned facilitiesand take action to have alerting advisories issued by:a. EN ROUTE. <strong>Air</strong> carrier company radio stationsfor each VFR company aircraft which is or willbe operating in the vicinity of the emergency.b. EN ROUTE. FSSs adjacent to the emergencylocation.c. TERMINAL. Relay all information concerninga ground missile emergency to the ARTCC <strong>with</strong>inwhose area the emergency exists and disseminate asa NOTAM.REFERENCE−P/CG Term− Notice to <strong>Air</strong>men.10−7−2. IFR AND SVFR MINIMAReroute IFR and SVFR aircraft as necessary to avoidthe emergency location by one of the followingminima, or by greater minima when suggested by thenotifying official:a. Lateral separation− 1 mile between theemergency location and either of the following:1. An aircraft under radar control and theemergency location which can be accuratelydetermined by reference to the radar scope.2. The airspace to be protected for the routebeing flown.b. Vertical separation− 6,000 feet above thesurface over the emergency location.10−7−3. VFR MINIMAAdvise all known VFR aircraft which are, or will be,operating in the vicinity of a ground missileemergency, to avoid the emergency location by 1 milelaterally or 6,000 feet vertically, or by a greaterdistance or altitude, when suggested by the notifyingofficial.10−7−4. SMOKE COLUMN AVOIDANCEAdvise all aircraft to avoid any observed smokecolumns in the vicinity of a ground missileemergency.10−7−5. EXTENDED NOTIFICATIONEN ROUTEWhen reports indicate that an emergency will existfor an extended period of time, a Notice to <strong>Air</strong>menmay be issued.Ground Missile Emergencies10−7−1
2/19/04<strong>7110.65P</strong>Chapter 11. <strong>Traffic</strong> Management ProceduresSection 1. General11−1−1. DUTY RESPONSIBILITYa. The traffic management system mission is tobalance air traffic demand <strong>with</strong> system capacity toensure the maximum efficient utilization of the NAS.b. It is recognized that the ATCS is integral in theexecution of the traffic management mission.NOTE−Complete details of traffic management initiatives andprograms can be found in FAAO 7210.3, FacilityOperation and Administration.11−1−2. DUTIES AND RESPONSIBILITIESa. Supervisory <strong>Traffic</strong> Management Coordinator−in−Charge (STMCIC) shall:1. Ensure that an operational briefing isconducted at least once during the day and eveningshifts. Participants shall include, at a minimum, theSTMCIC, Operations Supervisors (OS), <strong>Traffic</strong>Management Coordinator(s) (TMC), and otherinterested personnel as designated by facilitymanagement. Discussions at the meeting shouldinclude meteorological conditions (present andforecasted), staffing, equipment status, runways inuse, AAR and traffic management initiatives (presentand anticipated).2. Assume responsibility for TMC duties whennot staffed.3. Ensure that traffic management initiatives arecarried out by Supervisory <strong>Traffic</strong> ManagementCoordinator−in−Charge (STMCIC).4. Where authorized, perform URET dataentries to keep the activation status of designatedURET <strong>Air</strong>space Configuration Elements current.5. Perform assigned actions in the event of aURET outage or degradation, in accordance <strong>with</strong> therequirements of FAA <strong>Order</strong> 7210.3, FacilityOperation and Administration, and as designated byfacility directive.6. Ensure <strong>changes</strong> to restrictions based on theRestrictions Inventory and Evaluation are implementedin a timely manner.b. OS shall:1. Keep the TMU and affected sectors apprisedof situations or circumstances that may causecongestion or delays.2. Coordinate <strong>with</strong> the TMU and ATCSs todevelop appropriate traffic management initiativesfor sectors and airports in their area of responsibility.3. Continuously review traffic managementinitiatives affecting their area of responsibility andcoordinate <strong>with</strong> TMU for extensions, revisions, orcancellations.4. Ensure that traffic management initiatives arecarried out by ATCSs.5. Where authorized, perform URET dataentries to keep the activation status of designatedURET <strong>Air</strong>space Configuration Elements current.6. Perform assigned actions in the event of aURET outage or degradation, in accordance <strong>with</strong> therequirements of FAA <strong>Order</strong> 7210.3, FacilityOperation and Administration, and as designated byfacility directive.7. Ensure <strong>changes</strong> to restrictions based on theRestrictions Inventory and Evaluation are implementedin a timely manner.c. ATCSs shall:1. Ensure that traffic management initiativesand programs are enforced <strong>with</strong>in their area ofresponsibility. <strong>Traffic</strong> management initiatives andprograms do not have priority over maintaining:(a) Separation of aircraft.(b) Procedural integrity of the sector.2. Keep the OS and TMU apprised of situationsor circumstances that may cause congestion ordelays.3. Continuously review traffic managementinitiatives affecting their area of responsibility andcoordinate <strong>with</strong> OS and TMU for extensions,revisions, or cancellations.4. Where authorized, perform URET dataentries to keep the activation status of designatedURET <strong>Air</strong>space Configuration Elements current.General11−1−1
<strong>7110.65P</strong>2/19/045. Perform assigned actions in the event of aURET outage or degradation, in accordance <strong>with</strong> therequirements of FAA <strong>Order</strong> 7210.3, FacilityOperation and Administration, and as designated byfacility directive.11−1−2General
2/19/04<strong>7110.65P</strong>Chapter 12. Canadian <strong>Air</strong>space ProceduresSection 1. General <strong>Control</strong>12−1−1. APPLICATIONWhere control responsibility <strong>with</strong>in Canadianairspace has been formally delegated to the FAA bythe Transport Canada Aviation Group, apply basicFAA procedures except for the Canadian procedurescontained in this chapter.NOTE−In 1985, the U.S. and Canada established an agreementrecognizing the inherent safety of the ATC proceduresexercised by the other country. This agreement permits theuse of ATC procedures of one country when that country isexercising ATC in the airspace over the territory of theother country insofar as they are not inconsistent <strong>with</strong>, orrepugnant to, the laws and regulations or uniqueoperational requirements of the country over whoseterritory such airspace is located. Accordingly, thischapter was revised to include only those Canadianprocedures that must be used because of a Canadianregulatory or unique operational requirement.12−1−2. AIRSPACE CLASSIFICATIONa. Class A airspace. <strong>Control</strong>led airspace <strong>with</strong>inwhich only IFR flights are permitted. <strong>Air</strong>spacedesignated from the base of all controlled high levelairspace up to and including FL 600.b. Class B airspace. <strong>Control</strong>led airspace <strong>with</strong>inwhich only IFR and <strong>Control</strong>led VFR (CVFR) flightsare permitted. Includes all controlled low levelairspace above 12,500 feet ASL or at and above theminimum en route IFR altitude, (whichever is higher)up to but not including 18,000 feet ASL. ATCprocedures pertinent to IFR flights shall be applied toCVFR aircraft.NOTE−The CVFR pilot is responsible to maintain VFR flight andvisual reference to the ground at all times.c. Class C airspace. <strong>Control</strong>led airspace <strong>with</strong>inwhich both IFR and VFR flights are permitted, butVFR flights require a clearance from ATC to enter.d. Class D airspace. <strong>Control</strong>led airspace <strong>with</strong>inwhich both IFR and VFR flights are permitted, butVFR flights do not require a clearance from ATC toenter, however, they must establish two−waycommunications <strong>with</strong> the appropriate ATC agencyprior to entering the airspace.e. Class E airspace. <strong>Air</strong>space <strong>with</strong>in which bothIFR and VFR flights are permitted, but for VFR flightthere are no special requirements.f. Class F airspace. <strong>Air</strong>space of defined dimensions<strong>with</strong>in which activities must be confinedbecause of their nature, or <strong>with</strong>in which limitationsare imposed upon aircraft operations that are not apart of those activities, or both. Special use airspacemay be classified as Class F advisory or Class Frestricted.g. Class G airspace. Uncontrolled airspace<strong>with</strong>in which ATC has neither the authority orresponsibility for exercising control over air traffic.12−1−3. ONE THOUSAND-ON-TOPClear an aircraft to maintain “at least 1,000feet-on-top” in lieu of “VFR-on-top,” provided:a. The pilot requests it.NOTE−It is the pilot’s responsibility to ensure that the requestedoperation can be conducted at least 1,000 feet above allcloud, haze, smoke, or other formation, <strong>with</strong> a flightvisibility of 3 miles or more. A pilot’s request can beconsidered as confirmation that conditions are adequate.b. The pilot will not operate <strong>with</strong>in Class A orClass B airspace.12−1−4. SEPARATIONApply a lateral, longitudinal, or vertical separationminimum between aircraft operating in accordance<strong>with</strong> an IFR or CVFR clearance, regardless of theweather conditions.General <strong>Control</strong>12−1−1
<strong>7110.65P</strong> 2/19/0412−1−5. DEPARTURE CLEARANCE/COMMU-NICATION FAILUREa. Base controller action regarding radio failuresin Canadian airspace on the requirement for pilots tocomply <strong>with</strong> Canadian <strong>Air</strong>space Regulations, whichare similar to 14 CFR Section 91.185; however, thefollowing major difference shall be considered whenplanning control actions. Except when issuedalternate radio failure instructions by ATC, pilots willadhere to the following: If flying a turbine-powered(turboprop or turbojet) aircraft and cleared ondeparture to a point other than the destination,proceed to the destination airport in accordance <strong>with</strong>the flight plan, maintaining the last assigned altitudeor flight level or the minimum en route IFR altitude,whichever is higher, until 10 minutes beyond thepoint specified in the clearance (clearance limit), andthen proceed at altitude(s) or flight level(s) filed in theflight plan. When the aircraft will enter U.S. airspace<strong>with</strong>in 10 minutes after passing the clearance limit,the climb to the flight planned border crossingaltitude is to be commenced at the estimated time ofcrossing the Canada/U.S. boundary.12−1−6. PARACHUTE JUMPINGDo not authorize parachute jumping <strong>with</strong>out priorpermission from the appropriate Canadian authority.NOTE−Canadian regulations require written authority from theMinistry of Transport.12−1−7. SPECIAL VFR (SVFR)NOTE−Pilots do not have to be IFR qualified to fly SVFR at night,nor does the aircraft have to be equipped for IFR flight.a. Within a control zone where there is an airportcontroller on duty, approve or refuse a pilot’s requestfor SVFR on the basis of current or anticipated IFRtraffic only. If approved, specify the period of timeduring which SVFR flight is permitted.b. Within a control zone where there is no airportcontroller on duty, authorize or refuse an aircraft’srequest for SVFR on the basis of:1. Current or anticipated IFR traffic, and2. Official ceiling and visibility reports.c. Canadian SVFR weather minimums for:1. <strong>Air</strong>craft other than helicopters. Flight visibility(ground visibility when reported) 1 mile.2. Helicopters. Flight visibility (ground visibilitywhen available ) 1/2 mile.12−1−2General <strong>Control</strong>
2/19/04<strong>7110.65P</strong>Chapter 13. Decision Support ToolsSection 1. User Request Evaluation Tool (URET) − En Route13−1−1. DESCRIPTIONa. URET, a decision support technology andcomponent of the Free Flight Program, is utilized inthe en route environment and is located at the RadarAssociate (RA) position at an operational sector. Thepurpose of the tool is the prediction of conflictsbetween aircraft and between aircraft and special useor designated airspace, and it also provides trialplanning and enhanced flight data managementcapabilities.b. URET is designed to enhance the efficiency ofthe Sector Team by providing decision support in theprediction and resolution of potential conflicts, and,as a result, allowing controllers more latitude in othertasks, such as responding to user requests. Further, theuse of the tool could provide increased system safety,decreased system delays, and increased systemflexibility, predictability, productivity, and useraccess.c. URET predicts conflicts up to 20 minutes inadvance using flight plan, forecast winds, aircraftperformance characteristics, and track data to deriveexpected aircraft trajectories. URET supports earlyidentification and resolution of predicted conflictsand the evaluation of user requests, and it is to be usedby the sector team in performing their strategicplanning responsibilities.13−1−2. CONFLICT DETECTION ANDRESOLUTIONa. Actively scan URET information for predictedalerts.b. When a URET alert is displayed, evaluate thealert and take appropriate action as early as practical,in accordance <strong>with</strong> duty priorities.c. Prioritize the evaluation and resolution ofURET alerts to ensure the safe, expeditious, andefficient flow of air traffic.NOTE−URET alerts are based on radar separation standards.Caution should be used when situations includenonstandard formations.d. When a URET alert is displayed and whensector priorities permit, give consideration to thefollowing in determining a solution:1. Solutions that involve direct routing, altitude<strong>changes</strong>, removal of a flight direction constraint (i.e.,inappropriate altitude for direction of flight), and/orremoval of a static restriction for one or morepertinent aircraft.2. Impact on surrounding sector traffic andcomplexity levels, flight efficiencies, and userpreferences.13−1−3. TRIAL PLANNINGa. When URET is operational at the sector andwhen sector priorities permit, use the trial plancapability to evaluate:1. Solutions to predicted conflicts.2. The feasibility of granting user requests.3. The feasibility of removing a flight directionconstraint (i.e., inappropriate altitude for direction offlight) for an aircraft.4. The feasibility of removing a static restrictionfor an aircraft.13−1−4. URET−BASED CLEARANCESWhen the results of a trial plan based upon a userrequest indicate the absence of alerts, every effortshould be made to grant the user request, unless thechange is likely to adversely affect operations atanother sector.User Request Evaluation Tool (URET) − En Route13−1−1
<strong>7110.65P</strong> 2/19/0413−1−5. THE AIRCRAFT LIST (ACL) ANDFLIGHT DATA MANAGEMENTa. The ACL shall be used as the sector team’sprimary source of flight data.b. When URET is operational, sector teams shallpost flight progress strips for any nonradar flights.c. When URET is operational, sector teams shallpost any flight progress strip(s) that are deemednecessary for safe or efficient operations. The sectorteam shall comply <strong>with</strong> all applicable facilitydirectives to maintain posted flight progress strips.NOTE−Cases in which an operational advantage may be realizedinclude, but are not limited to aircraft that cannot beexpected to remain in radar contact, aircraft in hold, andemergencies.13−1−6. RECORDING OF CONTROL DATAa. All control information not otherwise recordedvia automation recordings or voice recordings shallbe manually recorded using approved methods.b. <strong>Control</strong> information may be entered in the freetext area and shall be used for reference purposesonly.c. Data required to be entered into the free text areashall be designated in a facility directive.13−1−7. ACKNOWLEDGEMENT OFAUTOMATED NOTIFICATIONa. Remove Inappropriate Altitude for Direction ofFlight coding only after any required coordinationhas been completed.b. Remove Unsuccessful Transmission Message(UTM) coding only after appropriate coordinationhas been completed.c. Send/acknowledge Host Embedded Route Text(HERT) coding only after the appropriate clearancehas been issued to the pilot or otherwise coordinated.d. Remove Expect Departure Clearance Time(EDCT) coding only after the EDCT has been issuedto the pilot.e. Remove ATC Preferred Route (APR) codingonly after the route has been checked and anyrequired action has been completed.NOTE−If coding is prematurely removed and the control of theaircraft is transferred prior to completing the appropriateaction, the next sector will not receive the necessary APRnotification.13−1−8. CURRENCY OF TRAJECTORYINFORMATIONa. The sector team shall perform automationentries in a timely manner.NOTE−1. Conflict probe accuracy requires timely updates of dataused to model each flight’s trajectory. If this data is notcurrent, the aircraft entries and notification of proberesults for surrounding sectors and facilities, as well as thesubject sector, may be misleading.2. Data used to model an individual aircraft’s trajectoryincludes route of flight, assigned and interim altitudes,application/removal of an adapted restriction for thatflight, and aircraft type.b. An exception to the requirement to enter orupdate interim altitudes may be authorized for certainARTCC sectors if explicitly defined in an appropriatefacility directive.NOTE−URET accuracy in assigning alert notification isdependent upon entry/update of a flight’s interim altitude.13−1−9. DELAY REPORTINGa. Adhere to all applicable delay reportingdirectives while URET is operational.b. Delay information shall be recorded either onavailable flight progress strips or on facility approvedforms.13−1−2User Request Evaluation Tool (URET) − En Route
2/19/04<strong>7110.65P</strong>13−1−10. OVERDUE AIRCRAFTUpon receipt of the URET overdue aircraftnotification take appropriate actions set forth inChapter 10, Section 3, Overdue <strong>Air</strong>craft.NOTE−URET overdue aircraft notification is based on radar trackdata. Updating an aircraft’s route of fight will remove theoverdue aircraft notification.13−1−11. USE OF GRAPHICS PLAN DISPLAY(GPD)a. Graphic depictions of flight trajectories may beused only to aid in situational awareness and strategicplanning.b. Do not use trajectory−based positions as asubstitute for radar track position.c. Do not use trajectory−based altitude in lieu ofMode C for altitude confirmation.d. Do not use the GPD for radar identification,position information, transfer of radar identification,radar separation, correlation, or pointouts.13−1−12. FORECAST WINDSIn the event that current forecast wind data is notavailable, continue use of URET <strong>with</strong> appropriaterecognition that alert data may be affected.13−1−13. INTERFACILITY CONNECTIVITYIn the event of a loss of connectivity to a neighboringURET system, continue use of URET <strong>with</strong>appropriate recognition that alert data may beaffected.13−1−14. HOST OUTAGESIn the event of a RDP/FDP outage, URET data maybe used to support situational awareness while thefacility transitions to Enhanced Direct Access RadarChannel (EDARC) or nonradar procedures.NOTE−Without Host input, URET data cannot be updated andbecomes stale.User Request Evaluation Tool (URET) − En Route13−1−3
2/17/05<strong>7110.65P</strong> CHG 2Section 2. Ocean21 − OceanicThe following procedures are applicable to theoperation of the Ocean21 Oceanic <strong>Air</strong> <strong>Traffic</strong> <strong>Control</strong>(ATC) System.13−2−1. DESCRIPTIONa. The Ocean21 ATC System is utilized indesignated enroute/oceanic airspace. Ocean21 includesboth surveillance and flight data processing,which provides the controllers <strong>with</strong> automateddecision support tools to establish, monitor andmaintain separation between aircraft, and aircraft toairspace and terrain.b. Ocean21 capabilities include:1. MEARTS based radar surveillance processing.2. Conflict Prediction and Reporting.3. Automatic Dependent Surveillance−Broadcast (ADS−B).4. Automatic Dependent Surveillance−Contract (ADS−C).5. <strong>Control</strong>ler Pilot Data Link Communications(CPDLC).6. ATC Interfacility Data Communications(AIDC).7. Additional Decision Support Tools usedprimarily for situational awareness.8. Electronic Flight Data including ElectronicFlight Strips.13−2−2. CONFLICT DETECTION ANDRESOLUTIONThe controller shall use the most accurate informationavailable to initiate, monitor, and maintainseparation.a. Apply the following procedures in airspacewhere conflict probe is being utilized as a decisionsupport tool:1. Conflict Probe Results.(a) <strong>Control</strong>lers shall assume that the conflictprobe separation calculations are accurate.(b) Unless otherwise prescribed in subparaa3, controllers shall utilize the results from conflictprobe to initiate and maintain the prescribedseparation minima.2. Conflict Resolution.(a) When a controller is alerted to a conflict,which will occur in his/her sector, take theappropriate action to resolve the conflict.(b) The controller responsible for resolving aconflict shall evaluate the alert and take appropriateaction as early as practical, in accordance <strong>with</strong> dutypriorities, alert priority, and operational considerations.(c) Unless otherwise specified in facilitydirectives, the controller shall take immediate actionto resolve any “red” conflicts.3. Overriding Conflict Probe.(a) <strong>Control</strong>lers shall not override conflictprobe except for the following situations:(1) The application of a separation standardnot recognized by conflict probe listed in subparaa8(a), or as identified by facility directive.(2) When action has been taken to resolvethe identified conflict and separation has beenensured, or(3) <strong>Control</strong> responsibility has been delegatedto another sector or facility, or(4) Other situations as specified in facilitydirectives.(b) <strong>Control</strong>lers shall continue to ensure thatseparation is maintained until the overridden conflictis resolved.4. Use of Probe when Issuing Clearances. Utilizeconflict probe results when issuing a clearance toensure that any potential conflict has been giventhorough consideration.5. Use of Probe when Accepting ManualTransfers. Prior to manually accepting an aircrafttransfer from an external facility ensure that thecoordinated flight profile is accurately entered,conflict probe initiated and, if necessary, action istaken to resolve any potential conflicts.Ocean21 − Oceanic13−2−1
<strong>7110.65P</strong> CHG 1 8/5/046. Trial Probe. The controller can utilize trialprobe to assess whether there are any potentialconflicts <strong>with</strong> a proposed clearance or whenperforming manual coordination.NOTE−Once initiated, trial probe does not take into account any<strong>changes</strong> made to the proposed profile or to any other flightprofile in the system. It is an assessment by conflict probeof the current situation at the time the controller enters thetrial probe. A trial probe does not alleviate the controllerfrom performing a conflict probe when issuing a clearanceor accepting a transfer.7. System Unable to Perform Conflict Probe fora Specific <strong>Air</strong>craft.(a) If a flight’s profile becomes corrupted,conflict probe may not be able to correctly monitorseparation for that flight. Take the necessary steps tocorrect an aircraft’s flight plan when conflict probecould not be performed.(b) In addition, after verifying flight plan dataaccuracy, utilize other decision support tools toestablish and maintain the appropriate separationminima until such time that conflict probe can beutilized.8. Conflict Probe Limitations.(a) Conflict Probe does not support thefollowing separation minima:paths.(1) Subpara 8−4−2a2 − Nonintersecting(2) Subpara 8−4−2d − Intersecting flightpaths <strong>with</strong> variable width protected airspace.(3) Subpara 8−4−3a − Reduction of RouteProtected <strong>Air</strong>space, below FL 240.(4) Subpara 8−4−3b − Reduction of RouteProtected <strong>Air</strong>space, at and above FL 240.(5) Subpara 8−4−4a1 − Same NAVAID:VOR/VORTAC/TACAN.NDB.(6) Subpara 8−4−4a2 − Same NAVAID:(7) Subpara 8−4−4c − Dead Reckoning.(8) Para 8−5−4 − Same Direction.(9) Para 8−6−3 − Temporary Moving<strong>Air</strong>space Reservations.(10) Para 8−8−5 − VFR Climb and Descent.(11) ZAN waiver 97−0−036 (30/40 DME).b. Additional Decision Support Tools: Thesesupport tools include: range/bearing, time of passing,intercept angle, the aircraft situation display (ASD)and electronic flight data.1. The results provided by these additionaldecision support/controller tools can be used by thecontroller for maintaining situational awareness andmonitoring flight profile information, and forestablishing and maintaining separation standardsnot supported by probe, or when probe is unavailable.2. Under no circumstances shall the controllerutilize any of the additional decision support tools tooverride probe results when the applicable separationstandard is supported by probe and none of the otherconditions for overriding probe apply.13−2−3. INFORMATION MANAGEMENTa. Currency of Information: The sector team isresponsible for ensuring that manually entered data isaccurate and timely. Ensure that nonconformantmessages are handled in a timely manner and that theflight’s profile is updated as necessary.NOTE−Conflict probe accuracy requires timely updates of dataused to model each flight’s trajectory. If this data is notcurrent, the aircraft flight profile and probe results may bemisleading.b. Data Block Management.1. Ensure that the data block reflects the mostcurrent flight information and controller appliedindicators as specified in facility directives.2. Ensure that appropriate and timely action istaken when a special condition code is indicated in thedata block.c. Electronic Flight Strip Management.1. Electronic flight strips shall be maintained inaccordance <strong>with</strong> facility directives and the following:(a) Annotations. Ensure that annotations arekept up to date.(b) Reduced Separation Flags. Ensure theflags listed below are selected appropriately for eachflight:(1) M− Mach Number Technique (MNT).(2) R− Reduced MNT.13−2−2Ocean21 − Oceanic
8/5/04<strong>7110.65P</strong> CHG 1(3) D− Distance−based longitudinal.(4) W− Reduced Vertical Separation Minimum(RVSM).(c) Degraded RNP. Select when an aircrafthas notified ATC of a reduction in navigationcapability that affects the applicable separationminima.(d) Restrictions. Ensure restrictions accuratelyreflect the cleared profile.d. Queue Management.1. Manage all sector and coordination queues inaccordance <strong>with</strong> the appropriate message priority andthe controller’s priority of duties.2. In accordance <strong>with</strong> facility directives, ensurethat the messages directed to the error queue areprocessed in a timely manner.e. Window/List Management.1. Ensure that the situation display window titlebar is not obscured by other windows and/or lists.NOTE−The title bar <strong>changes</strong> color to denote when priorityinformation on the ASD is being obscured or is out of view.2. In accordance <strong>with</strong> facility directives, ensurethat designated windows and/or lists are displayed atall times.13−2−4. CONTROLLER PILOT DATA LINKCOMMUNICATIONS (CPDLC)a. Means of communication.1. When CPDLC is available and CPDLCconnected aircraft are operating outside of VHFcoverage, CPDLC shall be used as the primary meansof communication.2. Voice communications may be utilized forCPDLC aircraft when it will provide an operationaladvantage and/or when workload or equipmentcapabilities demand.3. When CPDLC is being utilized, a voicebackup shall exist (e.g., HF, SATCOM, Third party).4. When a pilot communicates via CPDLC, theresponse should be via CPDLC.5. To the extent possible, the CPDLC messageset should be used in lieu of free text messages.NOTE−The use of the CPDLC message set ensures the proper“closure” of CPDLC ex<strong>changes</strong>.b. Transfer of Communications to the NextFacility.1. When the receiving facility is capable ofCPDLC communications, the data link transfer isautomatic and is accomplished <strong>with</strong>in facilityadapted parameters.2. When a receiving facility is not CPDLCcapable, the transfer of communications shall bemade in accordance <strong>with</strong> local directives and Lettersof Agreement (LOAs).c. Abnormal conditions.1. If any portion of the automated transfer fails,the controller should attempt to initiate the transfermanually. If unable to complete the data link transfer,the controller should advise the pilot to log on to thenext facility and send an End Service (EOS) message.2. If CPDLC fails, voice communications shallbe utilized until CPDLC connections can bereestablished.3. If the CPDLC connection is lost on a specificaircraft, the controller should send a connectionrequest message (CR1) or advise the pilot via backupcommunications to log on again.4. If CPDLC service is to be canceled, thecontroller shall advise the pilot as early as possible tofacilitate a smooth transition to voice communications.Workload permitting, the controller should alsoadvise the pilot of the reason for the termination ofdata link.5. Assume that all unanswered CPDLC messageshave not been delivered. On initial voicecontact <strong>with</strong> aircraft, preface the message <strong>with</strong> thefollowing:PHRASEOLOGY−(Call Sign) CPDLC Failure, (message).Ocean21 − Oceanic13−2−3
<strong>7110.65P</strong> 2/19/0413−2−5. COORDINATIONIn addition to the requirements set forth in Chapter 8,Offshore/Oceanic Procedures, Section 2, Coordination,automated coordination shall constitute completecoordination between Ocean21 sectors, bothinternally and between sectors across adjacentOcean21 facilities, except:a. When the aircraft is in conflict <strong>with</strong> another inthe receiving sector, orb. When otherwise specified in facility directivesor LOA.13−2−6. TEAM RESPONSIBILITIES − MULTIPLEPERSON OPERATIONa. When operating in a multiple controlleroperation at a workstation, ensure all ATC tasks arecompleted according to their priority of duties.b. Multiple controller operation shall be accomplishedaccording to facility directives.13−2−4Ocean21 − Oceanic
2/19/04<strong>7110.65P</strong>Appendix A.<strong>Air</strong>craft InformationTYPE ENGINE ABBREVIATIONSPTJCLIMB AND DESCENT RATESpistonturbopropjetClimb and descent rates based on average en routeclimb/descent profiles at median weight betweenmaximum gross takeoff and landing weights.SRSSRS means “same runway separation;” categorizationcriteria is specified in para 3−9−6, Same RunwaySeparation.MANUFACTURERSListed under the primary manufacturer are otheraircraft manufacturers who make versions of some ofthe aircraft in that group.AIRCRAFT WEIGHT CLASSESa. Heavy. <strong>Air</strong>craft capable of takeoff weights ofmore than 255,000 pounds whether or not they areoperating at this weight during a particular phase offlight.b. Large. <strong>Air</strong>craft of more than 41,000 pounds,maximum certificated takeoff weight, up to 255,000pounds.c. Small. <strong>Air</strong>craft of 41,000 pounds or lessmaximum certificated takeoff weight.STAGE 3 AIRCRAFT DESIGNATORSStage 3 aircraft designators such as B72Q, B73Q,DC8Q, DC9Q may only be used <strong>with</strong>in the U.S.These designators will not be recognized in Canadianairspace or any other airspace outside the U.S. Thesespecial Stage 3 aircraft designators will be eliminatedin the near future. Operators using the Stage 3designators should begin using the appropriateaircraft type designator <strong>with</strong>in U.S. airspace as soonas practical.NOTE−* Denotes single-piloted military turbojet aircraft or aircraft to receive the same procedural handling as a single-pilotedmilitary turbojet aircraft.*** Denotes amphibian aircraft.+ Denotes aircraft weighing between 12,500 lbs. and 41,000 lbs. For Class B <strong>Air</strong>space rules, these aircraft are “large,turbine−engine powered aircraft.”<strong>Air</strong>craft Information− Fixed−Wing <strong>Air</strong>craftA−1
<strong>7110.65P</strong> CHG 1 8/5/04Fixed-Wing <strong>Air</strong>craftADAM AIRCRAFT (USA)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)A−500, CarbonAero A500 2P/S IIAERMACCHI SpA (Italy)(Also AGUSTA, SIAI−MARCHETTI)Model Type Designator Description Performance InformationNumber & Type Engines/Weight ClassClimb Rate(fpm)Descent Rate(fpm)AMX AMX* 1J/S+ IIIFN−333 Riviera*** FN33 1P/S IMB−290TP Redigo L90 1T/S IMB−326 M32 1J/S IIIMB−339 M339* 1J/S IIISF−205−18F/20F S05F 1P/S ISF−205−18R/20R/22R S05R 1P/S IS−208 S208 1P/S IS−211 S211 1T/S ISF−260 A/B/C/D/E/F/M/W, Warrior F260 1P/S ISF−260TP F26T 1T/S 1,800 1,100 ISF−600A, SF−600TP Canguero F600 2T/S 2,100 IISRS Cat.AERONCA (USA− see Bellanca)AERO SPACELINES (USA)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm)(fpm)Super Guppy,Super Turbine GuppySGUP 4T/L 1,500 1,500 IIIAEROSPATIALE (France)(Also AEROSPATIALE/AERITALIA, ATR, ALENIA MORANE−SAULNIER, PZL−OKECIE, SOCATA, SUD, SUD−EST, TBM)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)ATR−42−200/300/320 AT43 2T/L 2,000 2,000 IIIATR−42−400 AT44 2T/L 2,000 2,000 IIIATR−42−500 AT45 2T/L 2,000 2,000 IIIATR−72 AT72 2T/L 2,000 2,000 IIIRallye, Rallye Club, Super Rallye, RALL 1P/S 750 750 IRallye Commodore, Minerva(MS−880 to 894)SE−210 Caravelle S210 2J/L 2,300 2,000 IIIA−2<strong>Air</strong>craft Information− Fixed−Wing <strong>Air</strong>craft
8/5/04<strong>7110.65P</strong> CHG 1Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)SN−601 Corvette S601 2J/S+ 2,500 2,000 IIITampico TB−9 TAMP 1P/S 600 700 ITBM TB−700 TBM7 1T/S 1,700 1,500 ITabago TB10C/200 TOBA 1P/S 700 700 ITrinidad TB−20/21 TRIN 1P/S 850 700 IAEROSPATIALE/BRITISH AEROSPACE (France/UK)(Also BAC, SUD, SUD−BAC)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)Concorde CONC 4J/H 5,000 5,000 IIIAIRBUS INDUSTRIES (International)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)A−300B2/4−1/2/100/200,A30B 2J/H 3,500 3,500 IIIA−300C4−200A−300B4 − 600 A306 2J/H 3,500 3,500 IIIA−310 (CC−150 Polaris) A310 2J/H 3,500 3,500 IIIA−319, ACJ A319 2J/L 3,500 3,500 IIIA−320 A320 2J/L 3,500 3,500 IIIA−321 A321 2J/L 3,500 3,500 IIIA−300ST Super Transporter, Beluga A3ST 2J/H IIIA−330−200 A332 2J/H 3,500 3,500 IIIA−330−300 A333 2J/H IIIA−340−200 A342 4J/H 3,500 3,500 IIIA−340−300 A343 4J/H IIIA−340−500 A345 4J/H IIIA−340−600 A346 4J/H IIIAIRCRAFT HYDRO−FORMING (USA)(Also BUSHMASTER)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)Bushmaster 2000 BU20 3P/S+ 2,000 2,000 IIIAIR TRACTOR, INC. (USA)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)AT−300/301/401 AT3P 1P/S 1,000 IAT−302/400/402 AT3T 1T/S IAT−501 AT5P 1P/S IAT−502/503 AT5T 1T/S IAT−602 AT6T 1T/S IAT−802 AT8T 1T/S+ III<strong>Air</strong>craft Information− Fixed−Wing <strong>Air</strong>craftA−3
<strong>7110.65P</strong> CHG 1 8/5/04ALON, INC. (USA)(Also AIR PRODUCTS, ERCO, FORNAIRE, FORNEY, MOONEY)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)A−2 <strong>Air</strong>coupe ERCO 1P/S 630 630 IANTONOV (Russia)Model Type Designator Description Performance InformationNumber & Type Engines/Weight ClassClimb Rate(fpm)Descent Rate(fpm)An−2 AN2 1P/S IAn−8 AN8 2T/L IIIAn−12 AN12 4T/L IIIAn−70 AN70 4T/H IIIAn−72/74 AN72 2J/L IIIAn−124 Rusian A124 4J/H IIIAn−140 A140 2T/L IIIAVIATION DEVELOPMENT (USA)Model Type Designator Description Performance InformationSRS Cat.Number & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)Alaskan Bushmaster ALBU 1P/S IBEAGLE AIRCRAFT (UK)(Also BEAGLE−AUSTER)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)A−109 <strong>Air</strong>edale AIRD 1P/S IB−121 Pup PUP 1P/S 575 750 IB−125 Bulldog BDOG 1P/S IB−206 Basset BASS 2P/S 1,200 1,300 IIBEECH AIRCRAFT COMPANY (USA)(Also CCF, COLEMILL, DINFIA, EXCALIBUR, FUJI, HAMILTON, JETCRAFTERS, RAYTHEON, SWEARINGEN, VOLPAR)Model Type Designator Description Performance InformationNumber & Type Engines/Weight ClassClimb Rate(fpm)Descent Rate(fpm)SRS Cat.1900 (C−12J) B190 2T/S+ 2,400 2,400 IIIB300 Super King <strong>Air</strong> 350 B350 2T/S+ 3,000 3,000 III100 King <strong>Air</strong> (U−21F Ute) BE10 2T/S 2,250 2,250 II17 Stagger Wing (UC−43 Traveler, BE17 1P/S 1,375 1,375 IYC−43 Traveler)Twin Beech 18/Super H18 BE18 2P/S 1,400 1,000 II18 (turbine) B18T 2T/S 2,000 2,000 II19 Musketeer Sport, Sport BE19 1P/S 680 680 I200, 1300 Super King <strong>Air</strong>,Commuter (C−12A to F, C−12L/R,UC−12, RC−12, Tp101, Huron)BE20 2T/S+ 2,450 2,500 IIIA−4<strong>Air</strong>craft Information− Fixed−Wing <strong>Air</strong>craft
8/5/04<strong>7110.65P</strong> CHG 1Model Type Designator Description Performance InformationNumber & Type Engines/Weight ClassClimb Rate(fpm)Descent Rate(fpm)23 Musketeer, Sundowner BE23 1P/S 740 800 I24 Musketeer Super, Sierra BE24 1P/S 1,000 1,000 I300 Super King <strong>Air</strong> BE30 2T/S+ 3,000 3,000 III33 Debonair, Bonanza (E−24) BE33 1P/S 1,000 1,000 I35 Bonanza BE35 1P/S 1,200 1,200 I36 Bonanza (piston) BE36 1P/S 1,100 1,100 I36 Bonanza (turbine) B36T 1/T/S I400 Beechjet, Hawker 400 (T−1BE40 2J/S+ 3,300 2,200 IIIJayhawk, T−400)50 Twin Bonanza (U−8D/E/G, RU−8 BE50 2P/S 1,600 1,600 IISeminole)55 Baron (T−42 Chochise, C−55, BE55 2P/S 1,700 1,700 IIE−2056 Turbo Baron BE56 2P/S II58 Baron BE58 2P/S 1,730 1,730 II60 Duke BE60 2P/S 1,600 1,600 II65 Queen <strong>Air</strong> (U−8F Seminole) BE65 2P/S 1,300 1,300 II70 Queen <strong>Air</strong> BE70 2P/S II76 Duchess BE76 2P/S 1,500 1,500 II77 Skipper BE77 1P/S 750 750 I80 Queen <strong>Air</strong> (Zamir) BE80 2P/S 1,275 1,275 II88 Queen <strong>Air</strong> BE88 2P/S II95 Travel <strong>Air</strong> BE95 2P/S 1,250 1,250 II99 <strong>Air</strong>liner BE99 2T/S 1,750 1,750 II90, A90 to E90 King <strong>Air</strong> (T−44BE9L 2T/S 2,000 2,000 IIV−C6)F90 King <strong>Air</strong> BE9T 2T/S 2,600 2,600 II2000 Starship STAR 2T/S+ 2,650 2,650 IIIPremier 1, 390 PRM1 2J/S+ 3,000 3,000 IIIT34A/B, E−17 Mentor (45) T34P 1P/S 1,150 1,150 IT−34C Turbo Mentor T34T 1T/S 1,100 1,000 IT−6A Texan II TEX2* 1T/S IU−21A/G, EU−21, JU−21, RU−21, U21 2T/S 2,000 2,000 IIUte (A90−1 to 4)QU−22 (1074/1079) U22 1P/S ISRS Cat.BELLANCA AIRCRAFT (USA)(Also AERONCA, CHAMPION, DOWNER, HINDUSTAN, NORTHERN)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)Aeronca Chief/Super Chief, Pushpak AR11 1P/S 500 500 IAeronca Sedan AR15 1P/S 500 500 I14 Junior, Cruiseair,B14A 1P/S 1,030 1,030 ICruiseair Senior Cruisemaster14 Bellanca 260/A/B/C B14C 1P/S 1,500 I17 Viking, Super Viking ,BL17 1P/S 1,100 1,100 ITurbo Viking19 Skyrocket BL19 1P/S I8 Decathlon, Scout BL8 1P/S 1,000 1,000 I<strong>Air</strong>craft Information− Fixed−Wing <strong>Air</strong>craftA−5
<strong>7110.65P</strong> CHG 1 8/5/04Model Type Designator Description Performance InformationNumber & Type Engines/Weight ClassClimb Rate(fpm)Descent Rate(fpm)Champion Lancer 402 CH40 2P/S 650 1,000 II7 ACA/ECA Champ, Citabria, CH7A 1P/S 750 750 I7 GCBC/KCAB Citabria CH7B 1P/S 1,100 1,100 IT−250 Aries T250 1P/S ISRS Cat.BOEING COMPANY (USA)(Also GRUMMAN, IAI, LOCKHEED−BOEING, MCDONNELL DOUGLAS, NORTHROP−GRUMMAN, ROHR)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)B−52 Stratofortress B52 8J/H 3,000 3,000 III707−100 (C−137B) B701 4J/H 3,500 3,500 III707−300(C−18, C−137C,B703 4J/H 3,500 3,500 IIIE−8J−Stars, EC−18, EC−137,KC−137, T−17)717−200 B712 2J/L III720 B720 4J/L 3,000 3,000 III727−100 (C−22) B721 3J/L 4,500 4,500 III727−200 B722 3J/L 4,500 4,500 III727−100RE Super 27 R721 3J/L 4,300 4,300 III727−200RE Super 27 R722 3J/L 4,300 4,300 III727 Stage 3 (−100 or −200) B72Q 3J/L 4,500 4,500 III737−100 B731 2J/L 3,000 3,000 III737−200 (Surveiller, CT−43, VC−96) B732 2J/L 3,000 3,000 IIIB737 Stage 3 B73Q 2J/L 3,000 3,000 III737−300 B733 2J/L 5,500 3,500 III737−400 B734 2J/L 6,500 3,500 III737−500 B735 2J/L 5,500 3,500 III737−600 B736 2J/L 4,000 4,000 III737−700, BBJ, C−40 B737 2J/L 4,000 4,000 III737−800, BBJ2 B738 2J/L 4,000 4,000 III737−900 B739 2J/L 4,000 4,000 III747−100 B741 4J/H 3,000 3,000 III747−200 (E−4, VC−25) B742 4J/H 3,000 3,000 III747−300 B743 4J/H 3,000 3,000 III747−400 (Domestic, no winglets) B74D 4J/H 3,000 3,000 III747−400 (International, winglets) B744 4J/H 3,000 3,000 III747SR B74R 4J/H 3,000 3,000 III747SP B74S 4J/H 3,000 3,000 III757−200 (C−32) B752 2J/L 3,500 2,500 III757−300 B753 2J/H 3,500 2,500 III767−200 B762 2J/H 3,500 3,500 III767−300 B763 2J/H 3,500 3,500 III767−400 B764 2J/H 3,500 3,500 III777−200 B772 2J/H 2,500 2,500 III777−300 B773 2J/H 2,500 2,500 IIIA−6<strong>Air</strong>craft Information− Fixed−Wing <strong>Air</strong>craft
8/5/04<strong>7110.65P</strong> CHG 1Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)747SCA Shuttle Carrier BSCA 4J/H IIIC−135B/C/E/K Stratolifter (EC−135, C135 4J/H 2,000 2,000 IIINKC−135, OC−135, TC−135,WC−135)C−17 Globemaster 3 C17 4J/H IIIC−97 Stratofreighter C97 4P/L 2,500 3,000 IIIKC−135A Stratotanker (J57 engines) K35A 4J/H 2,500 3,000 IIIKC 135D/E Stratotanker (TF33K35E 4J/H 5,000 3,000 IIIengines)KC 135R/T, C−135FR, Stratotanker K35R 4J/H 5,000 3,000 III(CFM56 engines)KE−3 KE3 4J/H 3,500 3,500 IIIRC−135 R135 4J/H 3,000 3,000 IIIE−3A (TF33), E−B/C. JE−3, Sentry E3TF 4J/H 3,500 4,000 IIIE−3A (CFM56), E−3D/F, Sentry E3CF 4J/H IIIE6 Mercury E6 4J/H 3,500 3,500 IIIE−767 E767 2J/H 2,500 2,500 III75 Kaydet (PT−13, PT−17, PT−18,PT−27, N2S)ST75 1P/S 840 840 IBOMBARDIER (Canada)(Also CANADAIR)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)BD−100 Challenger 300 CL30 2J/S+ 3,500 3,500 IIIBD−700 Global 500 GL5T 2J/L 3,500 3,500 IIIBRITISH AEROSPACE (BAe) (UK)(Also AIL, AVRO, BAC, BUCURESTI, DE HAVILLAND, HANDLEY−PAGE, HAWKER−SIDDELEY, JETSTREAM, KANPUR,MCDONNELL−DOUGLAS, RAYTHEON, SCOTTISH−AVIATION, VOLPAR)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)BAe 748 (Andover, C−91) A748 2T/L 2,500 2,000 IIIATP Advance Turboprop (ATP) ATP 2T/L 3,000 3,000 IIIBAC−111 One−Eleven BA11 2J/L 2,400 2,400 IIIBAC−167 Strikemaster JPRO 1J/S IIIBAe HS 125 Series 1/2/3/400/600 H25A 2J/S+ 2,500 2,000 IIIBAe−125−700/800 (C−29, U−125) H25B 2J/S+ 3,000 4,000 IIIBAe−125−1000 H25C 2J/S+ 3,000 4,000 IIIBAe−146−100 Statesman B461 4J/L 3,500 3,500 IIIBAe−146−200 Quiet Trader,B462 4J/L 3,500 3,500 IIIStatesmanBAe−146−300 B463 4J/L IIIBAe−3100 Jetstream 31 (T.Mk.3) JS31 2T/S+ 2200 2200 IIIBAe−3200 Jetstream Super 31 JS32 2T/S+ 2600 2600 IIIBAe−4100 Jetstream 41 JS41 2T/S+ 2200 III<strong>Air</strong>craft Information− Fixed−Wing <strong>Air</strong>craftA−7
<strong>7110.65P</strong> CHG 1 8/5/04Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)Harrier, Sea Harrier HAR* 1J/L 5,000 8,000 IIIHawk, T−45 Goshawk, CT−155HAWK 1J/S+ IIIHawkJetstream 1 JS1 2T/S+ 2,200 2,200 IIIJetstream 3 JS3 2T/S+ 2,200 2,300 IIIJetstream 200 JS20 2T/S+ 2,200 2,200 IIINimrod N1M 4J/L IIIRJ−70 RJ70 4J/L IIIRJ−85 RJ85 4J/L IIIRJ−100 RJ1H 4J/L IIITornado TOR 2J/L IIIBRITTEN NORMAN LTD. (A subsidiary of Pilatus <strong>Air</strong>craft LTD.) (UK)(Also AVIONS FAIREY, BAC, BUCURESTI, DE HAVILLAND, HAWKER−SIDDELEY, IRMA, PADC, ROMAERO, VICKERS)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)BN−2, BN−2A/B Islander, Defender, BN2P 2P/S 1,250 1,250 IIMaritime DefenderBN−2T Turbine Islander,BN2T 2T/S 1,500 1,500 IITurbine DefenderTrident TRID 3J/L 3,000 3,000 IIIBN−2A Mk3 Trislander TRIS 3P/S 1,200 1,000 IIIVC−10 VC10 4J/H 1,900 2,000 IIIViscount VISC 4T/L 1,200 1,500 IIIBUSHMASTER AIRCRAFT CORP. (USA—see <strong>Air</strong>craft Hydro Forming)CAMAIR AIRCRAFT CORP. (USA)(Also RILEY, TEMCO)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)480 Twin Navion 480 TNAV 2P/S 1,800 2,000 IICANADAIR BOMBARDIER LTD. (Canada)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)CL−41 Tutor (CT−114) CL41 1J/S IIICL−44 Forty Four CL44 4T/L IIICL−44−O Guppy CL4G 4T/L IIICL−66, CV−580 (CC−109CVLT 2T/L 1,500 1,500 IIICosmopolitan)CL−600/Challenger 699/601/604CL60 2J/L 2,250 3,000 III(CC−144, CE−144)CL−600 Regional Jet CRJ−100,RJ−100CRJ1 2J/L IIIA−8<strong>Air</strong>craft Information− Fixed−Wing <strong>Air</strong>craft
8/5/04<strong>7110.65P</strong> CHG 1Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)CL−600, Regional Jet CRJ−200,CRJ2 2J/L IIIRJ−200CL−600 Regional Jet CRJ−700 CRJ7 2J/L IIICL−600 Regional Jet CRJ−900 CRJ9 2J/L IIIT−33, CT−133 Silver Star (CL−30) T33 1J/L 2,000 2,000 IIICESSNA AIRCRAFT COMPANY (USA)(Also AVIONES−COLOMBIA, COLEMILL, DINFIA, ECTOR, FMA, FUJI, REIMS, RILEY, SUMMIT, WREN)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)A−37 Dragonfly (318D/E), OA−37 A37* 2J/S 3,370 3,000 III120 C120 1P/S 640 640 I140 C140 1P/S 640 640 I150, A150, Commuter, Aerobat C150 1P/S 670 1,000 I152, A152, Aerobat C152 1P/S 750 1,000 I170 C170 1P/S 690 1,000 I172, P172, R172, Skyhawk,C172 1P/S 650 1,000 IHawk XP, Cutlass (T−41, Mescalero)172RG, Cutlass RG C72R 1P/S 650 1,000 I175, Skylark C175 1P/S 850 1,000 I177, Cardinal C177 1P/S 850 1,000 I177, Cardinal RG C77R 1P/S 850 1,000 I180, Skywagon 180 (U−17C) C180 1P/S 1,130 1,130 I182, Skylane C182 1P/S 890 1,000 IR182, TR182 (Turbo) Skylane RG C82R 1P/S 890 1,000 I185, A185 Skywagon,C185 1P/S 1,000 1,000 ISkywagon 185, AgCarryall(U−17A/B)188, A188, T188 AgWagon,C188 1P/S 1,000 1,000 IAgPickup AgTruck, AgHusky190 C190 1P/S 1,090 1,090 I195 (LC−126) C195 1P/S 1,200 1,200 I205 C205 1P/S 965 1,000 I206, P206m T206m TP206, U206, C206 1P/S 975 1,000 ITU206, (Turbo) Super Skywagon,(Turbo) Super Skyland, (Turbo)Skywagon 206, (Turbo) Stationair,Turbo Stationair 6206 (turbine) C06T 1/T/S I207 (Turbo) Skywagon 207, (Turbo) C207 1P/S 810 1,000 IStationair 7/8207 (turbine) C07T 1T/S I208 Caravan 1, (Super)C208 1T/S 1,400 1,400 ICargomaster, Grand Caravan (C−98,U27)210, T210, (Turbo) Centurion C210 1P/S 900 1,000 IP210 Pressurized Centurion P210 1P/S 1,000 1,000 IP210 (turbine) C07T 1T/S IT303 Crusader C303 2P/S 3,500 3,000 II<strong>Air</strong>craft Information− Fixed−Wing <strong>Air</strong>craftA−9
<strong>7110.65P</strong> CHG 1 8/5/04Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)310, T310 (U−3, L−27) C310 2P/S 2,800 2,000 II320 (Executive) Skyknight C320 2P/S 2,900 2,000 II335 C335 2P/S 2,200 2,000 II336 Skymaster C336 2P/S 1,340 1,340 II337, M337, MC337,C337 2P/S 1,250 1,500 IIT337B/C/D/E/F/H (Turbo)Super Skymaster (O−2)T337G, P337 Pressurized Skymaster P337 2P/S 1,250 1,500 II340 C340 2P/S 2,900 2,000 II401, 402, Utililiner, Businessliner C402 2P/S 2,500 2,000 II402 (turbine) C02T 2T/S II404 Titan C404 2P/S 2,600 2,000 II404 (turbine) C04T 2T/S IIF406 Caravan 2, Vigilant F406 2T/S 1,850 II411 C411 2P/S 2,800 2,000 II414, Chancellor 414 C414 2P/S 2,300 2,000 II414 (turbine) C14T 2T/S II421, Golden Eagle, ExecutiveC421 2P/S IICommuter421 (turbine) C21T 2T/S II425, Corsair, Conquest 1 C425 2T/S 3,500 2,500 II441 Conquest, Conquest 2 C441 2T/S 4,200 3,000 II5000 Citation, Citation 1 C500 2J/S 3,100 3,500 III501 Citation 1SP C501 2J/S 4,300 3,000 III525 Citationjet Citation CJ1 C525 2J/S 3,000 III525A Citation CJ2 C25A 2J/S 3,870 III525B Citation CJ3 C25B 2J/S+ III526 Citationjet C526 2J/S 3,000 III550, S550, 552 Citation 2/S2/Bravo C550 2J/S+ 5,300 3,000 III(T−47, U−20)551 Citation 2SP C551 2J/S 5,300 3,000 III560 Citation 5/5 Ultra/5Ultra Encore C560 2J/S+ 6,000 3,500 III(UC−35, OT−47, TR−20)650 Citation 3/6/7 C650 2J/S+ 3,900 4,000 III680 Citation Sovereign C680 2J/S+ III750 Citation 10 C750 2J/S+ 3,500 3,500 IIIAW CAW 1P/S IO−1, TO−1, OE, L−19, TL−19 Bird O1 1P/S 1,150 1,150 IDog (305,321)T37 (318A/B/C) T37* 2J/S 3,000 3,000 IIIT−50 Bobcat (AT−8. AT−17, UC−78, T50 2P/S IICrane)DC−6 CDC6 1P/S IC−34/37/38/145/165, <strong>Air</strong>master CMAS 1P/S IA−10<strong>Air</strong>craft Information− Fixed−Wing <strong>Air</strong>craft
8/5/04<strong>7110.65P</strong> CHG 1CHAMPION (USA−see Bellanca <strong>Air</strong>craft)CHRISTEN INDUSTRIES, INC. (USA)(Also AVIAT)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)A−1 Huskey HUSK 1P/S 1,500 1,500 ICOLEMILL (USA) (See BEECH, PIPER, CESSNA)CONSTRUCCIONES AERONAUTICAS (CASA) (Spain)(Also NURTANIO, NUSANTARA)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)C−212 Aviocar (T−12, TE−12,TR−12, D−3, Tp89)C212 2T/S+ 900 900 IIICURTISS−WRIGHT CORP. (USA)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)C−46 Commando (CW−20) C46 2P/L 600 700 IIIDASSAULT−BREGUET (France)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)1150 Atlantic, Altantique 2 ATLA 2T/L IIIAlpha Jet AJET 2J/S IIIFalcon 10/100, Mystere 10/100 FA10 2J/S+ 2,300 1,600 IIIFalcon 20/100, Mystere 20/200,FA20 2J/S+ 2,000 2,200 IIIGardian (HU−25, (T−11, TM−11)Falcon 50, Mystere 50 (T−16) FA50 3J/S+ 1,800 1,600 IIIFalcon 900, Mystere 900 (T−18) F900 3J/L 2,000 1,700 IIIFalcon 2000 F2TH 2J/S+ 2,500 1,500 IIIJaguar JAGR 2J/S+ IIIMirage 2000, Vajara MIR2 1J/S+ IIIMirage 3/5/50 (F−103) MIRA 1J/S+ IIIMirage F1 (C−14, CE−14) MRF1 1J/S+ IIISuper Etendard ETAR 1J/S+ IIIDEHAVILLAND (Canada/UK)(Also AIRTECH, HAWKER−SIDDELEY, OGMA, RILEY, SCENIC)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)DH−106 Comet COMT 4J/L 2,900 2,000 IIIDHC−1 DHC1 1P/S 900 1,000 I<strong>Air</strong>craft Information− Fixed−Wing <strong>Air</strong>craftA−11
<strong>7110.65P</strong> CHG 1 8/5/04Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)DHC−2 Mk1 Beaver (U−6, L−20) DHC2 1P/S 840 1,000 IDHC−2 Mk3 Turbo Beaver DH2T 1T/S 1,220 1,000 IDHC−3 Otter (U−1, NU−1, UC) DHC3 1P/S 750 1,000 IDHC−3 Turbo Otter DH3T 1T/S IDHC−4 Caribou (C−7, CV−2) DHC4 2P/S+ 1,350 1,000 IIIDHC−5 (C−8, CV−7, CC−115,DHC5 2T/L 2,000 1,500 IIIC−115)DHC−6 Twin Otter (UV−18,DHC6 2T/S 1,600 1,800 IICC−138)DHC−7 Dash 7 (O−5, EO−5) DHC7 4T/L 4,000 4,000 IIIDHC8 – 100 Dash 8 (E−9, CT−142, DH8A 2T/L 1,500 1,500 IIICC−142)DHC8 – 200 Dash 8 DH8B 2T/L 1,500 1,500 IIIDHC8 – 300 Dash 8 DH8C 2T/L 1,500 1,500 IIIDHC8 – 400 Dash 8 DH8D 2T/L 2,500 2,500 IIIDH−104 Dove, Sea Devon DOVE 2P/S 1,420 1,420 IIDH−114 Heron HERN 4P/S+ 1,075 1,075 IIIDIAMOND (Canada)(Also HOAC)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)DA−20/22, DV−20 Katana,DV20 1P/S 730 − ISpeed KatanaDA−42 TwinStar DA42 2P/S 1,500 1,500 IIDORNIER GmbH (FRG)(Also CASA, HINDUSTAN. Also see FAIRCHILD−DORNIER)Model Type Designator Description Performance InformationNumber & Type Engines/Weight ClassClimb Rate(fpm)Descent Rate(fpm)SRS Cat.228 D228 2T/S+ 2,000 2,000 III328 D328 2T/S+ 2,000 2,000 III27 DO27 1P/S 700 800 IDo 28 A/B (Agur) DO28 2P/S 1,500 1,500 IIDo 28D/D−1/D−2, 128−2D28D 2P/S 1,000 − IISkyservantDo−28D−6, 128−6 TurboSkyservantD28T 2T/S 1,500 − IIEMBRAER (Brazil)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)CBA−123 Vector VECT 2T/S+ IIIEMB−110/111 Bandeirante (C−95, E110 2T/S+ 1,500 1,500 IIIEC−95, P−95, R−95, SC−95)EMB−120 Brasilia (VC−97) E120 2T/S+ 2,300 2,300 IIIA−12<strong>Air</strong>craft Information− Fixed−Wing <strong>Air</strong>craft
8/5/04<strong>7110.65P</strong> CHG 1Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)EMB−121 Xingu (VU−9, EC−9) E121 2T/S+ IIIEMB−135, ERJ−135/140 E135 2J/L 2,410 2,030 IIIEMB−145, ERJ−145 (R−99) E145 2J/L 2,350 2,190 IIIEMB−145XR E45X 2J/L IIIEMB−170/175 E170 2J/L IIIEMB−190/195 E190 2J/L IIIEXTRA (FRG)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)200 E200 1P/S 1,000 1,000 I230 E230 1P/S 1,500 1,500 I300, 350 E300 1P/S 2,500 1,500 I400 E400 1P/S 1,500 1,500 I500 E500 1T/S 1,800 1,800 IFAIRCHILD DORNIER (USA/FRG)(Also CONAIR, FAIRCHILD−HILLER, FLEET, FOKKER, KAISER, PILATUS, SWEARINGEN)Model Type Designator Description Performance InformationNumber & Type Engines/Weight ClassClimb Rate(fpm)Descent Rate(fpm)228 D228 2T/S+ 2,000 2,000 III328 D328 2T/S+ 2,000 2,000 III328JET, Envoy 3 J328 2J/S+ III728JET, Envoy 7 J728 2J/L IIISRS Cat.FAIRCHILD INDUSTRIES (USA)(Also CONAIR, FAIRCHILD−HILLER, FLEET, FOKKER, KAISER, PILATUS, SWEARINGEN)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)A−10, OA−10 Thunderbolt 2 A10* 2J/L 6,000 5,000 IIIC−119, R4Q Flying Box Car (F−78) C119 2P/L 750 750 IIIC−123 Provider C123 2P/L 890 1,000 IIIF−27, FH−227 F27 2T/L 3,000 3,000 IIIM−62 (PT−19/23/26, T−19 Cornell) FA62 1P/S 650 650 IPilatus/Peacemaker/Porter PC6P 1P/S 580 600 IPC−6 Heli−Porter PC6T 1T/S 580 600 IMerlin 2 SW2 2T/S 2,350 2,500 IISA−226TB, SA−227TT Merlin 3, SW3 2T/S+ 2,350 2,500 IIIFairchild 300SA−226AC, SA−227AC/AT Metro,Merlin 4, ExpediterSW4 2T/S+ 2,400 2,500 III<strong>Air</strong>craft Information− Fixed−Wing <strong>Air</strong>craftA−13
<strong>7110.65P</strong> CHG 1 8/5/04FOKKER BV (Netherlands)(Also FAIRCHILD, FAIRCHILD−HILLER)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)F−27 Friendship, Troopship,F27 2T/L 3,000 3,000 IIIMaritime (C−31, D−2)F−28, Fellowship F28 2J/L 4,650 2,000 III50, Maritime Enforcer F50 2T/L 3,500 3,500 III60 F60 2T/L 3,500 3,500 III70 F70 2J/L 4,500 3,000 III100 F100 2J/L 3,500 3,500 IIIGAF (Australia)N2/22/24 Nomad, Floatmaster,Missionmaster, SearchmasterModel Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)NOMA 2T/S 1,300 1,100 IIGATES LEARJET CORP. (USA)(Also LEAR JET, LEARJET, SHIN MEIWA)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)23 LJ23 2J/S 4,500 4,000 III24 LJ24 2J/S+ 4,500 4,000 III25 LJ25 2J/S+ 4,500 4,000 III28, 29 LJ28 2J/S+ 4,500 4,000 III31 LJ31 2J/S+ 4,500 4,000 III35, 36 (C−21, RC−35, RC−36, U−36) LJ35 2J/S+ 4,500 4,000 III40 LJ40 2J/S+ III55 LJ55 2J/S+ 5,000 4,000 III60 LJ60 2J/S+ 5,000 4,000 IIIGENERAL DYNAMICS CORP. (USA)(Also BOEING CANADA, CANADAIR, CANADIAN VICKERS, CONSOLIDATED, CONVAIR, FOKKER, GRUMMAN,KELOWNA, LOCKHEED, LOCKHEED MARTIN, MITSUBISHI, SABCA, SAMSUNG, TUSAS)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)Canso/Catalina*** CAT 2P/S+ 600 600 IIIConvair 990 CV99 4J/L 2,500 2,500 IIIConvair 240/340/440, Liner,CVLP 2P/L 1,000 800 IIIHC−131Convair 540/580/600/640 CVLT 2T/L 1,500 1,500 IIIF−111, EF−111, (RF−111 Aardvark, F111* 2J/L 5,000 5,000 IIIRavenF−16 A/B/C/D/N, NF−16, TF−16 F16* 1J/L 8,000 5,000 IIIFighting Falcon, Netz, Barak,BrakeetF−16XL Fighting Falcon F16X* 1J/L IIIValiant VALI 1P/S 600 750 IA−14<strong>Air</strong>craft Information− Fixed−Wing <strong>Air</strong>craft
8/5/04<strong>7110.65P</strong> CHG 1GREAT LAKES (USA)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)2T−1 Sport Trainer, Sport G2T1 1P/S 1,000 800 IGROB (FRG)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)G109 Ranger (Vigilant) G109 1P/S 600 600 IG115 A/B/C/D/E, Bavarian (Heron), G115 1P/S 1,200 1,100 ITutoaG−120 G120 1P/S 1,280 IGRUMMAN AEROSPACE CORP. (USA)(Also AERO MOD, AMERICAN GENERAL, GRUMMAN AMERICAN, GULFSTREAM AMERICANMID−CONTINENT, NORTHROP GRUMMAN, SERV−AERO)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)A−6, EA−6, KA−6 Intruder,A6* 2J/L 7,500 5,000 IIIProwler (G−128)AA1 Trainer,Tr2, T−Cat, Lynx AA1 1P/S 850 1,250 IAA−5, Traveller, Cheetah Tiger AA5 1P/S 660 1,000 IC−1, TF Trader (G−96) G96 2P/S+ IIIC−2 Greyhound C2 2T/L 1,000 2,200 IIIE−2, TE−2, Hawkeye, Daya E2 2T/L 2,690 3,000 IIIF−3F (G−11/32), Replica F3F 1P/S IF−6F Hellcat (G−50) HCAT 1P/S+ IIIF−7F Tigercat (G−51) TCAT 2P/S+ IIIF−9F Panther (G−79) F9F 1JS+ IIIF−14 Tomcat F14* 2J/L 6,000 4,000 IIIG−164 Ag−Cat, Super Ag−Cat G164 1P/S 1,500 1,500 IG164 Turbo Ag−Cat G64T 1T/S 1,500 1,500 IG−21 A/38/39 Goose (JRF)*** G21 2P/S 1,000 1,000 IIIG−44 Widgeon (J4F)*** G44 2P/S 1,000 1,500 IIIG−73 Mallard*** G73 2P/S+ 1,600 1,600 IIIG−73T Turbo Mallard*** G73T 2T/S+ IIIG−1159, G−1159B GulfstreamGLF2 2J/L 5,000 4,000 III2/2B/2SP (C−20J, VC−111)GA−7 Cougar GA7 2P/S 1,600 1,500 IIHU−16, SA−16, UF AlbatrossU16 2P/S+ 1,500 1,500 III(G−64/111)***OV−1, RV−1, AO−1 MohawkV1 2T/S+ 2,100 1,300 III(G−134)S−2, S2F, P−16 Tracker (G−89) S2P 2P/S+ IIIS−2 Turbo Tracker S2T 2T/S+ IIIX−29 (712) X29 1J/S+ III<strong>Air</strong>craft Information− Fixed−Wing <strong>Air</strong>craftA−15
<strong>7110.65P</strong> CHG 1 8/5/04GULFSTREAM AEROSPACE CORP. (USA)(Also GRUMMAN, GRUMMAN AMERICAN, GULFSTREAM, GULFSTREAM AMERICAN, IAI)Model Type Designator Description Performance InformationNumber & Type Engines/Weight ClassClimb Rate(fpm)Descent Rate(fpm)690 Jetprop Commander 840/900 AC90 2T/S 2,500 2,500 II695 Jetprop Commander 980/1000 AC95 2T/S 2,500 2,500 IIAA−1 T−Cat, Lynx AA1 1P/S 850 1,250 IAA−5 Traveler, Cheetah, Tiger AA5 1P/S 660 1,000 IGA−7 Cougar GA7 2P/S 1,600 1,500 IIGAC 159−C, Gulfstream 1 G159 2T/S+ 2,000 2,000 IIIG−1159, G−1159B/TT Gulfstream GLF2 2J/L 5,000 4,000 III2/2B/2SP/2TTG−1159A Gulfstream 3/SRA−1,GLF3 2J/L 5,000 4,000 IIISMA−3 (C20A/B/C/D/E)G−1159C Gulfstream 300/4/4SP/ GLF4 2J/L 5,000 4,000 III400/SRA−4 (C−20F/G/H, S102,Tp102, U−4)G−1159D Gulfstream 5/500/550(C−37)GLF5 2J/L 5,000 4,000 IIIHAMILTON AVIATION (USA)(Also VOLPAR)Model Type Designator Description Performance InformationNumber & Type Engines/Weight ClassClimb Rate(fpm)Descent Rate(fpm)Westwind 2/3 B18T 2T/S 2,000 2,000 IILittle Liner BE18 2P/S 1,400 1,000 IIT−28 Nomair T28 1P/S 2,500 2,500 ISRS Cat.SRS Cat.HANDLEY PAGE (UK)(Also BRITISH AEROSPACE, JETSTREAM, SCOTTISH AVIATION, VOLPAR)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)HP−137 Jetstream 1 JS1 2T/S+ 2,200 2,200 IIIHP−137 Jetstream 200 (T.Mk1/2) JS20 2T/S+ 2,200 2,200 IIIHELIO AIRCRAFT COMPANY (USA)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)H−391/392/395/250/295/700/800, COUR 1P/S 850 1,000 IHT−295 Courier, Strato−Courier,Super Courier (U−10)HST−550 Stallion (AU−24) STLN 1T/S 2,200 2,200 IH−500 Twin Courier (U−5) TCOU 2P/S 1,250 1,500 IIHFB (FRG)(Also MBB)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)HFB−320 Hansa HF20 2J/S+ 4,500 4,500 IIIA−16<strong>Air</strong>craft Information− Fixed−Wing <strong>Air</strong>craft
2/19/04<strong>7110.65P</strong>HOWARD (USA)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)250, 350 L18 2P/L 1,800 2,000 IIIDGA−15 (GH Nightingale, NH) DG15 1P/S 1,000 1,000 IIAI (Israel)(Also ISRAEL AIRCRAFT INDUSTRIES, ASTRA, GULFSTREAM)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)101 Avara, 102, 201, 202 ARVA 2T/S+ 1,300 1,000 III1123 Westwind WW23 2J/S+ 4,000 3,500 III1124 Westwind WW24 2J/S+ 4,000 3,500 III1125 Gulfstream 100, (C−38) ASTR 2J/S+ 4,000 3,500 III1126 Gulfstream 200 GALX 2J/S+ IIIGulfstream 150 G150 2J/S+ IIIILYUSHIN (Russia)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)A−50, Be−976 A50 4J/H IIIIl−14 IL14 2P/S+ IIIIl−18/20/22/24, Bizon, Zebra IL18 4T/L IIIIl−28 IL28 2J/L IIIIl−38 IL38 4J/L IIIIL−62 IL62 4J/H 3,500 2,500 IIIIL−76/78/82, Gajaraj IL76 4J/H 3,000 2,500 IIIIl−86/87 IL86 4J/H IIIIl−96 IL96 4J/H IIIIl−103 I103 1P/S IIl−114 I114 2T/L IIIJETSTREAM (UK − see British Aerospace)LAKE AIRCRAFT (USA)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)LA−250/270 (Turbo) Renegade,LA25 1P/S 700 700 ISeawolf, SeaFury***LA−4/200, Buccaneer*** LA4 1P/S 1,100 1,000 I<strong>Air</strong>craft Information− Fixed−Wing <strong>Air</strong>craftA−17
<strong>7110.65P</strong> 2/19/04LOCKHEED CORP. (USA)(Also AERITALIA, CANADAIR, FIAT, FOKKER, HOWARD, LEAR, LOCKHEED−BOEING, LOCKHEED−MARTIN, MBB,MESSERSCHMITT, MITSUBISHI, PACAERO, ROCKWELL, SABCA)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)B−34, PV Venture, HarpoonL37 2P/S+ III(L−15/137/237)C−5 Galaxy (L−500) C5 4J/H 2,500 2,000 IIIC−130A/B/E/F/H, CC−130, DC−130, C130 4T/L 1,500 1,500 IIIEC−130/E/G/H/Q, HC−130, JC−130,KC−130B/F/H/R/T, LC−130,MC−130, NC−130, RC−130, TC−130,VC−130, WC−130E/H, T−10, TK−10,TL−10, Tp84 Hercules, Spectre, Aya,Karnaf, Sapeer (L−100/182/282/382)C−141 Starlifter (L−300) C141 4J/H 3,500 3,000 IIIL−049/749/1049 Constellation, Super CONI 4P/L 1,700 1,700 IIIConstellation, Starliner (C−121,RC−121, EC−121, VC−121, WV,R7V, Warning Star)F−22 Raptor (L−645) F22* 2J/L IIIF−104, RF−104, TF−104 Starfighter F104* 1J/L 5,000 4,000 III(L583/683)F−117 Nighthawk F117 2J/L IIIL−1011 Tri−Star (all series) L101 3J/H 3,500 3,000 IIIL−18 Lodestar (C−56/57/59/60, R50, L18 2P/L 1,800 2,000 IIIXR50)L−188 Electra L188 4T/L 1,850 2,000 IIIL−1329 Jetstar 6/8 L29A 4J/L 4,000 3,500 IIIL−1329−5 Jetstar 2/731 L29B 4J/L 4,000 3,000 IIIP−2D to H, SP−2, P2V NeptuneP2 2P/L III(L−426/726/826)P−3, AP−3, EP−3, NP−3, RP−3,P3 4T/L 1,850 2,000 IIITP−3, UP−3, VP−3, WP−3, CP−140Orion, Aurora, Arcturus(L−85/285/685/785)P−38, F−5 LightningP38 2P/S+ III(L−222/322/422)S−3, ES−3, US−3 Viking (L−394) S3 2J/L 2,000 2,000 IIISR−71 Blackbird SR71 2J/L IIIT−33, AT−33, NT−33, RT−33T33* 2J/L 2,000 2,000 IIIShooting Star, T−Bird (L−580)U−2, ER−2 U2* 1J/S+ 6,000 6,000 IIIMARTIN COMPANY (USA)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)404 M404 2P/L 1,600 1,500 IIIB−26 Marauder (179) B26M 2P/S+ IIIWB−57 (272) WB57 2J/L IIIA−18<strong>Air</strong>craft Information− Fixed−Wing <strong>Air</strong>craft
2/19/04<strong>7110.65P</strong>MAULE AIRCRAFT CORP. (USA)(Also SAASA)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)M−4 Bee Dee, Jetasen, Rocket,M4 1P/S 1,000 1,000 IAstro Rocket, Strata RocketM−5, Strata Rocket, Lunar Rocket, M5 1P/S 1,000 1,000 IPatrollerM−6 Super−Rocket M6 1P/S 1,500 1,000 IM−7−235/260, MT−7−235/260,M7 1P/S 825 IMX−7−160/180/235,MXT−7−160/180 Super Rocket, StarRocket, Comet, Star Craft, Orion,SportplaneM−7−420, MT−7−240, MX−7−420, M7T 1T/S 4,500 IMXT−7−420 Star CraftM−8 M8 1P/S IMCDONNELL−DOUGLAS CORP. (USA)(Also ASTA, BOEING, DOUGLAS, GAF, LISUNOV, MITSUBISHI, ON MARK, SHANGHAI, VALMET)Model Type Designator Description Performance InformationNumber & Type Engines/Weight ClassClimb Rate(fpm)Descent Rate(fpm)SRS Cat.Skywarrior A3* 2J/L 5,000 6,000 IIIA−4, OA−4, TA−4 Skyhawk A4* 1J/S+ 5,000 5,000 IIIInvader B26 2P/L 1,000 1,000 IIIYC−15 C15 4J/L IIIC−17 Globemaster 3 C17 4J/H IIIDC−10 (KC−10 Extender, KDC−10, DC10 3J/H 2,400 2,000 IIIMD−10)Skytrain (C−47, C−53, C−117 A/B/C, DC3 2P/S+ 1,200 1,200 IIIR4D 1 to 7)Super DC−3 (C−117D, R4D 8) DC3S 2P/S+ 1,330 1,330 IIISkymaster DC4 4P/L 2,300 2,300 IIIDC−6/B Liftmaster DC6 4P/L 1,000 1,000 IIIDC−7/B/C Seven Seas DC7 4P/L 1,250 1,250 IIIDC−8−50, Jet Trader DC85 4J/H 4,000 4,000 IIIDC−8−60 DC86 4J/H 4,000 4,000 IIIDC−8−70 DC87 4J/H 5,000 4,000 IIIDC−8 Stage 3 (US Only) DC8Q 4J/H 4,000 4,000 IIIDC−9 Stage 3 (US Only) DC9Q 2J/L 3,000 3,000 IIIDC−9−10 DC91 2J/L 3,000 3,000 IIIDC−9−20 DC92 2J/L 3,000 3,000 IIIDC−9−30 (C−9, VC−9, Nightingale, DC93 2J/L 3,000 3,000 IIISkytrain 2)DC−9−40 DC94 2J/L 3,000 3,000 IIIDC−9−50 DC95 2J/L 3,000 3,000 IIIF−15 Eagle, Baz, Akef, Ra’am F15* 2J/L 8,000 5,000 IIIFA−18, CF−18, CF−188, EF−18,F18* 2J/L 8,000 6,000 IIIC−15, CE−15, AF−18,ATF−18 Hornet, Super HornetF−4, RF−4, QF−4 Phantom 2/2000,KurnassF4* 2J/L 8,000 6,000 III<strong>Air</strong>craft Information− Fixed−Wing <strong>Air</strong>craftA−19
<strong>7110.65P</strong> 2/19/04Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)MD−11 MD11 3J/H IIIMD−81 MD81 2J/L 3,500 3,000 IIIMD−82 MD82 2J/L 3,500 3,000 IIIMD−83 MD83 2J/L 3,500 3,000 IIIMD−87 MD87 2J/L 3,500 3,000 IIIMD−88 MD88 2J/L 3,500 3,000 IIIMD−90 MD90 2J/L IIIMESSERSCHMITT (FRG)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)Bf−108 Taifun ME08 1P/S 400 500 IBf−109 ME09 1P/S IMe−262, Replica ME62 2J/S+ IIIMESSERSCHMITT−BOLKOW (FRG)(Also BOLKOW, HFB, NORD, SIAT)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)223 Flamingo S223 1P/S IBO−209 Monsun B209 1P/S 1,100 1,100 IMITSUBISHI AIRCRAFT INTERNATIONAL INC. (USA/Japan)(Also BEECH, RAYTHEON)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)A6M Zero ZERO 1P/S IF−1 F1 2J/S+ IIIF−2 F2 1J/L 8,000 5,000 IIIF−86 Sabre F86 IJ/L 4,000 4,000 IIIMU−2, Marquise, Solitaire (LR−1) MU2 2T/S 3,500 3,000 IIMU−300 Diamond MU30 2J/S+ 3,500 4,000 IIIT−2 MT2 2J/S+ IIIMOONEY AIRCRAFT CORP. (USA)(Also AEROSTAR)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)A−2 <strong>Air</strong>coupe ERCO 1P/S 630 630 IM−10 Cadet M10 1P/S 800 800 IM−18 Mite, Wee Scotsman MITE 1P/S 750 750 IA−20<strong>Air</strong>craft Information− Fixed−Wing <strong>Air</strong>craft
2/19/04<strong>7110.65P</strong>Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)M−20,M20P 1P/S 1,000 1,000 IM−20/A/B/C/D/E/F/G/J/L/R/S,Mark 21, Allegro, Eagle, Ranger,Master, Super 21, Chaparral,Executive, Statesman, Ovation, 201,202, 205, 220, ATS, MSE,PFM (nonturbocharged engine)M−20K/M, Encore, Bravo, 231, 252, M20T 1P/S 1,500 1,200 ITLS, TSE (turbocharged engine)M−22, Mustang M22 1P/S 1,300 1,300 IMUDRY (France)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)CAP−10 CP10 1P/S 1,500 2,000 ICAP−20 CP20 1P/S 1,500 2,000 ICAP−21 CP21 1P/S ICAP−230/231/232 CP23 1P/S ID−140 Mousquetaire D140 1P/S INAMC (Japan)(Also MITSUBISHI)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)YS−11 YS11 2T/L 1,500 1,500 IIINAVION (USA)(Also CAMAIR, RILEY, TEMCO)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)Rangemaster RANG 1P/S 1,250 1,500 INOORDYUN AVIATION LTD. (Canada)(Also CCF)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)Norseman Mk 4/5/6 NORS 1P/S 700 1,000 I<strong>Air</strong>craft Information− Fixed−Wing <strong>Air</strong>craftA−21
<strong>7110.65P</strong> 2/19/04NORD (France)(Also AEROSPATIALE, HOLSTE, NORDFLUG, TRANSALL)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)Transall C−160 C160 2T/L 2,000 2,000 III260 Super Broussard N260 2T/S+ 2,500 2,000 III262, Frégate, Mohawk 298 N262 2T/S+ 2,500 2,000 III1000, 1001, 1002 Pingouin ME08 1P/S 400 500 III1101, 1102, Noralpha, Ramier N110 1P/S I1200 to 1204 Norecrin N120 1P/S I2501 to 2508 Noratlas NORA 2P/L 1,500 1,500 III3202 N320 1P/S I3400 N340 1P/S ISV−4 SV4 1P/S INORTHERN AVIATION (USA−see Bellanca)NORTHROP CORP. (USA)(Also CANADAIR, CASA, AIDC, F+W EMMEN, KOREAN AIR, NORTHROP GRUMMAN)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)B−2 Spirit B2 4J/H IIIC−125 Raider C125 3P/L IIIE−2 Hawkeye E2 2T/L 2,690 3,000 IIIF−5, RF−5 Freedom Fighter, Tiger 2, F5* 2J/S+ 8,000 5,000 IIITigereye (N−156C/F)P−61 Black Widow P61 2P/S+ IIIT−38, AT−38 Talon (N−156T) T38* 2J/S+ 8,000 5,000 IIIPARTENAVIA (Italy)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)AP−68TP−300 Spartacus P68T 2T/S 1,500 1,500 IIAP−68TP−600 Viator VTOR 2T/S 1,500 1,500 IIP−57 Fachiro 2 P57 1P/S IP−64/66 Oscar, Charlie OSCR 1P/S 800 1,000 IP68,Victor, Observer P68 2P/S 1,200 1,000 IPIAGGIO (Industrie Aeronautiche E Meccaniche Rinaldo Piaggio SpA) (Italy)(Also PIAGGIO−DOUGLAS, TRECKER)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)P−136*** P136 2P/S 1,250 1,500 IIP−148 P148 1P/S IP−149 P149 1P/S IP−166, P−166A/B/C/DL2/M/S,Portofino, AlbatrossP66P 2P/S 1,350 1,500 IIA−22<strong>Air</strong>craft Information− Fixed−Wing <strong>Air</strong>craft
2/19/04<strong>7110.65P</strong>Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)P−166DL3/DP1 P66T 2T/S IIP−180 Avanti P180 2T/S IIPD−808 P808 2J/S+ 4,000 3,500 IIIPILATUS FLUGZEUGWERKE AG (Switzerland)(Also FAIRCHILD, FAIRCHILD−HILLER)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)P−2 PP2 1P/S IP−3 PP3 1P/S IPC−6 Porter PC6P 1P/S 600 600 IPC−6A/B/C Turbo Porter (UV−20 PC6T 1T/S 1,250 1,500 IChiricahua)PC−7 Turbo Trainer (AT−92, Astra) PC7 1T/S 2,800 IPC−9, Hudurnik PC9 1T/S IPC−12, Eagle PC12 1T/S 1,900 IPIPER AIRCRAFT CORP. (USA)(Also AEROSTAR, AICSA, CHINCUL, COLEMILL, EMBRAER, INDAER CHILE, JOHNSTON, MACHEN,MILLER, NIEVA, SCHAFER, SEGUIN, PZL−MIELEC, TED SMITH, WAGAERO)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)AP−60, Aerostar AEST 2P/S 1,500 1,500 IIJ−2 Cub J2 1P/S 500 500 IJ−3 Cub (L−4, NE) J3 1P/S 500 500 IJ−4 Cub Coupe J4 1P/S 500 500 IJ−5 Cub Cruiser (L−14, AE) J5 1P/S 500 500 IPA−11 Cub Special (L−18B) PA11 1P/S 500 500 IPA−12 Super Cruiser PA12 1P/S 600 600 IPA−14 Family Cruiser PA14 1P/S 600 600 IPA−15 Vagabond PA15 1P/S 500 500 IPA−16 Clipper PA16 1P/S 500 500 IPA−17 Vagabond, Vagabond Trainer PA17 1P/S 500 500 IPA−18 Super Cub (L−18C, L−21, PA18 1P/S 1,000 1,000 IU−7)PA−20 Pacer PA20 1P/S 850 1,000 IPA−22 Tri−Pacer, Caribbean, Colt PA22 1P/S 1,000 1,000 IPA−23−150/160 Apache PA23 2P/S 1,050 1,000 IIPA−24 Comanche PA24 1P/S 900 1,000 IPA−25 Pawnee PA25 1P/S 650 650 IPA−23−235/250 Aztec, Turbo Aztec PA27 2P/S 1,500 1,500 II(U−11, E−19, UC−26)PA−28−140/150/151/160/161/180/181Archer, Cadet,Cherokee, CherokeeArcher/Challenger/Chief/Cruiser/Flite Liner/WarriorP28A 1P/S 750 1,000 I<strong>Air</strong>craft Information− Fixed−Wing <strong>Air</strong>craftA−23
<strong>7110.65P</strong> 2/19/04Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)PA−28−201T/235/236 Cherokee,P28B 1P/S 900 1,000 ICherokee Charger/Pathfinder,Dakota, Turbo DakotaPA−28R−1802/3, Turbo ArrowP28R 1P/S 750 1,000 I3/200/201 Cherokee Arrow, ArrowPA−28RT Arrow 4, Turbo Arrow 4 P28T 1P/S 900 1,000 IPA−30/39 Twin Comanche, Twin PA30 2P/S 1,500 1,500 IIComanche CR, Turbo TwinComanchePA−31/31P Navajo, NavajoPA31 2P/S 1,500 1,500 IIChieftain, Chieftain, PressurizedNavajo, Mohave, T−1020PA−32 Cherokee Six, Six, Saratoga, PA32 1P/S 850 1,000 ITurbo Saratoga, 6, 6XTPA−32R Cherokee Lance, Lance, P32R 1P/S 850 1,000 ISaratoga SP/2 HP/2TC, TurboSaratoga SPPA−32RT Lance 2, Turbo Lance 2 P32T 1P/S 850 1,000 IPA−34 Seneca PA34 2P/S 1,300 1,300 IIPA−36 Pawnee Brave PA36 1P/S 800 1,000 IPA−38 Tomahawk PA38 1P/S 750 750 IPA−44, Seminole, Turbo Seminole PA44 2P/S 1,100 1,000 IIPA−46 310P/350P Malibu, Malibu PA46 1P/S 1,000 1,000 IMiragePA−46−500TP Malibu Meridian P46T 1T/S 1,500 1,500 IPA−31T3−500 T−1040 PAT4 1P/S 1,300 1,200 IPA−31T1−500 Cheyenne 1 PAY1 2T/S 2,200 2,000 IIPA−31T−620.T2−620 Cheyenne,PAY2 2T/S 2,400 2,000 IICheyenne 2PA−42−720 Cheyenne 3 PAY3 2T/S 2,400 2,000 IIPA−42−1000 Cheyenne 400 PAY4 2T/S 2,500 2,000 IIPA−28R−300 Pillán PILL 1P/S 750 1,000 I108 Voyager, Station Wagon 108 S108 1P/S 800 800 IPITTS AEROBATICS (Manufactured by Christen Industries, Inc.)(USA)(Also AEROTEK, AVIAT, CHRISTEN, KIMBALL)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)S−1 Special PTS1 1P/S 1,500 1,500 IS−1−11 Super Stinker PTSS 1P/S IS−2 Special PTS2 1P/S 1,500 1,500 IS−12 Macho Stinker, Super Stinker PTMS 1P/S IRAYTHEON (See BEECH)A−24<strong>Air</strong>craft Information− Fixed−Wing <strong>Air</strong>craft
8/5/04<strong>7110.65P</strong> CHG 1ROBIN (France)(Also APEX)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)R−1180 Aiglon R100 1P/S IR−2100/2112/2120/2160, Alpha,R200 1P/S IAlpha Sport, Super ClubR−300/3000/3100/3120/3140 R300 1P/S IROCKWELL INTERNATIONAL CORP. (USA)(Also AERO COMMANDER, CANADAIR, CCF, COMMANDER, COMMONWEALTH, GULFSTREAM,HAMILTON, MITSUBISHI, NOORDUYN, NORTH AMERICAN PACAERO, NORTH AMERICAN ROCKWELL, PACIFIC AIRMOTIVE,ROCKWELL, RYAN, SUD, TUSCO)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)100 Commander 100 VO10 1P/S 850 850 I112, 114 Commander 112/114,AC11 1P/S 1,000 1,200 IAlpine Commander, Gran TurismoCommander200 Commander 200 M200 1P/S 1,400 1,000 I500 Shrike Commander AC50 2P/S 1,340 1,500 IICommander 520 AC52 2P/S 1,340 1,500 II560 Commander 560 AC56 2P/S 1,400 1,500 II680F, 680FP, CommanderAC68 2P/S 1,375 1,375 II680F/680FP680FL, Grand Commander,AC6L 2P/S 1,250 1,250 IICommander 685720 Alti−Cruiser AC72 2P/S 1,300 1,300 II680T, 680V Turbo Commander AC80 2T/S 2,000 1,500 II690 Turbo Commander 690,AC90 2T/S 2,500 2,500 IIJetprop Commander 840695 Jetprop Commander 980/1000 AC95 2P/S 2,500 2,500 II700, 710 Commander 700/710 RC70 2P/S IIAC−130 Spectre C130 4T/L 1,500 1,500 IIIB−1 Lancer B1* 4J/H 3,000 5,000 IIIFR−06 Fanranger, Ranger 2000 R2TH 1J/S IIIMitchell B25 2P/L 980 980 IIISabre F86* 1J/L 4,000 4,000 IIIJet Commander 1121 JCOM 2J/S+ 5,000 4,500 IIILark 100 Commander LARK 1P/S 700 1,000 INavion NA 145/154 NAVI 1P/S 750 600 IMustang P51 1P/S 2,500 2,500 IIINA−265 Sabre 40/60/65 SBR1 2J/S+ 4,000 3,500 IIINA−265 Sabre 75/80 SBR2 2J/S+ IIIOV−10 Bronco V10 2T/S 2,000 2,500 IIS−2 Thrush Commander SS2P 1P/S ISuper Sabre F−100 SSAB 1J/L 4,000 4,000 IIIT−2 Buckeye T2* 2J/L 5,700 6,000 IIITrojan, Nomair, Nomad T28 1P/S 2,500 2,500 IIITexan, Harvard T6 1P/S 800 800 I<strong>Air</strong>craft Information− Fixed−Wing <strong>Air</strong>craftA−25
<strong>7110.65P</strong> 2/19/04Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)Darter 100 VO10 1P/S 850 850 IX−31 X31 1J/S+ IIIRUSCHMEYER (FRG)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)R−90−230FG R90F 1P/S 1,000 1,000 IR−90−230RG, MF−85 R90R 1P/S 1,000 1,000 IR−90−420AT R90T 1T/S 1,100 1,100 ISAAB (Sweden/USA)(Also SAAB−FAIRCHILD)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)29 (J29) SB29 1J/S III32 Lansen (J32) SB32 1J/S+ III35 Draken (J35, Sk35, F−35, RF−35, SB35 1J/S+ IIITF−35)37 Viggen (AJ37, AJS37, JA37,SB37 1J/S+ IIISP37, SH37, Sk37)39 Gripen (JAS39) SB39 1J/S+ III91 Safir (Sk50) SB91 1J/S III105 (Sk60) SB05 2J/S III340 SF34 2T/S+ 2,000 2,000 III2000 SB20 2T/L IIIMFI−15/17 Safari, Supporter (T−17) MF17 1P/S ISHORT BROTHERS LTD. (UK)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)330, Sherpa (C−23), SD3−30 SH33 2T/S+ 1,380 1,380 III360, SD3−60 SH36 2T/S+ 1,400 1,400 IIISC−5 Belfast BELF 4T/L IIISC7 Skyvan, Skyliner SC7 2T/S 1,500 1,500 IISILVAIRE (USA)(Also LUCSOME, TEMCO)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)8 Silvaire L8 1P/S 900 1,000 ISOCATA (See AEROSPATIALE)A−26<strong>Air</strong>craft Information− Fixed−Wing <strong>Air</strong>craft
2/19/04<strong>7110.65P</strong>STINSON (USA)(Also PIPER)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)10, 105, HW−75, HW−80, Voyager S10 1P/S 750 1,000 I108 Voyager, Station Wagon S108 1P/S 750 1,000 IL−5, U−19, OY Sentinel (V−76) L5 1P/S 750 750 ISR, V−77 Reliant (AT−19) RELI 1P/S 700 700 ISUD AVIATION (See Aerospatiale)SWEARINGEN AVIATION (USA−see Fairchild Industries)TAYLORCRAFT AVIATION CORP. (USA)(Also TAYLOR KITS)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)15 Tourist, Foursome TA15 1P/S 800 1,000 I19, F−19 Sportsman TF19 1P/S 800 1,000 I20 Ranchwagon, Topper, Seabird, TA20 1P/S 1,000 1,000 IZephyr 400A TAYA 1P/S IBC, BF, BL, Ace, Sportsman,TAYB 1P/S ITravellerDC, DCO, DF, DL (O−57, L−2) TAYD 1P/S IF−21 TF21 1P/S 1,100 1,100 IF−22 Classic, Tri−Classic, Ranger,Trooper, TrackerTF22 1P/S 875 ITED SMITH AEROSTAR CORP. (USA)(Also AEROSTAR, AICSA, MACHEN, PIPER)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)Aero Star AEST 2P/S 1,800 1,500 IIVFW−FOKKER (Zentralgesellschaft VFW−Fokker mbH (FRG/Netherlands))Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)VFW 614 VF14 2J/L 3,100 3,000 IIIVOUGHT CORP. (USA)(Also GLOBE, LTV, TEMCO)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)A−7, TA−7 Corsair A7* 1J/L 8,000 6,000 IIISwift GC1 1P/S 1,000 1,000 I<strong>Air</strong>craft Information− Fixed−Wing <strong>Air</strong>craftA−27
<strong>7110.65P</strong> 2/19/04ZENAIR (Canada)(Also ZENITH)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)CH−600/601 Zodiac, Super Zodiac CH60 1P/S ICH−620 Gemini CH62 2P/S IICH−801 Stol CH80 1P/S ICH−2000 Zenith CH2T 1P/S 780 IA−28<strong>Air</strong>craft Information− Fixed−Wing <strong>Air</strong>craft
2/19/04<strong>7110.65P</strong>Appendix B.<strong>Air</strong>craft InformationHelicopters/RotorcraftsTYPE ENGINE ABBREVIATIONSPTJpistonjet/turbopropjetCLIMB AND DESCENT RATESClimb and descent rates based on average en routeclimb/descent profiles at median weight betweenmaximum gross takeoff and landing weights.SRSSRS means “same runway separation;” categorizationcriteria is specified in para 3−9−6, Same RunwaySeparation.MANUFACTURERSListed under the primary manufacturer are otheraircraft manufacturers who also make versions ofsome of the aircraft in that group.AEROSPATIALE (France)(Also ATLAS, CASA, CHANGHE, EUROCOPTER, HELIBRAS, HINDUSTAN, IAR, ICA, NURTANIO, NUSANTARA, REPUBLIC,SINGAPORE, SUD, WESTLAND)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)Lama SA−315 LAMA 1T/S 1,000 1,000 IAlouette 2 ALO2 1T/S 1,280 1,280 IAlouette 3 ALO3 1T/S 1,500 1,500 IDauphine SA−360/361 S360 1T/S 1,400 1,500 IDauphine 2 SA−365C S65C 2T/S 1,800 1,000 IEcurevil/AStar AS−350/550 AS50 1T/S 1,000 1,000 IGazelle SA−341/342 GAZL 1T/S 1,620 1,620 IPuma SA−330 (CH−33, HT−19) PUMA 2T/L 1,250 1,500 ISuper Puma AS 332/532, SA−330) AS32 2T/L 1,250 1,500 ISuper Frelon SA−321/Z−8 FREL 3T/L 1,200 1,500 ITwin Star AS−355/555 AS55 2T/S 1,350 1,300 IAUGUSTA (Constuzioni Aeronautiche Giovanni Agusta SpA) (Italy)(Also BELL, NUSANTARA, SABCA)Model Type Designator Description Performance InformationNumber & Type Engines/Weight ClassClimb Rate(fpm)Descent Rate(fpm)Model 147J−3B−1, Ranger B47J 1P/S 500 500 IModel A 109/A/A−II A109 2T/S 1,620 1,500 IModel 212 ASW, Griffon B12 2T/S 1,420 1,420 ISRS Cat.BELL/BOEINGModel Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)Osprey V22 2P/L − − II<strong>Air</strong>craft Information− Helicopters/RotorcraftsB−1
<strong>7110.65P</strong> 2/19/04BELL HELICOPTER TEXTRON (USA)(Also AGUSTA, AIDC, COMMONWEALTH, DORNIER, FUJI, GLOBAL, KAWASAKI, NUSANTARA, TROOPER, UNC, WESTLAND)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)Biglifter, Bell 204 ,205, 214A/B,UH1 1T/S 1,500 1,500 IAB−204Cobra HUCO 1T/S 1,375 1,375 IJet Ranger/Long Ranger/B06 1T/S 1,200 1,000 ISea Ranger/Kiowa/Model 206, CombatScoutHuey/Iroquois/Model 205 A−1 UH1 1T/S 1,500 1,500 IRanger Model 47J B47J 1P/S 1,000 1,000 ISioux/Model 47G, OH−13 B47G 1P/S 1,000 1,000 ITwin Huey, Model 212, ModelB12 2T/S 1,420 1,420 I214B/B−1, Model 412, GriffonModel 214ST, Super Transport BSTP 2T/S 1,420 1,420 IModel 222, 230, 430 B222 2T/S 1,500 1,000 IBOEING VERTOL COMPANY (USA)(Also BOEING HELICOPTERS, KAWASAKI, MERIDIONALI, VERTOL)Model Type Designator Description Performance InformationNumber & Type Engines/Weight ClassClimb Rate(fpm)Descent Rate(fpm)Chinook, Model 234 H47 2T/L 1,500 1,500 ISea Knight 107, CH−113, Labrador H46 2T/S+ 2,130 2,130 ISRS Cat.BOLKOW (Germany)(Also CASA, EUROCOPTER, MBB, MESSERSCHMITT−BOLKOW, NURTANIO, NUSANTARA, PADC)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)Model 105, BO−105 B105 2T/S 1,500 1,500 IBRANTLEY−HYNES HELICOPTER, INC. (USA)(Also BRANTLEY, HYNES)Model Type Designator Description Performance InformationNumber & Type Engines/Weight ClassClimb Rate(fpm)Descent Rate(fpm)Model B−2/A/B, H−2 BRB2 1P/S 1,400 1,400 IModel 305 B305 1P/S 1,300 1,300 ISRS Cat.ENSTROM CORP. (USA)(Also WUHAN)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)Falcon/Model F−28/A/C/F, Sentinel/ EN28 1P/S 800 800 IModel F−28−FP, Model 280, SharkShark/Model 280FX, 28, Falcon, EN28 1P/S 1,200 1,200 ISentinelTurbo Shark 480, TH−28 EN48 1P/S 1,500 1,500 IB−2<strong>Air</strong>craft Information− Helicopters/Rotorcrafts
2/19/04<strong>7110.65P</strong>FAIRCHILD/REPUBLIC (includes Hiller) (USA)(Also FAIRCHILD HILLER, ROGERSON HILLER)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)Hiller UH−12/Raven, HTE UH12 1P/S 1,500 1,500 IHILLER (See FAIRCHILD/REPUBLIC (USA))HUGHES HELICOPTERS (See MCDONNELL−DOUGLAS HELICOPTERS (USA))KAMAN AEROSPACE CORPORATION (USA)Model Type Designator Description Performance InformationNumber & Type Engines/Weight ClassClimb Rate(fpm)Descent Rate(fpm)H−2 Seasprite, Super Seasprite H2 2T/L 2,400 2,400 IHuskie 600−3/5 H43B 1T/L 2,000 2,000 IKAWASAKI HEAVY INDUSTRIES LTD. (Japan)(Also BOEING VERTOL, VERTOL)Model Type Designator Description Performance InformationKV−107/II, Sea Knight, Labrador,Voyaguer, CH−113SRS Cat.Number & Type Climb Rate Descent Rate SRS Cat.Engines/Weight Class (fpm) (fpm)H46 2T/S+ 1,500 1,500 IMCDONNELL−DOUGLAS HELICOPTERS (includes Hughes Helicopters) (USA)(Also AGUSTA, BREDANARDI, KAWASAKI, KOREAN AIR, NARDI, RACA, SCHWEIZER)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)Model 77/Apache, Pethen, Longbow H64 2T/S+ 1,500 1,500 IApacheModel 269, 200, 280, 300, Skynight, H269 1P/S 1,000 1,000 ITH−55 OsageModel 300/C H269 1P/S 1,200 1,200 IModel 500C, 369, 530F, Defender, H500 1P/S 1,500 1,500 IBlack Tiger, Night Fox, LifterOsage H269 1P/S 1,000 1,000 IPawnee, Model 369, Model 500D/MD/MGH500 1T/S 1,500 1,500 IMESSERSCHMIDTT−BOLKOW−BLOHM (MBB) (FRG)(Also BOLKOW, CASA, EUROCOPTER, MBB, NURTANIO, NUSANTARA, PADC)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)Model BO 105 B105 2T/S 1,200 1,200 IMBB/KAWASAKI (FRG/Japan)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)Model BK 117 BK17 2T/S 1,500 1,500 I<strong>Air</strong>craft Information− Helicopters/RotorcraftsB−3
<strong>7110.65P</strong> CHG 1 8/5/04ROBINSON HELICOPTER COMPANY INC. (USA)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)Model R22 R22 1P/S 800 800 ISCHWEIZER AIRCRAFT CORP. (USA)(Also BREDANARDI, HUGHES, KAWASAKI, NARDI)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)Model 269C, 200, 280, 300,H269 1P/S 1,000 1,000 ISkynight269D, 330, 333 S330 1T/S ISIKORSKY AIRCRAFT (USA)(Also AGUSTA, ASTA, HAWKER DE HAVILLAND, HELIPRO, KOREAN AIR, MITSUBISHI, TUSAS, UNITED CANADA, VAT,WESTLAND)Model Type Designator Description Performance InformationNumber & Type Engines/ Climb Rate Descent Rate SRS Cat.Weight Class(fpm) (fpm)Blackhawk S−70, WS−70, Seahawk, H60 2T/S+ 2,000 2,000 IPavehawk, Rescuehawk,Thunderhawk, Jayhawk, Oceanhawk,Deserthawk, Yanshuf, LAMPS MK3,BlackhawkChickasaw S−55, H−19, HO4S, HRS S55P 1P/S 800 1,000 IChoctaw/Seashore/Seaboat S−58,S58P 1P/L 1,120 1,120 ICH−34Model S−51 S51 1P/L 1,000 1,000 IModel S−52, Hummingbird S52 1P/L 950 1,000 IModel S−62 S62 1T/S 1,020 1,000 IModel S−76, Spirit, Eagle S76 2T/S 1,300 1,300 IS−61R (CH−3, HH−3, Pelican) S61R 2T/L 1,500 1,500 IS−61A/B/D/L/N Sea King,S61 2T/L 1,500 1,500 ICommando, CH−124Sea Stallion S−65, Yasur H53 2T/L 1,500 1,500 ISkycrane S−64E/F, Tarhe S−64 S64 2T/L 1,300 1,300 IWESTLAND HELICOPTERS LTD. (UK)Model Type Designator Description Performance InformationNumber & Type Climb Rate Descent Rate SRS Cat.Engines/Weight Class (fpm) (fpm)WG 30 WG30 2T/S 1,200 1,200 IB−4<strong>Air</strong>craft Information− Helicopters/Rotorcrafts
2/19/04<strong>7110.65P</strong>Appendix C.<strong>Air</strong>craft InformationSpecific Homebuilt/Experimental <strong>Air</strong>craftHomebuilt and Experimental <strong>Air</strong>craft*Designator Criteria<strong>Air</strong>craft <strong>with</strong> cruise (indicated) airspeeds of 100 knots orless<strong>Air</strong>craft <strong>with</strong> cruise (indicated) airspeeds of greater than100 knots, up to and including 200 knots<strong>Air</strong>craft <strong>with</strong> cruise (indicated) airspeeds greater than 200knotsTypeDesignatorPerformance Information**Climb Rate(fpm)Descent Rate(fpm)SRS Cat.HXA 500 500 IHXB 750 750 IHXC 1,000 1,000 INOTE−*Configuration diversity and the fact that airworthiness certificates are issued to aircraft builders, vice manufacturers,necessitates the assignment of generic aircraft type designators based on cruise performance, rather than specificmanufacturer and normal descriptive/performance information.**All performance criteria has been estimated because configuration diversity precludes determining preciseaircraft−specific information.<strong>Air</strong>craft Information− Specific Homebuilt/Experimental <strong>Air</strong>craftC−1
2/19/04<strong>7110.65P</strong>Appendix D.Standard Operating Practice (SOP) for theTransfer of Position Responsibility1. PURPOSEThis appendix prescribes the method and step−by−step process for conducting a position relief briefingand transferring position responsibility from onespecialist to another.2. DISCUSSIONa. In all operational facilities, the increase intraffic density and the need for the expeditiousmovement of traffic <strong>with</strong>out compromising safetyhave emphasized the importance of the position reliefprocess.b. The contents, methods, and practices used forposition relief and briefings vary among personnel,and pertinent information is often forgotten orincompletely covered. Major problems occur wheneverthere is a heavy reliance upon memory,unsupported by routines or systematic reminders.This SOP addresses the complete task of transferringposition responsibility and the associated reliefbriefing.c. Position relief unavoidably provides workloadfor specialists at the time of relief. The intent of thisSOP is to make the transfer of position responsibilitytake place smoothly and to ensure a complete transferof information <strong>with</strong> a minimum amount of workload.The method takes advantage of a self−briefingconcept in which the relieving specialist obtainsneeded status information by reading from the StatusInformation Area/s to begin the relief process. Up tothe moment information related to the control ofaircraft or vehicular movements requires verbalex<strong>changes</strong> between specialists during the reliefprocess. The method also specifies the moment whenthe transfer of position responsibility occurs.d. In the final part of the relief process, thespecialist being relieved monitors and reviews theposition to ensure that nothing has been overlookedor incorrectly displayed and that the transfer ofposition responsibility occurred <strong>with</strong> a completebriefing.3. TERMSThe following terms are important for a completeunderstanding of this SOP:a. Status Information Area (SIA). Manual orautomatic displays of the current status of positionrelated equipment and operational conditions orprocedures.b. Written Notes. Manually recorded items ofinformation kept at designated locations on theposition of operation. They may be an element of theStatus Information Area/s.c. Checklist. An ordered listing of items to becovered during a position relief.4. PRECAUTIONSa. Specialists involved in the position reliefprocess should not rush or be influenced to rush.b. During position operation, each item of statusinformation which is or may be an operational factorfor the relieving specialist should be recorded as soonas it is operationally feasible so that it will not beforgotten or incorrectly recorded.c. Extra care should be taken when more than onespecialist relieves or is being relieved from a positionat the same time; e.g., combining or decombiningpositions. Such simultaneous reliefs should beapproached <strong>with</strong> caution.Standard Operating Practice (SOP) for the Transfer of Position ResponsibilityD−1
<strong>7110.65P</strong> 2/19/045. RESPONSIBILITIESa. The specialist being relieved shall be responsiblefor ensuring that any pertinent status informationof which he/she is aware is relayed to the relievingspecialist and is either:1. Accurately displayed in the Status InformationArea/s for which he/she has responsibility, or2. Relayed to the position having responsibilityfor accurately displaying the status information.b. The relieving specialist shall be responsible forensuring that, prior to accepting responsibility for theposition, any unresolved questions pertaining to theoperation of the position are resolved.c. The relieving specialist and the specialist beingrelieved shall share equal responsibility for thecompleteness and accuracy of the position reliefbriefing.d. The specialists engaged in a position relief shallconduct the relief process at the position beingrelieved unless other procedures have been establishedand authorized by the facility air trafficmanager.NOTE−The “sharing” of this responsibility means that thespecialist being relieved is obligated to provide a complete,accurate briefing and the relieving specialist is obligatedto ensure that a briefing takes place and is to his/her totalsatisfaction.6. STEP−BY−STEP PROCESSa. PREVIEW THE POSITIONRelieving SpecialistSpecialist Being Relieved1. Follow checklist and review the Status InformationArea(s).NOTE−This sub-step may be replaced by an authorized pre−position briefing provided an equivalent review of checklist items isaccomplished.2. Observe position equipment, operational situation, andthe work environment.3. Listen to voice communications and observe otheroperational actions.4. Observe current and pending aircraft and vehiculartraffic and correlate <strong>with</strong> flight and other movementinformation.5. Indicate to the specialist being relieved that the positionhas been previewed and that the verbal briefing may begin.NOTE−Substeps 6a2, 3, and 4 may be conducted concurrently or in any order.D−2Standard Operating Practice (SOP) for the Transfer of Position Responsibility
2/19/04<strong>7110.65P</strong>b. VERBAL BRIEFINGRelieving Specialist3. Ask questions necessary to ensure a completeunderstanding of the operational situation.Specialist Being Relieved1. Brief the relieving specialist on the abnormal status ofitems not listed on the Status Information Area(s) as well ason any items of special interest calling for verbalexplanation or additional discussion.2. Brief on traffic if applicable.4. Completely answer any questions asked.c. ASSUMPTION OF POSITION RESPONSIBILITYRelieving Specialist1. Make a statement or otherwise indicate to the specialistbeing relieved that position responsibility has beenassumed.Specialist Being Relieved2. Release the position to the relieving specialist.d. REVIEW THE POSITIONRelieving Specialist1. Sign-on the position unless a facility directive authorizessubstep 6d8.2. Check, verify, and update the information obtained insteps 6a and b.3. Check position equipment in accordance <strong>with</strong> existingdirectives.Specialist Being Relieved4. Review checklist, Status Information Area/s, writtennotes, and other prescribed sources of information andadvise the relieving specialist of known omissions, updates,or inaccuracies.5. Observe overall position operation to determine ifassistance is needed.6. If assistance is needed, provide or summon it asappropriate.7. Advise the appropriate position regarding known StatusInformation Area(s) omissions, updates, or inaccuracies.8. Sign-on the relieving specialist if appropriate.9. Sign off the position in accordance <strong>with</strong> existingdirectives or otherwise indicate that the relief process iscomplete.Standard Operating Practice (SOP) for the Transfer of Position ResponsibilityD−3
2/17/05Pilot/<strong>Control</strong>ler GlossaryPILOT/CONTROLLERGLOSSARYPURPOSEa. This Glossary was compiled to promote a common understanding of the terms used in the <strong>Air</strong> <strong>Traffic</strong><strong>Control</strong> system. It includes those terms which are intended for pilot/controller communications. Those termsmost frequently used in pilot/controller communications are printed in bold italics. The definitions are primarilydefined in an operational sense applicable to both users and operators of the National <strong>Air</strong>space System. Use ofthe 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 InternationalCivil Aviation Organization (ICAO), are included when they differ from FAA definitions. These terms arefollowed by “[ICAO].” For the reader’s convenience, there are also cross references to related terms in other partsof the Glossary and to other documents, such as the Code of Federal Regulations (CFR) and the AeronauticalInformation Manual (AIM).c. This Glossary will be revised, as necessary, to maintain a common understanding of the system.EXPLANATION OF CHANGESa. Terms Added:AUTOMATIC DEPENDENT SURVEILLANCE (ADS) [ICAO]AUTOMATIC DEPENDENT SURVEILLANCE−CONTRACT (ADS−C)MAN PORTABLE AIR DEFENSE SYSTEMS (MANPADS)NAVIGATION REFERENCE SYSTEM (NRS)b. Terms Modified:CONTROLLED AIRSPACELOCAL AIRPORT ADVISORY (LAA)REMOTE AIRPORT ADVISORY (RAA)UNRELIABLEc. Editorial/format <strong>changes</strong> were made where necessary. Revision bars were not used due to the insignificantnature of the <strong>changes</strong>.PCG−1
8/5/04Pilot/<strong>Control</strong>ler GlossaryAAAI−(See ARRIVAL AIRCRAFT INTERVAL.)AAR−(See AIRPORT ARRIVAL RATE.)ABBREVIATED IFR FLIGHT PLANS− An authorizationby ATC requiring pilots to submit only thatinformation needed for the purpose of ATC. Itincludes only a small portion of the usual IFR flightplan information. In certain instances, this may beonly aircraft identification, location, and pilot request.Other information may be requested if neededby ATC for separation/control purposes. It is frequentlyused by aircraft which are airborne and desirean instrument approach or by aircraft which are on theground and desire a climb to VFR-on-top.(See VFR-ON-TOP.)(Refer to AIM.)ABEAM− An aircraft is “abeam” a fix, point, orobject when that fix, point, or object is approximately90 degrees to the right or left of the aircraft track.Abeam indicates a general position rather than aprecise point.ABORT− To terminate a preplanned aircraft maneuver;e.g., an aborted takeoff.ACC [ICAO]−(See ICAO term AREA CONTROL CENTER.)ACCELERATE-STOP DISTANCE AVAILABLE−The runway plus stopway length declared availableand suitable for the acceleration and deceleration ofan airplane aborting a takeoff.ACCELERATE-STOP DISTANCE AVAILABLE[ICAO]− The length of the take-off run available plusthe length of the stopway if provided.ACDO−(See AIR CARRIER DISTRICT OFFICE.)ACKNOWLEDGE− Let me know that you havereceived my message.(See ICAO term ACKNOWLEDGE.)ACKNOWLEDGE [ICAO]− Let me know that youhave received and understood this message.ACL−(See AIRCRAFT LIST.)ACLS−(See AUTOMATIC CARRIER LANDINGSYSTEM.)ACLT−(See ACTUAL CALCULATED LANDING TIME.)ACROBATIC FLIGHT− An intentional maneuverinvolving an abrupt change in an aircraft’s attitude, anabnormal attitude, or abnormal acceleration notnecessary for normal flight.(See ICAO term ACROBATIC FLIGHT.)(Refer to 14 CFR Part 91.)ACROBATIC FLIGHT [ICAO]− Maneuvers intentionallyperformed by an aircraft involving an abruptchange in its attitude, an abnormal attitude, or anabnormal variation in speed.ACTIVE RUNWAY−(See RUNWAY IN USE/ACTIVE RUNWAY/DUTYRUNWAY.)ACTUAL CALCULATED LANDING TIME−ACLT is a flight’s frozen calculated landing time. Anactual time determined at freeze calculated landingtime (FCLT) or meter list display interval (MLDI) forthe adapted vertex for each arrival aircraft based uponrunway configuration, airport acceptance rate, airportarrival delay period, and other metered arrivalaircraft. This time is either the vertex time of arrival(VTA) of the aircraft or the tentative calculatedlanding time (TCLT)/ACLT of the previous aircraftplus the arrival aircraft interval (AAI), whichever islater. This time will not be updated in response to theaircraft’s progress.ACTUAL NAVIGATION PERFORMANCE(ANP)−(See REQUIRED NAVIGATIONPERFORMANCE.)ADS-B−(See AUTOMATIC DEPENDENTSURVEILLANCE-BROADCAST.)ADDITIONAL SERVICES− Advisory informationprovided by ATC which includes but is not limited tothe following:a. <strong>Traffic</strong> advisories.b. Vectors, when requested by the pilot, to assistaircraft receiving traffic advisories to avoid observedtraffic.PCG A−1
Pilot/<strong>Control</strong>ler Glossary 2/17/05c. Altitude deviation information of 300 feet ormore from an assigned altitude as observed on averified (reading correctly) automatic altitude readout(Mode C).d. Advisories that traffic is no longer a factor.e. Weather and chaff information.f. Weather assistance.g. Bird activity information.h. Holding pattern surveillance. Additional servicesare provided to the extent possible contingentonly upon the controller’s capability to fit them intothe performance of higher priority duties and on thebasis of limitations of the radar, volume of traffic,frequency congestion, and controller workload. Thecontroller has complete discretion for determining ifhe/she is able to provide or continue to provide aservice in a particular case. The controller’s reasonnot to provide or continue to provide a service in aparticular case is not subject to question by the pilotand need not be made known to him/her.(See TRAFFIC ADVISORIES.)(Refer to AIM.)ADF−(See AUTOMATIC DIRECTION FINDER.)ADIZ−(See AIR DEFENSE IDENTIFICATION ZONE.)ADLY−(See ARRIVAL DELAY.)ADMINISTRATOR− The Federal Aviation Administratoror any person to whom he/she has delegatedhis/her authority in the matter concerned.ADR−(See AIRPORT DEPARTURE RATE.)ADS [ICAO]−(See ICAO term AUTOMATIC DEPENDENTSURVEILLANCE.)ADS−B−(See AUTOMATIC DEPENDENTSURVEILLANCE−BROADCAST.)ADS−C−(See AUTOMATIC DEPENDENTSURVEILLANCE−CONTRACT.)ADVISE INTENTIONS− Tell me what you plan todo.ADVISORY− Advice and information provided toassist pilots in the safe conduct of flight and aircraftmovement.(See ADVISORY SERVICE.)ADVISORY FREQUENCY− The appropriate frequencyto be used for <strong>Air</strong>port Advisory Service.(See LOCAL AIRPORT ADVISORY.)(See UNICOM.)(Refer to ADVISORY CIRCULAR NO. 90-42.)(Refer to AIM.)ADVISORY SERVICE− Advice and informationprovided by a facility to assist pilots in the safeconduct of flight and aircraft movement.(See ADDITIONAL SERVICES.)(See EN ROUTE FLIGHT ADVISORYSERVICE.)(See LOCAL AIRPORT ADVISORY.)(See RADAR ADVISORY.)(See SAFETY ALERT.)(See TRAFFIC ADVISORIES.)(Refer to AIM.)AERIAL REFUELING− A procedure used by themilitary to transfer fuel from one aircraft to anotherduring flight.(Refer to VFR/IFR Wall Planning Charts.)AERODROME− A defined area on land or water(including any buildings, installations and equipment)intended to be used either wholly or in part forthe arrival, departure, and movement of aircraft.AERODROME BEACON [ICAO]− Aeronauticalbeacon used to indicate the location of an aerodromefrom the air.AERODROME CONTROL SERVICE [ICAO]− <strong>Air</strong>traffic control service for aerodrome traffic.AERODROME CONTROL TOWER [ICAO]− Aunit established to provide air traffic control serviceto aerodrome traffic.AERODROME ELEVATION [ICAO]− The elevationof the highest point of the landing area.AERODROME TRAFFIC CIRCUIT [ICAO]− Thespecified path to be flown by aircraft operating in thevicinity of an aerodrome.AERONAUTICAL BEACON− A visual NAVAIDdisplaying flashes of white and/or colored light toindicate the location of an airport, a heliport, aPCG A−2
2/17/05Pilot/<strong>Control</strong>ler Glossarylandmark, a certain point of a Federal airway inmountainous terrain, or an obstruction.(See AIRPORT ROTATING BEACON.)(Refer to AIM.)AERONAUTICAL CHART− A map used in airnavigation containing all or part of the following:topographic features, hazards and obstructions, navigationaids, navigation routes, designated airspace,and airports. Commonly used aeronautical charts are:a. Sectional Aeronautical Charts (1:500,000)−Designed for visual navigation of slow or mediumspeed aircraft. Topographic information on thesecharts features the portrayal of relief and a judiciousselection of visual check points for VFR flight.Aeronautical information includes visual and radioaids to navigation, airports, controlled airspace,restricted areas, obstructions, and related data.b. VFR Terminal Area Charts (1:250,000)− DepictClass B airspace which provides for the controlor segregation of all the aircraft <strong>with</strong>in Class Bairspace. The chart depicts topographic informationand aeronautical information which includes visualand radio aids to navigation, airports, controlledairspace, restricted areas, obstructions, and relateddata.c. World Aeronautical Charts (WAC)(1:1,000,000)− Provide a standard series of aeronauticalcharts covering land areas of the world at a sizeand scale convenient for navigation by moderatespeed aircraft. Topographic information includescities and towns, principal roads, railroads, distinctivelandmarks, drainage, and relief. Aeronauticalinformation includes visual and radio aids to navigation,airports, airways, restricted areas, obstructions,and other pertinent data.d. En Route Low Altitude Charts− Provide aeronauticalinformation for en route instrument navigation(IFR) in the low altitude stratum. Informationincludes the portrayal of airways, limits of controlledairspace, position identification and frequencies ofradio aids, selected airports, minimum en route andminimum obstruction clearance altitudes, airwaydistances, reporting points, restricted areas, andrelated data. Area charts, which are a part of thisseries, furnish terminal data at a larger scale incongested areas.e. En Route High Altitude Charts− Provide aeronauticalinformation for en route instrument navigation(IFR) in the high altitude stratum. Informationincludes the portrayal of jet routes, identification andfrequencies of radio aids, selected airports, distances,time zones, special use airspace, and related information.f. Instrument Approach Procedures (IAP) Charts−Portray the aeronautical data which is required toexecute an instrument approach to an airport. Thesecharts depict the procedures, including all relateddata, and the airport diagram. Each procedure isdesignated for use <strong>with</strong> a specific type of electronicnavigation system including NDB, TACAN, VOR,ILS/MLS, and RNAV. These charts are identified bythe type of navigational aid(s) which provide finalapproach guidance.g. Instrument Departure Procedure (DP) Charts−Designed to expedite clearance delivery and tofacilitate transition between takeoff and en routeoperations. Each DP is presented as a separate chartand may serve a single airport or more than oneairport in a given geographical location.h. Standard Terminal Arrival (STAR) Charts−Designed to expedite air traffic control arrivalprocedures and to facilitate transition between enroute and instrument approach operations. EachSTAR procedure is presented as a separate chart andmay serve a single airport or more than one airport ina given geographical location.i. <strong>Air</strong>port Taxi Charts− Designed to expedite theefficient and safe flow of ground traffic at an airport.These charts are identified by the official airportname; e.g., Ronald Reagan Washington National<strong>Air</strong>port.(See ICAO term AERONAUTICAL CHART.)AERONAUTICAL CHART [ICAO]− A representationof a portion of the earth, its culture and relief,specifically designated to meet the requirements ofair navigation.AERONAUTICAL INFORMATION MANUAL(AIM)− A primary FAA publication whose purposeis to instruct airmen about operating in the National<strong>Air</strong>space System of the U.S. It provides basic flightinformation, ATC Procedures and general instructionalinformation concerning health, medical facts,factors affecting flight safety, accident and hazardreporting, and types of aeronautical charts and theiruse.AERONAUTICAL INFORMATION PUBLICA-TION (AIP) [ICAO]− A publication issued by or <strong>with</strong>the authority of a State and containing aeronauticalPCG A−3
Pilot/<strong>Control</strong>ler Glossary 2/17/05information of a lasting character essential to airnavigation.A/FD−(See AIRPORT/FACILITY DIRECTORY.)AFFIRMATIVE− Yes.AIM−(See AERONAUTICAL INFORMATIONMANUAL.)AIP [ICAO]−(See ICAO term AERONAUTICALINFORMATION PUBLICATION.)AIR CARRIER DISTRICT OFFICE− An FAA fieldoffice serving an assigned geographical area, staffed<strong>with</strong> Flight Standards personnel serving the aviationindustry and the general public on matters related tothe certification and operation of scheduled aircarriers and other large aircraft operations.AIR DEFENSE EMERGENCY− A military emergencycondition declared by a designated authority.This condition exists when an attack upon thecontinental U.S., Alaska, Canada, or U.S. installationsin Greenland by hostile aircraft or missiles isconsidered probable, is imminent, or is taking place.(Refer to AIM.)AIR DEFENSE IDENTIFICATION ZONE (ADIZ)−The area of airspace over land or water, extendingupward from the surface, <strong>with</strong>in which the readyidentification, the location, and the control of aircraftare required in the interest of national security.a. Domestic <strong>Air</strong> Defense Identification Zone. AnADIZ <strong>with</strong>in the United States along an internationalboundary of the United States.b. Coastal <strong>Air</strong> Defense Identification Zone. AnADIZ over the coastal waters of the United States.c. Distant Early Warning Identification Zone (DE-WIZ). An ADIZ over the coastal waters of the Stateof Alaska.d. Land−Based <strong>Air</strong> Defense Identification Zone.An ADIZ over U.S. metropolitan areas, which isactivated and deactivated as needed, <strong>with</strong> dimensions,activation dates and other relevant informationdisseminated via NOTAM.Note: ADIZ locations and operating and flight planrequirements for civil aircraft operations arespecified in 14 CFR Part 99.(Refer to AIM.)AIR NAVIGATION FACILITY− Any facility usedin, available for use in, or designed for use in, aid ofair navigation, including landing areas, lights, anyapparatus or equipment for disseminating weatherinformation, for signaling, for radio-directional finding,or for radio or other electrical communication,and any other structure or mechanism having asimilar purpose for guiding or controlling flight in theair or the landing and takeoff of aircraft.(See NAVIGATIONAL AID.)AIR ROUTE SURVEILLANCE RADAR− <strong>Air</strong> routetraffic control center (ARTCC) radar used primarilyto detect and display an aircraft’s position while enroute between terminal areas. The ARSR enablescontrollers to provide radar air traffic control servicewhen aircraft are <strong>with</strong>in the ARSR coverage. In someinstances, ARSR may enable an ARTCC to provideterminal radar services similar to but usually morelimited than those provided by a radar approachcontrol.AIR ROUTE TRAFFIC CONTROL CENTER− Afacility established to provide air traffic controlservice to aircraft operating on IFR flight plans<strong>with</strong>in controlled airspace and principally during theen route phase of flight. When equipment capabilitiesand controller workload permit, certain advisory/assistanceservices may be provided to VFR aircraft.(See EN ROUTE AIR TRAFFIC CONTROLSERVICES.)(See NAS STAGE A.)(Refer to AIM.)AIR TAXI− Used to describe a helicopter/VTOLaircraft movement conducted above the surface butnormally not above 100 feet AGL. The aircraft mayproceed either via hover taxi or flight at speeds morethan 20 knots. The pilot is solely responsible forselecting a safe airspeed/altitude for the operationbeing conducted.(See HOVER TAXI.)(Refer to AIM.)AIR TRAFFIC− <strong>Air</strong>craft operating in the air or on anairport surface, exclusive of loading ramps andparking areas.(See ICAO term AIR TRAFFIC.)AIR TRAFFIC [ICAO]− All aircraft in flight oroperating on the maneuvering area of an aerodrome.AIR TRAFFIC CLEARANCE− An authorization byair traffic control for the purpose of preventingcollision between known aircraft, for an aircraft toPCG A−4
2/17/05Pilot/<strong>Control</strong>ler Glossaryproceed under specified traffic conditions <strong>with</strong>incontrolled airspace. The pilot-in-command of anaircraft may not deviate from the provisions of avisual flight rules (VFR) or instrument flight rules(IFR) air traffic clearance except in an emergency orunless an amended clearance has been obtained.Additionally, the pilot may request a differentclearance from that which has been issued by airtraffic control (ATC) if information available to thepilot makes another course of action more practicableor if aircraft equipment limitations or companyprocedures forbid compliance <strong>with</strong> the clearanceissued. Pilots may also request clarification oramendment, as appropriate, any time a clearance isnot fully understood, or considered unacceptablebecause of safety of flight. <strong>Control</strong>lers should, insuch instances and to the extent of operationalpracticality and safety, honor the pilot’s request.14 CFR Part 91.3(a) states: “The pilot in commandof an aircraft is directly responsible for, and is thefinal authority as to, the operation of that aircraft.”THE PILOT IS RESPONSIBLE TO REQUEST ANAMENDED CLEARANCE if ATC issues a clearancethat would cause a pilot to deviate from a rule orregulation, or in the pilot’s opinion, would place theaircraft in jeopardy.(See ATC INSTRUCTIONS.)(See ICAO term AIR TRAFFIC CONTROLCLEARANCE.)AIR TRAFFIC CONTROL− A service operated byappropriate authority to promote the safe, orderly andexpeditious flow of air traffic.(See ICAO term AIR TRAFFIC CONTROLSERVICE.)AIR TRAFFIC CONTROL CLEARANCE [ICAO]−Authorization for an aircraft to proceed underconditions specified by an air traffic control unit.Note 1: For convenience, the term air traffic controlclearance is frequently abbreviated to clearancewhen used in appropriate contexts.Note 2: The abbreviated term clearance may beprefixed by the words taxi, takeoff, departure, enroute, approach or landing to indicate the particularportion of flight to which the air traffic controlclearance relates.AIR TRAFFIC CONTROL SERVICE−(See AIR TRAFFIC CONTROL.)AIR TRAFFIC CONTROL SERVICE [ICAO]− Aservice provided for the purpose of:a. Preventing collisions:1. Between aircraft; and2. On the maneuvering area between aircraftand obstructions.b. Expediting and maintaining an orderly flow ofair traffic.AIR TRAFFIC CONTROL SPECIALIST− A personauthorized to provide air traffic control service.(See AIR TRAFFIC CONTROL.)(See FLIGHT SERVICE STATION.)(See ICAO term CONTROLLER.)AIR TRAFFIC CONTROL SYSTEM COMMANDCENTER− An <strong>Air</strong> <strong>Traffic</strong> Tactical Operations facilityresponsible for monitoring and managing the flowof air traffic throughout the NAS, producing a safe,orderly, and expeditious flow of traffic whileminimizing delays. The following functions arelocated at the ATCSCC:a. Central Altitude Reservation Function(CARF). Responsible for coordinating, planning,and approving special user requirements under theAltitude Reservation (ALTRV) concept.(See ALTITUDE RESERVATION.)b. <strong>Air</strong>port Reservation Office (ARO). Responsiblefor approving IFR flights at designated highdensity traffic airports (John F. Kennedy, LaGuardia,and Ronald Reagan Washington National) duringspecified hours.(Refer to 14 CFR Part 93.)(Refer to AIRPORT/FACILITY DIRECTORY.)c. U.S. Notice to <strong>Air</strong>men (NOTAM) Office.Responsible for collecting, maintaining, and distributingNOTAMs for the U.S. civilian and military, aswell as international aviation communities.(See NOTICE TO AIRMEN.)d. Weather Unit. Monitor all aspects of weatherfor the U.S. that might affect aviation including cloudcover, visibility, winds, precipitation, thunderstorms,icing, turbulence, and more. Provide forecasts basedon observations and on discussions <strong>with</strong> meteorologistsfrom various National Weather Service offices,FAA facilities, airlines, and private weather services.AIR TRAFFIC SERVICE− A generic term meaning:a. Flight Information Service.b. Alerting Service.c. <strong>Air</strong> <strong>Traffic</strong> Advisory Service.d. <strong>Air</strong> <strong>Traffic</strong> <strong>Control</strong> Service:PCG A−5
Pilot/<strong>Control</strong>ler Glossary 2/17/051. Area <strong>Control</strong> Service,2. Approach <strong>Control</strong> Service, or3. <strong>Air</strong>port <strong>Control</strong> Service.AIR TRAFFIC SERVICE (ATS) ROUTES− Theterm “ATS route” is a generic term that includes“VOR Federal airways,” “colored Federal airways,”“alternate airways,” “jet routes,” “Military TrainingRoutes,” “named routes,” and “RNAV routes.” Theterm “ATS route” does not replace these morefamiliar route names, but serves only as an overalltitle when listing the types of routes that comprise theUnited States route structure.AIRBORNE DELAY− Amount of delay to beencountered in airborne holding.AIRCRAFT− Device(s) that are used or intended tobe used for flight in the air, and when used in air trafficcontrol terminology, may include the flight crew.(See ICAO term AIRCRAFT.)AIRCRAFT [ICAO]− Any machine that can derivesupport in the atmosphere from the reactions of the airother than the reactions of the air against the earth’ssurface.AIRCRAFT APPROACH CATEGORY− A groupingof aircraft based on a speed of 1.3 times the stallspeed in the landing configuration at maximum grosslanding weight. An aircraft shall fit in only onecategory. If it is necessary to maneuver at speeds inexcess of the upper limit of a speed range for acategory, the minimums for the next higher categoryshould be used. For example, an aircraft which fallsin Category A, but is circling to land at a speed inexcess of 91 knots, should use the approachCategory B minimums when circling to land. Thecategories are as follows:a. Category A− Speed less than 91 knots.b. Category B− Speed 91 knots or more but lessthan 121 knots.c. Category C− Speed 121 knots or more but lessthan 141 knots.d. Category D− Speed 141 knots or more but lessthan 166 knots.e. Category E− Speed 166 knots or more.(Refer to 14 CFR Part 97.)AIRCRAFT CLASSES− For the purposes of WakeTurbulence Separation Minima, ATC classifies aircraftas Heavy, Large, and Small as follows:a. Heavy− <strong>Air</strong>craft capable of takeoff weights ofmore than 255,000 pounds whether or not they areoperating at this weight during a particular phase offlight.b. Large− <strong>Air</strong>craft of more than 41,000 pounds,maximum certificated takeoff weight, up to 255,000pounds.c. Small− <strong>Air</strong>craft of 41,000 pounds or lessmaximum certificated takeoff weight.(Refer to AIM.)AIRCRAFT CONFLICT− Predicted conflict, <strong>with</strong>inURET, of two aircraft, or between aircraft andairspace. A Red alert is used for conflicts when thepredicted minimum separation is 5 nautical miles orless. A Yellow alert is used when the predictedminimum separation is between 5 and approximately12 nautical miles. A Blue alert is used for conflictsbetween an aircraft and predefined airspace.(See USER REQUEST EVALUATION TOOL.)AIRCRAFT LIST (ACL)− A view available <strong>with</strong>URET that lists aircraft currently in or predicted to bein a particular sector’s airspace. The view containstextual flight data information in line format and maybe sorted into various orders based on the specificneeds of the sector team.(See USER REQUEST EVALUATION TOOL.)AIRCRAFT SURGE LAUNCH AND RECOV-ERY− Procedures used at USAF bases to provideincreased launch and recovery rates in instrumentflight rules conditions. ASLAR is based on:a. Reduced separation between aircraft which isbased on time or distance. Standard arrival separationapplies between participants including multipleflights until the DRAG point. The DRAG point is apublished location on an ASLAR approach whereaircraft landing second in a formation slows to apredetermined airspeed. The DRAG point is thereference point at which MARSA applies as expandingelements effect separation <strong>with</strong>in a flight orbetween subsequent participating flights.b. ASLAR procedures shall be covered in a Letterof Agreement between the responsible USAF militaryATC facility and the concerned Federal AviationAdministration facility. Initial Approach Fix spacingrequirements are normally addressed as a minimum.AIRMEN’S METEOROLOGICAL INFORMA-TION−(See AIRMET.)PCG A−6
2/17/05Pilot/<strong>Control</strong>ler GlossaryAIRMET− In-flight weather advisories issued onlyto amend the area forecast concerning weatherphenomena which are of operational interest to allaircraft and potentially hazardous to aircraft havinglimited capability because of lack of equipment,instrumentation, or pilot qualifications. AIRMETsconcern weather of less severity than that covered bySIGMETs or Convective SIGMETs. AIRMETs covermoderate icing, moderate turbulence, sustainedwinds of 30 knots or more at the surface, widespreadareas of ceilings less than 1,000 feet and/or visibilityless than 3 miles, and extensive mountain obscurement.(See AWW.)(See CONVECTIVE SIGMET.)(See CWA.)(See SIGMET.)(Refer to AIM.)AIRPORT− An area on land or water that is used orintended to be used for the landing and takeoff ofaircraft and includes its buildings and facilities, ifany.AIRPORT ADVISORY AREA− The area <strong>with</strong>in tenmiles of an airport <strong>with</strong>out a control tower or wherethe tower is not in operation, and on which a FlightService Station is located.(See LOCAL AIRPORT ADVISORY.)(Refer to AIM.)AIRPORT ARRIVAL RATE (AAR)− A dynamicinput parameter specifying the number of arrivingaircraft which an airport or airspace can accept fromthe ARTCC per hour. The AAR is used to calculatethe desired interval between successive arrival aircraft.AIRPORT DEPARTURE RATE (ADR)− A dynamicparameter specifying the number of aircraft whichcan depart an airport and the airspace can accept perhour.AIRPORT ELEVATION− The highest point of anairport’s usable runways measured in feet from meansea level.(See TOUCHDOWN ZONE ELEVATION.)(See ICAO term AERODROME ELEVATION.)AIRPORT/FACILITY DIRECTORY− A publicationdesigned primarily as a pilot’s operational manualcontaining all airports, seaplane bases, and heliportsopen to the public including communications data,navigational facilities, and certain special notices andprocedures. This publication is issued in sevenvolumes according to geographical area.AIRPORT LIGHTING− Various lighting aids thatmay be installed on an airport. Types of airportlighting include:a. Approach Light System (ALS)− An airportlighting facility which provides visual guidance tolanding aircraft by radiating light beams in adirectional pattern by which the pilot aligns theaircraft <strong>with</strong> the extended centerline of the runway onhis/her final approach for landing. Condenser-DischargeSequential Flashing Lights/Sequenced FlashingLights may be installed in conjunction <strong>with</strong> theALS at some airports. Types of Approach LightSystems are:1. ALSF-1− Approach Light System <strong>with</strong> SequencedFlashing Lights in ILS Cat-I configuration.2. ALSF-2− Approach Light System <strong>with</strong> SequencedFlashing Lights in ILS Cat-II configuration.The ALSF-2 may operate as an SSALR whenweather conditions permit.3. SSALF− Simplified Short Approach LightSystem <strong>with</strong> Sequenced Flashing Lights.4. SSALR− Simplified Short Approach LightSystem <strong>with</strong> Runway Alignment Indicator Lights.5. MALSF− Medium Intensity Approach LightSystem <strong>with</strong> Sequenced Flashing Lights.6. MALSR− Medium Intensity Approach LightSystem <strong>with</strong> Runway Alignment Indicator Lights.7. LDIN− Lead-in-light system− Consists ofone or more series of flashing lights installed at ornear ground level that provides positive visualguidance along an approach path, either curving orstraight, where special problems exist <strong>with</strong> hazardousterrain, obstructions, or noise abatement procedures.8. RAIL− Runway Alignment Indicator Lights−Sequenced Flashing Lights which are installed onlyin combination <strong>with</strong> other light systems.9. ODALS− Omnidirectional Approach LightingSystem consists of seven omnidirectional flashinglights located in the approach area of anonprecision runway. Five lights are located on therunway centerline extended <strong>with</strong> the first lightlocated 300 feet from the threshold and extending atequal intervals up to 1,500 feet from the threshold.The other two lights are located, one on each side ofthe runway threshold, at a lateral distance of 40 feetfrom the runway edge, or 75 feet from the runwayPCG A−7
Pilot/<strong>Control</strong>ler Glossary 2/17/05edge when installed on a runway equipped <strong>with</strong> aVASI.(Refer to FAAO 6850.2, VISUAL GUIDANCELIGHTING SYSTEMS.)b. Runway Lights/Runway Edge Lights− Lightshaving a prescribed angle of emission used to definethe lateral limits of a runway. Runway lights areuniformly spaced at intervals of approximately 200feet, and the intensity may be controlled or preset.c. Touchdown Zone Lighting− Two rows oftransverse light bars located symmetrically about therunway centerline normally at 100 foot intervals. Thebasic system extends 3,000 feet along the runway.d. Runway Centerline Lighting− Flush centerlinelights spaced at 50-foot intervals beginning 75 feetfrom the landing threshold and extending to <strong>with</strong>in 75feet of the opposite end of the runway.e. Threshold Lights− Fixed green lights arrangedsymmetrically left and right of the runway centerline,identifying the runway threshold.f. Runway End Identifier Lights (REIL)− Twosynchronized flashing lights, one on each side of therunway threshold, which provide rapid and positiveidentification of the approach end of a particularrunway.g. Visual Approach Slope Indicator (VASI)− Anairport lighting facility providing vertical visualapproach slope guidance to aircraft during approachto landing by radiating a directional pattern of highintensity red and white focused light beams whichindicate to the pilot that he/she is “on path” if he/shesees red/white, “above path” if white/white, and“below path” if red/red. Some airports serving largeaircraft have three-bar VASIs which provide twovisual glide paths to the same runway.h. Precision Approach Path Indicator (PAPI)− Anairport lighting facility, similar to VASI, providingvertical approach slope guidance to aircraft duringapproach to landing. PAPIs consist of a single row ofeither two or four lights, normally installed on the leftside of the runway, and have an effective visual rangeof about 5 miles during the day and up to 20 miles atnight. PAPIs radiate a directional pattern of highintensity red and white focused light beams whichindicate that the pilot is “on path” if the pilot sees anequal number of white lights and red lights, <strong>with</strong>white to the left of the red; “above path” if the pilotsees more white than red lights; and “below path” ifthe pilot sees more red than white lights.i. Boundary Lights− Lights defining the perimeterof an airport or landing area.(Refer to AIM.)AIRPORT MARKING AIDS− Markings used onrunway and taxiway surfaces to identify a specificrunway, a runway threshold, a centerline, a hold line,etc. A runway should be marked in accordance <strong>with</strong>its present usage such as:a. Visual.b. Nonprecision instrument.c. Precision instrument.(Refer to AIM.)AIRPORT MOVEMENT AREA SAFETY SYS-TEM (AMASS)− A software enhancement to ASDEradar which provides logic predicting the path ofaircraft landing and/or departing, and aircraft and/orvehicular movements on runways. Visual and auralalarms are activated when logic projects a potentialcollision.AIRPORT REFERENCE POINT (ARP)− Theapproximate geometric center of all usable runwaysurfaces.AIRPORT RESERVATION OFFICE− Office responsiblefor monitoring the operation of the highdensity rule. Receives and processes requests for IFRoperations at high density traffic airports.AIRPORT ROTATING BEACON− A visual NA-VAID operated at many airports. At civil airports,alternating white and green flashes indicate thelocation of the airport. At military airports, thebeacons flash alternately white and green, but aredifferentiated from civil beacons by dualpeaked (twoquick) white flashes between the green flashes.(See INSTRUMENT FLIGHT RULES.)(See SPECIAL VFR OPERATIONS.)(See ICAO term AERODROME BEACON.)(Refer to AIM.)AIRPORT SURFACE DETECTION EQUIP-MENT− Radar equipment specifically designed todetect all principal features on the surface of anairport, including aircraft and vehicular traffic, and topresent the entire image on a radar indicator consolein the control tower. Used to augment visual observationby tower personnel of aircraft and/or vehicularmovements on runways and taxiways.AIRPORT SURVEILLANCE RADAR− Approachcontrol radar used to detect and display an aircraft’sPCG A−8
2/17/05Pilot/<strong>Control</strong>ler Glossaryposition in the terminal area. ASR provides range andazimuth information but does not provide elevationdata. Coverage of the ASR can extend up to 60 miles.AIRPORT TAXI CHARTS−(See AERONAUTICAL CHART.)AIRPORT TRAFFIC CONTROL SERVICE− Aservice provided by a control tower for aircraftoperating on the movement area and in the vicinity ofan airport.(See MOVEMENT AREA.)(See TOWER.)(See ICAO term AERODROME CONTROLSERVICE.)AIRPORT TRAFFIC CONTROL TOWER−(See TOWER.)AIRSPACE CONFLICT− Predicted conflict of anaircraft and active Special Activity <strong>Air</strong>space (SAA).AIRSPACE HIERARCHY− Within the airspaceclasses, there is a hierarchy and, in the event of anoverlap of airspace: Class A preempts Class B, ClassB preempts Class C, Class C preempts Class D, ClassD preempts Class E, and Class E preempts Class G.AIRSPEED− The speed of an aircraft relative to itssurrounding air mass. The unqualified term “airspeed”means one of the following:a. Indicated <strong>Air</strong>speed− The speed shown on theaircraft airspeed indicator. This is the speed used inpilot/controller communications under the generalterm “airspeed.”(Refer to 14 CFR Part 1.)b. True <strong>Air</strong>speed− The airspeed of an aircraftrelative to undisturbed air. Used primarily in flightplanning and en route portion of flight. When used inpilot/controller communications, it is referred to as“true airspeed” and not shortened to “airspeed.”AIRSTART− The starting of an aircraft engine whilethe aircraft is airborne, preceded by engine shutdownduring training flights or by actual engine failure.AIRWAY− A Class E airspace area established in theform of a corridor, the centerline of which is definedby radio navigational aids.(See FEDERAL AIRWAYS.)(See ICAO term AIRWAY.)(Refer to 14 CFR Part 71.)(Refer to AIM.)AIRWAY [ICAO]− A control area or portion thereofestablished in the form of corridor equipped <strong>with</strong>radio navigational aids.AIRWAY BEACON− Used to mark airway segmentsin remote mountain areas. The light flashes MorseCode to identify the beacon site.(Refer to AIM.)AIT−(See AUTOMATED INFORMATIONTRANSFER.)ALERFA (Alert Phase) [ICAO]− A situation whereinapprehension exists as to the safety of an aircraft andits occupants.ALERT− A notification to a position that thereis an aircraft-to-aircraft or aircraft-to-airspaceconflict, as detected by Automated ProblemDetection (APD).ALERT AREA−(See SPECIAL USE AIRSPACE.)ALERT NOTICE− A request originated by a flightservice station (FSS) or an air route traffic controlcenter (ARTCC) for an extensive communicationsearch for overdue, unreported, or missing aircraft.ALERTING SERVICE− A service provided to notifyappropriate organizations regarding aircraft in needof search and rescue aid and assist such organizationsas required.ALNOT−(See ALERT NOTICE.)ALONG TRACK DISTANCE (LTD)− The distancemeasured from a point-in-space by systems usingarea navigation reference capabilities that are notsubject to slant range errors.ALPHANUMERIC DISPLAY− Letters and numeralsused to show identification, altitude, beacon code,and other information concerning a target on a radardisplay.(See AUTOMATED RADAR TERMINALSYSTEMS.)(See NAS STAGE A.)ALTERNATE AERODROME [ICAO]− An aerodrometo which an aircraft may proceed when itbecomes either impossible or inadvisable to proceedto or to land at the aerodrome of intended landing.Note: The aerodrome from which a flight departsmay also be an en-route or a destination alternateaerodrome for the flight.PCG A−9
Pilot/<strong>Control</strong>ler Glossary 8/5/04ALTERNATE AIRPORT− An airport at which anaircraft may land if a landing at the intended airportbecomes inadvisable.(See ICAO term ALTERNATE AERODROME.)ALTIMETER SETTING− The barometric pressurereading used to adjust a pressure altimeter forvariations in existing atmospheric pressure or to thestandard altimeter setting (29.92).(Refer to 14 CFR Part 91.)(Refer to AIM.)ALTITUDE− The height of a level, point, or objectmeasured in feet Above Ground Level (AGL) or fromMean Sea Level (MSL).(See FLIGHT LEVEL.)a. MSL Altitude− Altitude expressed in feetmeasured from mean sea level.b. AGL Altitude− Altitude expressed in feetmeasured above ground level.c. Indicated Altitude− The altitude as shown by analtimeter. On a pressure or barometric altimeter it isaltitude as shown uncorrected for instrument errorand uncompensated for variation from standardatmospheric conditions.(See ICAO term ALTITUDE.)ALTITUDE [ICAO]− The vertical distance of a level,a point or an object considered as a point, measuredfrom mean sea level (MSL).ALTITUDE READOUT− An aircraft’s altitude,transmitted via the Mode C transponder feature, thatis visually displayed in 100-foot increments on aradar scope having readout capability.(See ALPHANUMERIC DISPLAY.)(See AUTOMATED RADAR TERMINALSYSTEMS.)(See NAS STAGE A.)(Refer to AIM.)ALTITUDE RESERVATION− <strong>Air</strong>space utilizationunder prescribed conditions normally employed forthe mass movement of aircraft or other special userrequirements which cannot otherwise beaccomplished. ALTRVs are approved by the appropriateFAA facility.(See AIR TRAFFIC CONTROL SYSTEMCOMMAND CENTER.)ALTITUDE RESTRICTION− An altitude or altitudes,stated in the order flown, which are to bemaintained until reaching a specific point or time.Altitude restrictions may be issued by ATC due totraffic, terrain, or other airspace considerations.ALTITUDE RESTRICTIONS ARE CANCELED−Adherence to previously imposed altitude restrictionsis no longer required during a climb or descent.ALTRV−(See ALTITUDE RESERVATION.)AMASS−(See AIRPORT MOVEMENT AREA SAFETYSYSTEM.)AMVER−(See AUTOMATED MUTUAL-ASSISTANCEVESSEL RESCUE SYSTEM.)APB−(See AUTOMATED PROBLEM DETECTIONBOUNDARY.)APD−(See AUTOMATED PROBLEM DETECTION.)APDIA−(See AUTOMATED PROBLEM DETECTIONINHIBITED AREA.)APPROACH CLEARANCE− Authorization byATC for a pilot to conduct an instrument approach.The type of instrument approach for which aclearance and other pertinent information is providedin the approach clearance when required.(See CLEARED APPROACH.)(See INSTRUMENT APPROACHPROCEDURE.)(Refer to AIM.)(Refer to 14 CFR Part 91.)APPROACH CONTROL FACILITY− A terminalATC facility that provides approach control service ina terminal area.(See APPROACH CONTROL SERVICE.)(See RADAR APPROACH CONTROLFACILITY.)APPROACH CONTROL SERVICE− <strong>Air</strong> trafficcontrol service provided by an approach controlfacility for arriving and departing VFR/IFR aircraftand, on occasion, en route aircraft. At some airportsnot served by an approach control facility, theARTCC provides limited approach control service.(See ICAO term APPROACH CONTROLSERVICE.)(Refer to AIM.)APPROACH CONTROL SERVICE [ICAO]− <strong>Air</strong>traffic control service for arriving or departingcontrolled flights.PCG A−10
8/5/04Pilot/<strong>Control</strong>ler GlossaryAPPROACH GATE− An imaginary point used<strong>with</strong>in ATC as a basis for vectoring aircraft to thefinal approach course. The gate will be establishedalong the final approach course 1 mile from the finalapproach fix on the side away from the airport andwill be no closer than 5 miles from the landingthreshold.APPROACH LIGHT SYSTEM−(See AIRPORT LIGHTING.)APPROACH SEQUENCE− The order in whichaircraft are positioned while on approach or awaitingapproach clearance.(See LANDING SEQUENCE.)(See ICAO term APPROACH SEQUENCE.)APPROACH SEQUENCE [ICAO]− The order inwhich two or more aircraft are cleared to approach toland at the aerodrome.APPROACH SPEED− The recommended speedcontained in aircraft manuals used by pilots whenmaking an approach to landing. This speed will varyfor different segments of an approach as well as foraircraft weight and configuration.APPROPRIATE ATS AUTHORITY [ICAO]− Therelevant authority designated by the State responsiblefor providing air traffic services in the airspaceconcerned. In the United States, the “appropriate ATSauthority” is the Program Director for <strong>Air</strong> <strong>Traffic</strong>Planning and Procedures, ATP-1.APPROPRIATE AUTHORITY−a. Regarding flight over the high seas: the relevantauthority is the State of Registry.b. Regarding flight over other than the high seas:the relevant authority is the State having sovereigntyover the territory being overflown.APPROPRIATE OBSTACLE CLEARANCEMINIMUM ALTITUDE− Any of the following:(See Minimum En Route Altitude− MEA.)(See Minimum IFR Altitude− MIA.)(See Minimum Obstruction Clearance Altitude−MOCA.)(See Minimum Vectoring Altitude− MVA.)APPROPRIATE TERRAIN CLEARANCE MINI-MUM ALTITUDE− Any of the following:(See Minimum En Route Altitude− MEA.)(See Minimum IFR Altitude− MIA.)(See Minimum Obstruction Clearance Altitude−MOCA.)(See Minimum Vectoring Altitude− MVA.)APRON− A defined area on an airport or heliportintended to accommodate aircraft for purposes ofloading or unloading passengers or cargo, refueling,parking, or maintenance. With regard to seaplanes, aramp is used for access to the apron from the water.(See ICAO term APRON.)APRON [ICAO]− A defined area, on a land aerodrome,intended to accommodate aircraft for purposesof loading or unloading passengers, mail orcargo, refueling, parking or maintenance.ARC− The track over the ground of an aircraft flyingat a constant distance from a navigational aid byreference to distance measuring equipment (DME).AREA CONTROL CENTER [ICAO]− An air trafficcontrol facility primarily responsible for ATC servicesbeing provided IFR aircraft during the en routephase of flight. The U.S. equivalent facility is an airroute traffic control center (ARTCC).AREA NAVIGATION− Area Navigation (RNAV)provides enhanced navigational capability to thepilot. RNAV equipment can compute the airplaneposition, actual track and ground speed and thenprovide meaningful information relative to a route offlight selected by the pilot. Typical equipment willprovide the pilot <strong>with</strong> distance, time, bearing andcrosstrack error relative to the selected “TO” or“active” waypoint and the selected route. Severaldistinctly different navigational systems <strong>with</strong> differentnavigational performance characteristics arecapable of providing area navigational functions.Present day RNAV includes INS, LORAN, VOR/DME, and GPS systems. Modern multi-sensorsystems can integrate one or more of the abovesystems to provide a more accurate and reliablenavigational system. Due to the different levels ofperformance, area navigational capabilities can satisfydifferent levels of required navigational performance(RNP). The major types of equipment are:a. VORTAC referenced or Course Line Computer(CLC) systems, which account for the greatestnumber of RNAV units in use. To function, the CLCmust be <strong>with</strong>in the service range of a VORTAC.PCG A−11
Pilot/<strong>Control</strong>ler Glossary 8/5/04b. OMEGA/VLF, although two separate systems,can be considered as one operationally. A long-rangenavigation system based upon Very Low Frequencyradio signals transmitted from a total of 17 stationsworldwide.c. Inertial (INS) systems, which are totally selfcontainedand require no information from externalreferences. They provide aircraft position and navigationinformation in response to signals resultingfrom inertial effects on components <strong>with</strong>in thesystem.d. MLS Area Navigation (MLS/RNAV), whichprovides area navigation <strong>with</strong> reference to an MLSground facility.e. LORAN-C is a long-range radio navigationsystem that uses ground waves transmitted at lowfrequency to provide user position information atranges of up to 600 to 1,200 nautical miles at both enroute and approach altitudes. The usable signalcoverage areas are determined by the signal-to-noiseratio, the envelope-to-cycle difference, and thegeometric relationship between the positions of theuser and the transmitting stations.f. GPS is a space-base radio positioning, navigation,and time-transfer system. The system provideshighly accurate position and velocity information,and precise time, on a continuous global basis, to anunlimited number of properly equipped users. Thesystem is unaffected by weather, and provides aworldwide common grid reference system.(See ICAO term AREA NAVIGATION.)AREA NAVIGATION [ICAO]− A method of navigationwhich permits aircraft operation on any desiredflight path <strong>with</strong>in the coverage of station-referencednavigation aids or <strong>with</strong>in the limits of the capabilityof self-contained aids, or a combination of these.AREA NAVIGATION (RNAV) APPROACH CON-FIGURATION:a. STANDARD T− An RNAV approach whosedesign allows direct flight to any one of three initialapproach fixes (IAF) and eliminates the need forprocedure turns. The standard design is to align theprocedure on the extended centerline <strong>with</strong> the missedapproach point (MAP) at the runway threshold, thefinal approach fix (FAF), and the initial approach/intermediatefix (IAF/IF). The other two IAFs will beestablished perpendicular to the IF.b. MODIFIED T− An RNAV approach design forsingle or multiple runways where terrain or operationalconstraints do not allow for the standard T. The“T” may be modified by increasing or decreasing theangle from the corner IAF(s) to the IF or byeliminating one or both corner IAFs.c. STANDARD I− An RNAV approach design fora single runway <strong>with</strong> both corner IAFs eliminated.Course reversal or radar vectoring may be required atbusy terminals <strong>with</strong> multiple runways.d. TERMINAL ARRIVAL AREA (TAA)− TheTAA is controlled airspace established in conjunction<strong>with</strong> the Standard or Modified T and I RNAVapproach configurations. In the standard TAA, thereare three areas: straight-in, left base, and right base.The arc boundaries of the three areas of the TAA arepublished portions of the approach and allow aircraftto transition from the en route structure direct to thenearest IAF. TAAs will also eliminate or reducefeeder routes, departure extensions, and procedureturns or course reversal.1. STRAIGHT-IN AREA− A 30NM arc centeredon the IF bounded by a straight line extendingthrough the IF perpendicular to the intermediatecourse.2. LEFT BASE AREA− A 30NM arc centeredon the right corner IAF. The area shares a boundary<strong>with</strong> the straight-in area except that it extends out for30NM from the IAF and is bounded on the other sideby a line extending from the IF through the FAF to thearc.3. RIGHT BASE AREA− A 30NM arc centeredon the left corner IAF. The area shares a boundary<strong>with</strong> the straight-in area except that it extends out for30NM from the IAF and is bounded on the other sideby a line extending from the IF through the FAF to thearc.ARINC− An acronym for Aeronautical Radio, Inc.,a corporation largely owned by a group of airlines.ARINC is licensed by the FCC as an aeronauticalstation and contracted by the FAA to providecommunications support for air traffic control andmeteorological services in portions of internationalairspace.ARMY AVIATION FLIGHT INFORMATIONBULLETIN− A bulletin that provides air operationdata covering Army, National Guard, and ArmyReserve aviation activities.PCG A−12
8/5/04Pilot/<strong>Control</strong>ler GlossaryARO−(See AIRPORT RESERVATION OFFICE.)ARRESTING SYSTEM− A safety device consistingof two major components, namely, engaging orcatching devices and energy absorption devices forthe purpose of arresting both tailhook and/or nontailhook-equippedaircraft. It is used to prevent aircraftfrom overrunning runways when the aircraft cannotbe stopped after landing or during aborted takeoff.Arresting systems have various names; e.g., arrestinggear, hook device, wire barrier cable.(See ABORT.)(Refer to AIM.)ARRIVAL AIRCRAFT INTERVAL− An internallygenerated program in hundredths of minutes basedupon the AAR. AAI is the desired optimum intervalbetween successive arrival aircraft over the vertex.ARRIVAL CENTER− The ARTCC having jurisdictionfor the impacted airport.ARRIVAL DELAY− A parameter which specifies aperiod of time in which no aircraft will be metered forarrival at the specified airport.ARRIVAL SECTOR− An operational control sectorcontaining one or more meter fixes.ARRIVAL SECTOR ADVISORY LIST− An orderedlist of data on arrivals displayed at thePVD/MDM of the sector which controls the meterfix.ARRIVAL SEQUENCING PROGRAM− The automatedprogram designed to assist in sequencingaircraft destined for the same airport.ARRIVAL STREAM FILTER (ASF)− An on/offfilter that allows the conflict notification function tobe inhibited for arrival streams into single or multipleairports to prevent nuisance alerts.ARRIVAL TIME− The time an aircraft touches downon arrival.ARSR−(See AIR ROUTE SURVEILLANCE RADAR.)ARTCC−(See AIR ROUTE TRAFFIC CONTROLCENTER.)ARTS−(See AUTOMATED RADAR TERMINALSYSTEMS.)ASDA−(See ACCELERATE-STOP DISTANCEAVAILABLE.)ASDA [ICAO]−(See ICAO Term ACCELERATE-STOPDISTANCE AVAILABLE.)ASDE−(See AIRPORT SURFACE DETECTIONEQUIPMENT.)ASF−(See ARRIVAL STREAM FILTER.)ASLAR−(See AIRCRAFT SURGE LAUNCH ANDRECOVERY.)ASP−(See ARRIVAL SEQUENCING PROGRAM.)ASR−(See AIRPORT SURVEILLANCE RADAR.)ASR APPROACH−(See SURVEILLANCE APPROACH.)ATC−(See AIR TRAFFIC CONTROL.)ATC ADVISES− Used to prefix a message ofnoncontrol information when it is relayed to anaircraft by other than an air traffic controller.(See ADVISORY.)ATC ASSIGNED AIRSPACE− <strong>Air</strong>space of definedvertical/lateral limits, assigned by ATC, for thepurpose of providing air traffic segregation betweenthe specified activities being conducted <strong>with</strong>in theassigned airspace and other IFR air traffic.(See SPECIAL USE AIRSPACE.)ATC CLEARANCE−(See AIR TRAFFIC CLEARANCE.)ATC CLEARS− Used to prefix an ATC clearancewhen it is relayed to an aircraft by other than an airtraffic controller.ATC INSTRUCTIONS− Directives issued by airtraffic control for the purpose of requiring a pilot totake specific actions; e.g., “Turn left heading two fivezero,” “Go around,” “Clear the runway.”(Refer to 14 CFR Part 91.)ATC PREFERRED ROUTE NOTIFICATION−URET notification to the appropriate controller of theneed to determine if an ATC preferred route needs tobe applied, based on destination airport.(See ROUTE ACTION NOTIFICATION.)(See USER REQUEST EVALUATION TOOL.)PCG A−13
Pilot/<strong>Control</strong>ler Glossary 8/5/04ATC PREFERRED ROUTES− Preferred routes thatare not automatically applied by Host.ATC REQUESTS− Used to prefix an ATC requestwhen it is relayed to an aircraft by other than an airtraffic controller.ATCAA−(See ATC ASSIGNED AIRSPACE.)ATCRBS−(See RADAR.)ATCSCC−(See AIR TRAFFIC CONTROL SYSTEMCOMMAND CENTER.)ATCT−(See TOWER.)ATIS−(See AUTOMATIC TERMINAL INFORMATIONSERVICE.)ATIS [ICAO]−(See ICAO Term AUTOMATIC TERMINALINFORMATION SERVICE.)ATS ROUTE [ICAO]− A specified route designed forchannelling the flow of traffic as necessary for theprovision of air traffic services.Note: The term “ATS Route” is used to meanvariously, airway, advisory route, controlled oruncontrolled route, arrival or departure, etc.ATTS−(See AUTOMATED TERMINAL TRACKINGSYSTEM.)AUTOLAND APPROACH− An autoland approachis a precision instrument approach to touchdown and,in some cases, through the landing rollout. Anautoland approach is performed by the aircraftautopilot which is receiving position informationand/or steering commands from onboard navigationequipment.Note: Autoland and coupled approaches are flownin VFR and IFR. It is common for carriers to requiretheir crews to fly coupled approaches and autolandapproaches (if certified) when the weatherconditions are less than approximately 4,000 RVR.(See COUPLED APPROACH.)AUTOMATED INFORMATION TRANSFER− Aprecoordinated process, specifically defined in facilitydirectives, during which a transfer of altitudecontrol and/or radar identification is accomplished<strong>with</strong>out verbal coordination between controllersusing information communicated in a full data block.AUTOMATED MUTUAL-ASSISTANCE VESSELRESCUE SYSTEM− A facility which can deliver, ina matter of minutes, a surface picture (SURPIC) ofvessels in the area of a potential or actual search andrescue incident, including their predicted positionsand their characteristics.(See FAAO 7110.65, Para 10−6−4, INFLIGHTCONTINGENCIES.)AUTOMATED PROBLEM DETECTION (APD)−An Automation Processing capability that comparestrajectories in order to predict conflicts.AUTOMATED PROBLEM DETECTIONBOUNDARY (APB)− The adapted distance beyonda facilities boundary defining the airspace <strong>with</strong>inwhich URET performs conflict detection.(See USER REQUEST EVALUATION TOOL.)AUTOMATED PROBLEM DETECTION IN-HIBITED AREA (APDIA)− <strong>Air</strong>space surrounding aterminal area <strong>with</strong>in which APD is inhibited for allflights <strong>with</strong>in that airspace.AUTOMATED RADAR TERMINAL SYSTEMS−The generic term for the ultimate in functionalcapability afforded by several automation systems.Each differs in functional capabilities and equipment.ARTS plus a suffix roman numeral denotes a specificsystem. A following letter indicates a major modificationto that system. In general, an ARTS displaysfor the terminal controller aircraft identification,flight plan data, other flight associated information;e.g., altitude, speed, and aircraft position symbols inconjunction <strong>with</strong> his/her radar presentation. Normalradar co-exists <strong>with</strong> the alphanumeric display. Inaddition to enhancing visualization of the air trafficsituation, ARTS facilitate intra/inter-facility transferand coordination of flight information. These capabilitiesare enabled by specially designed computersand subsystems tailored to the radar and communicationsequipments and operational requirements ofeach automated facility. Modular design permitsadoption of improvements in computer software andelectronic technologies as they become availablewhile retaining the characteristics unique to eachsystem.a. ARTS II. A programmable nontracking, computer-aideddisplay subsystem capable of modularexpansion. ARTS II systems provide a level ofautomated air traffic control capability at terminalsPCG A−14
2/17/05Pilot/<strong>Control</strong>ler Glossaryhaving low to medium activity. Flight identificationand altitude may be associated <strong>with</strong> the display ofsecondary radar targets. The system has the capabilityof communicating <strong>with</strong> ARTCCs and other ARTS II,IIA, III, and IIIA facilities.b. ARTS IIA. A programmable radar-trackingcomputer subsystem capable of modular expansion.The ARTS IIA detects, tracks, and predicts secondaryradar targets. The targets are displayed by means ofcomputer-generated symbols, ground speed, andflight plan data. Although it does not track primaryradar targets, they are displayed coincident <strong>with</strong> thesecondary radar as well as the symbols and alphanumerics.The system has the capability of communicating<strong>with</strong> ARTCCs and other ARTS II, IIA, III, andIIIA facilities.c. ARTS III. The Beacon Tracking Level of themodular programmable automated radar terminalsystem in use at medium to high activity terminals.ARTS III detects, tracks, and predicts secondaryradar-derived aircraft targets. These are displayed bymeans of computer-generated symbols and alphanumericcharacters depicting flight identification,aircraft altitude, ground speed, and flight plan data.Although it does not track primary targets, they aredisplayed coincident <strong>with</strong> the secondary radar as wellas the symbols and alphanumerics. The system hasthe capability of communicating <strong>with</strong> ARTCCs andother ARTS III facilities.d. ARTS IIIA. The Radar Tracking and BeaconTracking Level (RT&BTL) of the modular,programmable automated radar terminal system.ARTS IIIA detects, tracks, and predicts primary aswell as secondary radar-derived aircraft targets. Thismore sophisticated computer-driven system upgradesthe existing ARTS III system by providingimproved tracking, continuous data recording, andfail-soft capabilities.AUTOMATED TERMINAL TRACKING SYS-TEM (ATTS)− ATTS is used to identify the numeroustracking systems including ARTS IIA, ARTS IIE,ARTS IIIA, ARTS IIIE, STARS, and MEARTS.AUTOMATED UNICOM− Provides completelyautomated weather, radio check capability and airportadvisory information on an Automated UNICOMsystem. These systems offer a variety of features,typically selectable by microphone clicks, on theUNICOM frequency. Availability will be publishedin the <strong>Air</strong>port/Facility Directory and approach charts.AUTOMATIC ALTITUDE REPORT−(See ALTITUDE READOUT.)AUTOMATIC ALTITUDE REPORTING− Thatfunction of a transponder which responds to Mode Cinterrogations by transmitting the aircraft’s altitudein 100-foot increments.AUTOMATIC CARRIER LANDING SYSTEM−U.S. Navy final approach equipment consisting ofprecision tracking radar coupled to a computer datalink to provide continuous information to the aircraft,monitoring capability to the pilot, and a backupapproach system.AUTOMATIC DEPENDENT SURVEILLANCE(ADS) [ICAO]− A surveillance technique in whichaircraft automatically provide, via a data link, dataderived from on−board navigation and positionfixing systems, including aircraft identification, fourdimensional position and additional data asappropriate.AUTOMATIC DEPENDENT SURVEILLANCE−BROADCAST (ADS-B)− A surveillance system inwhich an aircraft or vehicle to be detected is fitted<strong>with</strong> cooperative equipment in the form of a data linktransmitter. The aircraft or vehicle periodicallybroadcasts its GPS−derived position and other informationsuch as velocity over the data link, which isreceived by a ground−based transmitter/receiver(transceiver) for processing and display at an airtraffic control facility.(See GLOBAL POSITIONING SYSTEM.)(See GROUND−BASED TRANSCEIVER.)AUTOMATIC DEPENDENT SURVEILLANCE−CONTRACT (ADS−C)− A data link position reportingsystem, controlled by a ground station, thatestablishes contracts <strong>with</strong> an aircraft’s avionics thatoccur automatically whenever specific events occur,or specific time intervals are reached.AUTOMATIC DIRECTION FINDER− An aircraftradio navigation system which senses and indicatesthe direction to a L/MF nondirectional radio beacon(NDB) ground transmitter. Direction is indicated tothe pilot as a magnetic bearing or as a relative bearingto the longitudinal axis of the aircraft depending onthe type of indicator installed in the aircraft. In certainapplications, such as military, ADF operations mayPCG A−15
Pilot/<strong>Control</strong>ler Glossary 2/17/05be based on airborne and ground transmitters in theVHF/UHF frequency spectrum.(See BEARING.)(See NONDIRECTIONAL BEACON.)AUTOMATIC TERMINAL INFORMATION SER-VICE− The continuous broadcast of recorded noncontrolinformation in selected terminal areas. Itspurpose is to improve controller effectiveness and torelieve frequency congestion by automating therepetitive transmission of essential but routineinformation; e.g., “Los Angeles information Alfa.One three zero zero Coordinated Universal Time.Weather, measured ceiling two thousand overcast,visibility three, haze, smoke, temperature seven one,dew point five seven, wind two five zero at five,altimeter two niner niner six. I-L-S Runway Two FiveLeft approach in use, Runway Two Five Right closed,advise you have Alfa.”(See ICAO term AUTOMATIC TERMINALINFORMATION SERVICE.)(Refer to AIM.)AUTOMATIC TERMINAL INFORMATION SER-VICE [ICAO]− The provision of current, routineinformation to arriving and departing aircraft bymeans of continuous and repetitive broadcaststhroughout the day or a specified portion of the day.AUTOROTATION− A rotorcraft flight condition inwhich the lifting rotor is driven entirely by action ofthe air when the rotorcraft is in motion.a. Autorotative Landing/Touchdown Autorotation.Used by a pilot to indicate that the landing willbe made <strong>with</strong>out applying power to the rotor.b. Low Level Autorotation. Commences at analtitude well below the traffic pattern, usually below100 feet AGL and is used primarily for tacticalmilitary training.c. 180 degrees Autorotation. Initiated from adownwind heading and is commenced well inside thenormal traffic pattern. “Go around” may not bepossible during the latter part of this maneuver.AVAILABLE LANDING DISTANCE (ALD)− Theportion of a runway available for landing and roll-outfor aircraft cleared for LAHSO. This distance ismeasured from the landing threshold to the holdshortpoint.AVIATION WEATHER SERVICE− A service providedby the National Weather Service (NWS) andFAA which collects and disseminates pertinentweather information for pilots, aircraft operators, andATC. Available aviation weather reports and forecastsare displayed at each NWS office and FAA FSS.(See EN ROUTE FLIGHT ADVISORYSERVICE.)(See TRANSCRIBED WEATHER BROADCAST.)(See WEATHER ADVISORY.)(Refer to AIM.)AWW−(See SEVERE WEATHER FORECASTALERTS.)AZIMUTH (MLS)− A magnetic bearing extendingfrom an MLS navigation facility.Note: Azimuth bearings are described as magneticand are referred to as “azimuth” in radio telephonecommunications.PCG A−16
2/19/04Pilot/<strong>Control</strong>ler GlossaryBBACK-TAXI− A term used by air traffic controllersto taxi an aircraft on the runway opposite to the trafficflow. The aircraft may be instructed to back-taxi tothe beginning of the runway or at some point beforereaching the runway end for the purpose of departureor to exit the runway.BASE LEG−(See TRAFFIC PATTERN.)BEACON−(See AERONAUTICAL BEACON.)(See AIRPORT ROTATING BEACON.)(See AIRWAY BEACON.)(See MARKER BEACON.)(See NONDIRECTIONAL BEACON.)(See RADAR.)BEARING− The horizontal direction to or from anypoint, usually measured clockwise from true north,magnetic north, or some other reference pointthrough 360 degrees.(See NONDIRECTIONAL BEACON.)BELOW MINIMUMS− Weather conditions belowthe minimums prescribed by regulation for theparticular action involved; e.g., landing minimums,takeoff minimums.BLAST FENCE− A barrier that is used to divert ordissipate jet or propeller blast.BLIND SPEED− The rate of departure or closing ofa target relative to the radar antenna at whichcancellation of the primary radar target by movingtarget indicator (MTI) circuits in the radar equipmentcauses a reduction or complete loss of signal.(See ICAO term BLIND VELOCITY.)BLIND SPOT− An area from which radio transmissionsand/or radar echoes cannot be received. Theterm is also used to describe portions of the airport notvisible from the control tower.BLIND TRANSMISSION−(See TRANSMITTING IN THE BLIND.)BLIND VELOCITY [ICAO]− The radial velocity ofa moving target such that the target is not seen onprimary radars fitted <strong>with</strong> certain forms of fixed echosuppression.BLIND ZONE−(See BLIND SPOT.)BLOCKED− Phraseology used to indicate that aradio transmission has been distorted or interrupteddue to multiple simultaneous radio transmissions.BOUNDARY LIGHTS−(See AIRPORT LIGHTING.)BRAKING ACTION (GOOD, FAIR, POOR, ORNIL)− A report of conditions on the airport movementarea providing a pilot <strong>with</strong> a degree/quality ofbraking that he/she might expect. Braking action isreported in terms of good, fair, poor, or nil.(See RUNWAY CONDITION READING.)BRAKING ACTION ADVISORIES− When towercontrollers have received runway braking actionreports which include the terms “poor” or “nil,” orwhenever weather conditions are conducive to deterioratingor rapidly changing runway braking conditions,the tower will include on the ATIS broadcastthe statement, “BRAKING ACTION ADVISORIESARE IN EFFECT.” During the time Braking ActionAdvisories are in effect, ATC will issue the latestbraking action report for the runway in use to eacharriving and departing aircraft. Pilots should beprepared for deteriorating braking conditions andshould request current runway condition informationif not volunteered by controllers. Pilots should alsobe prepared to provide a descriptive runway conditionreport to controllers after landing.BREAKOUT− A technique to direct aircraft out ofthe approach stream. In the context of close paralleloperations, a breakout is used to direct threatenedaircraft away from a deviating aircraft.BROADCAST− Transmission of information forwhich an acknowledgement is not expected.(See ICAO term BROADCAST.)BROADCAST [ICAO]− A transmission of informationrelating to air navigation that is not addressed toa specific station or stations.PCG B−1
8/5/04Pilot/<strong>Control</strong>ler GlossaryCCALCULATED LANDING TIME− A term that maybe used in place of tentative or actual calculatedlanding time, whichever applies.CALL FOR RELEASE− Wherein the overlyingARTCC requires a terminal facility to initiate verbalcoordination to secure ARTCC approval for releaseof a departure into the en route environment.CALL UP− Initial voice contact between a facilityand an aircraft, using the identification of the unitbeing called and the unit initiating the call.(Refer to AIM.)CANADIAN MINIMUM NAVIGATION PERFOR-MANCE SPECIFICATION AIRSPACE− That portionof Canadian domestic airspace <strong>with</strong>in whichMNPS separation may be applied.CARDINAL ALTITUDES− “Odd” or “Even” thousand-footaltitudes or flight levels; e.g., 5,000, 6,000,7,000, FL 250, FL 260, FL 270.(See ALTITUDE.)(See FLIGHT LEVEL.)CARDINAL FLIGHT LEVELS−(See CARDINAL ALTITUDES.)CAT−(See CLEAR-AIR TURBULENCE.)CATCH POINT− A fix/waypoint that serves as atransition point from the high altitude waypointnavigation structure to an arrival procedure (STAR)or the low altitude ground−based navigation structure.CEILING− The heights above the earth’s surface ofthe lowest layer of clouds or obscuring phenomenathat is reported as “broken,” “overcast,” or “obscuration,”and not classified as “thin” or “partial.”(See ICAO term CEILING.)CEILING [ICAO]− The height above the ground orwater of the base of the lowest layer of cloud below6,000 meters (20,000 feet) covering more than halfthe sky.CENRAP−(See CENTER RADAR ARTSPRESENTATION/PROCESSING.)CENRAP-PLUS−(See CENTER RADAR ARTSPRESENTATION/PROCESSING-PLUS.)CENTER−(See AIR ROUTE TRAFFIC CONTROLCENTER.)CENTER’S AREA− The specified airspace <strong>with</strong>inwhich an air route traffic control center (ARTCC)provides air traffic control and advisory service.(See AIR ROUTE TRAFFIC CONTROLCENTER.)(Refer to AIM.)CENTER RADAR ARTS PRESENTATION/PROCESSING− A computer program developed toprovide a back-up system for airport surveillanceradar in the event of a failure or malfunction. Theprogram uses air route traffic control center radar forthe processing and presentation of data on the ARTSIIA or IIIA displays.CENTER RADAR ARTS PRESENTATION/PROCESSING-PLUS− A computer program developedto provide a back-up system for airportsurveillance radar in the event of a terminal secondaryradar system failure. The program uses a combinationof <strong>Air</strong> Route <strong>Traffic</strong> <strong>Control</strong> Center Radar andterminal airport surveillance radar primary targetsdisplayed simultaneously for the processing andpresentation of data on the ARTS IIA or IIIAdisplays.CENTER TRACON AUTOMATION SYSTEM(CTAS)− A computerized set of programs designedto aid <strong>Air</strong> Route <strong>Traffic</strong> <strong>Control</strong> Centers and TRA-CONs in the management and control of air traffic.CENTER WEATHER ADVISORY− An unscheduledweather advisory issued by Center WeatherService Unit meteorologists for ATC use to alertpilots of existing or anticipated adverse weatherconditions <strong>with</strong>in the next 2 hours. A CWA maymodify or redefine a SIGMET.(See AWW.)(See AIRMET.)(See CONVECTIVE SIGMET.)(See SIGMET.)(Refer to AIM.)PCG C−1
Pilot/<strong>Control</strong>ler Glossary 8/5/04CENTRAL EAST PACIFIC− An organized routesystem between the U.S. West Coast and Hawaii.CEP−(See CENTRAL EAST PACIFIC.)CERAP−(See COMBINED CENTER-RAPCON.)CERTIFIED TOWER RADAR DISPLAY (CTRD)−A radar display that provides a presentation ofprimary, beacon radar videos, and alphanumeric datafrom an <strong>Air</strong> <strong>Traffic</strong> <strong>Control</strong> radar system, which iscertified by the FAA to provide radar services.Examples include Digital Bright Radar IndicatorTower Equipment (DBRITE), Tower DisplayWorkstation (TDW) and BRITE.CFR−(See CALL FOR RELEASE.)CHAFF− Thin, narrow metallic reflectors of variouslengths and frequency responses, used to reflect radarenergy. These reflectors when dropped from aircraftand allowed to drift downward result in large targetson the radar display.CHARTED VFR FLYWAYS− Charted VFR Flywaysare flight paths recommended for use to bypassareas heavily traversed by large turbine-poweredaircraft. Pilot compliance <strong>with</strong> recommended flywaysand associated altitudes is strictly voluntary.VFR Flyway Planning charts are published on theback of existing VFR Terminal Area charts.CHARTED VISUAL FLIGHT PROCEDURE AP-PROACH− An approach conducted while operatingon an instrument flight rules (IFR) flight plan whichauthorizes the pilot of an aircraft to proceed visuallyand clear of clouds to the airport via visual landmarksand other information depicted on a charted visualflight procedure. This approach must be authorizedand under the control of the appropriate air trafficcontrol facility. Weather minimums required aredepicted on the chart.CHASE− An aircraft flown in proximity to anotheraircraft normally to observe its performance duringtraining or testing.CHASE AIRCRAFT−(See CHASE.)CIRCLE-TO-LAND MANEUVER− A maneuverinitiated by the pilot to align the aircraft <strong>with</strong> arunway for landing when a straight-in landing froman instrument approach is not possible or is notdesirable. At tower controlled airports, this maneuveris made only after ATC authorization has beenobtained and the pilot has established required visualreference to the airport.(See CIRCLE TO RUNWAY.)(See LANDING MINIMUMS.)(Refer to AIM.)CIRCLE TO RUNWAY (RUNWAY NUMBER)−Used by ATC to inform the pilot that he/she mustcircle to land because the runway in use is other thanthe runway aligned <strong>with</strong> the instrument approachprocedure. When the direction of the circling maneuverin relation to the airport/runway is required, thecontroller will state the direction (eight cardinalcompass points) and specify a left or right downwindor base leg as appropriate; e.g., “Cleared VORRunway Three Six Approach circle to Runway TwoTwo,” or “Circle northwest of the airport for a rightdownwind to Runway Two Two.”(See CIRCLE-TO-LAND MANEUVER.)(See LANDING MINIMUMS.)(Refer to AIM.)CIRCLING APPROACH−(See CIRCLE-TO-LAND MANEUVER.)CIRCLING MANEUVER−(See CIRCLE-TO-LAND MANEUVER.)CIRCLING MINIMA−(See LANDING MINIMUMS.)CLASS A AIRSPACE−(See CONTROLLED AIRSPACE.)CLASS B AIRSPACE−(See CONTROLLED AIRSPACE.)CLASS C AIRSPACE−(See CONTROLLED AIRSPACE.)CLASS D AIRSPACE−(See CONTROLLED AIRSPACE.)CLASS E AIRSPACE−(See CONTROLLED AIRSPACE.)CLASS G AIRSPACE− That airspace not designatedas Class A, B, C, D or E.CLEAR AIR TURBULENCE (CAT)− Turbulenceencountered in air where no clouds are present. Thisterm is commonly applied to high-level turbulencePCG C−2
8/5/04Pilot/<strong>Control</strong>ler Glossaryassociated <strong>with</strong> wind shear. CAT is often encounteredin the vicinity of the jet stream.(See WIND SHEAR.)(See JET STREAM.)CLEAR OF THE RUNWAY−a. A taxiing aircraft, which is approaching arunway, is clear of the runway when all parts of theaircraft are held short of the applicable holdingposition marking.b. A pilot or controller may consider an aircraft,which is exiting or crossing a runway, to be clear ofthe runway when all parts of the aircraft are beyondthe runway edge and there is no ATC restriction to itscontinued movement beyond the applicable holdingposition marking.c. Pilots and controllers shall exercise good judgementto ensure that adequate separation existsbetween all aircraft on runways and taxiways atairports <strong>with</strong> inadequate runway edge lines orholding position markings.CLEARANCE−(See AIR TRAFFIC CLEARANCE.)CLEARANCE LIMIT− The fix, point, or location towhich an aircraft is cleared when issued an air trafficclearance.(See ICAO term CLEARANCE LIMIT.)CLEARANCE LIMIT [ICAO]− The point of whichan aircraft is granted an air traffic control clearance.CLEARANCE VOID IF NOT OFF BY (TIME)−Used by ATC to advise an aircraft that the departureclearance is automatically canceled if takeoff is notmade prior to a specified time. The pilot must obtaina new clearance or cancel his/her IFR flight plan if notoff by the specified time.(See ICAO term CLEARANCE VOID TIME.)CLEARANCE VOID TIME [ICAO]− A time specifiedby an air traffic control unit at which a clearanceceases to be valid unless the aircraft concerned hasalready taken action to comply there<strong>with</strong>.CLEARED APPROACH− ATC authorization for anaircraft to execute any standard or special instrumentapproach procedure for that airport. Normally, anaircraft will be cleared for a specific instrumentapproach procedure.(See CLEARED (Type of) APPROACH.)(See INSTRUMENT APPROACHPROCEDURE.)(Refer to 14 CFR Part 91.)(Refer to AIM.)CLEARED (Type of) APPROACH− ATC authorizationfor an aircraft to execute a specific instrumentapproach procedure to an airport; e.g., “Cleared ILSRunway Three Six Approach.”(See APPROACH CLEARANCE.)(See INSTRUMENT APPROACHPROCEDURE.)(Refer to 14 CFR Part 91.)(Refer to AIM.)CLEARED AS FILED− Means the aircraft is clearedto proceed in accordance <strong>with</strong> the route of flight filedin the flight plan. This clearance does not include thealtitude, DP, or DP Transition.(See REQUEST FULL ROUTE CLEARANCE.)(Refer to AIM.)CLEARED FOR TAKEOFF− ATC authorizationfor an aircraft to depart. It is predicated on knowntraffic and known physical airport conditions.CLEARED FOR THE OPTION− ATC authorizationfor an aircraft to make a touch-and-go, lowapproach, missed approach, stop and go, or full stoplanding at the discretion of the pilot. It is normallyused in training so that an instructor can evaluate astudent’s performance under changing situations.(See OPTION APPROACH.)(Refer to AIM.)CLEARED THROUGH− ATC authorization for anaircraft to make intermediate stops at specifiedairports <strong>with</strong>out refiling a flight plan while en routeto the clearance limit.CLEARED TO LAND− ATC authorization for anaircraft to land. It is predicated on known traffic andknown physical airport conditions.CLEARWAY− An area beyond the takeoff runwayunder the control of airport authorities <strong>with</strong>in whichterrain or fixed obstacles may not extend abovespecified limits. These areas may be required forcertain turbine-powered operations and the size andupward slope of the clearway will differ depending onwhen the aircraft was certificated.(Refer to 14 CFR Part 1.)PCG C−3
Pilot/<strong>Control</strong>ler Glossary 8/5/04CLIMB TO VFR− ATC authorization for an aircraftto climb to VFR conditions <strong>with</strong>in Class B, C, D, andE surface areas when the only weather limitation isrestricted visibility. The aircraft must remain clear ofclouds while climbing to VFR.(See SPECIAL VFR CONDITIONS.)(Refer to AIM.)CLIMBOUT− That portion of flight operation betweentakeoff and the initial cruising altitude.CLOSE PARALLEL RUNWAYS− Two parallelrunways whose extended centerlines are separated byless than 4,300 feet, having a Precision RunwayMonitoring (PRM) system that permits simultaneousindependent ILS approaches.CLOSED RUNWAY− A runway that is unusable foraircraft operations. Only the airport management/military operations office can close a runway.CLOSED TRAFFIC− Successive operations involvingtakeoffs and landings or low approaches wherethe aircraft does not exit the traffic pattern.CLOUD− A cloud is a visible accumulation ofminute water droplets and/or ice particles in theatmosphere above the Earth’s surface. Cloud differsfrom ground fog, fog, or ice fog only in that the latterare, by definition, in contact <strong>with</strong> the Earth’s surface.CLT−(See CALCULATED LANDING TIME.)CLUTTER− In radar operations, clutter refers to thereception and visual display of radar returns causedby precipitation, chaff, terrain, numerous aircrafttargets, or other phenomena. Such returns may limitor preclude ATC from providing services based onradar.(See CHAFF.)(See GROUND CLUTTER.)(See PRECIPITATION.)(See TARGET.)(See ICAO term RADAR CLUTTER.)CMNPS−(See CANADIAN MINIMUM NAVIGATIONPERFORMANCE SPECIFICATION AIRSPACE.)COASTAL FIX− A navigation aid or intersectionwhere an aircraft transitions between the domesticroute structure and the oceanic route structure.CODES− The number assigned to a particularmultiple pulse reply signal transmitted by a transponder.(See DISCRETE CODE.)COMBINED CENTER-RAPCON− An air trafficfacility which combines the functions of an ARTCCand a radar approach control facility.(See AIR ROUTE TRAFFIC CONTROLCENTER.)(See RADAR APPROACH CONTROLFACILITY.)COMMON POINT− A significant point over whichtwo or more aircraft will report passing or havereported passing before proceeding on the same ordiverging tracks. To establish/maintain longitudinalseparation, a controller may determine a commonpoint not originally in the aircraft’s flight plan andthen clear the aircraft to fly over the point.(See SIGNIFICANT POINT.)COMMON PORTION−(See COMMON ROUTE.)COMMON ROUTE− That segment of a NorthAmerican Route between the inland navigationfacility and the coastal fix.ORCOMMON ROUTE− Typically the portion of aRNAV STAR between the en route transition endpoint and the runway transition start point; however,the common route may only consist of a single pointthat joins the en route and runway transitions.COMMON TRAFFIC ADVISORY FREQUENCY(CTAF)− A frequency designed for the purpose ofcarrying out airport advisory practices while operatingto or from an airport <strong>with</strong>out an operating controltower. The CTAF may be a UNICOM, Multicom,FSS, or tower frequency and is identified in appropriateaeronautical publications.(Refer to AC 90-42, <strong>Traffic</strong> Advisory Practices at<strong>Air</strong>ports Without Operating <strong>Control</strong> Towers.)COMPASS LOCATOR− A low power, low ormedium frequency (L/MF) radio beacon installed atthe site of the outer or middle marker of an instrumentlanding system (ILS). It can be used for navigation atdistances of approximately 15 miles or as authorizedin the approach procedure.a. Outer Compass Locator (LOM)− A compasslocator installed at the site of the outer marker of aninstrument landing system.(See OUTER MARKER.)PCG C−4
8/5/04Pilot/<strong>Control</strong>ler Glossaryb. Middle Compass Locator (LMM)− A compasslocator installed at the site of the middle marker of aninstrument landing system.(See MIDDLE MARKER.)(See ICAO term LOCATOR.)COMPASS ROSE− A circle, graduated in degrees,printed on some charts or marked on the ground at anairport. It is used as a reference to either true ormagnetic direction.COMPOSITE FLIGHT PLAN− A flight plan whichspecifies VFR operation for one portion of flight andIFR for another portion. It is used primarily inmilitary operations.(Refer to AIM.)COMPOSITE ROUTE SYSTEM− An organizedoceanic route structure, incorporating reduced lateralspacing between routes, in which composite separationis authorized.COMPOSITE SEPARATION− A method of separatingaircraft in a composite route system where, bymanagement of route and altitude assignments, acombination of half the lateral minimum specified forthe area concerned and half the vertical minimum isapplied.COMPULSORY REPORTING POINTS− Reportingpoints which must be reported to ATC. They aredesignated on aeronautical charts by solid triangles orfiled in a flight plan as fixes selected to define directroutes. These points are geographical locationswhich are defined by navigation aids/fixes. Pilotsshould discontinue position reporting over compulsoryreporting points when informed by ATC thattheir aircraft is in “radar contact.”CONFLICT ALERT− A function of certain air trafficcontrol automated systems designed to alert radarcontrollers to existing or pending situations betweentracked targets (known IFR or VFR aircraft) thatrequire his/her immediate attention/action.(See MODE C INTRUDER ALERT.)CONFLICT RESOLUTION− The resolution ofpotential conflictions between aircraft that are radaridentified and in communication <strong>with</strong> ATC byensuring that radar targets do not touch. Pertinenttraffic advisories shall be issued when this procedureis applied.Note: This procedure shall not be provided utilizingmosaic radar systems.CONFORMANCE− The condition established whenan aircraft’s actual position is <strong>with</strong>in the conformanceregion constructed around that aircraft at its position,according to the trajectory associated <strong>with</strong> theaircraft’s Current Plan.CONFORMANCE REGION− A volume, boundedlaterally, vertically, and longitudinally, <strong>with</strong>in whichan aircraft must be at a given time in order to be inconformance <strong>with</strong> the Current Plan Trajectory for thataircraft. At a given time, the conformance region isdetermined by the simultaneous application of thelateral, vertical, and longitudinal conformancebounds for the aircraft at the position defined by timeand aircraft’s trajectory.CONSOLAN− A low frequency, long-distance NA-VAID used principally for transoceanic navigations.CONTACT−a. Establish communication <strong>with</strong> (followed by thename of the facility and, if appropriate, the frequencyto be used).b. A flight condition wherein the pilot ascertainsthe attitude of his/her aircraft and navigates by visualreference to the surface.(See CONTACT APPROACH.)(See RADAR CONTACT.)CONTACT APPROACH− An approach wherein anaircraft on an IFR flight plan, having an air trafficcontrol authorization, operating clear of clouds <strong>with</strong>at least 1 mile flight visibility and a reasonableexpectation of continuing to the destination airport inthose conditions, may deviate from the instrumentapproach procedure and proceed to the destinationairport by visual reference to the surface. Thisapproach will only be authorized when requested bythe pilot and the reported ground visibility at thedestination airport is at least 1 statute mile.(Refer to AIM.)CONTAMINATED RUNWAY− A runway is consideredcontaminated whenever standing water, ice,snow, slush, frost in any form, heavy rubber, or othersubstances are present. A runway is contaminated<strong>with</strong> respect to rubber deposits or other friction-degradingsubstances when the average friction valuefor any 500-foot segment of the runway <strong>with</strong>in theALD fails below the recommended minimum frictionlevel and the average friction value in theadjacent 500-foot segments falls below the maintenanceplanning friction level.PCG C−5
Pilot/<strong>Control</strong>ler Glossary 2/17/05CONTERMINOUS U.S.− The 48 adjoining Statesand the District of Columbia.CONTINENTAL UNITED STATES− The 49 Stateslocated on the continent of North America and theDistrict of Columbia.CONTINUE− When used as a control instructionshould be followed by another word or wordsclarifying what is expected of the pilot. Example:“continue taxi”, “continue descent”, “continue inbound”etc.CONTROL AREA [ICAO]− A controlled airspaceextending upwards from a specified limit above theearth.CONTROL SECTOR− An airspace area of definedhorizontal and vertical dimensions for which acontroller or group of controllers has air trafficcontrol responsibility, normally <strong>with</strong>in an air routetraffic control center or an approach control facility.Sectors are established based on predominant trafficflows, altitude strata, and controller workload. Pilotcommunicationsduring operations <strong>with</strong>in a sectorare normally maintained on discrete frequenciesassigned to the sector.(See DISCRETE FREQUENCY.)CONTROL SLASH− A radar beacon slash representingthe actual position of the associated aircraft.Normally, the control slash is the one closest to theinterrogating radar beacon site. When ARTCC radaris operating in narrowband (digitized) mode, thecontrol slash is converted to a target symbol.CONTROLLED AIRSPACE− An airspace of defineddimensions <strong>with</strong>in which air traffic controlservice is provided to IFR flights and to VFR flightsin accordance <strong>with</strong> the airspace classification.a. <strong>Control</strong>led airspace is a generic term that coversClass A, Class B, Class C, Class D, and Class Eairspace.b. <strong>Control</strong>led airspace is also that airspace <strong>with</strong>inwhich all aircraft operators are subject to certain pilotqualifications, operating rules, and equipment requirementsin 14 CFR Part 91 (for specific operatingrequirements, please refer to 14 CFR Part 91). ForIFR operations in any class of controlled airspace, apilot must file an IFR flight plan and receive anappropriate ATC clearance. Each Class B, Class C,and Class D airspace area designated for an airportcontains at least one primary airport around which theairspace is designated (for specific designations anddescriptions of the airspace classes, please refer to14 CFR Part 71).c. <strong>Control</strong>led airspace in the United States isdesignated as follows:1. CLASS A− Generally, that airspace from18,000 feet MSL up to and including FL 600,including the airspace overlying the waters <strong>with</strong>in 12nautical miles of the coast of the 48 contiguous Statesand Alaska. Unless otherwise authorized, all personsmust operate their aircraft under IFR.2. CLASS B− Generally, that airspace from thesurface to 10,000 feet MSL surrounding the nation’sbusiest airports in terms of airport operations orpassenger enplanements. The configuration of eachClass B airspace area is individually tailored andconsists of a surface area and two or more layers(some Class B airspaces areas resemble upside-downwedding cakes), and is designed to contain allpublished instrument procedures once an aircraftenters the airspace. An ATC clearance is required forall aircraft to operate in the area, and all aircraft thatare so cleared receive separation services <strong>with</strong>in theairspace. The cloud clearance requirement for VFRoperations is “clear of clouds.”3. CLASS C− Generally, that airspace from thesurface to 4,000 feet above the airport elevation(charted in MSL) surrounding those airports thathave an operational control tower, are serviced by aradar approach control, and that have a certainnumber of IFR operations or passenger enplanements.Although the configuration of each Class Carea is individually tailored, the airspace usuallyconsists of a surface area <strong>with</strong> a 5 nautical mile (NM)radius, a circle <strong>with</strong> a 10NM radius that extends nolower than 1,200 feet up to 4,000 feet above theairport elevation and an outer area that is not charted.Each person must establish two-way radio communications<strong>with</strong> the ATC facility providing air trafficservices prior to entering the airspace and thereaftermaintain those communications while <strong>with</strong>in theairspace. VFR aircraft are only separated from IFRaircraft <strong>with</strong>in the airspace.(See OUTER AREA.)4. CLASS D− Generally, that airspace from thesurface to 2,500 feet above the airport elevation(charted in MSL) surrounding those airports thathave an operational control tower. The configurationof each Class D airspace area is individually tailoredand when instrument procedures are published, thePCG C−6
8/5/04Pilot/<strong>Control</strong>ler Glossaryairspace will normally be designed to contain theprocedures. Arrival extensions for instrument approachprocedures may be Class D or Class Eairspace. Unless otherwise authorized, each personmust establish two-way radio communications <strong>with</strong>the ATC facility providing air traffic services prior toentering the airspace and thereafter maintain thosecommunications while in the airspace. No separationservices are provided to VFR aircraft.5. CLASS E− Generally, if the airspace is notClass A, Class B, Class C, or Class D, and it iscontrolled airspace, it is Class E airspace. Class Eairspace extends upward from either the surface or adesignated altitude to the overlying or adjacentcontrolled airspace. When designated as a surfacearea, the airspace will be configured to contain allinstrument procedures. Also in this class are Federalairways, airspace beginning at either 700 or 1,200feet AGL used to transition to/from the terminal or enroute environment, en route domestic, and offshoreairspace areas designated below 18,000 feet MSL.Unless designated at a lower altitude, Class Eairspace begins at 14,500 MSL over the UnitedStates, including that airspace overlying the waters<strong>with</strong>in 12 nautical miles of the coast of the 48contiguous States and Alaska, up to, but not including18,000 feet MSL, and the airspace above FL 600.CONTROLLED AIRSPACE [ICAO]− An airspaceof defined dimensions <strong>with</strong>in which air traffic controlservice is provided to IFR flights and to VFR flightsin accordance <strong>with</strong> the airspace classification.Note: <strong>Control</strong>led airspace is a generic term whichcovers ATS airspace Classes A, B, C, D, and E.CONTROLLED TIME OF ARRIVAL− Arrival timeassigned during a Ground Delay Program. This timemay be modified due to GDP adjustments or useroptions.CONTROLLER−(See AIR TRAFFIC CONTROL SPECIALIST.)CONTROLLER [ICAO]− A person authorized toprovide air traffic control services.CONTROLLER PILOT DATA LINK COMMU-NICATIONS (CPDLC)− A two−way digital veryhigh frequency (VHF) air/ground communicationssystem that conveys textual air traffic control messagesbetween controllers and pilots.CONVECTIVE SIGMET− A weather advisoryconcerning convective weather significant to thesafety of all aircraft. Convective SIGMETs are issuedfor tornadoes, lines of thunderstorms, embeddedthunderstorms of any intensity level, areas of thunderstormsgreater than or equal to VIP level 4 <strong>with</strong> anarea coverage of 4 / 10 (40%) or more, and hail 3 / 4 inchor greater.(See AIRMET.)(See AWW.)(See CWA.)(See SIGMET.)(Refer to AIM.)CONVECTIVE SIGNIFICANT METEOROLOG-ICAL INFORMATION−(See CONVECTIVE SIGMET.)COORDINATES− The intersection of lines of reference,usually expressed in degrees/minutes/secondsof latitude and longitude, used to determine positionor location.COORDINATION FIX− The fix in relation to whichfacilities will handoff, transfer control of an aircraft,or coordinate flight progress data. For terminalfacilities, it may also serve as a clearance for arrivingaircraft.COPTER−(See HELICOPTER.)CORRECTION− An error has been made in thetransmission and the correct version follows.COUPLED APPROACH− A coupled approach is aninstrument approach performed by the aircraft autopilotwhich is receiving position information and/orsteering commands from onboard navigation equipment.In general, coupled nonprecision approachesmust be discontinued and flown manually at altitudeslower than 50 feet below the minimum descentaltitude, and coupled precision approaches must beflown manually below 50 feet AGL.Note: Coupled and autoland approaches are flownin VFR and IFR. It is common for carriers to requiretheir crews to fly coupled approaches and autolandapproaches (if certified) when the weatherconditions are less than approximately 4,000 RVR.(See AUTOLAND APPROACH.)COURSE−a. The intended direction of flight in the horizontalplane measured in degrees from north.b. The ILS localizer signal pattern usually specifiedas the front course or the back course.PCG C−7
Pilot/<strong>Control</strong>ler Glossary 8/5/04c. The intended track along a straight, curved, orsegmented MLS path.(See BEARING.)(See INSTRUMENT LANDING SYSTEM.)(See MICROWAVE LANDING SYSTEM.)(See RADIAL.)CPDLC−(See CONTROLLER PILOT DATA LINKCOMMUNICATIONS.)CPL [ICAO]−(See ICAO term CURRENT FLIGHT PLAN.)CRITICAL ENGINE− The engine which, uponfailure, would most adversely affect the performanceor handling qualities of an aircraft.CROSS (FIX) AT (ALTITUDE)− Used by ATCwhen a specific altitude restriction at a specified fixis required.CROSS (FIX) AT OR ABOVE (ALTITUDE)− Usedby ATC when an altitude restriction at a specified fixis required. It does not prohibit the aircraft fromcrossing the fix at a higher altitude than specified;however, the higher altitude may not be one that willviolate a succeeding altitude restriction or altitudeassignment.(See ALTITUDE RESTRICTION.)(Refer to AIM.)CROSS (FIX) AT OR BELOW (ALTITUDE)−Used by ATC when a maximum crossing altitude ata specific fix is required. It does not prohibit theaircraft from crossing the fix at a lower altitude;however, it must be at or above the minimum IFRaltitude.(See ALTITUDE RESTRICTION.)(See MINIMUM IFR ALTITUDES.)(Refer to 14 CFR Part 91.)CROSSWIND−a. When used concerning the traffic pattern, theword means “crosswind leg.”(See TRAFFIC PATTERN.)b. When used concerning wind conditions, theword means a wind not parallel to the runway or thepath of an aircraft.(See CROSSWIND COMPONENT.)CROSSWIND COMPONENT− The wind componentmeasured in knots at 90 degrees to the longitudinalaxis of the runway.CRUISE− Used in an ATC clearance to authorize apilot to conduct flight at any altitude from theminimum IFR altitude up to and including thealtitude specified in the clearance. The pilot maylevel off at any intermediate altitude <strong>with</strong>in this blockof airspace. Climb/descent <strong>with</strong>in the block is to bemade at the discretion of the pilot. However, once thepilot starts descent and verbally reports leaving analtitude in the block, he/she may not return to thataltitude <strong>with</strong>out additional ATC clearance. Further, itis approval for the pilot to proceed to and make anapproach at destination airport and can be used inconjunction <strong>with</strong>:a. An airport clearance limit at locations <strong>with</strong> astandard/special instrument approach procedure. TheCFRs require that if an instrument letdown to anairport is necessary, the pilot shall make the letdownin accordance <strong>with</strong> a standard/special instrumentapproach procedure for that airport, orb. An airport clearance limit at locations that are<strong>with</strong>in/below/outside controlled airspace and <strong>with</strong>outa standard/special instrument approach procedure.Such a clearance is NOT AUTHORIZATIONfor the pilot to descend under IFR conditions belowthe applicable minimum IFR altitude nor does itimply that ATC is exercising control over aircraft inClass G airspace; however, it provides a means for theaircraft to proceed to destination airport, descend, andland in accordance <strong>with</strong> applicable CFRs governingVFR flight operations. Also, this provides search andrescue protection until such time as the IFR flightplan is closed.(See INSTRUMENT APPROACHPROCEDURE.)CRUISE CLIMB− A climb technique employed byaircraft, usually at a constant power setting, resultingin an increase of altitude as the aircraft weightdecreases.CRUISING ALTITUDE− An altitude or flight levelmaintained during en route level flight. This is aconstant altitude and should not be confused <strong>with</strong> acruise clearance.(See ALTITUDE.)(See ICAO term CRUISING LEVEL.)CRUISING LEVEL−(See CRUISING ALTITUDE.)CRUISING LEVEL [ICAO]− A level maintainedduring a significant portion of a flight.PCG C−8
8/5/04Pilot/<strong>Control</strong>ler GlossaryCT MESSAGE− An EDCT time generated by theATCSCC to regulate traffic at arrival airports.Normally, a CT message is automatically transferredfrom the <strong>Traffic</strong> Management System computer to theNAS en route computer and appears as an EDCT. Inthe event of a communication failure between theTMS and the NAS, the CT message can be manuallyentered by the TMC at the en route facility.CTA−(See CONTROLLED TIME OF ARRIVAL.)(See ICAO term CONTROL AREA.)CTAF−(See COMMON TRAFFIC ADVISORYFREQUENCY.)CTAS−(See CENTER TRACON AUTOMATIONSYSTEM.)CTRD−(See CERTIFIED TOWER RADAR DISPLAY.)CURRENT FLIGHT PLAN [ICAO]− The flightplan, including <strong>changes</strong>, if any, brought about bysubsequent clearances.CURRENT PLAN− The ATC clearance the aircrafthas received and is expected to fly.CVFP APPROACH−(See CHARTED VISUAL FLIGHT PROCEDUREAPPROACH.)CWA−(See CENTER WEATHER ADVISORY andWEATHER ADVISORY.)PCG C−9
2/19/04Pilot/<strong>Control</strong>ler GlossaryDDA [ICAO]−(See ICAO Term DECISIONALTITUDE/DECISION HEIGHT.)DAIR−(See DIRECT ALTITUDE AND IDENTITYREADOUT.)DANGER AREA [ICAO]− An airspace of defineddimensions <strong>with</strong>in which activities dangerous to theflight of aircraft may exist at specified times.Note: The term “Danger Area” is not used inreference to areas <strong>with</strong>in the United States or anyof its possessions or territories.DAS−(See DELAY ASSIGNMENT.)DATA BLOCK−(See ALPHANUMERIC DISPLAY.)DEAD RECKONING− Dead reckoning, as appliedto flying, is the navigation of an airplane solely bymeans of computations based on airspeed, course,heading, wind direction, and speed, groundspeed,and elapsed time.DECISION ALTITUDE/DECISION HEIGHT[ICAO]− A specified altitude or height (A/H) in theprecision approach at which a missed approach mustbe initiated if the required visual reference tocontinue the approach has not been established.Note 1: Decision altitude [DA] is referenced tomean sea level [MSL] and decision height [DH] isreferenced to the threshold elevation.Note 2: The required visual reference means thatsection of the visual aids or of the approach areawhich should have been in view for sufficient timefor the pilot to have made an assessment of theaircraft position and rate of change of position, inrelation to the desired flight path.DECISION HEIGHT− With respect to the operationof aircraft, means the height at which a decision mustbe made during an ILS, MLS, or PAR instrumentapproach to either continue the approach or to executea missed approach.(See ICAO term DECISIONALTITUDE/DECISION HEIGHT.)DECODER− The device used to decipher signalsreceived from ATCRBS transponders to effect theirdisplay as select codes.(See CODES.)(See RADAR.)DEFENSE VISUAL FLIGHT RULES− Rules applicableto flights <strong>with</strong>in an ADIZ conducted under thevisual flight rules in 14 CFR Part 91.(See AIR DEFENSE IDENTIFICATION ZONE.)(Refer to 14 CFR Part 91.)(Refer to 14 CFR Part 99.)DELAY ASSIGNMENT (DAS)− Delays are distributedto aircraft based on the Ground Delay Programparameters. The delay assignment is calculated in15−minute increments and appears as a table inETMS.DELAY INDEFINITE (REASON IF KNOWN)EXPECT FURTHER CLEARANCE (TIME)− Usedby ATC to inform a pilot when an accurate estimateof the delay time and the reason for the delay cannotimmediately be determined; e.g., a disabled aircrafton the runway, terminal or center area saturation,weather below landing minimums, etc.(See EXPECT FURTHER CLEARANCE (TIME).)DELAY TIME− The amount of time that the arrivalmust lose to cross the meter fix at the assigned meterfix time. This is the difference between ACLT andVTA.DEPARTURE CENTER− The ARTCC having jurisdictionfor the airspace that generates a flight to theimpacted airport.DEPARTURE CONTROL− A function of an approachcontrol facility providing air traffic controlservice for departing IFR and, under certain conditions,VFR aircraft.(See APPROACH CONTROL FACILITY.)(Refer to AIM.)DEPARTURE SEQUENCING PROGRAM− A programdesigned to assist in achieving a specifiedinterval over a common point for departures.DEPARTURE TIME− The time an aircraft becomesairborne.DESCENT SPEED ADJUSTMENTS− Speed decelerationcalculations made to determine an accuratePCG D−1
Pilot/<strong>Control</strong>ler Glossary 2/19/04VTA. These calculations start at the transition pointand use arrival speed segments to the vertex.DESIRED COURSE−a. True− A predetermined desired course directionto be followed (measured in degrees from true north).b. Magnetic− A predetermined desired coursedirection to be followed (measured in degrees fromlocal magnetic north).DESIRED TRACK− The planned or intended trackbetween two waypoints. It is measured in degreesfrom either magnetic or true north. The instantaneousangle may change from point to point along the greatcircle track between waypoints.DETRESFA (DISTRESS PHASE) [ICAO]− Thecode word used to designate an emergency phasewherein there is reasonable certainty that an aircraftand its occupants are threatened by grave andimminent danger or require immediate assistance.DEVIATIONS−a. A departure from a current clearance, such as anoff course maneuver to avoid weather or turbulence.b. Where specifically authorized in the CFRs andrequested by the pilot, ATC may permit pilots todeviate from certain regulations.(Refer to AIM.)DF−(See DIRECTION FINDER.)DF APPROACH PROCEDURE− Used under emergencyconditions where another instrument approachprocedure cannot be executed. DF guidance for aninstrument approach is given by ATC facilities <strong>with</strong>DF capability.(See DF GUIDANCE.)(See DIRECTION FINDER.)(Refer to AIM.)DF FIX− The geographical location of an aircraftobtained by one or more direction finders.(See DIRECTION FINDER.)DF GUIDANCE− Headings provided to aircraft byfacilities equipped <strong>with</strong> direction finding equipment.These headings, if followed, will lead the aircraft toa predetermined point such as the DF station or anairport. DF guidance is given to aircraft in distress orto other aircraft which request the service. PracticeDF guidance is provided when workload permits.(See DIRECTION FINDER.)(See DF FIX.)(Refer to AIM.)DF STEER−(See DF GUIDANCE.)DH−(See DECISION HEIGHT.)DH [ICAO]−(See ICAO Term DECISION ALTITUDE/DECISION HEIGHT.)DIRECT− Straight line flight between two navigationalaids, fixes, points, or any combination thereof.When used by pilots in describing off-airway routes,points defining direct route segments become compulsoryreporting points unless the aircraft is underradar contact.DIRECT ALTITUDE AND IDENTITY READ-OUT− The DAIR System is a modification to theAN/TPX-42 Interrogator System. The Navy has twoadaptations of the DAIR System-Carrier <strong>Air</strong> <strong>Traffic</strong><strong>Control</strong> Direct Altitude and Identification ReadoutSystem for <strong>Air</strong>craft Carriers and Radar <strong>Air</strong> <strong>Traffic</strong><strong>Control</strong> Facility Direct Altitude and Identity ReadoutSystem for land-based terminal operations. TheDAIR detects, tracks, and predicts secondary radaraircraft targets. Targets are displayed by means ofcomputer-generated symbols and alphanumeric charactersdepicting flight identification, altitude, groundspeed, and flight plan data. The DAIR System iscapable of interfacing <strong>with</strong> ARTCCs.DIRECTION FINDER− A radio receiver equipped<strong>with</strong> a directional sensing antenna used to takebearings on a radio transmitter. Specialized radiodirection finders are used in aircraft as air navigationaids. Others are ground-based, primarily to obtain a“fix” on a pilot requesting orientation assistance or tolocate downed aircraft. A location “fix” is establishedby the intersection of two or more bearing linesplotted on a navigational chart using either twoseparately located Direction Finders to obtain a fix onan aircraft or by a pilot plotting the bearing indicationsof his/her DF on two separately locatedground-based transmitters, both of which can beidentified on his/her chart. UDFs receive signals inthe ultra high frequency radio broadcast band; VDFsin the very high frequency band; and UVDFs in bothPCG D−2
2/19/04Pilot/<strong>Control</strong>ler Glossarybands. ATC provides DF service at those air trafficcontrol towers and flight service stations listed in the<strong>Air</strong>port/Facility Directory and the DOD FLIP IFR EnRoute Supplement.(See DF FIX.)(See DF GUIDANCE.)DISCRETE BEACON CODE−(See DISCRETE CODE.)DISCRETE CODE− As used in the <strong>Air</strong> <strong>Traffic</strong><strong>Control</strong> Radar Beacon System (ATCRBS), any oneof the 4096 selectable Mode 3/A aircraft transpondercodes except those ending in zero zero; e.g., discretecodes: 0010, 1201, 2317, 7777; nondiscrete codes:0100, 1200, 7700. Nondiscrete codes are normallyreserved for radar facilities that are not equipped <strong>with</strong>discrete decoding capability and for other purposessuch as emergencies (7700), VFR aircraft (1200), etc.(See RADAR.)(Refer to AIM.)DISCRETE FREQUENCY− A separate radio frequencyfor use in direct pilot-controller communicationsin air traffic control which reduces frequencycongestion by controlling the number of aircraftoperating on a particular frequency at one time.Discrete frequencies are normally designated foreach control sector in en route/terminal ATC facilities.Discrete frequencies are listed in the <strong>Air</strong>port/FacilityDirectory and the DOD FLIP IFR En RouteSupplement.(See CONTROL SECTOR.)DISPLACED THRESHOLD− A threshold that islocated at a point on the runway other than thedesignated beginning of the runway.(See THRESHOLD.)(Refer to AIM.)DISTANCE MEASURING EQUIPMENT− Equipment(airborne and ground) used to measure, innautical miles, the slant range distance of an aircraftfrom the DME navigational aid.(See MICROWAVE LANDING SYSTEM.)(See TACAN.)(See VORTAC.)DISTRESS− A condition of being threatened byserious and/or imminent danger and of requiringimmediate assistance.DIVE BRAKES−(See SPEED BRAKES.)DIVERSE VECTOR AREA− In a radar environment,that area in which a prescribed departure routeis not required as the only suitable route to avoidobstacles. The area in which random radar vectorsbelow the MVA/MIA, established in accordance <strong>with</strong>the TERPS criteria for diverse departures, obstaclesand terrain avoidance, may be issued to departingaircraft.DIVERSION (DVRSN)− Flights that are required toland at other than their original destination forreasons beyond the control of the pilot/company, e.g.periods of significant weather.DME−(See DISTANCE MEASURING EQUIPMENT.)DME FIX− A geographical position determined byreference to a navigational aid which providesdistance and azimuth information. It is defined by aspecific distance in nautical miles and a radial,azimuth, or course (i.e., localizer) in degrees magneticfrom that aid.(See DISTANCE MEASURING EQUIPMENT.)(See FIX.)(See MICROWAVE LANDING SYSTEM.)DME SEPARATION− Spacing of aircraft in terms ofdistances (nautical miles) determined by reference todistance measuring equipment (DME).(See DISTANCE MEASURING EQUIPMENT.)DOD FLIP− Department of Defense Flight InformationPublications used for flight planning, en route,and terminal operations. FLIP is produced by theNational Imagery and Mapping Agency (NIMA) forworld-wide use. United States Government FlightInformation Publications (en route charts and instrumentapproach procedure charts) are incorporated inDOD FLIP for use in the National <strong>Air</strong>space System(NAS).DOMESTIC AIRSPACE− <strong>Air</strong>space which overliesthe continental land mass of the United States plusHawaii and U.S. possessions. Domestic airspaceextends to 12 miles offshore.DOWNBURST− A strong downdraft which inducesan outburst of damaging winds on or near the ground.Damaging winds, either straight or curved, are highlydivergent. The sizes of downbursts vary from 1/2mile or less to more than 10 miles. An intensePCG D−3
Pilot/<strong>Control</strong>ler Glossary 2/19/04downburst often causes widespread damage. Damagingwinds, lasting 5 to 30 minutes, could reach speedsas high as 120 knots.DOWNWIND LEG−(See TRAFFIC PATTERN.)DP−(See INSTRUMENT DEPARTUREPROCEDURE.)DRAG CHUTE− A parachute device installed oncertain aircraft which is deployed on landing roll toassist in deceleration of the aircraft.DSP−(See DEPARTURE SEQUENCING PROGRAM.)DT−(See DELAY TIME.)DUE REGARD− A phase of flight wherein anaircraft commander of a State-operated aircraftassumes responsibility to separate his/her aircraftfrom all other aircraft.(See also FAAO 7110.65, Para 1−2−1, WORDMEANINGS.)DUTY RUNWAY−(See RUNWAY IN USE/ACTIVE RUNWAY/DUTYRUNWAY.)DVA−(See DIVERSE VECTOR AREA.)DVFR−(See DEFENSE VISUAL FLIGHT RULES.)DVFR FLIGHT PLAN− A flight plan filed for a VFRaircraft which intends to operate in airspace <strong>with</strong>inwhich the ready identification, location, and controlof aircraft are required in the interest of nationalsecurity.DVRSN−(See DIVERSION.)DYNAMIC− Continuous review, evaluation, andchange to meet demands.DYNAMIC RESTRICTIONS− Those restrictionsimposed by the local facility on an “as needed” basisto manage unpredictable fluctuations in traffic demands.PCG D−4
8/5/04Pilot/<strong>Control</strong>ler GlossaryEEDCT−(See EXPECT DEPARTURE CLEARANCETIME.)EFC−(See EXPECT FURTHER CLEARANCE (TIME).)ELT−(See EMERGENCY LOCATOR TRANSMITTER.)EMERGENCY− A distress or an urgency condition.EMERGENCY LOCATOR TRANSMITTER− Aradio transmitter attached to the aircraft structurewhich operates from its own power source on121.5 MHz and 243.0 MHz. It aids in locatingdowned aircraft by radiating a downward sweepingaudio tone, 2-4 times per second. It is designed tofunction <strong>with</strong>out human action after an accident.(Refer to 14 CFR Part 91.)(Refer to AIM.)E-MSAW−(See EN ROUTE MINIMUM SAFE ALTITUDEWARNING.)EN ROUTE AIR TRAFFIC CONTROL SER-VICES− <strong>Air</strong> traffic control service provided aircrafton IFR flight plans, generally by centers, when theseaircraft are operating between departure and destinationterminal areas. When equipment, capabilities,and controller workload permit, certain advisory/assistanceservices may be provided to VFR aircraft.(See AIR ROUTE TRAFFIC CONTROLCENTER.)(See NAS STAGE A.)(Refer to AIM.)EN ROUTE CHARTS−(See AERONAUTICAL CHART.)EN ROUTE DESCENT− Descent from the en routecruising altitude which takes place along the route offlight.EN ROUTE FLIGHT ADVISORY SERVICE− Aservice specifically designed to provide, upon pilotrequest, timely weather information pertinent tohis/her type of flight, intended route of flight, andaltitude. The FSSs providing this service are listed inthe <strong>Air</strong>port/Facility Directory.(See FLIGHT WATCH.)(Refer to AIM.)EN ROUTE HIGH ALTITUDE CHARTS−(See AERONAUTICAL CHART.)EN ROUTE LOW ALTITUDE CHARTS−(See AERONAUTICAL CHART.)EN ROUTE MINIMUM SAFE ALTITUDE WARN-ING− A function of the NAS Stage A en routecomputer that aids the controller by alerting himwhen a tracked aircraft is below or predicted by thecomputer to go below a predetermined minimum IFRaltitude (MIA).EN ROUTE SPACING PROGRAM (ESP)− Aprogram designed to assist the exit sector in achievingthe required in-trail spacing.EN ROUTE TRANSITION−a. Conventional STARs/SIDs. The portion of aSID/STAR that connects to one or more en routeairway/jet route.b. RNAV STARs/SIDs. The portion of a STARpreceding the common route or point, or for a SID theportion following, that is coded for a specific en routefix, airway or jet route.ESP−(See EN ROUTE SPACING PROGRAM.)ESTABLISHED−To be stable or fixed on a route,route segment, altitude, heading, etc.ESTIMATED ELAPSED TIME [ICAO]− The estimatedtime required to proceed from one significantpoint to another.(See ICAO Term TOTAL ESTIMATED ELAPSEDTIME.)ESTIMATED OFF-BLOCK TIME [ICAO]− Theestimated time at which the aircraft will commencemovement associated <strong>with</strong> departure.ESTIMATED POSITION ERROR (EPE)−(See Required Navigation Performance)ESTIMATED TIME OF ARRIVAL− The time theflight is estimated to arrive at the gate (scheduledPCG E−1
Pilot/<strong>Control</strong>ler Glossary 8/5/04operators) or the actual runway on times for nonscheduledoperators.ESTIMATED TIME EN ROUTE− The estimatedflying time from departure point to destination(lift-off to touchdown).ETA−(See ESTIMATED TIME OF ARRIVAL.)ETE−(See ESTIMATED TIME EN ROUTE.)EXECUTE MISSED APPROACH− Instructionsissued to a pilot making an instrument approachwhich means continue inbound to the missed approachpoint and execute the missed approachprocedure as described on the Instrument ApproachProcedure Chart or as previously assigned by ATC.The pilot may climb immediately to the altitudespecified in the missed approach procedure uponmaking a missed approach. No turns should beinitiated prior to reaching the missed approach point.When conducting an ASR or PAR approach, executethe assigned missed approach procedure immediatelyupon receiving instructions to “execute missedapproach.”(Refer to AIM.)EXPECT (ALTITUDE) AT (TIME) or (FIX)− Usedunder certain conditions to provide a pilot <strong>with</strong> analtitude to be used in the event of two-way communicationsfailure. It also provides altitude informationto assist the pilot in planning.(Refer to AIM.)EXPECT DEPARTURE CLEARANCE TIME− Therunway release time assigned to an aircraft in aground delay program and shown on the flightprogress strip as an EDCT.(See GROUND DELAY PROGRAM.)EXPECT FURTHER CLEARANCE (TIME)− Thetime a pilot can expect to receive clearance beyond aclearance limit.EXPECT FURTHER CLEARANCE VIA (AIR-WAYS, ROUTES OR FIXES)− Used to inform apilot of the routing he/she can expect if any part of theroute beyond a short range clearance limit differsfrom that filed.EXPEDITE− Used by ATC when prompt complianceis required to avoid the development of animminent situation. Expedite climb/descent normallyindicates to a pilot that the approximate best rateof climb/descent should be used <strong>with</strong>out requiring anexceptional change in aircraft handling characteristics.PCG E−2
2/19/04Pilot/<strong>Control</strong>ler GlossaryFFAF−(See FINAL APPROACH FIX.)FAST FILE− A system whereby a pilot files a flightplan via telephone that is tape recorded and thentranscribed for transmission to the appropriate airtraffic facility. Locations having a fast file capabilityare contained in the <strong>Air</strong>port/Facility Directory.(Refer to AIM.)FAWP− Final Approach WaypointFCLT−(See FREEZE CALCULATED LANDING TIME.)FEATHERED PROPELLER− A propeller whoseblades have been rotated so that the leading andtrailing edges are nearly parallel <strong>with</strong> the aircraftflight path to stop or minimize drag and enginerotation. Normally used to indicate shutdown of areciprocating or turboprop engine due to malfunction.FEDERAL AIRWAYS−(See LOW ALTITUDE AIRWAY STRUCTURE.)FEEDER FIX− The fix depicted on InstrumentApproach Procedure Charts which establishes thestarting point of the feeder route.FEEDER ROUTE− A route depicted on instrumentapproach procedure charts to designate routes foraircraft to proceed from the en route structure to theinitial approach fix (IAF).(See INSTRUMENT APPROACHPROCEDURE.)FERRY FLIGHT− A flight for the purpose of:a. Returning an aircraft to base.b. Delivering an aircraft from one location toanother.c. Moving an aircraft to and from a maintenancebase.− Ferry flights, under certain conditions, may beconducted under terms of a special flight permit.FIELD ELEVATION−(See AIRPORT ELEVATION.)FILED− Normally used in conjunction <strong>with</strong> flightplans, meaning a flight plan has been submitted toATC.FILED EN ROUTE DELAY− Any of the followingpreplanned delays at points/areas along the route offlight which require special flight plan filing andhandling techniques.a. Terminal Area Delay. A delay <strong>with</strong>in a terminalarea for touch-and-go, low approach, or other terminalarea activity.b. Special Use <strong>Air</strong>space Delay. A delay <strong>with</strong>in aMilitary Operations Area, Restricted Area, WarningArea, or ATC Assigned <strong>Air</strong>space.c. Aerial Refueling Delay. A delay <strong>with</strong>in anAerial Refueling Track or Anchor.FILED FLIGHT PLAN− The flight plan as filed <strong>with</strong>an ATS unit by the pilot or his/her designatedrepresentative <strong>with</strong>out any subsequent <strong>changes</strong> orclearances.FINAL− Commonly used to mean that an aircraft ison the final approach course or is aligned <strong>with</strong> alanding area.(See FINAL APPROACH COURSE.)(See FINAL APPROACH-IFR.)(See SEGMENTS OF AN INSTRUMENTAPPROACH PROCEDURE.)FINAL APPROACH [ICAO]− That part of aninstrument approach procedure which commences atthe specified final approach fix or point, or wheresuch a fix or point is not specified.a. At the end of the last procedure turn, base turnor inbound turn of a racetrack procedure, if specified;orb. At the point of interception of the last trackspecified in the approach procedure; and ends at apoint in the vicinity of an aerodrome from which:1. A landing can be made; or2. A missed approach procedure is initiated.FINAL APPROACH COURSE− A bearing/radial/track of an instrument approach leading to a runwayor an extended runway centerline all <strong>with</strong>out regardto distance.FINAL APPROACH FIX− The fix from which thefinal approach (IFR) to an airport is executed andwhich identifies the beginning of the final approachsegment. It is designated on Government charts bythe Maltese Cross symbol for nonprecisionPCG F−1
Pilot/<strong>Control</strong>ler Glossary 2/19/04approaches and the lightning bolt symbol for precisionapproaches; or when ATC directs a lower-thanpublishedglideslope/path intercept altitude, it is theresultant actual point of the glideslope/path intercept.(See FINAL APPROACH POINT.)(See GLIDESLOPE INTERCEPT ALTITUDE.)(See SEGMENTS OF AN INSTRUMENTAPPROACH PROCEDURE.)FINAL APPROACH-IFR− The flight path of anaircraft which is inbound to an airport on a finalinstrument approach course, beginning at the finalapproach fix or point and extending to the airport orthe point where a circle-to-land maneuver or a missedapproach is executed.(See FINAL APPROACH COURSE.)(See FINAL APPROACH FIX.)(See FINAL APPROACH POINT.)(See SEGMENTS OF AN INSTRUMENTAPPROACH PROCEDURE.)(See ICAO term FINAL APPROACH.)FINAL APPROACH POINT− The point, applicableonly to a nonprecision approach <strong>with</strong> no depictedFAF (such as an on airport VOR), where the aircraftis established inbound on the final approach coursefrom the procedure turn and where the final approachdescent may be commenced. The FAP serves as theFAF and identifies the beginning of the finalapproach segment.(See FINAL APPROACH FIX.)(See SEGMENTS OF AN INSTRUMENTAPPROACH PROCEDURE.)FINAL APPROACH SEGMENT−(See SEGMENTS OF AN INSTRUMENTAPPROACH PROCEDURE.)FINAL APPROACH SEGMENT [ICAO]− Thatsegment of an instrument approach procedure inwhich alignment and descent for landing are accomplished.FINAL CONTROLLER− The controller providinginformation and final approach guidance during PARand ASR approaches utilizing radar equipment.(See RADAR APPROACH.)FINAL GUARD SERVICE− A value added serviceprovided in conjunction <strong>with</strong> LAA/RAA only duringperiods of significant and fast changing weatherconditions that may affect landing and takeoffoperations.FINAL MONITOR AID− A high resolution colordisplay that is equipped <strong>with</strong> the controller alertsystem hardware/software which is used in theprecision runway monitor (PRM) system. The displayincludes alert algorithms providing the targetpredictors, a color change alert when a targetpenetrates or is predicted to penetrate the no transgressionzone (NTZ), a color change alert if theaircraft transponder becomes inoperative, synthesizedvoice alerts, digital mapping, and like featurescontained in the PRM system.(See RADAR APPROACH.)FINAL MONITOR CONTROLLER− <strong>Air</strong> <strong>Traffic</strong><strong>Control</strong> Specialist assigned to radar monitor theflight path of aircraft during simultaneous paralleland simultaneous close parallel ILS approach operations.Each runway is assigned a final monitorcontroller during simultaneous parallel and simultaneousclose parallel ILS approaches. Final monitorcontrollers shall utilize the Precision Runway Monitor(PRM) system during simultaneous close parallelILS approaches.FIR−(See FLIGHT INFORMATION REGION.)FIRST TIER CENTER− The ARTCC immediatelyadjacent to the impacted center.FIX− A geographical position determined by visualreference to the surface, by reference to one or moreradio NAVAIDs, by celestial plotting, or by anothernavigational device.FIX BALANCING− A process whereby aircraft areevenly distributed over several available arrival fixesreducing delays and controller workload.FLAG− A warning device incorporated in certainairborne navigation and flight instruments indicatingthat:a. Instruments are inoperative or otherwise notoperating satisfactorily, orb. Signal strength or quality of the received signalfalls below acceptable values.FLAG ALARM−(See FLAG.)FLAMEOUT− An emergency condition caused by aloss of engine power.FLAMEOUT PATTERN− An approach normallyconducted by a single-engine military aircraft experiencingloss or anticipating loss of engine power orPCG F−2
2/19/04Pilot/<strong>Control</strong>ler Glossarycontrol. The standard overhead approach starts at arelatively high altitude over a runway (“high key”)followed by a continuous 180 degree turn to a high,wide position (“low key”) followed by a continuous180 degree turn final. The standard straight-in patternstarts at a point that results in a straight-in approach<strong>with</strong> a high rate of descent to the runway. Flameoutapproaches terminate in the type approach requestedby the pilot (normally fullstop).FLIGHT CHECK− A call-sign prefix used by FAAaircraft engaged in flight inspection/certification ofnavigational aids and flight procedures. The word“recorded” may be added as a suffix; e.g., “FlightCheck 320 recorded” to indicate that an automatedflight inspection is in progress in terminal areas.(See FLIGHT INSPECTION.)(Refer to AIM.)FLIGHT FOLLOWING−(See TRAFFIC ADVISORIES.)FLIGHT INFORMATION REGION− An airspace ofdefined dimensions <strong>with</strong>in which Flight InformationService and Alerting Service are provided.a. Flight Information Service. A service providedfor the purpose of giving advice and informationuseful for the safe and efficient conduct of flights.b. Alerting Service. A service provided to notifyappropriate organizations regarding aircraft in needof search and rescue aid and to assist such organizationsas required.FLIGHT INFORMATION SERVICE− A serviceprovided for the purpose of giving advice andinformation useful for the safe and efficient conductof flights.FLIGHT INSPECTION− Inflight investigation andevaluation of a navigational aid to determine whetherit meets established tolerances.(See FLIGHT CHECK.)(See NAVIGATIONAL AID.)FLIGHT LEVEL− A level of constant atmosphericpressure related to a reference datum of 29.92 inchesof mercury. Each is stated in three digits that representhundreds of feet. For example, flight level (FL) 250represents a barometric altimeter indication of25,000 feet; FL 255, an indication of 25,500 feet.(See ICAO term FLIGHT LEVEL.)FLIGHT LEVEL [ICAO]− A surface of constantatmospheric pressure which is related to a specificpressure datum, 1013.2 hPa (1013.2 mb), and isseparated from other such surfaces by specificpressure intervals.Note 1: A pressure type altimeter calibrated inaccordance <strong>with</strong> the standard atmosphere:a. When set to a QNH altimeter setting, willindicate altitude;b. When set to a QFE altimeter setting, willindicate height above the QFE reference datum;andc. When set to a pressure of 1013.2 hPa(1013.2 mb), may be used to indicate flight levels.Note 2: The terms ‘height’ and ‘altitude,’ used inNote 1 above, indicate altimetric rather thangeometric heights and altitudes.FLIGHT LINE− A term used to describe the precisemovement of a civil photogrammetric aircraft alonga predetermined course(s) at a predetermined altitudeduring the actual photographic run.FLIGHT MANAGEMENT SYSTEMS− A computersystem that uses a large data base to allow routesto be preprogrammed and fed into the system bymeans of a data loader. The system is constantlyupdated <strong>with</strong> respect to position accuracy by referenceto conventional navigation aids. The sophisticatedprogram and its associated data base insuresthat the most appropriate aids are automaticallyselected during the information update cycle.FLIGHT MANAGEMENT SYSTEM PROCE-DURE− An arrival, departure, or approach proceduredeveloped for use by aircraft <strong>with</strong> a slant (/) E or slant(/) F equipment suffix.FLIGHT PATH− A line, course, or track along whichan aircraft is flying or intended to be flown.(See COURSE.)(See TRACK.)FLIGHT PLAN− Specified information relating tothe intended flight of an aircraft that is filed orally orin writing <strong>with</strong> an FSS or an ATC facility.(See FAST FILE.)(See FILED.)(Refer to AIM.)FLIGHT PLAN AREA− The geographical areaassigned by regional air traffic divisions to a flightservice station for the purpose of search and rescuefor VFR aircraft, issuance of NOTAMs, pilot briefing,in-flight services, broadcast, emergency services,flight data processing, internationaloperations, and aviation weather services. ThreePCG F−3
Pilot/<strong>Control</strong>ler Glossary 2/19/04letter identifiers are assigned to every flight servicestation and are annotated in AFDs and FAAO 7350.7,LOCATION IDENTIFIERS, as tie-in facilities.(See FAST FILE.)(See FILED.)(Refer to AIM.)FLIGHT RECORDER− A general term applied toany instrument or device that records informationabout the performance of an aircraft in flight or aboutconditions encountered in flight. Flight recordersmay make records of airspeed, outside air temperature,vertical acceleration, engine RPM, manifoldpressure, and other pertinent variables for a givenflight.(See ICAO term FLIGHT RECORDER.)FLIGHT RECORDER [ICAO]− Any type of recorderinstalled in the aircraft for the purpose ofcomplementing accident/incident investigation.Note: See Annex 6 Part I, for specifications relatingto flight recorders.FLIGHT SERVICE STATION− <strong>Air</strong> traffic facilitieswhich provide pilot briefing, en route communicationsand VFR search and rescue services, assist lostaircraft and aircraft in emergency situations, relayATC clearances, originate Notices to <strong>Air</strong>men, broadcastaviation weather and NAS information, receiveand process IFR flight plans, and monitor NAVAIDs.In addition, at selected locations, FSSs provide EnRoute Flight Advisory Service (Flight Watch), takeweather observations, issue airport advisories, andadvise Customs and Immigration of transborderflights.(Refer to AIM.)FLIGHT STANDARDS DISTRICT OFFICE− AnFAA field office serving an assigned geographicalarea and staffed <strong>with</strong> Flight Standards personnel whoserve the aviation industry and the general public onmatters relating to the certification and operation ofair carrier and general aviation aircraft. Activitiesinclude general surveillance of operational safety,certification of airmen and aircraft, accident prevention,investigation, enforcement, etc.FLIGHT TEST− A flight for the purpose of:a. Investigating the operation/flight characteristicsof an aircraft or aircraft component.b. Evaluating an applicant for a pilot certificate orrating.FLIGHT VISIBILITY−(See VISIBILITY.)FLIGHT WATCH− A shortened term for use inair-ground contacts to identify the flight servicestation providing En Route Flight Advisory Service;e.g., “Oakland Flight Watch.”(See EN ROUTE FLIGHT ADVISORYSERVICE.)FLIP−(See DOD FLIP.)FLY HEADING (DEGREES)− Informs the pilot ofthe heading he/she should fly. The pilot may have toturn to, or continue on, a specific compass directionin order to comply <strong>with</strong> the instructions. The pilot isexpected to turn in the shorter direction to the headingunless otherwise instructed by ATC.FLY-BY WAYPOINT− A fly-by waypoint requiresthe use of turn anticipation to avoid overshoot of thenext flight segment.FLY-OVER WAYPOINT− A fly-over waypointprecludes any turn until the waypoint is overflownand is followed by an intercept maneuver of the nextflight segment.FMA−(See FINAL MONITOR AID.)FMS−(See FLIGHT MANAGEMENT SYSTEM.)FMSP−(See FLIGHT MANAGEMENT SYSTEMPROCEDURE.)FORMATION FLIGHT− More than one aircraftwhich, by prior arrangement between the pilots,operate as a single aircraft <strong>with</strong> regard to navigationand position reporting. Separation between aircraft<strong>with</strong>in the formation is the responsibility of the flightleader and the pilots of the other aircraft in the flight.This includes transition periods when aircraft <strong>with</strong>inthe formation are maneuvering to attain separationfrom each other to effect individual control andduring join-up and breakaway.a. A standard formation is one in which aproximity of no more than 1 mile laterally orlongitudinally and <strong>with</strong>in 100 feet vertically from theflight leader is maintained by each wingman.b. Nonstandard formations are those operatingunder any of the following conditions:PCG F−4
2/19/04Pilot/<strong>Control</strong>ler Glossary1. When the flight leader has requested and ATChas approved other than standard formation dimensions.2. When operating <strong>with</strong>in an authorized altitudereservation (ALTRV) or under the provisions of aletter of agreement.3. When the operations are conducted in airspacespecifically designed for a special activity.(See ALTITUDE RESERVATION.)(Refer to 14 CFR Part 91.)FRC−(See REQUEST FULL ROUTE CLEARANCE.)FREEZE/FROZEN− Terms used in referring toarrivals which have been assigned ACLTs and to thelists in which they are displayed.FREEZE CALCULATED LANDING TIME− Adynamic parameter number of minutes prior to themeter fix calculated time of arrival for each aircraftwhen the TCLT is frozen and becomes an ACLT (i.e.,the VTA is updated and consequently the TCLT ismodified as appropriate until FCLT minutes prior tometer fix calculated time of arrival, at which timeupdating is suspended and an ACLT and a frozenmeter fix crossing time (MFT) is assigned).FREEZE HORIZON− The time or point at which anaircraft’s STA becomes fixed and no longer fluctuates<strong>with</strong> each radar update. This setting insures a constanttime for each aircraft, necessary for the meteringcontroller to plan his/her delay technique. Thissetting can be either in distance from the meter fix ora prescribed flying time to the meter fix.FREEZE SPEED PARAMETER− A speed adaptedfor each aircraft to determine fast and slow aircraft.Fast aircraft freeze on parameter FCLT and slowaircraft freeze on parameter MLDI.FRICTION MEASUREMENT− A measurement ofthe friction characteristics of the runway pavementsurface using continuous self-watering friction measurementequipment in accordance <strong>with</strong> the specifications,procedures and schedules contained inAC 150/5320−12, Measurement, Construction, andMaintenance of Skid Resistant <strong>Air</strong>port PavementSurfaces.FSDO−(See FLIGHT STANDARDS DISTRICT OFFICE.)FSPD−(See FREEZE SPEED PARAMETER.)FSS−(See FLIGHT SERVICE STATION.)FUEL DUMPING− <strong>Air</strong>borne release of usable fuel.This does not include the dropping of fuel tanks.(See JETTISONING OF EXTERNAL STORES.)FUEL REMAINING− A phrase used by either pilotsor controllers when relating to the fuel remaining onboard until actual fuel exhaustion. When transmittingsuch information in response to either a controllerquestion or pilot initiated cautionary advisory to airtraffic control, pilots will state the APPROXIMATENUMBER OF MINUTES the flight can continue<strong>with</strong> the fuel remaining. All reserve fuel SHOULDBE INCLUDED in the time stated, as should anallowance for established fuel gauge system error.FUEL SIPHONING− Unintentional release of fuelcaused by overflow, puncture, loose cap, etc.FUEL VENTING−(See FUEL SIPHONING.)PCG F−5
8/5/04Pilot/<strong>Control</strong>ler GlossaryGGATE HOLD PROCEDURES− Procedures at selectedairports to hold aircraft at the gate or otherground location whenever departure delays exceed orare anticipated to exceed 15 minutes. The sequencefor departure will be maintained in accordance <strong>with</strong>initial call-up unless modified by flow controlrestrictions. Pilots should monitor the ground control/clearancedelivery frequency for engine start/taxiadvisories or new proposed start/taxi time if the delay<strong>changes</strong>.GBT−(See GROUND−BASED TRANSCEIVER.)GCA−(See GROUND CONTROLLED APPROACH.)GDP−(See GROUND DELAY PROGRAM.)GENERAL AVIATION− That portion of civil aviationwhich encompasses all facets of aviation exceptair carriers holding a certificate of public convenienceand necessity from the Civil Aeronautics Board andlarge aircraft commercial operators.(See ICAO term GENERAL AVIATION.)GENERAL AVIATION [ICAO]− All civil aviationoperations other than scheduled air services andnonscheduled air transport operations for remunerationor hire.GEO MAP− The digitized map markings associated<strong>with</strong> the ASR-9 Radar System.GLIDEPATH−(See GLIDESLOPE.)GLIDEPATH [ICAO]− A descent profile determinedfor vertical guidance during a final approach.GLIDEPATH INTERCEPT ALTITUDE−(See GLIDESLOPE INTERCEPT ALTITUDE.)GLIDESLOPE− Provides vertical guidance for aircraftduring approach and landing. The glideslope/glidepath is based on the following:a. Electronic components emitting signals whichprovide vertical guidance by reference to airborneinstruments during instrument approaches such asILS/MLS, orb. Visual ground aids, such as VASI, whichprovide vertical guidance for a VFR approach or forthe visual portion of an instrument approach andlanding.c. PAR. Used by ATC to inform an aircraft makinga PAR approach of its vertical position (elevation)relative to the descent profile.(See ICAO term GLIDEPATH.)GLIDESLOPE INTERCEPT ALTITUDE− Theminimum altitude to intercept the glideslope/path ona precision approach. The intersection of the publishedintercept altitude <strong>with</strong> the glideslope/path,designated on Government charts by the lightningbolt symbol, is the precision FAF; however, when theapproach chart shows an alternative lower glideslopeintercept altitude, and ATC directs a lower altitude,the resultant lower intercept position is then the FAF.(See FINAL APPROACH FIX.)(See SEGMENTS OF AN INSTRUMENTAPPROACH PROCEDURE.)GLOBAL POSITIONING SYSTEM (GPS)− Aspace-base radio positioning, navigation, and timetransfersystem. The system provides highly accurateposition and velocity information, and precise time,on a continuous global basis, to an unlimited numberof properly equipped users. The system is unaffectedby weather, and provides a worldwide common gridreference system. The GPS concept is predicatedupon accurate and continuous knowledge of thespatial position of each satellite in the system <strong>with</strong>respect to time and distance from a transmittingsatellite to the user. The GPS receiver automaticallyselects appropriate signals from the satellites in viewand translates these into three-dimensional position,velocity, and time. System accuracy for civil users isnormally 100 meters horizontally.GO AHEAD− Proceed <strong>with</strong> your message. Not to beused for any other purpose.GO AROUND− Instructions for a pilot to abandonhis/her approach to landing. Additional instructionsmay follow. Unless otherwise advised by ATC, aVFR aircraft or an aircraft conducting visual approachshould overfly the runway while climbing totraffic pattern altitude and enter the traffic pattern viathe crosswind leg. A pilot on an IFR flight planmaking an instrument approach should execute thePCG G−1
Pilot/<strong>Control</strong>ler Glossary 8/5/04published missed approach procedure or proceed asinstructed by ATC; e.g., “Go around” (additionalinstructions if required).(See LOW APPROACH.)(See MISSED APPROACH.)GPD−(See GRAPHIC PLAN DISPLAY.)GPS−(See GLOBAL POSITIONING SYSTEM.)GRAPHIC PLAN DISPLAY (GPD)− A view available<strong>with</strong> URET that provides a graphic display ofaircraft, traffic, and notification of predicted conflicts.Graphic routes for Current Plans and TrialPlans are displayed upon controller request.(See USER REQUEST EVALUATION TOOL.)GROUND−BASED TRANSCEIVER (GBT)− Theground−based transmitter/receiver (transceiver) receivesautomatic dependent surveillance−broadcastmessages, which are forwarded to an air trafficcontrol facility for processing and display <strong>with</strong> otherradar targets on the plan position indicator (radardisplay).(See AUTOMATIC DEPENDENTSURVEILLANCE-BROADCAST.)GROUND CLUTTER− A pattern produced on theradar scope by ground returns which may degradeother radar returns in the affected area. The effect ofground clutter is minimized by the use of movingtarget indicator (MTI) circuits in the radar equipmentresulting in a radar presentation which displays onlytargets which are in motion.(See CLUTTER.)GROUND COMMUNICATION OUTLET (GCO)−An unstaffed, remotely controlled, ground/groundcommunications facility. Pilots at uncontrolled airportsmay contact ATC and FSS via VHF to atelephone connection to obtain an instrument clearanceor close a VFR or IFR flight plan. They may alsoget an updated weather briefing prior to takeoff.Pilots will use four “key clicks” on the VHF radio tocontact the appropriate ATC facility or six “keyclicks” to contact the FSS. The GCO system isintended to be used only on the ground.GROUND CONTROLLED APPROACH− A radarapproach system operated from the ground by airtraffic control personnel transmitting instructions tothe pilot by radio. The approach may be conducted<strong>with</strong> surveillance radar (ASR) only or <strong>with</strong> bothsurveillance and precision approach radar (PAR).Usage of the term “GCA” by pilots is discouragedexcept when referring to a GCA facility. Pilots shouldspecifically request a “PAR” approach when aprecision radar approach is desired or request an“ASR” or “surveillance” approach when a nonprecisionradar approach is desired.(See RADAR APPROACH.)GROUND DELAY PROGRAM (GDP)− A trafficmanagement process administered by the ATCSCC;when aircraft are held on the ground. The purpose ofthe program is to support the TM mission and limitairborne holding. It is a flexible program and may beimplemented in various forms depending upon theneeds of the AT system. Ground delay programsprovide for equitable assignment of delays to allsystem users.GROUND SPEED− The speed of an aircraft relativeto the surface of the earth.GROUND STOP (GS)− The GS is a process thatrequires aircraft that meet a specific criteria to remainon the ground. The criteria may be airport specific,airspace specific, or equipment specific; for example,all departures to San Francisco, or all departuresentering Yorktown sector, or all Category I and IIaircraft going to Charlotte. GSs normally occur <strong>with</strong>little or no warning.GROUND VISIBILITY−(See VISIBILITY.)GS−(See GROUND STOP.)PCG G−2
8/5/04Pilot/<strong>Control</strong>ler GlossaryHHAA−(See HEIGHT ABOVE AIRPORT.)HAL−(See HEIGHT ABOVE LANDING.)HANDOFF− An action taken to transfer the radaridentification of an aircraft from one controller toanother if the aircraft will enter the receivingcontroller’s airspace and radio communications <strong>with</strong>the aircraft will be transferred.HAR−(See HIGH ALTITUDE REDESIGN.)HAT−(See HEIGHT ABOVE TOUCHDOWN.)HAVE NUMBERS− Used by pilots to inform ATCthat they have received runway, wind, and altimeterinformation only.HAZARDOUS INFLIGHT WEATHER ADVISO-RY SERVICE− Continuous recorded hazardousinflight weather forecasts broadcasted to airbornepilots over selected VOR outlets defined as anHIWAS BROADCAST AREA.HAZARDOUS WEATHER INFORMATION−Summary of significant meteorological information(SIGMET/WS), convective significant meteorologicalinformation (convective SIGMET/WST), urgentpilot weather reports (urgent PIREP/UUA), centerweather advisories (CWA), airmen’s meteorologicalinformation (AIRMET/WA) and any other weathersuch as isolated thunderstorms that are rapidlydeveloping and increasing in intensity, or lowceilings and visibilities that are becoming widespreadwhich is considered significant and are notincluded in a current hazardous weather advisory.HEAVY (AIRCRAFT)−(See AIRCRAFT CLASSES.)HEIGHT ABOVE AIRPORT− The height of theMinimum Descent Altitude above the publishedairport elevation. This is published in conjunction<strong>with</strong> circling minimums.(See MINIMUM DESCENT ALTITUDE.)HEIGHT ABOVE LANDING− The height above adesignated helicopter landing area used for helicopterinstrument approach procedures.(Refer to 14 CFR Part 97.)HEIGHT ABOVE TOUCHDOWN− The height ofthe Decision Height or Minimum Descent Altitudeabove the highest runway elevation in the touchdownzone (first 3,000 feet of the runway). HAT ispublished on instrument approach charts in conjunction<strong>with</strong> all straight-in minimums.(See DECISION HEIGHT.)(See MINIMUM DESCENT ALTITUDE.)HELICOPTER− Rotorcraft that, for its horizontalmotion, depends principally on its engine-drivenrotors.(See ICAO term HELICOPTER.)HELICOPTER [ICAO]− A heavier-than-air aircraftsupported in flight chiefly by the reactions of the airon one or more power-driven rotors on substantiallyvertical axes.HELIPAD− A small, designated area, usually <strong>with</strong> aprepared surface, on a heliport, airport, landing/takeoffarea, apron/ramp, or movement area used fortakeoff, landing, or parking of helicopters.HELIPORT− An area of land, water, or structure usedor intended to be used for the landing and takeoff ofhelicopters and includes its buildings and facilities ifany.HELIPORT REFERENCE POINT (HRP)− Thegeographic center of a heliport.HERTZ− The standard radio equivalent of frequencyin cycles per second of an electromagnetic wave.Kilohertz (KHz) is a frequency of one thousandcycles per second. Megahertz (MHz) is a frequencyof one million cycles per second.HF−(See HIGH FREQUENCY.)HF COMMUNICATIONS−(See HIGH FREQUENCY COMMUNICATIONS.)HIGH ALTITUDE REDESIGN (HAR)− A level ofnon−restrictive routing (NRR) service for aircraftthat have all waypoints associated <strong>with</strong> the HARprogram in their flight management systems orRNAV equipage.PCG H−1
Pilot/<strong>Control</strong>ler Glossary 8/5/04HIGH FREQUENCY− The frequency band between3 and 30 MHz.(See HIGH FREQUENCY COMMUNICATIONS.)HIGH FREQUENCY COMMUNICATIONS− Highradio frequencies (HF) between 3 and 30 MHz usedfor air-to-ground voice communication in overseasoperations.HIGH SPEED EXIT−(See HIGH SPEED TAXIWAY.)HIGH SPEED TAXIWAY− A long radius taxiwaydesigned and provided <strong>with</strong> lighting or marking todefine the path of aircraft, traveling at high speed (upto 60 knots), from the runway center to a point on thecenter of a taxiway. Also referred to as long radiusexit or turn-off taxiway. The high speed taxiway isdesigned to expedite aircraft turning off the runwayafter landing, thus reducing runway occupancy time.HIGH SPEED TURNOFF−(See HIGH SPEED TAXIWAY.)HIWAS−(See HAZARDOUS INFLIGHT WEATHERADVISORY SERVICE.)HIWAS AREA−(See HAZARDOUS INFLIGHT WEATHERADVISORY SERVICE.)HIWAS BROADCAST AREA− A geographical areaof responsibility including one or more HIWASoutlet areas assigned to an AFSS/FSS for hazardousweather advisory broadcasting.HIWAS OUTLET AREA− An area defined as a 150NM radius of a HIWAS outlet, expanded as necessaryto provide coverage.HOLD FOR RELEASE− Used by ATC to delay anaircraft for traffic management reasons; i.e., weather,traffic volume, etc. Hold for release instructions(including departure delay information) are used toinform a pilot or a controller (either directly orthrough an authorized relay) that an IFR departureclearance is not valid until a release time or additionalinstructions have been received.(See ICAO term HOLDING POINT.)HOLD PROCEDURE− A predetermined maneuverwhich keeps aircraft <strong>with</strong>in a specified airspace whileawaiting further clearance from air traffic control.Also used during ground operations to keep aircraft<strong>with</strong>in a specified area or at a specified point whileawaiting further clearance from air traffic control.(See HOLDING FIX.)(Refer to AIM.)HOLDING FIX− A specified fix identifiable to apilot by NAVAIDs or visual reference to the groundused as a reference point in establishing and maintainingthe position of an aircraft while holding.(See FIX.)(See VISUAL HOLDING.)(Refer to AIM.)HOLDING POINT [ICAO]− A specified location,identified by visual or other means, in the vicinity ofwhich the position of an aircraft in flight is maintainedin accordance <strong>with</strong> air traffic control clearances.HOLDING PROCEDURE−(See HOLD PROCEDURE.)HOLD-SHORT POINT− A point on the runwaybeyond which a landing aircraft <strong>with</strong> a LAHSOclearance is not authorized to proceed. This pointmay be located prior to an intersecting runway,taxiway, predetermined point, or approach/departureflight path.HOLD-SHORT POSITION LIGHTS− Flashing inpavementwhite lights located at specified hold-shortpoints.HOLD-SHORT POSITION MARKING− Thepainted runway marking located at the hold-shortpoint on all LAHSO runways.HOLD-SHORT POSITION SIGNS− Red and whiteholding position signs located alongside the holdshortpoint.HOMING− Flight toward a NAVAID, <strong>with</strong>outcorrecting for wind, by adjusting the aircraft headingto maintain a relative bearing of zero degrees.(See BEARING.)(See ICAO term HOMING.)HOMING [ICAO]− The procedure of using thedirection-finding equipment of one radio station <strong>with</strong>the emission of another radio station, where at leastone of the stations is mobile, and whereby the mobilestation proceeds continuously towards the otherstation.HOVER CHECK− Used to describe when a helicopter/VTOLaircraft requires a stabilized hover toconduct a performance/power check prior to hoverPCG H−2
8/5/04Pilot/<strong>Control</strong>ler Glossarytaxi, air taxi, or takeoff. Altitude of the hover willvary based on the purpose of the check.HOVER TAXI− Used to describe a helicopter/VTOLaircraft movement conducted above the surface andin ground effect at airspeeds less than approximately20 knots. The actual height may vary, and somehelicopters may require hover taxi above 25 feet AGLto reduce ground effect turbulence or provideclearance for cargo slingloads.(See AIR TAXI.)(See HOVER CHECK.)(Refer to AIM.)HOW DO YOU HEAR ME?− A question relating tothe quality of the transmission or to determine howwell the transmission is being received.HZ−(See HERTZ.)PCG H−3
2/19/04Pilot/<strong>Control</strong>ler GlossaryII SAY AGAIN− The message will be repeated.IAF−(See INITIAL APPROACH FIX.)IAP−(See INSTRUMENT APPROACHPROCEDURE.)IAWP− Initial Approach WaypointICAO−(See ICAO Term INTERNATIONAL CIVILAVIATION ORGANIZATION.)ICING− The accumulation of airframe ice.Types of icing are:a. Rime Ice− Rough, milky, opaque ice formed bythe instantaneous freezing of small supercooledwater droplets.b. Clear Ice− A glossy, clear, or translucent iceformed by the relatively slow freezing or largesupercooled water droplets.c. Mixed− A mixture of clear ice and rime ice.Intensity of icing:a. Trace− Ice becomes perceptible. Rate of accumulationis slightly greater than the rate of sublimation.Deicing/anti-icing equipment is not utilizedunless encountered for an extended period of time(over 1 hour).b. Light− The rate of accumulation may create aproblem if flight is prolonged in this environment(over 1 hour). Occasional use of deicing/anti-icingequipment removes/prevents accumulation. It doesnot present a problem if the deicing/anti-icingequipment is used.c. Moderate− The rate of accumulation is such thateven short encounters become potentially hazardousand use of deicing/anti-icing equipment or flightdiversion is necessary.d. Severe− The rate of accumulation is such thatdeicing/anti-icing equipment fails to reduce or controlthe hazard. Immediate flight diversion is necessary.IDENT− A request for a pilot to activate the aircrafttransponder identification feature. This will help thecontroller to confirm an aircraft identity or to identifyan aircraft.(Refer to AIM.)IDENT FEATURE− The special feature in the <strong>Air</strong><strong>Traffic</strong> <strong>Control</strong> Radar Beacon System (ATCRBS)equipment. It is used to immediately distinguish onedisplayed beacon target from other beacon targets.(See IDENT.)IF−(See INTERMEDIATE FIX.)IFIM−(See INTERNATIONAL FLIGHT INFORMATIONMANUAL.)IF NO TRANSMISSION RECEIVED FOR(TIME)− Used by ATC in radar approaches to prefixprocedures which should be followed by the pilot inevent of lost communications.(See LOST COMMUNICATIONS.)IFR−(See INSTRUMENT FLIGHT RULES.)IFR AIRCRAFT− An aircraft conducting flight inaccordance <strong>with</strong> instrument flight rules.IFR CONDITIONS− Weather conditions below theminimum for flight under visual flight rules.(See INSTRUMENT METEOROLOGICALCONDITIONS.)IFR DEPARTURE PROCEDURE−(See IFR TAKEOFF MINIMUMS ANDDEPARTURE PROCEDURES.)(Refer to AIM.)IFR FLIGHT−(See IFR AIRCRAFT.)IFR LANDING MINIMUMS−(See LANDING MINIMUMS.)IFR MILITARY TRAINING ROUTES (IR)− Routesused by the Department of Defense and associatedReserve and <strong>Air</strong> Guard units for the purpose ofconducting low-altitude navigation and tactical trainingin both IFR and VFR weather conditions below10,000 feet MSL at airspeeds in excess of 250 knotsIAS.IFR TAKEOFF MINIMUMS AND DEPARTUREPROCEDURES− Title 14 Code of FederalPCG I−1
Pilot/<strong>Control</strong>ler Glossary 2/19/04Regulations Part 91, prescribes standard takeoff rulesfor certain civil users. At some airports, obstructionsor other factors require the establishment of nonstandardtakeoff minimums, departure procedures, orboth to assist pilots in avoiding obstacles duringclimb to the minimum en route altitude. Thoseairports are listed in FAA/DOD Instrument ApproachProcedures (IAPs) Charts under a section entitled“IFR Takeoff Minimums and Departure Procedures.”The FAA/DOD IAP chart legend illustrates thesymbol used to alert the pilot to nonstandard takeoffminimums and departure procedures. When departingIFR from such airports or from any airports wherethere are no departure procedures, DPs, or ATCfacilities available, pilots should advise ATC of anydeparture limitations. <strong>Control</strong>lers may query a pilotto determine acceptable departure directions, turns,or headings after takeoff. Pilots should be familiar<strong>with</strong> the departure procedures and must assure thattheir aircraft can meet or exceed any specified climbgradients.IF/IAWP− Intermediate Fix/Initial Approach Waypoint.The waypoint where the final approach courseof a T approach meets the crossbar of the T. Whendesignated (in conjunction <strong>with</strong> a TAA) this waypointwill be used as an IAWP when approaching theairport from certain directions, and as an IFWP whenbeginning the approach from another IAWP.IFWP− Intermediate Fix WaypointILS−(See INSTRUMENT LANDING SYSTEM.)ILS CATEGORIES− 1. ILS Category I. An ILSapproach procedure which provides for approach toa height above touchdown of not less than 200 feetand <strong>with</strong> runway visual range of not less than 1,800feet.− 2. ILS Category II. An ILS approach procedurewhich provides for approach to a height abovetouchdown of not less than 100 feet and <strong>with</strong> runwayvisual range of not less than 1,200 feet.− 3. ILSCategory III:a. IIIA.−An ILS approach procedure which providesfor approach <strong>with</strong>out a decision height minimumand <strong>with</strong> runway visual range of not less than700 feet.b. IIIB.−An ILS approach procedure which providesfor approach <strong>with</strong>out a decision heightminimum and <strong>with</strong> runway visual range of not lessthan 150 feet.c. IIIC.−An ILS approach procedure which providesfor approach <strong>with</strong>out a decision height minimumand <strong>with</strong>out runway visual range minimum.ILS PRM APPROACH− An instrument landingsystem (ILS) approach conducted to parallel runwayswhose extended centerlines are separated by less than4,300 feet and the parallel runways have a PrecisionRunway Monitoring (PRM) system that permitssimultaneous independent ILS approaches.IM−(See INNER MARKER.)IMC−(See INSTRUMENT METEOROLOGICALCONDITIONS.)IMMEDIATELY− Used by ATC or pilots when suchaction compliance is required to avoid an imminentsituation.INCERFA (Uncertainty Phase) [ICAO]− A situationwherein uncertainty exists as to the safety of anaircraft and its occupants.INCREASE SPEED TO (SPEED)−(See SPEED ADJUSTMENT.)INERTIAL NAVIGATION SYSTEM− An RNAVsystem which is a form of self-contained navigation.(See Area Navigation/RNAV.)INFLIGHT REFUELING−(See AERIAL REFUELING.)INFLIGHT WEATHER ADVISORY−(See WEATHER ADVISORY.)INFORMATION REQUEST− A request originatedby an FSS for information concerning an overdueVFR aircraft.INITIAL APPROACH FIX− The fixes depicted oninstrument approach procedure charts that identifythe beginning of the initial approach segment(s).(See FIX.)(See SEGMENTS OF AN INSTRUMENTAPPROACH PROCEDURE.)INITIAL APPROACH SEGMENT−(See SEGMENTS OF AN INSTRUMENTAPPROACH PROCEDURE.)INITIAL APPROACH SEGMENT [ICAO]− Thatsegment of an instrument approach procedurePCG I−2
8/5/04Pilot/<strong>Control</strong>ler Glossarybetween the initial approach fix and the intermediateapproach fix or, where applicable, the final approachfix or point.INLAND NAVIGATION FACILITY− A navigationaid on a North American Route at which the commonroute and/or the noncommon route begins or ends.INNER MARKER− A marker beacon used <strong>with</strong> anILS (CAT II) precision approach located between themiddle marker and the end of the ILS runway,transmitting a radiation pattern keyed at six dots persecond and indicating to the pilot, both aurally andvisually, that he/she is at the designated decisionheight (DH), normally 100 feet above the touchdownzone elevation, on the ILS CAT II approach. It alsomarks progress during a CAT III approach.(See INSTRUMENT LANDING SYSTEM.)(Refer to AIM.)INNER MARKER BEACON−(See INNER MARKER.)INREQ−(See INFORMATION REQUEST.)INS−(See INERTIAL NAVIGATION SYSTEM.)INSTRUMENT APPROACH−(See INSTRUMENT APPROACHPROCEDURE.)INSTRUMENT APPROACH PROCEDURE− Aseries of predetermined maneuvers for the orderlytransfer of an aircraft under instrument flight conditionsfrom the beginning of the initial approach to alanding or to a point from which a landing may bemade visually. It is prescribed and approved for aspecific airport by competent authority.(See SEGMENTS OF AN INSTRUMENTAPPROACH PROCEDURE.)(Refer to 14 CFR Part 91.)(Refer to AIM.)a. U.S. civil standard instrument approach proceduresare approved by the FAA as prescribed under14 CFR Part 97 and are available for public use.b. U.S. military standard instrument approachprocedures are approved and published by theDepartment of Defense.c. Special instrument approach procedures areapproved by the FAA for individual operators but arenot published in 14 CFR Part 97 for public use.(See ICAO term INSTRUMENT APPROACHPROCEDURE.)INSTRUMENT APPROACH PROCEDURE[ICAO]− A series of predetermined maneuvers byreference to flight instruments <strong>with</strong> specified protectionfrom obstacles from the initial approach fix, orwhere applicable, from the beginning of a definedarrival route to a point from which a landing can becompleted and thereafter, if a landing is not completed,to a position at which holding or en routeobstacle clearance criteria apply.INSTRUMENT APPROACH PROCEDURESCHARTS−(See AERONAUTICAL CHART.)INSTRUMENT DEPARTURE PROCEDURE(DP)− A preplanned instrument flight rule (IFR)departure procedure published for pilot use, ingraphic or textual format, that provides obstructionclearance from the terminal area to the appropriate enroute structure. There are two types of DP, ObstacleDeparture Procedure (ODP), printed either textuallyor graphically, and, Standard Instrument Departure(SID), which is always printed graphically.(See IFR TAKEOFF MINIMUMS ANDDEPARTURE PROCEDURES.)(See OBSTACLE DEPARTURE PROCEDURES.)(See STANDARD INSTRUMENT DEPARTURES.)(Refer to AIM.)INSTRUMENT DEPARTURE PROCEDURE (DP)CHARTS−(See AERONAUTICAL CHART.)INSTRUMENT FLIGHT RULES− Rules governingthe procedures for conducting instrument flight. Alsoa term used by pilots and controllers to indicate typeof flight plan.(See INSTRUMENT METEOROLOGICALCONDITIONS.)(See VISUAL FLIGHT RULES.)(See VISUAL METEOROLOGICALCONDITIONS.)(See ICAO term INSTRUMENT FLIGHTRULES.)(Refer to AIM.)INSTRUMENT FLIGHT RULES [ICAO]− A set ofrules governing the conduct of flight under instrumentmeteorological conditions.PCG I−3
Pilot/<strong>Control</strong>ler Glossary 8/5/04INSTRUMENT LANDING SYSTEM− A precisioninstrument approach system which normally consistsof the following electronic components and visualaids:a. Localizer.(See LOCALIZER.)b. Glideslope.(See GLIDESLOPE.)c. Outer Marker.(See OUTER MARKER.)d. Middle Marker.(See MIDDLE MARKER.)e. Approach Lights.(See AIRPORT LIGHTING.)(Refer to 14 CFR Part 91.)(Refer to AIM.)INSTRUMENT METEOROLOGICAL CONDI-TIONS− Meteorological conditions expressed interms of visibility, distance from cloud, and ceilingless than the minima specified for visual meteorologicalconditions.(See INSTRUMENT FLIGHT RULES.)(See VISUAL FLIGHT RULES.)(See VISUAL METEOROLOGICALCONDITIONS.)INSTRUMENT RUNWAY− A runway equipped<strong>with</strong> electronic and visual navigation aids for whicha precision or nonprecision approach procedurehaving straight-in landing minimums has beenapproved.(See ICAO term INSTRUMENT RUNWAY.)INSTRUMENT RUNWAY [ICAO]− One of thefollowing types of runways intended for the operationof aircraft using instrument approach procedures:a. Nonprecision Approach Runway−An instrumentrunway served by visual aids and a nonvisualaid providing at least directional guidance adequatefor a straight-in approach.b. Precision Approach Runway, Category I−Aninstrument runway served by ILS and visual aidsintended for operations down to 60 m (200 feet)decision height and down to an RVR of the order of800 m.c. Precision Approach Runway, Category II−Aninstrument runway served by ILS and visual aidsintended for operations down to 30 m (100 feet)decision height and down to an RVR of the order of400 m.d. Precision Approach Runway, Category III−Aninstrument runway served by ILS to and along thesurface of the runway and:1. Intended for operations down to an RVR ofthe order of 200 m (no decision height beingapplicable) using visual aids during the final phase oflanding;2. Intended for operations down to an RVR ofthe order of 50 m (no decision height beingapplicable) using visual aids for taxiing;3. Intended for operations <strong>with</strong>out reliance onvisual reference for landing or taxiing.Note 1: See Annex 10 Volume I, Part I, Chapter 3,for related ILS specifications.Note 2: Visual aids need not necessarily bematched to the scale of nonvisual aids provided.The criterion for the selection of visual aids is theconditions in which operations are intended to beconducted.INTEGRITY− The ability of a system to providetimely warnings to users when the system should notbe used for navigation.INTERMEDIATE APPROACH SEGMENT−(See SEGMENTS OF AN INSTRUMENTAPPROACH PROCEDURE.)INTERMEDIATE APPROACH SEGMENT[ICAO]− That segment of an instrument approachprocedure between either the intermediate approachfix and the final approach fix or point, or between theend of a reversal, race track or dead reckoning trackprocedure and the final approach fix or point, asappropriate.INTERMEDIATE FIX− The fix that identifies thebeginning of the intermediate approach segment of aninstrument approach procedure. The fix is notnormally identified on the instrument approach chartas an intermediate fix (IF).(See SEGMENTS OF AN INSTRUMENTAPPROACH PROCEDURE.)INTERMEDIATE LANDING− On the rare occasionthat this option is requested, it should be approved.The departure center, however, must advise theATCSCC so that the appropriate delay is carried overand assigned at the intermediate airport. AnPCG I−4
8/5/04Pilot/<strong>Control</strong>ler Glossaryintermediate landing airport <strong>with</strong>in the arrival centerwill not be accepted <strong>with</strong>out coordination <strong>with</strong> andthe approval of the ATCSCC.INTERNATIONAL AIRPORT− Relating to internationalflight, it means:a. An airport of entry which has been designatedby the Secretary of Treasury or Commissioner ofCustoms as an international airport for customsservice.b. A landing rights airport at which specificpermission to land must be obtained from customsauthorities in advance of contemplated use.c. <strong>Air</strong>ports designated under the Convention onInternational Civil Aviation as an airport for use byinternational commercial air transport and/or internationalgeneral aviation.(See ICAO term INTERNATIONAL AIRPORT.)(Refer to AIRPORT/FACILITY DIRECTORY.)(Refer to IFIM.)INTERNATIONAL AIRPORT [ICAO]− Any airportdesignated by the Contracting State in whose territoryit is situated as an airport of entry and departure forinternational air traffic, where the formalities incidentto customs, immigration, public health, animaland plant quarantine and similar procedures arecarried out.INTERNATIONAL CIVIL AVIATION ORGA-NIZATION [ICAO]− A specialized agency of theUnited Nations whose objective is to develop theprinciples and techniques of international air navigationand to foster planning and development ofinternational civil air transport.a. Regions include:1. African-Indian Ocean Region2. Caribbean Region3. European Region4. Middle East/Asia Region5. North American Region6. North Atlantic Region7. Pacific Region8. South American RegionINTERNATIONAL FLIGHT INFORMATIONMANUAL− A publication designed primarily as apilot’s preflight planning guide for flights intoforeign airspace and for flights returning to the U.S.from foreign locations.INTERROGATOR− The ground-based surveillanceradar beacon transmitter-receiver, which normallyscans in synchronism <strong>with</strong> a primary radar, transmittingdiscrete radio signals which repetitiously requestall transponders on the mode being used to reply. Thereplies received are mixed <strong>with</strong> the primary radarreturns and displayed on the same plan positionindicator (radar scope). Also, applied to the airborneelement of the TACAN/DME system.(See TRANSPONDER.)(Refer to AIM.)INTERSECTING RUNWAYS− Two or more runwayswhich cross or meet <strong>with</strong>in their lengths.(See INTERSECTION.)INTERSECTION−a. A point defined by any combination of courses,radials, or bearings of two or more navigational aids.b. Used to describe the point where two runways,a runway and a taxiway, or two taxiways cross ormeet.INTERSECTION DEPARTURE− A departure fromany runway intersection except the end of the runway.(See INTERSECTION.)INTERSECTION TAKEOFF−(See INTERSECTION DEPARTURE.)IR−(See IFR MILITARY TRAINING ROUTES.)PCG I−5
2/19/04Pilot/<strong>Control</strong>ler GlossaryJJAMMING− Electronic or mechanical interferencewhich may disrupt the display of aircraft on radar orthe transmission/reception of radio communications/navigation.JET BLAST− Jet engine exhaust (thrust streamturbulence).(See WAKE TURBULENCE.)JET ROUTE− A route designed to serve aircraftoperations from 18,000 feet MSL up to and includingflight level 450. The routes are referred to as “J”routes <strong>with</strong> numbering to identify the designatedroute; e.g., J105.(See Class A AIRSPACE.)(Refer to 14 CFR Part 71.)JET STREAM− A migrating stream of high-speedwinds present at high altitudes.JETTISONING OF EXTERNAL STORES− <strong>Air</strong>bornerelease of external stores; e.g., tiptanks,ordnance.(See FUEL DUMPING.)(Refer to 14 CFR Part 91.)JOINT USE RESTRICTED AREA−(See RESTRICTED AREA.)PCG J−1
2/19/04Pilot/<strong>Control</strong>ler GlossaryKNOWN TRAFFIC− With respect to ATC clearances,means aircraft whose altitude, position, andintentions are known to ATC.KPCG K−1
2/19/04Pilot/<strong>Control</strong>ler GlossaryLLAA−(See LOCAL AIRPORT ADVISORY.)LAAS−(See LOW ALTITUDE ALERT SYSTEM.)LAHSO− An acronym for “Land and Hold ShortOperation.” These operations include landing andholding short of an intersecting runway, a taxiway, apredetermined point, or an approach/departure flightpath.LAHSO-DRY− Land and hold short operations onrunways that are dry.LAHSO-WET− Land and hold short operations onrunways that are wet (but not contaminated).LAND AND HOLD SHORT OPERATIONS− Operationswhich include simultaneous takeoffs andlandings and/or simultaneous landings when a landingaircraft is able and is instructed by the controllerto hold-short of the intersecting runway/taxiway ordesignated hold-short point. Pilots are expected topromptly inform the controller if the hold shortclearance cannot be accepted.(See PARALLEL RUNWAYS.)(Refer to AIM.)LANDING AREA− Any locality either on land,water, or structures, including airports/heliports andintermediate landing fields, which is used, or intendedto be used, for the landing and takeoff ofaircraft whether or not facilities are provided for theshelter, servicing, or for receiving or dischargingpassengers or cargo.(See ICAO term LANDING AREA.)LANDING AREA [ICAO]− That part of a movementarea intended for the landing or take-off of aircraft.LANDING DIRECTION INDICATOR− A devicewhich visually indicates the direction in whichlandings and takeoffs should be made.(See TETRAHEDRON.)(Refer to AIM.)LANDING DISTANCE AVAILABLE [ICAO]− Thelength of runway which is declared available andsuitable for the ground run of an aeroplane landing.LANDING MINIMUMS− The minimum visibilityprescribed for landing a civil aircraft while using aninstrument approach procedure. The minimum applies<strong>with</strong> other limitations set forth in 14 CFRPart 91 <strong>with</strong> respect to the Minimum DescentAltitude (MDA) or Decision Height (DH) prescribedin the instrument approach procedures as follows:a. Straight-in landing minimums. A statement ofMDA and visibility, or DH and visibility, required fora straight-in landing on a specified runway, orb. Circling minimums. A statement of MDA andvisibility required for the circle-to-land maneuver.Note: Descent below the established MDA or DH isnot authorized during an approach unless theaircraft is in a position from which a normalapproach to the runway of intended landing can bemade and adequate visual reference to requiredvisual cues is maintained.(See CIRCLE-TO-LAND MANEUVER.)(See DECISION HEIGHT.)(See INSTRUMENT APPROACHPROCEDURE.)(See MINIMUM DESCENT ALTITUDE.)(See STRAIGHT-IN LANDING.)(See VISIBILITY.)(Refer to 14 CFR Part 91.)LANDING ROLL− The distance from the point oftouchdown to the point where the aircraft can bebrought to a stop or exit the runway.LANDING SEQUENCE− The order in which aircraftare positioned for landing.(See APPROACH SEQUENCE.)LAST ASSIGNED ALTITUDE− The last altitude/flight level assigned by ATC and acknowledged bythe pilot.(See MAINTAIN.)(Refer to 14 CFR Part 91.)LATERAL NAVIGATION (LNAV)– A function ofarea navigation (RNAV) equipment which calculates,displays, and provides lateral guidance to a profile orpath.LATERAL SEPARATION− The lateral spacing ofaircraft at the same altitude by requiring operation ondifferent routes or in different geographical locations.(See SEPARATION.)PCG L−1
Pilot/<strong>Control</strong>ler Glossary 2/17/05LDA−(See LOCALIZER TYPE DIRECTIONAL AID.)(See ICAO Term LANDING DISTANCEAVAILABLE.)LF−(See LOW FREQUENCY.)LIGHTED AIRPORT− An airport where runway andobstruction lighting is available.(See AIRPORT LIGHTING.)(Refer to AIM.)LIGHT GUN− A handheld directional light signalingdevice which emits a brilliant narrow beam of white,green, or red light as selected by the tower controller.The color and type of light transmitted can be used toapprove or disapprove anticipated pilot actions whereradio communication is not available. The light gunis used for controlling traffic operating in the vicinityof the airport and on the airport movement area.(Refer to AIM.)LOCAL AIRPORT ADVISORY (LAA)− A serviceprovided by facilities, which are located on thelanding airport, have a discrete ground−to−air communicationfrequency or the tower frequency whenthe tower is closed, automated weather reporting <strong>with</strong>voice broadcasting, and a continuous ASOS/AWOSdata display, other continuous direct reading instruments,or manual observations available to thespecialist.(See AIRPORT ADVISORY AREA.)LOCAL TRAFFIC− <strong>Air</strong>craft operating in the trafficpattern or <strong>with</strong>in sight of the tower, or aircraft knownto be departing or arriving from flight in local practiceareas, or aircraft executing practice instrument approachesat the airport.(See TRAFFIC PATTERN.)LOCALIZER− The component of an ILS whichprovides course guidance to the runway.(See INSTRUMENT LANDING SYSTEM.)(See ICAO term LOCALIZER COURSE.)(Refer to AIM.)LOCALIZER COURSE [ICAO]− The locus ofpoints, in any given horizontal plane, at which theDDM (difference in depth of modulation) is zero.LOCALIZER OFFSET− An angular offset of thelocalizer from the runway extended centerline in adirection away from the no transgression zone (NTZ)that increases the normal operating zone (NOZ)width. An offset requires a 50 foot increase in DH andis not authorized for CAT II and CAT III approaches.LOCALIZER TYPE DIRECTIONAL AID− A NA-VAID used for nonprecision instrument approaches<strong>with</strong> utility and accuracy comparable to a localizerbut which is not a part of a complete ILS and is notaligned <strong>with</strong> the runway.(Refer to AIM.)LOCALIZER USABLE DISTANCE− The maximumdistance from the localizer transmitter at aspecified altitude, as verified by flight inspection, atwhich reliable course information is continuouslyreceived.(Refer to AIM.)LOCATOR [ICAO]− An LM/MF NDB used as an aidto final approach.Note: A locator usually has an average radius ofrated coverage of between 18.5 and 46.3 km (10and 25 NM).LONG RANGE NAVIGATION−(See LORAN.)LONGITUDINAL SEPARATION− The longitudinalspacing of aircraft at the same altitude by aminimum distance expressed in units of time ormiles.(See SEPARATION.)(Refer to AIM.)LORAN− An electronic navigational system bywhich hyperbolic lines of position are determined bymeasuring the difference in the time of reception ofsynchronized pulse signals from two fixed transmitters.Loran A operates in the 1750-1950 KHz frequencyband. Loran C and D operate in the100-110 KHz frequency band.(Refer to AIM.)LOST COMMUNICATIONS− Loss of the ability tocommunicate by radio. <strong>Air</strong>craft are sometimesreferred to as NORDO (No Radio). Standard pilotprocedures are specified in 14 CFR Part 91. Radarcontrollers issue procedures for pilots to follow in theevent of lost communications during a radar approachwhen weather reports indicate that an aircraft willlikely encounter IFR weather conditions during theapproach.(Refer to 14 CFR Part 91.)(Refer AIM.)PCG L−2
8/5/04Pilot/<strong>Control</strong>ler GlossaryLOW ALTITUDE AIRWAY STRUCTURE− Thenetwork of airways serving aircraft operations up tobut not including 18,000 feet MSL.(See AIRWAY.)(Refer to AIM.)LOW ALTITUDE ALERT, CHECK YOUR ALTI-TUDE IMMEDIATELY−(See SAFETY ALERT.)LOW ALTITUDE ALERT SYSTEM− An automatedfunction of the TPX-42 that alerts thecontroller when a Mode C transponder equippedaircraft on an IFR flight plan is below apredetermined minimum safe altitude. If requestedby the pilot, Low Altitude Alert System monitoringis also available to VFR Mode C transponderequipped aircraft.LOW APPROACH− An approach over an airport orrunway following an instrument approach or a VFRapproach including the go-around maneuver wherethe pilot intentionally does not make contact <strong>with</strong> therunway.(Refer to AIM.)LOW FREQUENCY− The frequency band between30 and 300 KHz.(Refer to AIM.)LPV− A type of approach <strong>with</strong> vertical guidance(APV) based on WAAS, published on RNAV (GPS)approach charts. This procedure takes advantage ofthe precise lateral guidance available from WAAS.The minima is published as a decision altitude (DA).PCG L−3
2/17/05Pilot/<strong>Control</strong>ler GlossaryMMAA−(See MAXIMUM AUTHORIZED ALTITUDE.)MACH NUMBER− The ratio of true airspeed to thespeed of sound; e.g., MACH .82, MACH 1.6.(See AIRSPEED.)MACH TECHNIQUE [ICAO]− Describes a controltechnique used by air traffic control whereby turbojetaircraft operating successively along suitable routesare cleared to maintain appropriate MACH numbersfor a relevant portion of the en route phase of flight.The principle objective is to achieve improvedutilization of the airspace and to ensure that separationbetween successive aircraft does not decreasebelow the established minima.MAHWP− Missed Approach Holding WaypointMAINTAIN−a. Concerning altitude/flight level, the termmeans to remain at the altitude/flight level specified.The phrase “climb and” or “descend and” normallyprecedes “maintain” and the altitude assignment;e.g., “descend and maintain 5,000.”b. Concerning other ATC instructions, the term isused in its literal sense; e.g., maintain VFR.MAINTENANCE PLANNING FRICTION LEV-EL− The friction level specified in AC 150/5320-12,Measurement, Construction, and Maintenance ofSkid Resistant <strong>Air</strong>port Pavement Surfaces, whichrepresents the friction value below which the runwaypavement surface remains acceptable for any categoryor class of aircraft operations but which isbeginning to show signs of deterioration. This valuewill vary depending on the particular friction measurementequipment used.MAKE SHORT APPROACH− Used by ATC toinform a pilot to alter his/her traffic pattern so as tomake a short final approach.(See TRAFFIC PATTERN.)MAN PORTABLE AIR DEFENSE SYSTEMS(MANPADS)− MANPADS are lightweight, shoulder−launched,missile systems used to bring downaircraft and create mass casualties. The potential forMANPADS use against airborne aircraft is real andrequires familiarity <strong>with</strong> the subject. Terroristschoose MANPADS because the weapons are lowcost, highly mobile, require minimal set−up time, andare easy to use and maintain. Although the weaponshave limited range, and their accuracy is affected bypoor visibility and adverse weather, they can be firedfrom anywhere on land or from boats where there isunrestricted visibility to the target.MANDATORY ALTITUDE− An altitude depictedon an instrument Approach Procedure Chartrequiring the aircraft to maintain altitude at thedepicted value.MANPADS−(See MAN PORTABLE AIR DEFENSESYSTEMS.)MAP−(See MISSED APPROACH POINT.)MARKER BEACON− An electronic navigationfacility transmitting a 75 MHz vertical fan or boneshapedradiation pattern. Marker beacons are identifiedby their modulation frequency and keying code,and when received by compatible airborne equipment,indicate to the pilot, both aurally and visually,that he/she is passing over the facility.(See INNER MARKER.)(See MIDDLE MARKER.)(See OUTER MARKER.)(Refer to AIM.)MARSA−(See MILITARY AUTHORITY ASSUMESRESPONSIBILITY FOR SEPARATION OFAIRCRAFT.)MAWP− Missed Approach WaypointMAXIMUM AUTHORIZED ALTITUDE− A publishedaltitude representing the maximum usablealtitude or flight level for an airspace structure orroute segment. It is the highest altitude on a Federalairway, jet route, area navigation low or high route,or other direct route for which an MEA is designatedin 14 CFR Part 95 at which adequate reception ofnavigation aid signals is assured.MAYDAY− The international radiotelephony distresssignal. When repeated three times, it indicatesPCG M−1
Pilot/<strong>Control</strong>ler Glossary 2/17/05imminent and grave danger and that immediateassistance is requested.(See PAN-PAN.)(Refer to AIM.)MCA−(See MINIMUM CROSSING ALTITUDE.)MDA−(See MINIMUM DESCENT ALTITUDE.)MEA−(See MINIMUM EN ROUTE IFR ALTITUDE.)MEARTS−(See MICRO-EN ROUTE AUTOMATED RADARTRACKING SYSTEM.)METEOROLOGICAL IMPACT STATEMENT−An unscheduled planning forecast describing conditionsexpected to begin <strong>with</strong>in 4 to 12 hours whichmay impact the flow of air traffic in a specific center’s(ARTCC) area.METER FIX ARC− A semicircle, equidistant froma meter fix, usually in low altitude relatively close tothe meter fix, used to help CTAS/HOST calculate ameter time, and determine appropriate sector meterlist assignments for aircraft not on an establishedarrival route or assigned a meter fix.METER FIX TIME/SLOT TIME− A calculated timeto depart the meter fix in order to cross the vertex atthe ACLT. This time reflects descent speed adjustmentand any applicable time that must be absorbedprior to crossing the meter fix.METER LIST−(See ARRIVAL SECTOR ADVISORY LIST.)METER LIST DISPLAY INTERVAL− A dynamicparameter which controls the number of minutesprior to the flight plan calculated time of arrival at themeter fix for each aircraft, at which time the TCLT isfrozen and becomes an ACLT; i.e., the VTA isupdated and consequently the TCLT modified asappropriate until frozen at which time updating issuspended and an ACLT is assigned. When frozen,the flight entry is inserted into the arrival sector’smeter list for display on the sector PVD/MDM.MLDI is used if filed true airspeed is less than orequal to freeze speed parameters (FSPD).METERING− A method of time-regulating arrivaltraffic flow into a terminal area so as not to exceed apredetermined terminal acceptance rate.METERING AIRPORTS− <strong>Air</strong>ports adapted formetering and for which optimum flight paths aredefined. A maximum of 15 airports may be adapted.METERING FIX− A fix along an established routefrom over which aircraft will be metered prior toentering terminal airspace. Normally, this fix shouldbe established at a distance from the airport whichwill facilitate a profile descent 10,000 feet aboveairport elevation (AAE) or above.METERING POSITION(S)− Adapted PVDs/MDMs and associated “D” positions eligible fordisplay of a metering position list. A maximum offour PVDs/MDMs may be adapted.METERING POSITION LIST− An ordered list ofdata on arrivals for a selected metering airportdisplayed on a metering position PVD/MDM.MFT−(See METER FIX TIME/SLOT TIME.)MHA−(See MINIMUM HOLDING ALTITUDE.)MIA−(See MINIMUM IFR ALTITUDES.)MICROBURST− A small downburst <strong>with</strong> outburstsof damaging winds extending 2.5 miles or less. Inspite of its small horizontal scale, an intense microburstcould induce wind speeds as high as 150 knots(Refer to AIM.)MICRO-EN ROUTE AUTOMATED RADARTRACKING SYSTEM (MEARTS)− An automatedradar and radar beacon tracking system capable ofemploying both short-range (ASR) and long-range(ARSR) radars. This microcomputer driven systemprovides improved tracking, continuous data recording,and use of full digital radar displays.MICROWAVE LANDING SYSTEM− A precisioninstrument approach system operating in the microwavespectrum which normally consists of thefollowing components:a. Azimuth Station.b. Elevation Station.c. Precision Distance Measuring Equipment.(See MLS CATEGORIES.)MID RVR−(See VISIBILITY.)MIDDLE COMPASS LOCATOR−(See COMPASS LOCATOR.)PCG M−2
2/17/05Pilot/<strong>Control</strong>ler GlossaryMIDDLE MARKER− A marker beacon that definesa point along the glideslope of an ILS normallylocated at or near the point of decision height (ILSCategory I). It is keyed to transmit alternate dots anddashes, <strong>with</strong> the alternate dots and dashes keyed at therate of 95 dot/dash combinations per minute on a1300 Hz tone, which is received aurally and visuallyby compatible airborne equipment.(See INSTRUMENT LANDING SYSTEM.)(See MARKER BEACON.)(Refer to AIM.)MILES-IN-TRAIL− A specified distance betweenaircraft, normally, in the same stratum associated<strong>with</strong> the same destination or route of flight.MILITARY AUTHORITY ASSUMES RESPONSI-BILITY FOR SEPARATION OF AIRCRAFT− Acondition whereby the military services involvedassume responsibility for separation between participatingmilitary aircraft in the ATC system. It is usedonly for required IFR operations which are specifiedin letters of agreement or other appropriate FAA ormilitary documents.MILITARY LANDING ZONE− A landing strip usedexclusively by the military for training. A militarylanding zone does not carry a runway designation.MILITARY OPERATIONS AREA−(See SPECIAL USE AIRSPACE.)MILITARY TRAINING ROUTES− <strong>Air</strong>space ofdefined vertical and lateral dimensions establishedfor the conduct of military flight training at airspeedsin excess of 250 knots IAS.(See IFR MILITARY TRAINING ROUTES.)(See VFR MILITARY TRAINING ROUTES.)MINIMA−(See MINIMUMS.)MINIMUM CROSSING ALTITUDE− The lowestaltitude at certain fixes at which an aircraft must crosswhen proceeding in the direction of a higher minimumen route IFR altitude (MEA).(See MINIMUM EN ROUTE IFR ALTITUDE.)MINIMUM DESCENT ALTITUDE− The lowestaltitude, expressed in feet above mean sea level, towhich descent is authorized on final approach orduring circle-to-land maneuvering in execution of astandard instrument approach procedure where noelectronic glideslope is provided.(See NONPRECISION APPROACHPROCEDURE.)MINIMUM EN ROUTE IFR ALTITUDE− Thelowest published altitude between radio fixes whichassures acceptable navigational signal coverage andmeets obstacle clearance requirements between thosefixes. The MEA prescribed for a Federal airway orsegment thereof, area navigation low or high route, orother direct route applies to the entire width of theairway, segment, or route between the radio fixesdefining the airway, segment, or route.(Refer to 14 CFR Part 91.)(Refer to 14 CFR Part 95.)(Refer to AIM.)MINIMUM FRICTION LEVEL− The friction levelspecified in AC 150/5320-12, Measurement,Construction, and Maintenance of Skid Resistant<strong>Air</strong>port Pavement Surfaces, that represents theminimum recommended wet pavement surface frictionvalue for any turbojet aircraft engaged inLAHSO. This value will vary <strong>with</strong> the particularfriction measurement equipment used.MINIMUM FUEL− Indicates that an aircraft’s fuelsupply has reached a state where, upon reaching thedestination, it can accept little or no delay. This is notan emergency situation but merely indicates anemergency situation is possible should any unduedelay occur.(Refer to AIM.)MINIMUM HOLDING ALTITUDE− The lowestaltitude prescribed for a holding pattern whichassures navigational signal coverage, communications,and meets obstacle clearance requirements.MINIMUM IFR ALTITUDES− Minimum altitudesfor IFR operations as prescribed in 14 CFR Part 91.These altitudes are published on aeronautical chartsand prescribed in 14 CFR Part 95 for airways androutes, and in 14 CFR Part 97 for standard instrumentapproach procedures. If no applicable minimumaltitude is prescribed in 14 CFR Part 95 or14 CFR Part 97, the following minimum IFR altitudeapplies:a. In designated mountainous areas, 2,000 feetabove the highest obstacle <strong>with</strong>in a horizontaldistance of 4 nautical miles from the course to beflown; orPCG M−3
Pilot/<strong>Control</strong>ler Glossary 2/17/05b. Other than mountainous areas, 1,000 feet abovethe highest obstacle <strong>with</strong>in a horizontal distance of 4nautical miles from the course to be flown; orc. As otherwise authorized by the Administratoror assigned by ATC.(See MINIMUM CROSSING ALTITUDE.)(See MINIMUM EN ROUTE IFR ALTITUDE.)(See MINIMUM OBSTRUCTION CLEARANCEALTITUDE.)(See MINIMUM SAFE ALTITUDE.)(See MINIMUM VECTORING ALTITUDE.)(Refer to 14 CFR Part 91.)MINIMUM NAVIGATION PERFORMANCESPECIFICATION− A set of standards which requireaircraft to have a minimum navigation performancecapability in order to operate in MNPS designatedairspace. In addition, aircraft must be certified bytheir State of Registry for MNPS operation.MINIMUM NAVIGATION PERFORMANCESPECIFICATION AIRSPACE− Designated airspacein which MNPS procedures are applied betweenMNPS certified and equipped aircraft. Under certainconditions, non-MNPS aircraft can operate inMNPSA. However, standard oceanic separationminima is provided between the non-MNPS aircraftand other traffic. Currently, the only designatedMNPSA is described as follows:a. Between FL 285 and FL 420;b. Between latitudes 27N and the North Pole;c. In the east, the eastern boundaries of the CTAsSanta Maria Oceanic, Shanwick Oceanic, and Reykjavik;d. In the west, the western boundaries of CTAsReykjavik and Gander Oceanic and New YorkOceanic excluding the area west of 60W and southof 3830’N.MINIMUM OBSTRUCTION CLEARANCE ALTI-TUDE− The lowest published altitude in effectbetween radio fixes on VOR airways, off-airwayroutes, or route segments which meets obstacleclearance requirements for the entire route segmentand which assures acceptable navigational signalcoverage only <strong>with</strong>in 25 statute (22 nautical) miles ofa VOR.(Refer to 14 CFR Part 91.)(Refer to 14 CFR Part 95.)MINIMUM RECEPTION ALTITUDE− The lowestaltitude at which an intersection can be determined.(Refer to 14 CFR Part 95.)MINIMUM SAFE ALTITUDE−a. The minimum altitude specified in 14 CFRPart 91 for various aircraft operations.b. Altitudes depicted on approach charts whichprovide at least 1,000 feet of obstacle clearance foremergency use <strong>with</strong>in a specified distance from thenavigation facility upon which a procedure is predicated.These altitudes will be identified as MinimumSector Altitudes or Emergency Safe Altitudes and areestablished as follows:1. Minimum Sector Altitudes. Altitudes depictedon approach charts which provide at least1,000 feet of obstacle clearance <strong>with</strong>in a 25-mileradius of the navigation facility upon which theprocedure is predicated. Sectors depicted on approachcharts must be at least 90 degrees in scope.These altitudes are for emergency use only and do notnecessarily assure acceptable navigational signalcoverage.(See ICAO term Minimum Sector Altitude.)2. Emergency Safe Altitudes. Altitudes depictedon approach charts which provide at least1,000 feet of obstacle clearance in nonmountainousareas and 2,000 feet of obstacle clearance in designatedmountainous areas <strong>with</strong>in a 100-mile radius ofthe navigation facility upon which the procedure ispredicated and normally used only in militaryprocedures. These altitudes are identified on publishedprocedures as “Emergency Safe Altitudes.”MINIMUM SAFE ALTITUDE WARNING− Afunction of the ARTS III computer that aids thecontroller by alerting him/her when a tracked ModeC equipped aircraft is below or is predicted by thecomputer to go below a predetermined minimum safealtitude.(Refer to AIM.)MINIMUM SECTOR ALTITUDE [ICAO]− Thelowest altitude which may be used under emergencyconditions which will provide a minimum clearanceof 300 m (1,000 feet) above all obstacles located inan area contained <strong>with</strong>in a sector of a circle of 46 km(25 NM) radius centered on a radio aid to navigation.MINIMUMS− Weather condition requirements establishedfor a particular operation or type ofPCG M−4
2/17/05Pilot/<strong>Control</strong>ler Glossaryoperation; e.g., IFR takeoff or landing, alternateairport for IFR flight plans, VFR flight, etc.(See IFR CONDITIONS.)(See IFR TAKEOFF MINIMUMS ANDDEPARTURE PROCEDURES.)(See LANDING MINIMUMS.)(See VFR CONDITIONS.)(Refer to 14 CFR Part 91.)(Refer to AIM.)MINIMUM VECTORING ALTITUDE− The lowestMSL altitude at which an IFR aircraft will bevectored by a radar controller, except as otherwiseauthorized for radar approaches, departures, andmissed approaches. The altitude meets IFR obstacleclearance criteria. It may be lower than the publishedMEA along an airway or J-route segment. It may beutilized for radar vectoring only upon the controller’sdetermination that an adequate radar return is beingreceived from the aircraft being controlled. Chartsdepicting minimum vectoring altitudes are normallyavailable only to the controllers and not to pilots.(Refer to AIM.)MINUTES-IN-TRAIL− A specified interval betweenaircraft expressed in time. This method wouldmore likely be utilized regardless of altitude.MIS−(See METEOROLOGICAL IMPACTSTATEMENT.)MISSED APPROACH−a. A maneuver conducted by a pilot when aninstrument approach cannot be completed to alanding. The route of flight and altitude are shown oninstrument approach procedure charts. A pilotexecuting a missed approach prior to the MissedApproach Point (MAP) must continue along the finalapproach to the MAP.b. A term used by the pilot to inform ATC thathe/she is executing the missed approach.c. At locations where ATC radar service is provided,the pilot should conform to radar vectors whenprovided by ATC in lieu of the published missedapproach procedure.(See MISSED APPROACH POINT.)(Refer to AIM.)MISSED APPROACH POINT− A point prescribedin each instrument approach procedure at which amissed approach procedure shall be executed if therequired visual reference does not exist.(See MISSED APPROACH.)(See SEGMENTS OF AN INSTRUMENTAPPROACH PROCEDURE.)MISSED APPROACH PROCEDURE [ICAO]− Theprocedure to be followed if the approach cannot becontinued.MISSED APPROACH SEGMENT−(See SEGMENTS OF AN INSTRUMENTAPPROACH PROCEDURE.)MLDI−(See METER LIST DISPLAY INTERVAL.)MLS−(See MICROWAVE LANDING SYSTEM.)MLS CATEGORIES−a. MLS Category I. An MLS approach procedurewhich provides for an approach to a height abovetouchdown of not less than 200 feet and a runwayvisual range of not less than 1,800 feet.b. MLS Category II. Undefined until data gathering/analysiscompletion.c. MLS Category III. Undefined until data gathering/analysiscompletion.MM−(See MIDDLE MARKER.)MNPS−(See MINIMUM NAVIGATION PERFORMANCESPECIFICATION.)MNPSA−(See MINIMUM NAVIGATION PERFORMANCE−SPECIFICATION AIRSPACE.)MOA−(See MILITARY OPERATIONS AREA.)MOCA−(See MINIMUM OBSTRUCTION CLEARANCEALTITUDE.)MODE− The letter or number assigned to a specificpulse spacing of radio signals transmitted or receivedby ground interrogator or airborne transpondercomponents of the <strong>Air</strong> <strong>Traffic</strong> <strong>Control</strong> Radar BeaconPCG M−5
Pilot/<strong>Control</strong>ler Glossary 2/17/05System (ATCRBS). Mode A (military Mode 3) andMode C (altitude reporting) are used in air trafficcontrol.(See INTERROGATOR.)(See RADAR.)(See TRANSPONDER.)(See ICAO term MODE.)(Refer to AIM.)MODE (SSR MODE) [ICAO]− The letter or numberassigned to a specific pulse spacing of the interrogationsignals transmitted by an interrogator. There are4 modes, A, B, C and D specified in Annex 10,corresponding to four different interrogation pulsespacings.MODE C INTRUDER ALERT− A function ofcertain air traffic control automated systems designedto alert radar controllers to existing or pendingsituations between a tracked target (known IFR orVFR aircraft) and an untracked target (unknown IFRor VFR aircraft) that requires immediate attention/action.(See CONFLICT ALERT.)MONITOR− (When used <strong>with</strong> communication transfer)listen on a specific frequency and stand by forinstructions. Under normal circumstances do notestablish communications.MONITOR ALERT (MA)− A function of the ETMSthat provides traffic management personnel <strong>with</strong> atool for predicting potential capacity problems inindividual operational sectors. The MA is an indicationthat traffic management personnel need toanalyze a particular sector for actual activity and todetermine the required action(s), if any, needed tocontrol the demand.MONITOR ALERT PARAMETER (MAP)− Thenumber designated for use in monitor alert processingby the ETMS. The MAP is designated for eachoperational sector for increments of 15 minutes.MOVEMENT AREA− The runways, taxiways, andother areas of an airport/heliport which are utilizedfor taxiing/hover taxiing, air taxiing, takeoff, andlanding of aircraft, exclusive of loading ramps andparking areas. At those airports/heliports <strong>with</strong> atower, specific approval for entry onto the movementarea must be obtained from ATC.(See ICAO term MOVEMENT AREA.)MOVEMENT AREA [ICAO]− That part of anaerodrome to be used for the takeoff, landing andtaxiing of aircraft, consisting of the maneuvering areaand the apron(s).MOVING TARGET INDICATOR− An electronicdevice which will permit radar scope presentationonly from targets which are in motion. A partialremedy for ground clutter.MRA−(See MINIMUM RECEPTION ALTITUDE.)MSA−(See MINIMUM SAFE ALTITUDE.)MSAW−(See MINIMUM SAFE ALTITUDE WARNING.)MTI−(See MOVING TARGET INDICATOR.)MTR−(See MILITARY TRAINING ROUTES.)MULTICOM− A mobile service not open to publiccorrespondence used to provide communicationsessential to conduct the activities being performed byor directed from private aircraft.MULTIPLE RUNWAYS− The utilization of a dedicatedarrival runway(s) for departures and a dedicateddeparture runway(s) for arrivals when feasible toreduce delays and enhance capacity.MVA−(See MINIMUM VECTORING ALTITUDE.)PCG M−6
2/17/05Pilot/<strong>Control</strong>ler GlossaryNNAS−(See NATIONAL AIRSPACE SYSTEM.)NAS STAGE A− The en route ATC system’s radar,computers and computer programs, controller planview displays (PVDs/Radar Scopes), input/outputdevices, and the related communications equipmentwhich are integrated to form the heart of theautomated IFR air traffic control system. Thisequipment performs Flight Data Processing (FDP)and Radar Data Processing (RDP). It interfaces <strong>with</strong>automated terminal systems and is used in the controlof en route IFR aircraft.(Refer to AIM.)NATIONAL AIRSPACE SYSTEM− The commonnetwork of U.S. airspace; air navigation facilities,equipment and services, airports or landing areas;aeronautical charts, information and services; rules,regulations and procedures, technical information,and manpower and material. Included are systemcomponents shared jointly <strong>with</strong> the military.NATIONAL BEACON CODE ALLOCATIONPLAN AIRSPACE− <strong>Air</strong>space over United Statesterritory located <strong>with</strong>in the North American continentbetween Canada and Mexico, including adjacentterritorial waters outward to about boundaries ofoceanic control areas (CTA)/Flight Information Regions(FIR).(See FLIGHT INFORMATION REGION.)NATIONAL FLIGHT DATA CENTER− A facility inWashington D.C., established by FAA to operate acentral aeronautical information service for thecollection, validation, and dissemination of aeronauticaldata in support of the activities of government,industry, and the aviation community. The informationis published in the National Flight Data Digest.(See NATIONAL FLIGHT DATA DIGEST.)NATIONAL FLIGHT DATA DIGEST− A daily(except weekends and Federal holidays) publicationof flight information appropriate to aeronauticalcharts, aeronautical publications, Notices to <strong>Air</strong>men,or other media serving the purpose of providingoperational flight data essential to safe and efficientaircraft operations.NATIONAL SEARCH AND RESCUE PLAN− Aninteragency agreement which provides for the effectiveutilization of all available facilities in all types ofsearch and rescue missions.NAVAID−(See NAVIGATIONAL AID.)NAVAID CLASSES− VOR, VORTAC, and TACANaids are classed according to their operational use.The three classes of NAVAIDs are:a. T− Terminal.b. L− Low altitude.c. H− High altitude.Note: The normal service range for T, L, and H classaids is found in the AIM. Certain operationalrequirements make it necessary to use some ofthese aids at greater service ranges thanspecified. Extended range is made possiblethrough flight inspection determinations. Someaids also have lesser service range due to location,terrain, frequency protection, etc. Restrictions toservice range are listed in <strong>Air</strong>port/FacilityDirectory.NAVIGABLE AIRSPACE− <strong>Air</strong>space at and abovethe minimum flight altitudes prescribed in the CFRsincluding airspace needed for safe takeoff andlanding.(Refer to 14 CFR Part 91.)NAVIGATION REFERENCE SYSTEM (NRS)−The NRS is a system of waypoints developed for use<strong>with</strong>in the United States for flight planning andnavigation <strong>with</strong>out reference to ground based navigationalaids. The NRS waypoints are located in a gridpattern along defined latitude and longitude lines.The initial use of the NRS will be in the high altitudeenvironment in conjunction <strong>with</strong> the High AltitudeRedesign initiative. The NRS waypoints are intendedfor use by aircraft capable of point−to−point navigation.NAVIGATIONAL AID− Any visual or electronicdevice airborne or on the surface which providespoint-to-point guidance information or position datato aircraft in flight.(See AIR NAVIGATION FACILITY.)NBCAP AIRSPACE−(See NATIONAL BEACON CODE ALLOCATIONPLAN AIRSPACE.)PCG N−1
Pilot/<strong>Control</strong>ler Glossary 2/17/05NDB−(See NONDIRECTIONAL BEACON.)NEGATIVE− “No,” or “permission not granted,” or“that is not correct.”NEGATIVE CONTACT− Used by pilots to informATC that:a. Previously issued traffic is not in sight. It maybe followed by the pilot’s request for the controller toprovide assistance in avoiding the traffic.b. They were unable to contact ATC on a particularfrequency.NFDC−(See NATIONAL FLIGHT DATA CENTER.)NFDD−(See NATIONAL FLIGHT DATA DIGEST.)NIGHT− The time between the end of evening civiltwilight and the beginning of morning civil twilight,as published in the American <strong>Air</strong> Almanac, convertedto local time.(See ICAO term NIGHT.)NIGHT [ICAO]− The hours between the end ofevening civil twilight and the beginning of morningcivil twilight or such other period between sunset andsunrise as may be specified by the appropriateauthority.Note: Civil twilight ends in the evening when thecenter of the sun’s disk is 6 degrees below thehorizon and begins in the morning when the centerof the sun’s disk is 6 degrees below the horizon.NO GYRO APPROACH− A radar approach/vectorprovided in case of a malfunctioning gyro-compassor directional gyro. Instead of providing the pilot<strong>with</strong> headings to be flown, the controller observes theradar track and issues control instructions “turnright/left” or “stop turn” as appropriate.(Refer to AIM.)NO GYRO VECTOR−(See NO GYRO APPROACH.)NO TRANSGRESSION ZONE (NTZ)− The NTZ isa 2,000 foot wide zone, located equidistant betweenparallel runway final approach courses in whichflight is not allowed.NONAPPROACH CONTROL TOWER− Authorizesaircraft to land or takeoff at the airport controlledby the tower or to transit the Class D airspace. Theprimary function of a nonapproach control tower isthe sequencing of aircraft in the traffic pattern and onthe landing area. Nonapproach control towers alsoseparate aircraft operating under instrument flightrules clearances from approach controls and centers.They provide ground control services to aircraft,vehicles, personnel, and equipment on the airportmovement area.NONCOMMON ROUTE/PORTION− That segmentof a North American Route between the inlandnavigation facility and a designated North Americanterminal.NONCOMPOSITE SEPARATION− Separation inaccordance <strong>with</strong> minima other than the compositeseparation minimum specified for the area concerned.NONDIRECTIONAL BEACON− An L/MF or UHFradio beacon transmitting nondirectional signalswhereby the pilot of an aircraft equipped <strong>with</strong>direction finding equipment can determine his/herbearing to or from the radio beacon and “home” on ortrack to or from the station. When the radio beacon isinstalled in conjunction <strong>with</strong> the Instrument LandingSystem marker, it is normally called a CompassLocator.(See AUTOMATIC DIRECTION FINDER.)(See COMPASS LOCATOR.)NONMOVEMENT AREAS− Taxiways and apron(ramp) areas not under the control of air traffic.NONPRECISION APPROACH−(See NONPRECISION APPROACHPROCEDURE.)NONPRECISION APPROACH PROCEDURE− Astandard instrument approach procedure in which noelectronic glideslope is provided; e.g., VOR, TA-CAN, NDB, LOC, ASR, LDA, or SDF approaches.NONRADAR− Precedes other terms and generallymeans <strong>with</strong>out the use of radar, such as:a. Nonradar Approach. Used to describe instrumentapproaches for which course guidance on finalapproach is not provided by ground-based precisionor surveillance radar. Radar vectors to the finalPCG N−2
2/17/05Pilot/<strong>Control</strong>ler Glossaryapproach course may or may not be provided by ATC.Examples of nonradar approaches are VOR, NDB,TACAN, and ILS/MLS approaches.(See FINAL APPROACH COURSE.)(See FINAL APPROACH-IFR.)(See INSTRUMENT APPROACHPROCEDURE.)(See RADAR APPROACH.)b. Nonradar Approach <strong>Control</strong>. An ATC facilityproviding approach control service <strong>with</strong>out the use ofradar.(See APPROACH CONTROL FACILITY.)(See APPROACH CONTROL SERVICE.)c. Nonradar Arrival. An aircraft arriving at anairport <strong>with</strong>out radar service or at an airport served bya radar facility and radar contact has not beenestablished or has been terminated due to a lack ofradar service to the airport.(See RADAR ARRIVAL.)(See RADAR SERVICE.)d. Nonradar Route. A flight path or route overwhich the pilot is performing his/her own navigation.The pilot may be receiving radar separation, radarmonitoring, or other ATC services while on anonradar route.(See RADAR ROUTE.)e. Nonradar Separation. The spacing of aircraft inaccordance <strong>with</strong> established minima <strong>with</strong>out the useof radar; e.g., vertical, lateral, or longitudinal separation.(See RADAR SEPARATION.)(See ICAO term NONRADAR SEPARATION.)NONRADAR SEPARATION [ICAO]− The separationused when aircraft position information isderived from sources other than radar.NON−RESTRICTIVE ROUTING (NRR)− Portionsof a proposed route of flight where a user can flightplan the most advantageous flight path <strong>with</strong> norequirement to make reference to ground−basedNAVAIDs.NOPAC−(See NORTH PACIFIC.)NORDO−(See LOST COMMUNICATIONS.)NORMAL OPERATING ZONE (NOZ)− The NOZis the operating zone <strong>with</strong>in which aircraft flightremains during normal independent simultaneousparallel ILS approaches.NORTH AMERICAN ROUTE− A numericallycoded route preplanned over existing airway androute systems to and from specific coastal fixesserving the North Atlantic. North American Routesconsist of the following:a. Common Route/Portion. That segment of aNorth American Route between the inland navigationfacility and the coastal fix.b. Noncommon Route/Portion. That segment of aNorth American Route between the inland navigationfacility and a designated North American terminal.c. Inland Navigation Facility. A navigation aid ona North American Route at which the common routeand/or the noncommon route begins or ends.d. Coastal Fix. A navigation aid or intersectionwhere an aircraft transitions between the domesticroute structure and the oceanic route structure.NORTH AMERICAN ROUTE PROGRAM (NRP)−The NRP is a set of rules and procedures which aredesigned to increase the flexibility of user flightplanning <strong>with</strong>in published guidelines.NORTH MARK− A beacon data block sent by thehost computer to be displayed by the ARTS on a 360degree bearing at a locally selected radar azimuth anddistance. The North Mark is used to ensure correctrange/azimuth orientation during periods of CEN-RAP.NORTH PACIFIC− An organized route systembetween the Alaskan west coast and Japan.NOTAM−(See NOTICE TO AIRMEN.)NOTAM [ICAO]− A notice containing informationconcerning the establishment, condition or change inany aeronautical facility, service, procedure or hazard,the timely knowledge of which is essential topersonnel concerned <strong>with</strong> flight operations.a. I Distribution− Distribution by means of telecommunication.b. II Distribution− Distribution by means otherthan telecommunications.NOTICE TO AIRMEN− A notice containing information(not known sufficiently in advance topublicize by other means) concerning the establishment,condition, or change in any component (facility,service, or procedure of, or hazard in the NationalPCG N−3
Pilot/<strong>Control</strong>ler Glossary 2/17/05<strong>Air</strong>space System) the timely knowledge of which isessential to personnel concerned <strong>with</strong> flight operations.a. NOTAM(D)− A NOTAM given (in addition tolocal dissemination) distant dissemination beyondthe area of responsibility of the Flight ServiceStation. These NOTAMs will be stored and availableuntil canceled.b. NOTAM(L)− A NOTAM given local disseminationby voice and other means, such as telautographand telephone, to satisfy local userrequirements.c. FDC NOTAM− A NOTAM regulatory in nature,transmitted by USNOF and given system widedissemination.(See ICAO term NOTAM.)NOTICES TO AIRMEN PUBLICATION− A publicationissued every 28 days, designed primarily forthe pilot, which contains current NOTAMinformation considered essential to the safety offlight as well as supplemental data to otheraeronautical publications. The contraction NTAP isused in NOTAM text.(See NOTICE TO AIRMEN.)NRR−(See NON−RESTRICTIVE ROUTING.)NRS−(See NAVIGATION REFERENCE SYSTEM.)NTAP−(See NOTICES TO AIRMEN PUBLICATION.)NUMEROUS TARGETS VICINITY (LOCA-TION)− A traffic advisory issued by ATC to advisepilots that targets on the radar scope are too numerousto issue individually.(See TRAFFIC ADVISORIES.)PCG N−4
8/5/04Pilot/<strong>Control</strong>ler GlossaryOOBSTACLE− An existing object, object of naturalgrowth, or terrain at a fixed geographical location orwhich may be expected at a fixed location <strong>with</strong>in aprescribed area <strong>with</strong> reference to which verticalclearance is or must be provided during flightoperation.OBSTACLE DEPARTURE PROCEDURE (ODP)−A preplanned instrument flight rule (IFR) departureprocedure printed for pilot use in textual or graphicform to provide obstruction clearance via the leastonerous route from the terminal area to the appropriateen route structure. ODPs are recommended forobstruction clearance and may be flown <strong>with</strong>out ATCclearance unless an alternate departure procedure(SID or radar vector) has been specifically assignedby ATC.(See IFR TAKEOFF MINIMUMS ANDDEPARTURE PROCEDURES.)(See STANDARD INSTRUMENTDEPARTURES.)(Refer to AIM.)OBSTACLE FREE ZONE− The OFZ is a threedimensional volume of airspace which protects forthe transition of aircraft to and from the runway. TheOFZ clearing standard precludes taxiing and parkedairplanes and object penetrations, except for frangibleNAVAID locations that are fixed by function.Additionally, vehicles, equipment, and personnelmay be authorized by air traffic control to enter thearea using the provisions of FAAO 7110.65, Para3−1−5, VEHICLES/EQUIPMENT/PERSONNELON RUNWAYS. The runway OFZ and when applicable,the inner-approach OFZ, and the inner-transitionalOFZ, comprise the OFZ.a. Runway OFZ. The runway OFZ is a definedvolume of airspace centered above the runway. Therunway OFZ is the airspace above a surface whoseelevation at any point is the same as the elevation ofthe nearest point on the runway centerline. Therunway OFZ extends 200 feet beyond each end of therunway. The width is as follows:1. For runways serving large airplanes, thegreater of:(a) 400 feet, or(b) 180 feet, plus the wingspan of the mostdemanding airplane, plus 20 feet per 1,000 feet ofairport elevation.2. For runways serving only small airplanes:(a) 300 feet for precision instrument runways.(b) 250 feet for other runways serving smallairplanes <strong>with</strong> approach speeds of 50 knots, or more.(c) 120 feet for other runways serving smallairplanes <strong>with</strong> approach speeds of less than 50 knots.b. Inner-approach OFZ. The inner-approach OFZis a defined volume of airspace centered on theapproach area. The inner-approach OFZ applies onlyto runways <strong>with</strong> an approach lighting system. Theinner-approach OFZ begins 200 feet from the runwaythreshold at the same elevation as the runwaythreshold and extends 200 feet beyond the last lightunit in the approach lighting system. The width of theinner-approach OFZ is the same as the runway OFZand rises at a slope of 50 (horizontal) to 1 (vertical)from the beginning.c. Inner-transitional OFZ. The inner transitionalsurface OFZ is a defined volume of airspace along thesides of the runway and inner-approach OFZ andapplies only to precision instrument runways. Theinner-transitional surface OFZ slopes 3 (horizontal)to 1 (vertical) out from the edges of the runway OFZand inner-approach OFZ to a height of 150 feet abovethe established airport elevation.(Refer to AC 150/5300-13, Chapter 3.)(Refer to FAAO 7110.65, Para 3−1−5,VEHICLES/EQUIPMENT/PERSONNEL ONRUNWAYS.)OBSTRUCTION− Any object/obstacle exceedingthe obstruction standards specified by 14 CFRPart 77, Subpart C.OBSTRUCTION LIGHT− A light or one of a groupof lights, usually red or white, frequently mounted ona surface structure or natural terrain to warn pilots ofthe presence of an obstruction.OCEANIC AIRSPACE− <strong>Air</strong>space over the oceans ofthe world, considered international airspace, whereoceanic separation and procedures per the InternationalCivil Aviation Organization are applied.Responsibility for the provisions of air traffic controlPCG O−1
Pilot/<strong>Control</strong>ler Glossary 8/5/04service in this airspace is delegated to variouscountries, based generally upon geographic proximityand the availability of the required resources.OCEANIC DISPLAY AND PLANNING SYS-TEM− An automated digital display system whichprovides flight data processing, conflict probe, andsituation display for oceanic air traffic control.OCEANIC NAVIGATIONAL ERROR REPORT− Areport filed when an aircraft exiting oceanic airspacehas been observed by radar to be off course. ONERreporting parameters and procedures are contained inFAAO 7110.82, Monitoring of Navigational PerformanceIn Oceanic Areas.OCEANIC PUBLISHED ROUTE− A route establishedin international airspace and charted ordescribed in flight information publications, such asRoute Charts, DOD Enroute Charts, Chart Supplements,NOTAMs, and Track Messages.OCEANIC TRANSITION ROUTE− An ATS routeestablished for the purpose of transitioning aircraftto/from an organized track system.ODAPS−(See OCEANIC DISPLAY AND PLANNINGSYSTEM.)ODP−(See OBSTACLE DEPARTURE PROCEDURE.)OFF COURSE− A term used to describe a situationwhere an aircraft has reported a position fix or isobserved on radar at a point not on the ATC-approvedroute of flight.OFF-ROUTE VECTOR− A vector by ATC whichtakes an aircraft off a previously assigned route.Altitudes assigned by ATC during such vectorsprovide required obstacle clearance.OFFSET PARALLEL RUNWAYS− Staggered runwayshaving centerlines which are parallel.OFFSHORE/CONTROL AIRSPACE AREA− Thatportion of airspace between the U.S. 12 NM limit andthe oceanic CTA/FIR boundary <strong>with</strong>in which airtraffic control is exercised. These areas are establishedto provide air traffic control services. Offshore/<strong>Control</strong> <strong>Air</strong>space Areas may be classified as eitherClass A airspace or Class E airspace.OFT−(See OUTER FIX TIME.)OM−(See OUTER MARKER.)OMEGA− An RNAV system designed for long-rangenavigation based upon ground-based electronic navigationalaid signals.ON COURSE−a. Used to indicate that an aircraft is established onthe route centerline.b. Used by ATC to advise a pilot making a radarapproach that his/her aircraft is lined up on the finalapproach course.(See ON-COURSE INDICATION.)ON-COURSE INDICATION− An indication on aninstrument, which provides the pilot a visual meansof determining that the aircraft is located on thecenterline of a given navigational track, or anindication on a radar scope that an aircraft is on agiven track.ONE-MINUTE WEATHER− The most recent oneminute updated weather broadcast received by a pilotfrom an uncontrolled airport ASOS/AWOS.ONER−(See OCEANIC NAVIGATIONAL ERRORREPORT.)OPERATIONAL−(See DUE REGARD.)OPPOSITE DIRECTION AIRCRAFT− <strong>Air</strong>craft areoperating in opposite directions when:a. They are following the same track in reciprocaldirections; orb. Their tracks are parallel and the aircraft areflying in reciprocal directions; orc. Their tracks intersect at an angle of more than135.OPTION APPROACH− An approach requested andconducted by a pilot which will result in either atouch-and-go, missed approach, low approach, stopand-go,or full stop landing.(See CLEARED FOR THE OPTION.)(Refer to AIM.)ORGANIZED TRACK SYSTEM− A series of ATSroutes which are fixed and charted; i.e., CEP,NOPAC, or flexible and described by NOTAM; i.e.,NAT TRACK MESSAGE.OROCA− An off-route altitude which providesobstruction clearance <strong>with</strong> a 1,000 foot buffer inPCG O−2
8/5/04Pilot/<strong>Control</strong>ler Glossarynonmountainous terrain areas and a 2,000 foot bufferin designated mountainous areas <strong>with</strong>in the UnitedStates. This altitude may not provide signal coveragefrom ground-based navigational aids, air trafficcontrol radar, or communications coverage.OTR−(See OCEANIC TRANSITION ROUTE.)OTS−(See ORGANIZED TRACK SYSTEM.)OUT− The conversation is ended and no response isexpected.OUTER AREA (associated <strong>with</strong> Class C airspace)−Nonregulatory airspace surrounding designatedClass C airspace airports wherein ATC provides radarvectoring and sequencing on a full-time basis for allIFR and participating VFR aircraft. The serviceprovided in the outer area is called Class C servicewhich includes: IFR/IFR−standard IFR separation;IFR/VFR−traffic advisories and conflict resolution;and VFR/VFR−traffic advisories and, as appropriate,safety alerts. The normal radius will be 20 nauticalmiles <strong>with</strong> some variations based on site-specificrequirements. The outer area extends outward fromthe primary Class C airspace airport and extends fromthe lower limits of radar/radio coverage up to theceiling of the approach control’s delegated airspaceexcluding the Class C charted area and other airspaceas appropriate.(See CONFLICT RESOLUTION.)(See CONTROLLED AIRSPACE.)OUTER COMPASS LOCATOR−(See COMPASS LOCATOR.)OUTER FIX− A general term used <strong>with</strong>in ATC todescribe fixes in the terminal area, other than the finalapproach fix. <strong>Air</strong>craft are normally cleared to thesefixes by an <strong>Air</strong> Route <strong>Traffic</strong> <strong>Control</strong> Center or anApproach <strong>Control</strong> Facility. <strong>Air</strong>craft are normallycleared from these fixes to the final approach fix orfinal approach course.OROUTER FIX− An adapted fix along the convertedroute of flight, prior to the meter fix, for whichcrossing times are calculated and displayed in themetering position list.OUTER FIX ARC− A semicircle, usually about a50−70 mile radius from a meter fix, usually in highaltitude, which is used by CTAS/HOST to calculateouter fix times and determine appropriate sectormeter list assignments for aircraft on an establishedarrival route that will traverse the arc.OUTER FIX TIME− A calculated time to depart theouter fix in order to cross the vertex at the ACLT. Thetime reflects descent speed adjustments and anyapplicable delay time that must be absorbed prior tocrossing the meter fix.OUTER MARKER− A marker beacon at or near theglideslope intercept altitude of an ILS approach. It iskeyed to transmit two dashes per second on a 400 Hztone, which is received aurally and visually bycompatible airborne equipment. The OM is normallylocated four to seven miles from the runway thresholdon the extended centerline of the runway.(See INSTRUMENT LANDING SYSTEM.)(See MARKER BEACON.)(Refer to AIM.)OVER− My transmission is ended; I expect aresponse.OVERHEAD MANEUVER− A series of predeterminedmaneuvers prescribed for aircraft (often information) for entry into the visual flight rules (VFR)traffic pattern and to proceed to a landing. Anoverhead maneuver is not an instrument flight rules(IFR) approach procedure. An aircraft executing anoverhead maneuver is considered VFR and the IFRflight plan is cancelled when the aircraft reaches the“initial point” on the initial approach portion of themaneuver. The pattern usually specifies the following:a. The radio contact required of the pilot.b. The speed to be maintained.c. An initial approach 3 to 5 miles in length.d. An elliptical pattern consisting of two 180degree turns.e. A break point at which the first 180 degree turnis started.f. The direction of turns.g. Altitude (at least 500 feet above the conventionalpattern).h. A “Roll-out” on final approach not less than 1/4mile from the landing threshold and not less than 300feet above the ground.PCG O−3
Pilot/<strong>Control</strong>ler Glossary 8/5/04OVERLYING CENTER− The ARTCC facility thatis responsible for arrival/departure operations at aspecific terminal.PCG O−4
8/5/04Pilot/<strong>Control</strong>ler GlossaryPP TIME−(See PROPOSED DEPARTURE TIME.)P-ACP−(See PREARRANGED COORDINATIONPROCEDURES.)PAN-PAN− The international radio-telephony urgencysignal. When repeated three times, indicatesuncertainty or alert followed by the nature of theurgency.(See MAYDAY.)(Refer to AIM.)PAR−(See PRECISION APPROACH RADAR.)PAR [ICAO]−(See ICAO Term PRECISION APPROACHRADAR.)PARALLEL ILS APPROACHES− Approaches toparallel runways by IFR aircraft which, when establishedinbound toward the airport on the adjacentfinal approach courses, are radar-separated by at least2 miles.(See FINAL APPROACH COURSE.)(See SIMULTANEOUS ILS APPROACHES.)PARALLEL MLS APPROACHES−(See PARALLEL ILS APPROACHES.)PARALLEL OFFSET ROUTE− A parallel track tothe left or right of the designated or establishedairway/route. Normally associated <strong>with</strong> Area Navigation(RNAV) operations.(See AREA NAVIGATION.)PARALLEL RUNWAYS− Two or more runways atthe same airport whose centerlines are parallel. Inaddition to runway number, parallel runways aredesignated as L (left) and R (right) or, if three parallelrunways exist, L (left), C (center), and R (right).PBCT−(See PROPOSED BOUNDARY CROSSINGTIME.)PERMANENT ECHO− Radar signals reflected fromfixed objects on the earth’s surface; e.g., buildings,towers, terrain. Permanent echoes are distinguishedfrom “ground clutter” by being definable locationsrather than large areas. Under certain conditions theymay be used to check radar alignment.PHOTO RECONNAISSANCE− Military activitythat requires locating individual photo targets andnavigating to the targets at a preplanned angle andaltitude. The activity normally requires a lateral routewidth of 16 NM and altitude range of 1,500 feet to10,000 feet AGL.PIDP−(See PROGRAMMABLE INDICATOR DATAPROCESSOR.)PILOT BRIEFING− A service provided by the FSSto assist pilots in flight planning. Briefing items mayinclude weather information, NOTAMS, militaryactivities, flow control information, and other itemsas requested.(Refer to AIM.)PILOT IN COMMAND− The pilot responsible forthe operation and safety of an aircraft during flighttime.(Refer to 14 CFR Part 91.)PILOT WEATHER REPORT− A report of meteorologicalphenomena encountered by aircraft in flight.(Refer to AIM.)PILOT’S DISCRETION− When used in conjunction<strong>with</strong> altitude assignments, means that ATC hasoffered the pilot the option of starting climb ordescent whenever he/she wishes and conducting theclimb or descent at any rate he/she wishes. He/shemay temporarily level off at any intermediate altitude.However, once he/she has vacated an altitude,he/she may not return to that altitude.PIREP−(See PILOT WEATHER REPORT.)PITCH POINT− A fix/waypoint that serves as atransition point from a departure procedure or the lowaltitude ground−based navigation structure into thehigh altitude waypoint system.PLANS DISPLAY− A display available in URETthat provides detailed flight plan and predictedconflict information in textual format for requestedCurrent Plans and all Trial Plans.(See USER REQUEST EVALUATION TOOL.)POINT OUT−(See RADAR POINT OUT.)PCG P−1
Pilot/<strong>Control</strong>ler Glossary 8/5/04POINT−TO−POINT (PTP)− A level of NRR servicefor aircraft that is based on traditional waypoints intheir FMSs or RNAV equipage.POLAR TRACK STRUCTURE− A system oforganized routes between Iceland and Alaska whichoverlie Canadian MNPS <strong>Air</strong>space.POSITION AND HOLD− Used by ATC to inform apilot to taxi onto the departure runway in takeoffposition and hold. It is not authorization for takeoff.It is used when takeoff clearance cannot immediatelybe issued because of traffic or other reasons.(See CLEARED FOR TAKEOFF.)POSITION REPORT− A report over a knownlocation as transmitted by an aircraft to ATC.(Refer to AIM.)POSITION SYMBOL− A computer-generated indicationshown on a radar display to indicate themode of tracking.POSITIVE CONTROL− The separation of all airtraffic <strong>with</strong>in designated airspace by air trafficcontrol.PRACTICE INSTRUMENT APPROACH− Aninstrument approach procedure conducted by a VFRor an IFR aircraft for the purpose of pilot training orproficiency demonstrations.PREARRANGED COORDINATION− A standardizedprocedure which permits an air traffic controllerto enter the airspace assigned to another air trafficcontroller <strong>with</strong>out verbal coordination. The proceduresare defined in a facility directive which ensuresstandard separation between aircraft.PREARRANGED COORDINATION PROCE-DURES− A facility’s standardized procedure thatdescribes the process by which one controller shallallow an aircraft to penetrate or transit anothercontroller’s airspace in a manner that assures standardseparation <strong>with</strong>out individual coordination for eachaircraft.PRECIPITATION− Any or all forms of waterparticles (rain, sleet, hail, or snow) that fall from theatmosphere and reach the surface.PRECISION APPROACH−(See PRECISION APPROACH PROCEDURE.)PRECISION APPROACH PROCEDURE− A standardinstrument approach procedure in which anelectronic glideslope/glidepath is provided; e.g., ILS,MLS, and PAR.(See INSTRUMENT LANDING SYSTEM.)(See MICROWAVE LANDING SYSTEM.)(See PRECISION APPROACH RADAR.)PRECISION APPROACH RADAR− Radar equipmentin some ATC facilities operated by the FAAand/or the military services at joint-use civil/militarylocations and separate military installations to detectand display azimuth, elevation, and range of aircrafton the final approach course to a runway. Thisequipment may be used to monitor certain nonradarapproaches, but is primarily used to conduct aprecision instrument approach (PAR) wherein thecontroller issues guidance instructions to the pilotbased on the aircraft’s position in relation to the finalapproach course (azimuth), the glidepath (elevation),and the distance (range) from the touchdown point onthe runway as displayed on the radar scope.Note: The abbreviation “PAR” is also used todenote preferential arrival routes in ARTCCcomputers.(See GLIDEPATH.)(See PAR.)(See PREFERENTIAL ROUTES.)(See ICAO term PRECISION APPROACHRADAR.)(Refer to AIM.)PRECISION APPROACH RADAR [ICAO]− Primaryradar equipment used to determine the positionof an aircraft during final approach, in terms of lateraland vertical deviations relative to a nominal approachpath, and in range relative to touchdown.Note: Precision approach radars are designed toenable pilots of aircraft to be given guidance byradio communication during the final stages of theapproach to land.PRECISION RUNWAY MONITOR (PRM)− Providesair traffic controllers <strong>with</strong> high precisionsecondary surveillance data for aircraft on finalapproach to parallel runways that have extendedcenterlines separated by less than 4,300 feet. Highresolution color monitoring displays (FMA) arerequired to present surveillance track data to controllersalong <strong>with</strong> detailed maps depicting approachesand no transgression zone.PREFERENTIAL ROUTES− Preferential routes(PDRs, PARs, and PDARs) are adapted in ARTCCcomputers to accomplish inter/intrafacility controllercoordination and to assure that flight data is posted atPCG P−2
8/5/04Pilot/<strong>Control</strong>ler Glossarythe proper control positions. Locations having a needfor these specific inbound and outbound routesnormally publish such routes in local facility bulletins,and their use by pilots minimizes flight planroute amendments. When the workload or trafficsituation permits, controllers normally provide radarvectors or assign requested routes to minimizecircuitous routing. Preferential routes are usuallyconfined to one ARTCC’s area and are referred to bythe following names or acronyms:a. Preferential Departure Route (PDR). A specificdeparture route from an airport or terminal area to anen route point where there is no further need for flowcontrol. It may be included in an Instrument DepartureProcedure (DP) or a Preferred IFR Route.b. Preferential Arrival Route (PAR). A specificarrival route from an appropriate en route point to anairport or terminal area. It may be included in aStandard Terminal Arrival (STAR) or a Preferred IFRRoute. The abbreviation “PAR” is used primarily<strong>with</strong>in the ARTCC and should not be confused <strong>with</strong>the abbreviation for Precision Approach Radar.c. Preferential Departure and Arrival Route(PDAR). A route between two terminals which are<strong>with</strong>in or immediately adjacent to one ARTCC’s area.PDARs are not synonymous <strong>with</strong> Preferred IFRRoutes but may be listed as such as they doaccomplish essentially the same purpose.(See NAS STAGE A.)(See PREFERRED IFR ROUTES.)PREFERRED IFR ROUTES− Routes establishedbetween busier airports to increase system efficiencyand capacity. They normally extend through one ormore ARTCC areas and are designed to achievebalanced traffic flows among high density terminals.IFR clearances are issued on the basis of these routesexcept when severe weather avoidance procedures orother factors dictate otherwise. Preferred IFR Routesare listed in the <strong>Air</strong>port/Facility Directory. If a flightis planned to or from an area having such routes butthe departure or arrival point is not listed in the<strong>Air</strong>port/Facility Directory, pilots may use that part ofa Preferred IFR Route which is appropriate for thedeparture or arrival point that is listed. Preferred IFRRoutes are correlated <strong>with</strong> DPs and STARs and maybe defined by airways, jet routes, direct routesbetween NAVAIDs, Waypoints, NAVAID radials/DME, or any combinations thereof.(See CENTER’S AREA.)(See INSTRUMENT DEPARTUREPROCEDURE.)(See PREFERENTIAL ROUTES.)(See STANDARD TERMINAL ARRIVAL.)(Refer to AIRPORT/FACILITY DIRECTORY.)(Refer to NOTICES TO AIRMEN PUBLICATION.)PRE-FLIGHT PILOT BRIEFING−(See PILOT BRIEFING.)PREVAILING VISIBILITY−(See VISIBILITY.)PRM−(See ILS PRM APPROACH and PRECISIONRUNWAY MONITOR.)PROCEDURE TURN− The maneuver prescribedwhen it is necessary to reverse direction to establishan aircraft on the intermediate approach segment orfinal approach course. The outbound course, directionof turn, distance <strong>with</strong>in which the turn must becompleted, and minimum altitude are specified in theprocedure. However, unless otherwise restricted, thepoint at which the turn may be commenced and thetype and rate of turn are left to the discretion of thepilot.(See ICAO term PROCEDURE TURN.)PROCEDURE TURN [ICAO]− A maneuver inwhich a turn is made away from a designated trackfollowed by a turn in the opposite direction to permitthe aircraft to intercept and proceed along thereciprocal of the designated track.Note 1: Procedure turns are designated “left” or“right” according to the direction of the initial turn.Note 2: Procedure turns may be designated asbeing made either in level flight or whiledescending, according to the circumstances ofeach individual approach procedure.PROCEDURE TURN INBOUND− That point of aprocedure turn maneuver where course reversal hasbeen completed and an aircraft is established inboundon the intermediate approach segment or finalapproach course. A report of “procedure turn inbound”is normally used by ATC as a position reportfor separation purposes.(See FINAL APPROACH COURSE.)(See PROCEDURE TURN.)(See SEGMENTS OF AN INSTRUMENTAPPROACH PROCEDURE.)PCG P−3
Pilot/<strong>Control</strong>ler Glossary 8/5/04PROFILE DESCENT− An uninterrupted descent(except where level flight is required for speedadjustment; e.g., 250 knots at 10,000 feet MSL) fromcruising altitude/level to interception of a glideslopeor to a minimum altitude specified for the initial orintermediate approach segment of a nonprecisioninstrument approach. The profile descent normallyterminates at the approach gate or where theglideslope or other appropriate minimum altitude isintercepted.PROGRAMMABLE INDICATOR DATA PRO-CESSOR− The PIDP is a modification to theAN/TPX-42 interrogator system currently installedin fixed RAPCONs. The PIDP detects, tracks, andpredicts secondary radar aircraft targets. These aredisplayed by means of computer-generated symbolsand alphanumeric characters depicting flight identification,aircraft altitude, ground speed, and flight plandata. Although primary radar targets are not tracked,they are displayed coincident <strong>with</strong> the secondaryradar targets as well as <strong>with</strong> the other symbols andalphanumerics. The system has the capability ofinterfacing <strong>with</strong> ARTCCs.PROGRESS REPORT−(See POSITION REPORT.)PROGRESSIVE TAXI− Precise taxi instructionsgiven to a pilot unfamiliar <strong>with</strong> the airport or issuedin stages as the aircraft proceeds along the taxi route.PROHIBITED AREA−(See SPECIAL USE AIRSPACE.)(See ICAO term PROHIBITED AREA.)PROHIBITED AREA [ICAO]− An airspace ofdefined dimensions, above the land areas or territorialwaters of a State, <strong>with</strong>in which the flight of aircraftis prohibited.PROPOSED BOUNDARY CROSSING TIME−Each center has a PBCT parameter for each internalairport. Proposed internal flight plans are transmittedto the adjacent center if the flight time along theproposed route from the departure airport to thecenter boundary is less than or equal to the value ofPBCT or if airport adaptation specifies transmissionregardless of PBCT.PROPOSED DEPARTURE TIME− The time that theaircraft expects to become airborne.PROTECTED AIRSPACE− The airspace on eitherside of an oceanic route/track that is equal to one-halfthe lateral separation minimum except where reductionof protected airspace has been authorized.PT−(See PROCEDURE TURN.)PTP−(See POINT−TO−POINT.)PTS−(See POLAR TRACK STRUCTURE.)PUBLISHED ROUTE− A route for which an IFRaltitude has been established and published; e.g.,Federal <strong>Air</strong>ways, Jet Routes, Area NavigationRoutes, Specified Direct Routes.PCG P−4
8/5/04Pilot/<strong>Control</strong>ler GlossaryQQ ROUTE− ‘Q’ is the designator assigned topublished RNAV routes used by the United States.QUEUING−(See STAGING/QUEUING.)QNE− The barometric pressure used for the standardaltimeter setting (29.92 inches Hg.).QNH− The barometric pressure as reported by aparticular station.QUADRANT− A quarter part of a circle, centered ona NAVAID, oriented clockwise from magnetic northas follows: NE quadrant 000-089, SE quadrant090-179, SW quadrant 180-269, NW quadrant270-359.QUICK LOOK− A feature of NAS Stage A andARTS which provides the controller the capability todisplay full data blocks of tracked aircraft from othercontrol positions.PCG Q−1
2/19/04Pilot/<strong>Control</strong>ler GlossaryRRAA−(See REMOTE AIRPORT ADVISORY.)RADAR− A device which, by measuring the timeinterval between transmission and reception of radiopulses and correlating the angular orientation of theradiated antenna beam or beams in azimuth and/orelevation, provides information on range, azimuth,and/or elevation of objects in the path of thetransmitted pulses.a. Primary Radar− A radar system in which aminute portion of a radio pulse transmitted from a siteis reflected by an object and then received back at thatsite for processing and display at an air traffic controlfacility.b. Secondary Radar/Radar Beacon (ATCRBS)− Aradar system in which the object to be detected isfitted <strong>with</strong> cooperative equipment in the form of aradio receiver/transmitter (transponder). Radarpulses transmitted from the searching transmitter/receiver(interrogator) site are received in the cooperativeequipment and used to trigger a distinctivetransmission from the transponder. This reply transmission,rather than a reflected signal, is thenreceived back at the transmitter/receiver site forprocessing and display at an air traffic control facility.(See INTERROGATOR.)(See TRANSPONDER.)(See ICAO term RADAR.)(Refer to AIM.)RADAR [ICAO]− A radio detection device whichprovides information on range, azimuth and/orelevation of objects.a. Primary Radar− Radar system which usesreflected radio signals.b. Secondary Radar− Radar system wherein aradio signal transmitted from a radar station initiatesthe transmission of a radio signal from anotherstation.RADAR ADVISORY− The provision of advice andinformation based on radar observations.(See ADVISORY SERVICE.)RADAR ALTIMETER−(See RADIO ALTIMETER.)RADAR APPROACH− An instrument approachprocedure which utilizes Precision Approach Radar(PAR) or <strong>Air</strong>port Surveillance Radar (ASR).(See AIRPORT SURVEILLANCE RADAR.)(See INSTRUMENT APPROACHPROCEDURE.)(See PRECISION APPROACH RADAR.)(See SURVEILLANCE APPROACH.)(See ICAO term RADAR APPROACH.)(Refer to AIM.)RADAR APPROACH [ICAO]− An approach,executed by an aircraft, under the direction of a radarcontroller.RADAR APPROACH CONTROL FACILITY− Aterminal ATC facility that uses radar and nonradarcapabilities to provide approach control services toaircraft arriving, departing, or transiting airspacecontrolled by the facility.(See APPROACH CONTROL SERVICE.)a. Provides radar ATC services to aircraft operatingin the vicinity of one or more civil and/or militaryairports in a terminal area. The facility may provideservices of a ground controlled approach (GCA); i.e.,ASR and PAR approaches. A radar approach controlfacility may be operated by FAA, USAF, US Army,USN, USMC, or jointly by FAA and a militaryservice. Specific facility nomenclatures are used foradministrative purposes only and are related to thephysical location of the facility and the operatingservice generally as follows:1. Army Radar Approach <strong>Control</strong> (ARAC)(Army).2. Radar <strong>Air</strong> <strong>Traffic</strong> <strong>Control</strong> Facility (RATCF)(Navy/FAA).3. Radar Approach <strong>Control</strong> (RAPCON) (<strong>Air</strong>Force/FAA).4. Terminal Radar Approach <strong>Control</strong> (TRA-CON) (FAA).5. <strong>Air</strong> <strong>Traffic</strong> <strong>Control</strong> Tower (ATCT) (FAA).(Only those towers delegated approach controlauthority.)RADAR ARRIVAL− An aircraft arriving at anairport served by a radar facility and in radar contact<strong>with</strong> the facility.(See NONRADAR.)PCG R−1
Pilot/<strong>Control</strong>ler Glossary 2/19/04RADAR BEACON−(See RADAR.)RADAR CLUTTER [ICAO]− The visual indicationon a radar display of unwanted signals.RADAR CONTACT−a. Used by ATC to inform an aircraft that it isidentified on the radar display and radar flightfollowing will be provided until radar identificationis terminated. Radar service may also be provided<strong>with</strong>in the limits of necessity and capability. When apilot is informed of “radar contact,” he/she automaticallydiscontinues reporting over compulsory reportingpoints.(See RADAR CONTACT LOST.)(See RADAR FLIGHT FOLLOWING.)(See RADAR SERVICE.)(See RADAR SERVICE TERMINATED.)(Refer to AIM.)b. The term used to inform the controller that theaircraft is identified and approval is granted for theaircraft to enter the receiving controllers airspace.(See ICAO term RADAR CONTACT.)RADAR CONTACT [ICAO]− The situation whichexists when the radar blip or radar position symbol ofa particular aircraft is seen and identified on a radardisplay.RADAR CONTACT LOST− Used by ATC to informa pilot that radar data used to determine the aircraft’sposition is no longer being received, or is no longerreliable and radar service is no longer being provided.The loss may be attributed to several factors includingthe aircraft merging <strong>with</strong> weather or groundclutter, the aircraft operating below radar line of sightcoverage, the aircraft entering an area of poor radarreturn, failure of the aircraft transponder, or failure ofthe ground radar equipment.(See CLUTTER.)(See RADAR CONTACT.)RADAR ENVIRONMENT− An area in which radarservice may be provided.(See ADDITIONAL SERVICES.)(See RADAR CONTACT.)(See RADAR SERVICE.)(See TRAFFIC ADVISORIES.)RADAR FLIGHT FOLLOWING− The observationof the progress of radar identified aircraft, whoseprimary navigation is being provided by the pilot,wherein the controller retains and correlates theaircraft identity <strong>with</strong> the appropriate target or targetsymbol displayed on the radar scope.(See RADAR CONTACT.)(See RADAR SERVICE.)(Refer to AIM.)RADAR IDENTIFICATION− The process of ascertainingthat an observed radar target is the radar returnfrom a particular aircraft.(See RADAR CONTACT.)(See RADAR SERVICE.)(See ICAO term RADAR IDENTIFICATION.)RADAR IDENTIFICATION [ICAO]− The processof correlating a particular radar blip or radar positionsymbol <strong>with</strong> a specific aircraft.RADAR IDENTIFIED AIRCRAFT− An aircraft, theposition of which has been correlated <strong>with</strong> anobserved target or symbol on the radar display.(See RADAR CONTACT.)(See RADAR CONTACT LOST.)RADAR MONITORING−(See RADAR SERVICE.)RADAR NAVIGATIONAL GUIDANCE−(See RADAR SERVICE.)RADAR POINT OUT− An action taken by acontroller to transfer the radar identification of anaircraft to another controller if the aircraft will or mayenter the airspace or protected airspace of anothercontroller and radio communications will not betransferred.RADAR REQUIRED− A term displayed on chartsand approach plates and included in FDC NOTAMsto alert pilots that segments of either an instrumentapproach procedure or a route are not navigablebecause of either the absence or unusability of aNAVAID. The pilot can expect to be provided radarnavigational guidance while transiting segmentslabeled <strong>with</strong> this term.(See RADAR ROUTE.)(See RADAR SERVICE.)RADAR ROUTE− A flight path or route over whichan aircraft is vectored. Navigational guidance andaltitude assignments are provided by ATC.(See FLIGHT PATH.)(See ROUTE.)RADAR SEPARATION−(See RADAR SERVICE.)PCG R−2
2/19/04Pilot/<strong>Control</strong>ler GlossaryRADAR SERVICE− A term which encompasses oneor more of the following services based on the use ofradar which can be provided by a controller to a pilotof a radar identified aircraft.a. Radar Monitoring− The radar flight-followingof aircraft, whose primary navigation is beingperformed by the pilot, to observe and note deviationsfrom its authorized flight path, airway, or route.When being applied specifically to radar monitoringof instrument approaches; i.e., <strong>with</strong> precision approachradar (PAR) or radar monitoring of simultaneousILS/MLS approaches, it includes advice andinstructions whenever an aircraft nears or exceeds theprescribed PAR safety limit or simultaneous ILS/MLS no transgression zone.(See ADDITIONAL SERVICES.)(See TRAFFIC ADVISORIES.)b. Radar Navigational Guidance− Vectoring aircraftto provide course guidance.c. Radar Separation− Radar spacing of aircraft inaccordance <strong>with</strong> established minima.(See ICAO term RADAR SERVICE.)RADAR SERVICE [ICAO]− Term used to indicatea service provided directly by means of radar.a. Monitoring− The use of radar for the purpose ofproviding aircraft <strong>with</strong> information and advice relativeto significant deviations from nominal flightpath.b. Separation− The separation used when aircraftposition information is derived from radar sources.RADAR SERVICE TERMINATED− Used by ATCto inform a pilot that he/she will no longer beprovided any of the services that could be receivedwhile in radar contact. Radar service is automaticallyterminated, and the pilot is not advised in thefollowing cases:a. An aircraft cancels its IFR flight plan, except<strong>with</strong>in Class B airspace, Class C airspace, a TRSA,or where Basic Radar service is provided.b. An aircraft conducting an instrument, visual, orcontact approach has landed or has been instructed tochange to advisory frequency.c. An arriving VFR aircraft, receiving radar serviceto a tower-controlled airport <strong>with</strong>in Class Bairspace, Class C airspace, a TRSA, or wheresequencing service is provided, has landed; or to allother airports, is instructed to change to tower oradvisory frequency.d. An aircraft completes a radar approach.RADAR SURVEILLANCE− The radar observationof a given geographical area for the purpose ofperforming some radar function.RADAR TRAFFIC ADVISORIES− Advisories issuedto alert pilots to known or observed radar trafficwhich may affect the intended route of flight of theiraircraft.(See TRAFFIC ADVISORIES.)RADAR TRAFFIC INFORMATION SERVICE−(See TRAFFIC ADVISORIES.)RADAR VECTORING [ICAO]− Provision of navigationalguidance to aircraft in the form of specificheadings, based on the use of radar.RADAR WEATHER ECHO INTENSITY LEV-ELS− Existing radar systems cannot detect turbulence.However, there is a direct correlation betweenthe degree of turbulence and other weather featuresassociated <strong>with</strong> thunderstorms and the radar weatherecho intensity. The National Weather Service hascategorized radar weather echo intensity for precipitationinto six levels. These levels are sometimesexpressed during communications as “VIP LEVEL”1 through 6 (derived from the component of the radarthat produces the information− Video Integrator andProcessor). The following list gives the “VIP LEV-ELS” in relation to the precipitation intensity <strong>with</strong>ina thunderstorm:a. Level 1. WEAKb. Level 2. MODERATEc. Level 3. STRONGd. Level 4. VERY STRONGe. Level 5. INTENSEf. Level 6. EXTREME(Refer to AC 00-45, Aviation Weather Services.)RADIAL− A magnetic bearing extending from aVOR/VORTAC/TACAN navigation facility.RADIO−a. A device used for communication.b. Used to refer to a flight service station; e.g.,“Seattle Radio” is used to call Seattle FSS.RADIO ALTIMETER− <strong>Air</strong>craft equipment whichmakes use of the reflection of radio waves from theground to determine the height of the aircraft abovethe surface.RADIO BEACON−(See NONDIRECTIONAL BEACON.)PCG R−3
Pilot/<strong>Control</strong>ler Glossary 2/17/05RADIO DETECTION AND RANGING−(See RADAR.)RADIO MAGNETIC INDICATOR− An aircraftnavigational instrument coupled <strong>with</strong> a gyro compassor similar compass that indicates the direction of aselected NAVAID and indicates bearing <strong>with</strong> respectto the heading of the aircraft.RAIS−(See REMOTE AIRPORT INFORMATIONSERVICE.)RAMP−(See APRON.)RANDOM ALTITUDE− An altitude inappropriatefor direction of flight and/or not in accordance <strong>with</strong>FAAO 7110.65, Para 4−5−1, VERTICAL SEPARA-TION MINIMA.RANDOM ROUTE− Any route not established orcharted/published or not otherwise available to allusers.RC−(See ROAD RECONNAISSANCE.)RCAG−(See REMOTE COMMUNICATIONSAIR/GROUND FACILITY.)RCC−(See RESCUE COORDINATION CENTER.)RCO−(See REMOTE COMMUNICATIONS OUTLET.)RCR−(See RUNWAY CONDITION READING.)READ BACK− Repeat my message back to me.RECEIVER AUTONOMOUS INTEGRITY MON-ITORING (RAIM)− A technique whereby a civilGNSS receiver/processor determines the integrity ofthe GNSS navigation signals <strong>with</strong>out reference tosensors or non-DoD integrity systems other than thereceiver itself. This determination is achieved by aconsistency check among redundant pseudorangemeasurements.RECEIVING CONTROLLER− A controller/facilityreceiving control of an aircraft from another controller/facility.RECEIVING FACILITY−(See RECEIVING CONTROLLER.)RECONFORMANCE− The automated process ofbringing an aircraft’s Current Plan Trajectory intoconformance <strong>with</strong> its track.REDUCE SPEED TO (SPEED)−(See SPEED ADJUSTMENT.)REIL−(See RUNWAY END IDENTIFIER LIGHTS.)RELEASE TIME− A departure time restrictionissued to a pilot by ATC (either directly or through anauthorized relay) when necessary to separate adeparting aircraft from other traffic.(See ICAO term RELEASE TIME.)RELEASE TIME [ICAO]− Time prior to which anaircraft should be given further clearance or prior towhich it should not proceed in case of radio failure.REMOTE AIRPORT ADVISORY (RAA)− A remoteservice which may be provided by facilities,which are not located on the landing airport, but havea discrete ground−to−air communication frequencyor tower frequency when the tower is closed,automated weather reporting <strong>with</strong> voice available tothe pilot at the landing airport, and a continuousASOS/AWOS data display, other direct readinginstruments, or manual observation is available to theAFSS specialist.REMOTE AIRPORT INFORMATION SERVICE(RAIS)− A temporary service provided by facilities,which are not located on the landing airport, but havecommunication capability and automated weatherreporting available to the pilot at the landing airport.REMOTE COMMUNICATIONS AIR/GROUNDFACILITY− An unmanned VHF/UHF transmitter/receiver facility which is used to expand ARTCCair/ground communications coverage and to facilitatedirect contact between pilots and controllers. RCAGfacilities are sometimes not equipped <strong>with</strong> emergencyfrequencies 121.5 MHz and 243.0 MHz.(Refer to AIM.)REMOTE COMMUNICATIONS OUTLET− Anunmanned communications facility remotely controlledby air traffic personnel. RCOs serve FSSs.RTRs serve terminal ATC facilities. An RCO or RTRmay be UHF or VHF and will extend the communicationrange of the air traffic facility. There are severalclasses of RCOs and RTRs. The class is determinedby the number of transmitters or receivers. Classes Athrough G are used primarily for air/ground purposes.RCO and RTR class O facilities are nonprotectedPCG R−4
2/19/04Pilot/<strong>Control</strong>ler Glossaryoutlets subject to undetected and prolonged outages.RCO (O’s) and RTR (O’s) were established for theexpress purpose of providing ground-to-ground communicationsbetween air traffic control specialistsand pilots located at a satellite airport for deliveringen route clearances, issuing departure authorizations,and acknowledging instrument flight rules cancellationsor departure/landing times. As a secondaryfunction, they may be used for advisory purposeswhenever the aircraft is below the coverage of theprimary air/ground frequency.REMOTE TRANSMITTER/RECEIVER−(See REMOTE COMMUNICATIONS OUTLET.)REPORT− Used to instruct pilots to advise ATC ofspecified information; e.g., “Report passing HamiltonVOR.”REPORTING POINT− A geographical location inrelation to which the position of an aircraft isreported.(See COMPULSORY REPORTING POINTS.)(See ICAO term REPORTING POINT.)(Refer to AIM.)REPORTING POINT [ICAO]− A specified geographicallocation in relation to which the position ofan aircraft can be reported.REQUEST FULL ROUTE CLEARANCE− Usedby pilots to request that the entire route of flight beread verbatim in an ATC clearance. Such requestshould be made to preclude receiving an ATCclearance based on the original filed flight plan whena filed IFR flight plan has been revised by the pilot,company, or operations prior to departure.REQUIRED NAVIGATION PERFORMANCE(RNP)– A statement of the navigational performancenecessary for operation <strong>with</strong>in a defined airspace.The following terms are commonly associated <strong>with</strong>RNP:a. Required Navigation Performance Level orType (RNP-X). A value, in nautical miles (NM), fromthe intended horizontal position <strong>with</strong>in which anaircraft would be at least 95-percent of the total flyingtime.b. Required Navigation Performance (RNP) <strong>Air</strong>space.A generic term designating airspace, route (s),leg (s), operation (s), or procedure (s) where minimumrequired navigational performance (RNP) havebeen established.c. Actual Navigation Performance (ANP). A measureof the current estimated navigational performance.Also referred to as Estimated Position Error(EPE).d. Estimated Position Error (EPE). A measure ofthe current estimated navigational performance. Alsoreferred to as Actual Navigation Performance (ANP).e. Lateral Navigation (LNAV). A function of areanavigation (RNAV) equipment which calculates,displays, and provides lateral guidance to a profile orpath.f. Vertical Navigation (VNAV). A function of areanavigation (RNAV) equipment which calculates,displays, and provides vertical guidance to a profileor path.RESCUE COORDINATION CENTER− A searchand rescue (SAR) facility equipped and manned tocoordinate and control SAR operations in an areadesignated by the SAR plan. The U.S. Coast Guardand the U.S. <strong>Air</strong> Force have responsibility for theoperation of RCCs.(See ICAO term RESCUE CO-ORDINATIONCENTRE.)RESCUE CO-ORDINATION CENTRE [ICAO]− Aunit responsible for promoting efficient organizationof search and rescue service and for coordinating theconduct of search and rescue operations <strong>with</strong>in asearch and rescue region.RESOLUTION ADVISORY−A display indicationgiven to the pilot by the traffic alert and collisionavoidance systems (TCAS II) recommending amaneuver to increase vertical separation relative to anintruding aircraft. Positive, negative, and verticalspeed limit (VSL) advisories constitute the resolutionadvisories. A resolution advisory is also classified ascorrective or preventiveRESTRICTED AREA−(See SPECIAL USE AIRSPACE.)(See ICAO term RESTRICTED AREA.)RESTRICTED AREA [ICAO]− An airspace ofdefined dimensions, above the land areas or territorialwaters of a State, <strong>with</strong>in which the flight of aircraftis restricted in accordance <strong>with</strong> certain specifiedconditions.RESUME NORMAL SPEED− Used by ATC toadvise a pilot that previously issued speed controlrestrictions are deleted. An instruction to “resumenormal speed” does not delete speed restrictions thatPCG R−5
Pilot/<strong>Control</strong>ler Glossary 2/19/04are applicable to published procedures of upcomingsegments of flight, unless specifically stated by ATC.This does not relieve the pilot of those speedrestrictions which are applicable to 14 CFR Section91.117.RESUME OWN NAVIGATION− Used by ATC toadvise a pilot to resume his/her own navigationalresponsibility. It is issued after completion of a radarvector or when radar contact is lost while the aircraftis being radar vectored.(See RADAR CONTACT LOST.)(See RADAR SERVICE TERMINATED.)RMI−(See RADIO MAGNETIC INDICATOR.)RNAV−(See AREA NAVIGATION.)(See ICAO Term AREA NAVIGATION.)RNAV APPROACH− An instrument approach procedurewhich relies on aircraft area navigationequipment for navigational guidance.(See AREA NAVIGATION.)(See INSTRUMENT APPROACHPROCEDURE.)ROAD RECONNAISSANCE− Military activity requiringnavigation along roads, railroads, and rivers.Reconnaissance route/route segments are seldomalong a straight line and normally require a lateralroute width of 10 NM to 30 NM and an altitude rangeof 500 feet to 10,000 feet AGL.ROGER− I have received all of your last transmission.It should not be used to answer a questionrequiring a yes or a no answer.(See AFFIRMATIVE.)(See NEGATIVE.)ROLLOUT RVR−(See VISIBILITY.)ROUTE− A defined path, consisting of one or morecourses in a horizontal plane, which aircraft traverseover the surface of the earth.(See AIRWAY.)(See JET ROUTE.)(See PUBLISHED ROUTE.)(See UNPUBLISHED ROUTE.)ROUTE ACTION NOTIFICATION− URET notificationthat a PAR/PDR/PDAR has been applied to theflight plan.(See ATC PREFERRED ROUTENOTIFICATION.)(See USER REQUEST EVALUATION TOOL.)ROUTE SEGMENT− As used in <strong>Air</strong> <strong>Traffic</strong> <strong>Control</strong>,a part of a route that can be defined by twonavigational fixes, two NAVAIDs, or a fix and aNAVAID.(See FIX.)(See ROUTE.)(See ICAO term ROUTE SEGMENT.)ROUTE SEGMENT [ICAO]− A portion of a route tobe flown, as defined by two consecutive significantpoints specified in a flight plan.RSA−(See RUNWAY SAFETY AREA.)RTR−(See REMOTE TRANSMITTER/RECEIVER.)RUNWAY− A defined rectangular area on a landairport prepared for the landing and takeoff run ofaircraft along its length. Runways are normallynumbered in relation to their magnetic directionrounded off to the nearest 10 degrees; e.g., Runway1, Runway 25.(See PARALLEL RUNWAYS.)(See ICAO term RUNWAY.)RUNWAY [ICAO]− A defined rectangular area on aland aerodrome prepared for the landing and take-offof aircraft.RUNWAY CENTERLINE LIGHTING−(See AIRPORT LIGHTING.)RUNWAY CONDITION READING− Numericaldecelerometer readings relayed by air traffic controllersat USAF and certain civil bases for use by thepilot in determining runway braking action. Thesereadings are routinely relayed only to USAF and <strong>Air</strong>National Guard <strong>Air</strong>craft.(See BRAKING ACTION.)RUNWAY END IDENTIFIER LIGHTS−(See AIRPORT LIGHTING.)RUNWAY GRADIENT− The average slope, measuredin percent, between two ends or points on arunway. Runway gradient is depicted on Governmentaerodrome sketches when total runway gradientexceeds 0.3%.PCG R−6
8/5/04Pilot/<strong>Control</strong>ler GlossaryRUNWAY HEADING− The magnetic direction thatcorresponds <strong>with</strong> the runway centerline extended, notthe painted runway number. When cleared to “fly ormaintain runway heading,” pilots are expected to flyor maintain the heading that corresponds <strong>with</strong> theextended centerline of the departure runway. Driftcorrection shall not be applied; e.g., Runway 4, actualmagnetic heading of the runway centerline 044, fly044.RUNWAY IN USE/ACTIVE RUNWAY/DUTYRUNWAY− Any runway or runways currently beingused for takeoff or landing. When multiple runwaysare used, they are all considered active runways. Inthe metering sense, a selectable adapted item whichspecifies the landing runway configuration or directionof traffic flow. The adapted optimum flight planfrom each transition fix to the vertex is determined bythe runway configuration for arrival metering processingpurposes.RUNWAY LIGHTS−(See AIRPORT LIGHTING.)RUNWAY MARKINGS−(See AIRPORT MARKING AIDS.)RUNWAY OVERRUN− In military aviation exclusively,a stabilized or paved area beyond the end of arunway, of the same width as the runway plusshoulders, centered on the extended runway centerline.RUNWAY PROFILE DESCENT− An instrumentflight rules (IFR) air traffic control arrival procedureto a runway published for pilot use in graphic and/ortextual form and may be associated <strong>with</strong> a STAR.Runway Profile Descents provide routing and maydepict crossing altitudes, speed restrictions, andheadings to be flown from the en route structure to thepoint where the pilot will receive clearance for andexecute an instrument approach procedure. A RunwayProfile Descent may apply to more than onerunway if so stated on the chart.(Refer to AIM.)RUNWAY SAFETY AREA− A defined surfacesurrounding the runway prepared, or suitable, forreducing the risk of damage to airplanes in the eventof an undershoot, overshoot, or excursion from therunway. The dimensions of the RSA vary and can bedetermined by using the criteria contained <strong>with</strong>inAC 150/5300-13, <strong>Air</strong>port Design, Chapter 3.Figure 3−1 in AC 150/5300-13 depicts the RSA. Thedesign standards dictate that the RSA shall be:a. Cleared, graded, and have no potentially hazardousruts, humps, depressions, or other surfacevariations;b. Drained by grading or storm sewers to preventwater accumulation;c. Capable, under dry conditions, of supportingsnow removal equipment, aircraft rescue and firefightingequipment, and the occasional passage ofaircraft <strong>with</strong>out causing structural damage to theaircraft; and,d. Free of objects, except for objects that need tobe located in the runway safety area because of theirfunction. These objects shall be constructed on lowimpact resistant supports (frangible mounted structures)to the lowest practical height <strong>with</strong> the frangiblepoint no higher than 3 inches above grade.(Refer to AC 150/5300-13, <strong>Air</strong>port Design,Chapter 3.)RUNWAY TRANSITION−a. Conventional STARs/SIDs. The portion of aSTAR/SID that serves a particular runway or runwaysat an airport.b. RNAV STARs/SIDs. Defines a path(s) fromthe common route to the final point(s) on a STAR. Fora SID, the common route that serves a particularrunway or runways at an airport.RUNWAY USE PROGRAM− A noise abatementrunway selection plan designed to enhance noiseabatement efforts <strong>with</strong> regard to airport communitiesfor arriving and departing aircraft. These plans aredeveloped into runway use programs and apply to allturbojet aircraft 12,500 pounds or heavier; turbojetaircraft less than 12,500 pounds are included only ifthe airport proprietor determines that the aircraftcreates a noise problem. Runway use programs arecoordinated <strong>with</strong> FAA offices, and safety criteriaused in these programs are developed by the Office ofFlight Operations. Runway use programs are administeredby the <strong>Air</strong> <strong>Traffic</strong> Service as “Formal” or“Informal” programs.a. Formal Runway Use Program− An approvednoise abatement program which is defined andacknowledged in a Letter of Understanding betweenFlight Operations, <strong>Air</strong> <strong>Traffic</strong> Service, the airportproprietor, and the users. Once established, participationin the program is mandatory for aircraft operatorsand pilots as provided for in 14 CFR Section 91.129.PCG R−7
Pilot/<strong>Control</strong>ler Glossary 8/5/04b. Informal Runway Use Program− An approvednoise abatement program which does not require aLetter of Understanding, and participation in theprogram is voluntary for aircraft operators/pilots.RUNWAY VISIBILITY VALUE−(See VISIBILITY.)RUNWAY VISUAL RANGE−(See VISIBILITY.)PCG R−8
2/19/04Pilot/<strong>Control</strong>ler GlossarySSAA−(See SPECIAL ACTIVITY AIRSPACE.)SAFETY ALERT− A safety alert issued by ATC toaircraft under their control if ATC is aware the aircraftis at an altitude which, in the controller’s judgment,places the aircraft in unsafe proximity to terrain,obstructions, or other aircraft. The controller maydiscontinue the issuance of further alerts if the pilotadvises he/she is taking action to correct the situationor has the other aircraft in sight.a. Terrain/Obstruction Alert− A safety alert issuedby ATC to aircraft under their control if ATC is awarethe aircraft is at an altitude which, in the controller’sjudgment, places the aircraft in unsafe proximity toterrain/obstructions; e.g., “Low Altitude Alert, checkyour altitude immediately.”b. <strong>Air</strong>craft Conflict Alert− A safety alert issued byATC to aircraft under their control if ATC is aware ofan aircraft that is not under their control at an altitudewhich, in the controller’s judgment, places bothaircraft in unsafe proximity to each other. With thealert, ATC will offer the pilot an alternate course ofaction when feasible; e.g., “<strong>Traffic</strong> Alert, advise youturn right heading zero niner zero or climb to eightthousand immediately.”Note: The issuance of a safety alert is contingentupon the capability of the controller to have anawareness of an unsafe condition. The course ofaction provided will be predicated on other trafficunder ATC control. Once the alert is issued, it issolely the pilot’s prerogative to determine whatcourse of action, if any, he/she will take.SAIL BACK− A maneuver during high wind conditions(usually <strong>with</strong> power off) where float planemovement is controlled by water rudders/openingand closing cabin doors.SAME DIRECTION AIRCRAFT− <strong>Air</strong>craft are operatingin the same direction when:a. They are following the same track in the samedirection; orb. Their tracks are parallel and the aircraft areflying in the same direction; orc. Their tracks intersect at an angle of less than 45degrees.SAR−(See SEARCH AND RESCUE.)SAY AGAIN− Used to request a repeat of the lasttransmission. Usually specifies transmission or portionthereof not understood or received; e.g., “Sayagain all after ABRAM VOR.”SAY ALTITUDE− Used by ATC to ascertain anaircraft’s specific altitude/flight level. When theaircraft is climbing or descending, the pilot shouldstate the indicated altitude rounded to the nearest 100feet.SAY HEADING− Used by ATC to request an aircraftheading. The pilot should state the actual heading ofthe aircraft.SCHEDULED TIME OF ARRIVAL (STA)− A STAis the desired time that an aircraft should cross acertain point (landing or metering fix). It takes othertraffic and airspace configuration into account. ASTA time shows the results of the TMA schedulerthat has calculated an arrival time according toparameters such as optimized spacing, aircraft performance,and weather.SDF−(See SIMPLIFIED DIRECTIONAL FACILITY.)SEA LANE− A designated portion of water outlinedby visual surface markers for and intended to be usedby aircraft designed to operate on water.SEARCH AND RESCUE− A service which seeksmissing aircraft and assists those found to be in needof assistance. It is a cooperative effort using thefacilities and services of available Federal, state andlocal agencies. The U.S. Coast Guard is responsiblefor coordination of search and rescue for the MaritimeRegion, and the U.S. <strong>Air</strong> Force is responsible forsearch and rescue for the Inland Region. Informationpertinent to search and rescue should be passedthrough any air traffic facility or be transmitteddirectly to the Rescue Coordination Center bytelephone.(See FLIGHT SERVICE STATION.)(See RESCUE COORDINATION CENTER.)(Refer to AIM.)SEARCH AND RESCUE FACILITY− A facilityresponsible for maintaining and operating a searchPCG S−1
Pilot/<strong>Control</strong>ler Glossary 2/19/04and rescue (SAR) service to render aid to persons andproperty in distress. It is any SAR unit, station, NET,or other operational activity which can be usefullyemployed during an SAR Mission; e.g., a Civil <strong>Air</strong>Patrol Wing, or a Coast Guard Station.(See SEARCH AND RESCUE.)SECTIONAL AERONAUTICAL CHARTS−(See AERONAUTICAL CHART.)SECTOR LIST DROP INTERVAL− A parameternumber of minutes after the meter fix time whenarrival aircraft will be deleted from the arrival sectorlist.SEE AND AVOID− When weather conditions permit,pilots operating IFR or VFR are required toobserve and maneuver to avoid other aircraft. Rightof-wayrules are contained in 14 CFR Part 91.SEGMENTED CIRCLE− A system of visual indicatorsdesigned to provide traffic pattern information atairports <strong>with</strong>out operating control towers.(Refer to AIM.)SEGMENTS OF AN INSTRUMENT APPROACHPROCEDURE− An instrument approach proceduremay have as many as four separate segmentsdepending on how the approach procedure is structured.a. Initial Approach− The segment between theinitial approach fix and the intermediate fix or thepoint where the aircraft is established on the intermediatecourse or final approach course.(See ICAO term INITIAL APPROACHSEGMENT.)b. Intermediate Approach− The segment betweenthe intermediate fix or point and the final approachfix.(See ICAO term INTERMEDIATE APPROACHSEGMENT.)c. Final Approach− The segment between the finalapproach fix or point and the runway, airport, ormissed approach point.(See ICAO term FINAL APPROACH SEGMENT.)d. Missed Approach− The segment between themissed approach point or the point of arrival atdecision height and the missed approach fix at theprescribed altitude.(Refer to 14 CFR Part 97.)(See ICAO term MISSED APPROACHPROCEDURE.)SEPARATION− In air traffic control, the spacing ofaircraft to achieve their safe and orderly movement inflight and while landing and taking off.(See SEPARATION MINIMA.)(See ICAO term SEPARATION.)SEPARATION [ICAO]− Spacing between aircraft,levels or tracks.SEPARATION MINIMA− The minimum longitudinal,lateral, or vertical distances by which aircraft arespaced through the application of air traffic controlprocedures.(See SEPARATION.)SERVICE− A generic term that designates functionsor assistance available from or rendered by air trafficcontrol. For example, Class C service would denotethe ATC services provided <strong>with</strong>in a Class C airspacearea.SEVERE WEATHER AVOIDANCE PLAN− Anapproved plan to minimize the affect of severeweather on traffic flows in impacted terminal and/orARTCC areas. SWAP is normally implemented toprovide the least disruption to the ATC system whenflight through portions of airspace is difficult orimpossible due to severe weather.SEVERE WEATHER FORECAST ALERTS− Preliminarymessages issued in order to alert users thata Severe Weather Watch Bulletin (WW) is beingissued. These messages define areas of possiblesevere thunderstorms or tornado activity. The messagesare unscheduled and issued as required by theNational Severe Storm Forecast Center at KansasCity, Missouri.(See AIRMET.)(See CONVECTIVE SIGMET.)(See CWA.)(See SIGMET.)SFA−(See SINGLE FREQUENCY APPROACH.)SFO−(See SIMULATED FLAMEOUT.)SHF−(See SUPER HIGH FREQUENCY.)SHORT RANGE CLEARANCE− A clearance issuedto a departing IFR flight which authorizes IFRflight to a specific fix short of the destination whileair traffic control facilities are coordinating andobtaining the complete clearance.PCG S−2
8/5/04Pilot/<strong>Control</strong>ler GlossarySHORT TAKEOFF AND LANDING AIRCRAFT−An aircraft which, at some weight <strong>with</strong>in its approvedoperating weight, is capable of operating from aSTOL runway in compliance <strong>with</strong> the applicableSTOL characteristics, airworthiness, operations,noise, and pollution standards.(See VERTICAL TAKEOFF AND LANDINGAIRCRAFT.)SIAP−(See STANDARD INSTRUMENT APPROACHPROCEDURE.)SID−(See STANDARD INSTRUMENT DEPARTURE.)SIDESTEP MANEUVER− A visual maneuver accomplishedby a pilot at the completion of aninstrument approach to permit a straight-in landingon a parallel runway not more than 1,200 feet to eitherside of the runway to which the instrument approachwas conducted.(Refer to AIM.)SIGMET− A weather advisory issued concerningweather significant to the safety of all aircraft.SIGMET advisories cover severe and extreme turbulence,severe icing, and widespread dust or sandstormsthat reduce visibility to less than 3 miles.(See AIRMET.)(See AWW.)(See CONVECTIVE SIGMET.)(See CWA.)(See ICAO term SIGMET INFORMATION.)(Refer to AIM.)SIGMET INFORMATION [ICAO]− Informationissued by a meteorological watch office concerningthe occurrence or expected occurrence of specifieden-route weather phenomena which may affect thesafety of aircraft operations.SIGNIFICANT METEOROLOGICAL INFOR-MATION−(See SIGMET.)SIGNIFICANT POINT− A point, whether a namedintersection, a NAVAID, a fix derived from aNAVAID(s), or geographical coordinate expressed indegrees of latitude and longitude, which is establishedfor the purpose of providing separation, as areporting point, or to delineate a route of flight.SIMPLIFIED DIRECTIONAL FACILITY− A NA-VAID used for nonprecision instrument approaches.The final approach course is similar to that of an ILSlocalizer except that the SDF course may be offsetfrom the runway, generally not more than 3 degrees,and the course may be wider than the localizer,resulting in a lower degree of accuracy.(Refer to AIM.)SIMULATED FLAMEOUT− A practice approachby a jet aircraft (normally military) at idle thrust to arunway. The approach may start at a runway (highkey) and may continue on a relatively high and widedownwind leg <strong>with</strong> a continuous turn to final. Itterminates in landing or low approach. The purposeof this approach is to simulate a flameout.(See FLAMEOUT.)SIMULTANEOUS ILS APPROACHES− An approachsystem permitting simultaneous ILS/MLSapproaches to airports having parallel runwaysseparated by at least 4,300 feet between centerlines.Integral parts of a total system are ILS/MLS, radar,communications, ATC procedures, and appropriateairborne equipment.(See PARALLEL RUNWAYS.)(Refer to AIM.)SIMULTANEOUS MLS APPROACHES−(See SIMULTANEOUS ILS APPROACHES.)SINGLE DIRECTION ROUTES− Preferred IFRRoutes which are sometimes depicted on highaltitude en route charts and which are normally flownin one direction only.(See PREFERRED IFR ROUTES.)(Refer to AIRPORT/FACILITY DIRECTORY.)SINGLE FREQUENCY APPROACH− A serviceprovided under a letter of agreement to militarysingle-piloted turbojet aircraft which permits use ofa single UHF frequency during approach for landing.Pilots will not normally be required to changefrequency from the beginning of the approach totouchdown except that pilots conducting an en routedescent are required to change frequency whencontrol is transferred from the air route traffic controlcenter to the terminal facility. The abbreviation“SFA” in the DOD FLIP IFR Supplement under“Communications” indicates this service is availableat an aerodrome.SINGLE-PILOTED AIRCRAFT− A military turbojetaircraft possessing one set of flight controls,tandem cockpits, or two sets of flight controls butoperated by one pilot is considered single-piloted byPCG S−3
Pilot/<strong>Control</strong>ler Glossary 8/5/04ATC when determining the appropriate air trafficservice to be applied.(See SINGLE FREQUENCY APPROACH.)SKYSPOTTER− A pilot who has received specializedtraining in observing and reporting inflightweather phenomena.SLASH− A radar beacon reply displayed as anelongated target.SLDI−(See SECTOR LIST DROP INTERVAL.)SLOT TIME−(See METER FIX TIME/SLOT TIME.)SLOW TAXI− To taxi a float plane at low power orlow RPM.SN−(See SYSTEM STRATEGIC NAVIGATION.)SPEAK SLOWER− Used in verbal communicationsas a request to reduce speech rate.SPECIAL ACTIVITY AIRSPACE (SAA)− Anyairspace <strong>with</strong> defined dimensions <strong>with</strong>in the National<strong>Air</strong>space System wherein limitations may be imposedupon aircraft operations. This airspace may berestricted areas, prohibited areas, military operationsareas, air ATC assigned airspace, and any otherdesignated airspace areas. The dimensions of thisairspace are programmed into URET and can bedesignated as either active or inactive by screen entry.<strong>Air</strong>craft trajectories are constantly tested against thedimensions of active areas and alerts issued to theapplicable sectors when violations are predicted.(See USER REQUEST EVALUATION TOOL.)SPECIAL EMERGENCY− A condition of air piracyor other hostile act by a person(s) aboard an aircraftwhich threatens the safety of the aircraft or itspassengers.SPECIAL INSTRUMENT APPROACH PROCE-DURE−(See INSTRUMENT APPROACH PROCEDURE.)SPECIAL USE AIRSPACE− <strong>Air</strong>space of defineddimensions identified by an area on the surface of theearth wherein activities must be confined because oftheir nature and/or wherein limitations may beimposed upon aircraft operations that are not a part ofthose activities. Types of special use airspace are:a. Alert Area− <strong>Air</strong>space which may contain a highvolume of pilot training activities or an unusual typeof aerial activity, neither of which is hazardous toaircraft. Alert Areas are depicted on aeronauticalcharts for the information of nonparticipating pilots.All activities <strong>with</strong>in an Alert Area are conducted inaccordance <strong>with</strong> Federal Aviation Regulations, andpilots of participating aircraft as well as pilotstransiting the area are equally responsible for collisionavoidance.b. <strong>Control</strong>led Firing Area− <strong>Air</strong>space whereinactivities are conducted under conditions so controlledas to eliminate hazards to nonparticipatingaircraft and to ensure the safety of persons andproperty on the ground.c. Military Operations Area (MOA)− A MOA isairspace established outside of Class A airspace areato separate or segregate certain nonhazardous militaryactivities from IFR traffic and to identify forVFR traffic where these activities are conducted.(Refer to AIM.)d. Prohibited Area− <strong>Air</strong>space designated under14 CFR Part 73 <strong>with</strong>in which no person may operatean aircraft <strong>with</strong>out the permission of the usingagency.(Refer to AIM.)(Refer to En Route Charts.)e. Restricted Area− <strong>Air</strong>space designated under14 CFR Part 73, <strong>with</strong>in which the flight of aircraft,while not wholly prohibited, is subject to restriction.Most restricted areas are designated joint use andIFR/VFR operations in the area may be authorized bythe controlling ATC facility when it is not beingutilized by the using agency. Restricted areas aredepicted on en route charts. Where joint use isauthorized, the name of the ATC controlling facilityis also shown.(Refer to 14 CFR Part 73.)(Refer to AIM.)f. Warning Area− A warning area is airspace ofdefined dimensions extending from 3 nautical milesoutward from the coast of the United States, thatcontains activity that may be hazardous to nonparticipatingaircraft. The purpose of such warning area isto warn nonparticipating pilots of the potentialdanger. A warning area may be located over domesticor international waters or both.SPECIAL VFR CONDITIONS− Meteorologicalconditions that are less than those required for basicVFR flight in Class B, C, D, or E surface areas andPCG S−4
8/5/04Pilot/<strong>Control</strong>ler Glossaryin which some aircraft are permitted flight undervisual flight rules.(See SPECIAL VFR OPERATIONS.)(Refer to 14 CFR Part 91.)SPECIAL VFR FLIGHT [ICAO]− A VFR flightcleared by air traffic control to operate <strong>with</strong>in ClassB, C, D, and E surface areas in metrologicalconditions below VMC.SPECIAL VFR OPERATIONS− <strong>Air</strong>craft operatingin accordance <strong>with</strong> clearances <strong>with</strong>in Class B, C, D,and E surface areas in weather conditions less than thebasic VFR weather minima. Such operations must berequested by the pilot and approved by ATC.(See SPECIAL VFR CONDITIONS.)(See ICAO term SPECIAL VFR FLIGHT.)SPEED−(See AIRSPEED.)(See GROUND SPEED.)SPEED ADJUSTMENT− An ATC procedure used torequest pilots to adjust aircraft speed to a specificvalue for the purpose of providing desired spacing.Pilots are expected to maintain a speed of plus orminus 10 knots or 0.02 Mach number of the specifiedspeed. Examples of speed adjustments are:a. “Increase/reduce speed to Mach point (number.)”b. “Increase/reduce speed to (speed in knots)” or“Increase/reduce speed (number of knots) knots.”SPEED BRAKES− Moveable aerodynamic deviceson aircraft that reduce airspeed during descent andlanding.SPEED SEGMENTS− Portions of the arrival routebetween the transition point and the vertex along theoptimum flight path for which speeds and altitudesare specified. There is one set of arrival speedsegments adapted from each transition point to eachvertex. Each set may contain up to six segments.SQUAWK (Mode, Code, Function)− Activate specificmodes/codes/functions on the aircraft transponder;e.g., “Squawk three/alpha, two one zero five,low.”(See TRANSPONDER.)STA−(See SCHEDULED TIME OF ARRIVAL.)STAGING/QUEUING− The placement, integration,and segregation of departure aircraft in designatedmovement areas of an airport by departure fix, EDCT,and/or restriction.STAND BY− Means the controller or pilot mustpause for a few seconds, usually to attend to otherduties of a higher priority. Also means to wait as in“stand by for clearance.” The caller should reestablishcontact if a delay is lengthy. “Stand by” is not anapproval or denial.STANDARD INSTRUMENT APPROACH PRO-CEDURE (SIAP)−(See INSTRUMENT APPROACH PROCEDURE.)STANDARD INSTRUMENT DEPARTURE (SID)−A preplanned instrument flight rule (IFR) air trafficcontrol (ATC) departure procedure printed for pilot/controller use in graphic form to provide obstacleclearance and a transition from the terminal area tothe appropriate en route structure. SIDs are primarilydesigned for system enhancement to expedite trafficflow and to reduce pilot/controller workload. ATCclearance must always be received prior to flying aSID.(See IFR TAKEOFF MINIMUMS ANDDEPARTURE PROCEDURES.)(See OBSTACLE DEPARTURE PROCEDURE.)(Refer to AIM.)STANDARD RATE TURN− A turn of three degreesper second.STANDARD TERMINAL ARRIVAL− A preplannedinstrument flight rule (IFR) air traffic controlarrival procedure published for pilot use in graphicand/or textual form. STARs provide transition fromthe en route structure to an outer fix or an instrumentapproach fix/arrival waypoint in the terminal area.STANDARD TERMINAL ARRIVAL CHARTS−(See AERONAUTICAL CHART.)STAR−(See STANDARD TERMINAL ARRIVAL.)STATE AIRCRAFT− <strong>Air</strong>craft used in military,customs and police service, in the exclusive serviceof any government, or of any political subdivision,thereof including the government of any state,territory, or possession of the United States or theDistrict of Columbia, but not including any government-ownedaircraft engaged in carrying persons orproperty for commercial purposes.PCG S−5
Pilot/<strong>Control</strong>ler Glossary 8/5/04STATIC RESTRICTIONS− Those restrictions thatare usually not subject to change, fixed, in place,and/or published.STATIONARY RESERVATIONS− Altitude reservationswhich encompass activities in a fixed area.Stationary reservations may include activities, suchas special tests of weapons systems or equipment,certain U.S. Navy carrier, fleet, and anti-submarineoperations, rocket, missile and drone operations, andcertain aerial refueling or similar operations.STEP TAXI− To taxi a float plane at full power orhigh RPM.STEP TURN− A maneuver used to put a float planein a planing configuration prior to entering an activesea lane for takeoff. The STEP TURN maneuvershould only be used upon pilot request.STEPDOWN FIX− A fix permitting additionaldescent <strong>with</strong>in a segment of an instrument approachprocedure by identifying a point at which a controllingobstacle has been safely overflown.STEREO ROUTE− A routinely used route of flightestablished by users and ARTCCs identified by acoded name; e.g., ALPHA 2. These routes minimizeflight plan handling and communications.STOL AIRCRAFT−(See SHORT TAKEOFF AND LANDINGAIRCRAFT.)STOP ALTITUDE SQUAWK− Used by ATC toinform an aircraft to turn-off the automatic altitudereporting feature of its transponder. It is issued whenthe verbally reported altitude varies 300 feet or morefrom the automatic altitude report.(See ALTITUDE READOUT.)(See TRANSPONDER.)STOP AND GO− A procedure wherein an aircraftwill land, make a complete stop on the runway, andthen commence a takeoff from that point.(See LOW APPROACH.)(See OPTION APPROACH.)STOP BURST−(See STOP STREAM.)STOP BUZZER−(See STOP STREAM.)STOP SQUAWK (Mode or Code)− Used by ATC totell the pilot to turn specified functions of the aircrafttransponder off.(See STOP ALTITUDE SQUAWK.)(See TRANSPONDER.)STOP STREAM− Used by ATC to request a pilot tosuspend electronic attack activity.(See JAMMING.)STOPOVER FLIGHT PLAN− A flight plan formatwhich permits in a single submission the filing of asequence of flight plans through interim full-stopdestinations to a final destination.STOPWAY− An area beyond the takeoff runway noless wide than the runway and centered upon theextended centerline of the runway, able to support theairplane during an aborted takeoff, <strong>with</strong>out causingstructural damage to the airplane, and designated bythe airport authorities for use in decelerating theairplane during an aborted takeoff.STRAIGHT-IN APPROACH IFR− An instrumentapproach wherein final approach is begun <strong>with</strong>outfirst having executed a procedure turn, notnecessarily completed <strong>with</strong> a straight-in landing ormade to straight-in landing minimums.(See LANDING MINIMUMS.)(See STRAIGHT-IN APPROACH VFR.)(See STRAIGHT-IN LANDING.)STRAIGHT-IN APPROACH VFR− Entry into thetraffic pattern by interception of the extended runwaycenterline (final approach course) <strong>with</strong>out executingany other portion of the traffic pattern.(See TRAFFIC PATTERN.)STRAIGHT-IN LANDING− A landing made on arunway aligned <strong>with</strong>in 30 of the final approachcourse following completion of an instrument approach.(See STRAIGHT-IN APPROACH IFR.)STRAIGHT-IN LANDING MINIMUMS−(See LANDING MINIMUMS.)STRAIGHT-IN MINIMUMS−(See STRAIGHT-IN LANDING MINIMUMS.)STRATEGIC PLANNING− Planning whereby solutionsare sought to resolve potential conflicts.SUBSTITUTE ROUTE− A route assigned to pilotswhen any part of an airway or route is unusablebecause of NAVAID status. These routes consist of:a. Substitute routes which are shown on U.S.Government charts.PCG S−6
8/5/04Pilot/<strong>Control</strong>ler Glossaryb. Routes defined by ATC as specific NAVAIDradials or courses.c. Routes defined by ATC as direct to or betweenNAVAIDs.SUNSET AND SUNRISE− The mean solar times ofsunset and sunrise as published in the NauticalAlmanac, converted to local standard time for thelocality concerned. Within Alaska, the end of eveningcivil twilight and the beginning of morning civiltwilight, as defined for each locality.SUPER HIGH FREQUENCY− The frequency bandbetween 3 and 30 gigahertz (GHz). The elevation andazimuth stations of the microwave landing systemoperate from 5031 MHz to 5091 MHz in this spectrum.SUPPLEMENTAL WEATHER SERVICE LOCA-TION− <strong>Air</strong>port facilities staffed <strong>with</strong> contract personnelwho take weather observations and providecurrent local weather to pilots via telephone or radio.(All other services are provided by the parent FSS.)SUPPS− Refers to ICAO Document 7030 RegionalSupplementary Procedures. SUPPS contain proceduresfor each ICAO Region which are unique to thatRegion and are not covered in the worldwideprovisions identified in the ICAO <strong>Air</strong> NavigationPlan. Procedures contained in Chapter 8 are based inpart on those published in SUPPS.SURFACE AREA− The airspace contained by thelateral boundary of the Class B, C, D, or E airspacedesignated for an airport that begins at the surface andextends upward.SURPIC− A description of surface vessels in the areaof a Search and Rescue incident including theirpredicted positions and their characteristics.(Refer to FAAO 7110.65, Para 10−6−4,INFLIGHT CONTINGENCIES.)SURVEILLANCE APPROACH− An instrumentapproach wherein the air traffic controller issuesinstructions, for pilot compliance, based on aircraftposition in relation to the final approach course(azimuth), and the distance (range) from the end ofthe runway as displayed on the controller’s radarscope. The controller will provide recommendedaltitudes on final approach if requested by the pilot.(Refer to AIM.)SWAP−(See SEVERE WEATHER AVOIDANCE PLAN.)SWSL−(See SUPPLEMENTAL WEATHER SERVICELOCATION.)SYSTEM STRATEGIC NAVIGATION− Militaryactivity accomplished by navigating along a preplannedroute using internal aircraft systems tomaintain a desired track. This activity normallyrequires a lateral route width of 10 NM and altituderange of 1,000 feet to 6,000 feet AGL <strong>with</strong> some routesegments that permit terrain following.PCG S−7
2/19/04Pilot/<strong>Control</strong>ler GlossaryTTACAN−(See TACTICAL AIR NAVIGATION.)TACAN-ONLY AIRCRAFT− An aircraft, normallymilitary, possessing TACAN <strong>with</strong> DME but no VORnavigational system capability. Clearances mustspecify TACAN or VORTAC fixes and approaches.TACTICAL AIR NAVIGATION− An ultra-highfrequency electronic rho-theta air navigation aidwhich provides suitably equipped aircraft a continuousindication of bearing and distance to the TACANstation.(See VORTAC.)(Refer to AIM.)TAILWIND− Any wind more than 90 degrees to thelongitudinal axis of the runway. The magneticdirection of the runway shall be used as the basis fordetermining the longitudinal axis.TAKEOFF AREA−(See LANDING AREA.)TAKE-OFF DISTANCE AVAILABLE [ICAO]− Thelength of the take-off run available plus the length ofthe clearway, if provided.TAKE-OFF RUN AVAILABLE [ICAO]− The lengthof runway declared available and suitable for theground run of an aeroplane take-off.TARGET− The indication shown on a radar displayresulting from a primary radar return or a radarbeacon reply.(See RADAR.)(See TARGET SYMBOL.)(See ICAO term TARGET.)TARGET [ICAO]− In radar:a. Generally, any discrete object which reflects orretransmits energy back to the radar equipment.b. Specifically, an object of radar search orsurveillance.TARGET RESOLUTION− A process to ensure thatcorrelated radar targets do not touch. Target resolutionshall be applied as follows:a. Between the edges of two primary targets or theedges of the ASR-9 primary target symbol.b. Between the end of the beacon control slash andthe edge of a primary target.c. Between the ends of two beacon control slashes.Note 1: MANDATORY TRAFFIC ADVISORIESAND SAFETY ALERTS SHALL BE ISSUEDWHEN THIS PROCEDURE IS USED.Note 2: This procedure shall not be providedutilizing mosaic radar systems.TARGET SYMBOL− A computer-generated indicationshown on a radar display resulting from aprimary radar return or a radar beacon reply.TAXI− The movement of an airplane under its ownpower on the surface of an airport (14 CFR Section135.100 [Note]). Also, it describes the surfacemovement of helicopters equipped <strong>with</strong> wheels.(See AIR TAXI.)(See HOVER TAXI.)(Refer to 14 CFR Section 135.100.)(Refer to AIM.)TAXI PATTERNS− Patterns established to illustratethe desired flow of ground traffic for the differentrunways or airport areas available for use.TCAS−(See TRAFFIC ALERT AND COLLISIONAVOIDANCE SYSTEM.)TCH−(See THRESHOLD CROSSING HEIGHT.)TCLT−(See TENTATIVE CALCULATED LANDINGTIME.)TDZE−(See TOUCHDOWN ZONE ELEVATION.)TELEPHONE INFORMATION BRIEFING SER-VICE− A continuous telephone recording of meteorologicaland/or aeronautical information.(Refer to AIM.)TENTATIVE CALCULATED LANDING TIME− Aprojected time calculated for adapted vertex for eacharrival aircraft based upon runway configuration,airport acceptance rate, airport arrival delay period,and other metered arrival aircraft. This time is eitherthe VTA of the aircraft or the TCLT/ACLT of theprevious aircraft plus the AAI, whichever is later.PCG T−1
Pilot/<strong>Control</strong>ler Glossary 2/19/04This time will be updated in response to an aircraft’sprogress and its current relationship to other arrivals.TERMINAL AREA− A general term used to describeairspace in which approach control service or airporttraffic control service is provided.TERMINAL AREA FACILITY− A facility providingair traffic control service for arriving anddeparting IFR, VFR, Special VFR, and on occasionen route aircraft.(See APPROACH CONTROL FACILITY.)(See TOWER.)TERMINAL RADAR SERVICE AREA− <strong>Air</strong>spacesurrounding designated airports wherein ATC providesradar vectoring, sequencing, and separation ona full-time basis for all IFR and participating VFRaircraft. The AIM contains an explanation of TRSA.TRSAs are depicted on VFR aeronautical charts.Pilot participation is urged but is not mandatory.TERMINAL VFR RADAR SERVICE− A nationalprogram instituted to extend the terminal radarservices provided instrument flight rules (IFR)aircraft to visual flight rules (VFR) aircraft. Theprogram is divided into four types service referred toas basic radar service, terminal radar service area(TRSA) service, Class B service and Class C service.The type of service provided at a particular locationis contained in the <strong>Air</strong>port/Facility Directory.a. Basic Radar Service− These services are providedfor VFR aircraft by all commissioned terminalradar facilities. Basic radar service includes safetyalerts, traffic advisories, limited radar vectoringwhen requested by the pilot, and sequencing atlocations where procedures have been established forthis purpose and/or when covered by a letter ofagreement. The purpose of this service is to adjust theflow of arriving IFR and VFR aircraft into the trafficpattern in a safe and orderly manner and to providetraffic advisories to departing VFR aircraft.b. TRSA Service− This service provides, inaddition to basic radar service, sequencing of all IFRand participating VFR aircraft to the primary airportand separation between all participating VFR aircraft.The purpose of this service is to provideseparation between all participating VFR aircraft andall IFR aircraft operating <strong>with</strong>in the area defined as aTRSA.c. Class C Service− This service provides, inaddition to basic radar service, approved separationbetween IFR and VFR aircraft, and sequencing ofVFR aircraft, and sequencing of VFR arrivals to theprimary airport.d. Class B Service− This service provides, inaddition to basic radar service, approved separationof aircraft based on IFR, VFR, and/or weight, andsequencing of VFR arrivals to the primary airport(s).(See CONTROLLED AIRSPACE.)(See TERMINAL RADAR SERVICE AREA.)(Refer to AIM.)(Refer to AIRPORT/FACILITY DIRECTORY.)TERMINAL-VERY HIGH FREQUENCY OMNI-DIRECTIONAL RANGE STATION− A very highfrequency terminal omnirange station located on ornear an airport and used as an approach aid.(See NAVIGATIONAL AID.)(See VOR.)TERRAIN FOLLOWING− The flight of a militaryaircraft maintaining a constant AGL altitude abovethe terrain or the highest obstruction. The altitude ofthe aircraft will constantly change <strong>with</strong> the varyingterrain and/or obstruction.TETRAHEDRON− A device normally located onuncontrolled airports and used as a landing directionindicator. The small end of a tetrahedron points in thedirection of landing. At controlled airports, thetetrahedron, if installed, should be disregardedbecause tower instructions supersede the indicator.(See SEGMENTED CIRCLE.)(Refer to AIM.)TF−(See TERRAIN FOLLOWING.)THAT IS CORRECT− The understanding you haveis right.360 OVERHEAD−(See OVERHEAD MANEUVER.)THRESHOLD− The beginning of that portion of therunway usable for landing.(See AIRPORT LIGHTING.)(See DISPLACED THRESHOLD.)THRESHOLD CROSSING HEIGHT− The theoreticalheight above the runway threshold at which theaircraft’s glideslope antenna would be if the aircraftmaintains the trajectory established by the mean ILSglideslope or MLS glidepath.(See GLIDESLOPE.)(See THRESHOLD.)PCG T−2
2/19/04Pilot/<strong>Control</strong>ler GlossaryTHRESHOLD LIGHTS−(See AIRPORT LIGHTING.)TIBS−(See TELEPHONE INFORMATION BRIEFINGSERVICE.)TIME GROUP− Four digits representing the hourand minutes from the Coordinated Universal Time(UTC) clock. FAA uses UTC for all operations. Theterm “ZULU” may be used to denote UTC. The word“local” or the time zone equivalent shall be used todenote local when local time is given during radio andtelephone communications. When written, a timezone designator is used to indicate local time; e.g.“0205M” (Mountain). The local time may be basedon the 24-hour clock system. The day begins at 0000and ends at 2359.TMA−(See TRAFFIC MANAGEMENT ADVISOR.)TMPA−(See TRAFFIC MANAGEMENT PROGRAMALERT.)TMU−(See TRAFFIC MANAGEMENT UNIT.)TODA [ICAO]−(See ICAO Term TAKE-OFF DISTANCEAVAILABLE.)TORA [ICAO]−(See ICAO Term TAKE-OFF RUN AVAILABLE.)TORCHING− The burning of fuel at the end of anexhaust pipe or stack of a reciprocating aircraftengine, the result of an excessive richness in the fuelair mixture.TOTAL ESTIMATED ELAPSED TIME [ICAO]−For IFR flights, the estimated time required fromtake-off to arrive over that designated point, definedby reference to navigation aids, from which it isintended that an instrument approach procedure willbe commenced, or, if no navigation aid is associated<strong>with</strong> the destination aerodrome, to arrive over thedestination aerodrome. For VFR flights, theestimated time required from take-off to arrive overthe destination aerodrome.(See ICAO term ESTIMATED ELAPSED TIME.)TOUCH-AND-GO− An operation by an aircraft thatlands and departs on a runway <strong>with</strong>out stopping orexiting the runway.TOUCH-AND-GO LANDING−(See TOUCH-AND-GO.)TOUCHDOWN−a. The point at which an aircraft first makescontact <strong>with</strong> the landing surface.b. Concerning a precision radar approach (PAR),it is the point where the glide path intercepts thelanding surface.(See ICAO term TOUCHDOWN.)TOUCHDOWN [ICAO]− The point where thenominal glide path intercepts the runway.Note: Touchdown as defined above is only a datumand is not necessarily the actual point at which theaircraft will touch the runway.TOUCHDOWN RVR−(See VISIBILITY.)TOUCHDOWN ZONE− The first 3,000 feet of therunway beginning at the threshold. The area is usedfor determination of Touchdown Zone Elevation inthe development of straight-in landing minimums forinstrument approaches.(See ICAO term TOUCHDOWN ZONE.)TOUCHDOWN ZONE [ICAO]− The portion of arunway, beyond the threshold, where it is intendedlanding aircraft first contact the runway.TOUCHDOWN ZONE ELEVATION− The highestelevation in the first 3,000 feet of the landing surface.TDZE is indicated on the instrument approachprocedure chart when straight-in landing minimumsare authorized.(See TOUCHDOWN ZONE.)TOUCHDOWN ZONE LIGHTING−(See AIRPORT LIGHTING.)TOWER− A terminal facility that uses air/groundcommunications, visual signaling, and other devicesto provide ATC services to aircraft operating in thevicinity of an airport or on the movement area.Authorizes aircraft to land or takeoff at the airportcontrolled by the tower or to transit the Class Dairspace area regardless of flight plan or weatherPCG T−3
Pilot/<strong>Control</strong>ler Glossary 2/19/04conditions (IFR or VFR). A tower may also provideapproach control services (radar or nonradar).(See AIRPORT TRAFFIC CONTROL SERVICE.)(See APPROACH CONTROL FACILITY.)(See APPROACH CONTROL SERVICE.)(See MOVEMENT AREA.)(See TOWER EN ROUTE CONTROLSERVICE.)(See ICAO term AERODROME CONTROLTOWER.)(Refer to AIM.)TOWER EN ROUTE CONTROL SERVICE− Thecontrol of IFR en route traffic <strong>with</strong>in delegatedairspace between two or more adjacent approachcontrol facilities. This service is designed to expeditetraffic and reduce control and pilot communicationrequirements.TOWER TO TOWER−(See TOWER EN ROUTE CONTROLSERVICE.)TPX-42− A numeric beacon decoder equipment/system.It is designed to be added to terminal radarsystems for beacon decoding. It provides rapid targetidentification, reinforcement of the primary radartarget, and altitude information from Mode C.(See AUTOMATED RADAR TERMINALSYSTEMS.)(See TRANSPONDER.)TRACEABLE PRESSURE STANDARD− The facilitystation pressure instrument, <strong>with</strong> certification/calibration traceable to the National Institute ofStandards and Technology. Traceable pressure standardsmay be mercurial barometers, commissionedASOS or dual transducer AWOS, or portable pressurestandards or DASI.TRACK− The actual flight path of an aircraft over thesurface of the earth.(See COURSE.)(See FLIGHT PATH.)(See ROUTE.)(See ICAO term TRACK.)TRACK [ICAO]− The projection on the earth’ssurface of the path of an aircraft, the direction ofwhich path at any point is usually expressed indegrees from North (True, Magnetic, or Grid).TRAFFIC−a. A term used by a controller to transfer radaridentification of an aircraft to another controller forthe purpose of coordinating separation action. <strong>Traffic</strong>is normally issued:1. In response to a handoff or point out,2. In anticipation of a handoff or point out, or3. In conjunction <strong>with</strong> a request for control of anaircraft.b. A term used by ATC to refer to one or moreaircraft.TRAFFIC ADVISORIES− Advisories issued to alertpilots to other known or observed air traffic whichmay be in such proximity to the position or intendedroute of flight of their aircraft to warrant theirattention. Such advisories may be based on:a. Visual observation.b. Observation of radar identified and nonidentifiedaircraft targets on an ATC radar display, orc. Verbal reports from pilots or other facilities.Note 1: The word “traffic” followed by additionalinformation, if known, is used to provide suchadvisories; e.g., “<strong>Traffic</strong>, 2 o’clock, one zero miles,southbound, eight thousand.”Note 2: <strong>Traffic</strong> advisory service will be provided tothe extent possible depending on higher priorityduties of the controller or other limitations; e.g.,radar limitations, volume of traffic, frequencycongestion, or controller workload. Radar/nonradar traffic advisories do not relieve the pilotof his/her responsibility to see and avoid otheraircraft. Pilots are cautioned that there are manytimes when the controller is not able to give trafficadvisories concerning all traffic in the aircraft’sproximity; in other words, when a pilot requests oris receiving traffic advisories, he/she should notassume that all traffic will be issued.(Refer to AIM.)TRAFFIC ALERT (aircraft call sign), TURN(left/right) IMMEDIATELY, (climb/descend) ANDMAINTAIN (altitude).(See SAFETY ALERT.)TRAFFIC ALERT AND COLLISION AVOID-ANCE SYSTEM− An airborne collision avoidancesystem based on radar beacon signals which operatesindependent of ground-based equipment. TCAS-Igenerates traffic advisories only. TCAS-II generatestraffic advisories, and resolution (collision avoidance)advisories in the vertical plane.PCG T−4
2/19/04Pilot/<strong>Control</strong>ler GlossaryTRAFFIC INFORMATION−(See TRAFFIC ADVISORIES.)TRAFFIC IN SIGHT− Used by pilots to inform acontroller that previously issued traffic is in sight.(See NEGATIVE CONTACT.)(See TRAFFIC ADVISORIES.)TRAFFIC MANAGEMENT ADVISOR (TMA)− Acomputerized tool which assists <strong>Traffic</strong> ManagementCoordinators to efficiently schedule arrival traffic toa metered airport, by calculating meter fix times anddelays then sending that information to the sectorcontrollers.TRAFFIC MANAGEMENT PROGRAM ALERT−A term used in a Notice to <strong>Air</strong>men (NOTAM) issuedin conjunction <strong>with</strong> a special traffic managementprogram to alert pilots to the existence of the programand to refer them to either the Notices to <strong>Air</strong>menpublication or a special traffic management programadvisory message for program details. The contractionTMPA is used in NOTAM text.TRAFFIC MANAGEMENT UNIT− The entity inARTCCs and designated terminals directly involvedin the active management of facility traffic. Usuallyunder the direct supervision of an assistant managerfor traffic management.TRAFFIC NO FACTOR− Indicates that the trafficdescribed in a previously issued traffic advisory is nofactor.TRAFFIC NO LONGER OBSERVED− Indicatesthat the traffic described in a previously issued trafficadvisory is no longer depicted on radar, but may stillbe a factor.TRAFFIC PATTERN− The traffic flow that isprescribed for aircraft landing at, taxiing on, or takingoff from an airport. The components of a typicaltraffic pattern are upwind leg, crosswind leg, downwindleg, base leg, and final approach.a. Upwind Leg− A flight path parallel to thelanding runway in the direction of landing.b. Crosswind Leg− A flight path at right angles tothe landing runway off its upwind end.c. Downwind Leg− A flight path parallel to thelanding runway in the direction opposite to landing.The downwind leg normally extends between thecrosswind leg and the base leg.d. Base Leg− A flight path at right angles to thelanding runway off its approach end. The base legnormally extends from the downwind leg to theintersection of the extended runway centerline.e. Final Approach. A flight path in the direction oflanding along the extended runway centerline. Thefinal approach normally extends from the base leg tothe runway. An aircraft making a straight-in approachVFR is also considered to be on final approach.(See STRAIGHT-IN APPROACH VFR.)(See TAXI PATTERNS.)(See ICAO term AERODROME TRAFFICCIRCUIT.)(Refer to 14 CFR Part 91.)(Refer to AIM.)TRAFFIC SITUATION DISPLAY (TSD)− TSD is acomputer system that receives radar track data fromall 20 CONUS ARTCCs, organizes this data into amosaic display, and presents it on a computer screen.The display allows the traffic management coordinatormultiple methods of selection and highlighting ofindividual aircraft or groups of aircraft. The user hasthe option of superimposing these aircraft positionsover any number of background displays. Thesebackground options include ARTCC boundaries, anystratum of en route sector boundaries, fixes, airways,military and other special use airspace, airports, andgeopolitical boundaries. By using the TSD, a coordinatorcan monitor any number of traffic situations orthe entire systemwide traffic flows.TRAJECTORY− A URET representation of the pathan aircraft is predicted to fly based upon a CurrentPlan or Trial Plan.(See USER REQUEST EVALUATION TOOL.)TRAJECTORY MODELING− The automated processof calculating a trajectory.TRANSCRIBED WEATHER BROADCAST− Acontinuous recording of meteorological and aeronauticalinformation that is broadcast on L/MF and VORfacilities for pilots.(Refer to AIM.)TRANSFER OF CONTROL− That action wherebythe responsibility for the separation of an aircraft istransferred from one controller to another.(See ICAO term TRANSFER OF CONTROL.)TRANSFER OF CONTROL [ICAO]− Transfer ofresponsibility for providing air traffic control service.PCG T−5
Pilot/<strong>Control</strong>ler Glossary 8/5/04TRANSFERRING CONTROLLER− A controller/facility transferring control of an aircraft to anothercontroller/facility.(See ICAO term TRANSFERRINGUNIT/CONTROLLER.)TRANSFERRING FACILITY−(See TRANSFERRING CONTROLLER.)TRANSFERRING UNIT/CONTROLLER [ICAO]−<strong>Air</strong> traffic control unit/air traffic controller in theprocess of transferring the responsibility for providingair traffic control service to an aircraft to the nextair traffic control unit/air traffic controller along theroute of flight.Note: See definition of accepting unit/controller.TRANSITION−a. The general term that describes the change fromone phase of flight or flight condition to another; e.g.,transition from en route flight to the approach ortransition from instrument flight to visual flight.b. A published procedure (DP Transition) used toconnect the basic DP to one of several en routeairways/jet routes, or a published procedure (STARTransition) used to connect one of several en routeairways/jet routes to the basic STAR.(Refer to DP/STAR Charts.)TRANSITION POINT− A point at an adaptednumber of miles from the vertex at which an arrivalaircraft would normally commence descent from itsen route altitude. This is the first fix adapted on thearrival speed segments.TRANSITION WAYPOINT− The waypoint thatdefines the beginning of a runway or en routetransition on an RNAV SID or STAR.TRANSITIONAL AIRSPACE− That portion ofcontrolled airspace wherein aircraft change from onephase of flight or flight condition to another.TRANSMISSOMETER− An apparatus used to determinevisibility by measuring the transmission oflight through the atmosphere. It is the measurementsource for determining runway visual range (RVR)and runway visibility value (RVV).(See VISIBILITY.)TRANSMITTING IN THE BLIND− A transmissionfrom one station to other stations incircumstances where two-way communicationcannot be established, but where it is believed that thecalled stations may be able to receive the transmission.TRANSPONDER− The airborne radar beacon receiver/transmitterportion of the <strong>Air</strong> <strong>Traffic</strong> <strong>Control</strong>Radar Beacon System (ATCRBS) which automaticallyreceives radio signals from interrogators on theground, and selectively replies <strong>with</strong> a specific replypulse or pulse group only to those interrogationsbeing received on the mode to which it is set torespond.(See INTERROGATOR.)(See ICAO term TRANSPONDER.)(Refer to AIM.)TRANSPONDER [ICAO]− A receiver/transmitterwhich will generate a reply signal upon properinterrogation; the interrogation and reply being ondifferent frequencies.TRANSPONDER CODES−(See CODES.)TRIAL PLAN− A proposed amendment whichutilizes automation to analyze and display potentialconflicts along the predicted trajectory of the selectedaircraft.TRSA−(See TERMINAL RADAR SERVICE AREA.)TSD−(See TRAFFIC SITUATION DISPLAY.)TURBOJET AIRCRAFT− An aircraft having a jetengine in which the energy of the jet operates aturbine which in turn operates the air compressor.TURBOPROP AIRCRAFT− An aircraft having a jetengine in which the energy of the jet operates aturbine which drives the propeller.TURN ANTICIPATION− (maneuver anticipation).TVOR−(See TERMINAL-VERY HIGH FREQUENCYOMNIDIRECTIONAL RANGE STATION.)TWEB−(See TRANSCRIBED WEATHER BROADCAST.)TWO-WAY RADIO COMMUNICATIONS FAIL-URE−(See LOST COMMUNICATIONS.)PCG T−6
2/17/05Pilot/<strong>Control</strong>ler GlossaryUUDF−(See DIRECTION FINDER.)UHF−(See ULTRAHIGH FREQUENCY.)ULTRAHIGH FREQUENCY− The frequency bandbetween 300 and 3,000 MHz. The bank of radiofrequencies used for military air/ground voice communications.In some instances this may go as low as225 MHz and still be referred to as UHF.ULTRALIGHT VEHICLE− An aeronautical vehicleoperated for sport or recreational purposes whichdoes not require FAA registration, an airworthinesscertificate, nor pilot certification. They are primarilysingle occupant vehicles, although some two-placevehicles are authorized for training purposes. Operationof an ultralight vehicle in certain airspacerequires authorization from ATC.(Refer to 14 CFR Part 103.)UNABLE− Indicates inability to comply <strong>with</strong> aspecific instruction, request, or clearance.UNDER THE HOOD− Indicates that the pilot isusing a hood to restrict visibility outside the cockpitwhile simulating instrument flight. An appropriatelyrated pilot is required in the other control seat whilethis operation is being conducted.(Refer to 14 CFR Part 91.)UNFROZEN− The Scheduled Time of Arrival (STA)tags, which are still being rescheduled by trafficmanagement advisor (TMA) calculations. The aircraftwill remain unfrozen until the time the correspondingestimated time of arrival (ETA) tag passesthe preset freeze horizon for that aircraft’s streamclass. At this point the automatic rescheduling willstop, and the STA becomes “frozen.”UNICOM− A nongovernment communication facilitywhich may provide airport information at certainairports. Locations and frequencies of UNICOMs areshown on aeronautical charts and publications.(See AIRPORT/FACILITY DIRECTORY.)(Refer to AIM.)UNPUBLISHED ROUTE− A route for which nominimum altitude is published or charted for pilotuse. It may include a direct route between NAVAIDs,a radial, a radar vector, or a final approach coursebeyond the segments of an instrument approachprocedure.(See PUBLISHED ROUTE.)(See ROUTE.)UNRELIABLE (GPS/WAAS)− An advisory topilots indicating the expected level of service of theGPS and/or WAAS may not be available. Pilots mustthen determine the adequacy of the signal for desireduse.UPWIND LEG−(See TRAFFIC PATTERN.)URET−(See USER REQUEST EVALUATION TOOL.)URGENCY− A condition of being concerned aboutsafety and of requiring timely but not immediateassistance; a potential distress condition.(See ICAO term URGENCY.)URGENCY [ICAO]− A condition concerning thesafety of an aircraft or other vehicle, or of person onboard or in sight, but which does not requireimmediate assistance.USAFIB−(See ARMY AVIATION FLIGHT INFORMATIONBULLETIN.)USER REQUEST EVALUATION TOOL (URET)−User Request Evaluation Tool is an automated toolprovided at each Radar Associate position in selectedEn Route facilities. This tool utilizes flight and radardata to determine present and future trajectories forall active and proposal aircraft and provides enhanced,automated flight data management.UVDF−(See DIRECTION FINDER.)PCG U−1
2/19/04Pilot/<strong>Control</strong>ler GlossaryVVASI−(See VISUAL APPROACH SLOPE INDICATOR.)VDF−(See DIRECTION FINDER.)VDP−(See VISUAL DESCENT POINT.)VECTOR− A heading issued to an aircraft to providenavigational guidance by radar.(See ICAO term RADAR VECTORING.)VERIFY− Request confirmation of information;e.g., “verify assigned altitude.”VERIFY SPECIFIC DIRECTION OF TAKEOFF(OR TURNS AFTER TAKEOFF)− Used by ATC toascertain an aircraft’s direction of takeoff and/ordirection of turn after takeoff. It is normally used forIFR departures from an airport not having a controltower. When direct communication <strong>with</strong> the pilot isnot possible, the request and information may berelayed through an FSS, dispatcher, or by othermeans.(See IFR TAKEOFF MINIMUMS ANDDEPARTURE PROCEDURES.)VERTEX− The last fix adapted on the arrival speedsegments. Normally, it will be the outer marker of therunway in use. However, it may be the actualthreshold or other suitable common point on theapproach path for the particular runway configuration.VERTEX TIME OF ARRIVAL− A calculated time ofaircraft arrival over the adapted vertex for the runwayconfiguration in use. The time is calculated via theoptimum flight path using adapted speed segments.VERTICAL NAVIGATION (VNAV)– A function ofarea navigation (RNAV) equipment which calculates,displays, and provides vertical guidance to a profileor path.VERTICAL SEPARATION− Separation establishedby assignment of different altitudes or flight levels.(See SEPARATION.)(See ICAO term VERTICAL SEPARATION.)VERTICAL SEPARATION [ICAO]− Separationbetween aircraft expressed in units of vertical distance.VERTICAL TAKEOFF AND LANDING AIR-CRAFT− <strong>Air</strong>craft capable of vertical climbs and/ordescents and of using very short runways or smallareas for takeoff and landings. These aircraft include,but are not limited to, helicopters.(See SHORT TAKEOFF AND LANDINGAIRCRAFT.)VERY HIGH FREQUENCY− The frequency bandbetween 30 and 300 MHz. Portions of this band, 108to 118 MHz, are used for certain NAVAIDs; 118 to136 MHz are used for civil air/ground voice communications.Other frequencies in this band are used forpurposes not related to air traffic control.VERY HIGH FREQUENCY OMNIDIRECTION-AL RANGE STATION−(See VOR.)VERY LOW FREQUENCY− The frequency bandbetween 3 and 30 KHz.VFR−(See VISUAL FLIGHT RULES.)VFR AIRCRAFT− An aircraft conducting flight inaccordance <strong>with</strong> visual flight rules.(See VISUAL FLIGHT RULES.)VFR CONDITIONS− Weather conditions equal toor better than the minimum for flight under visualflight rules. The term may be used as an ATCclearance/instruction only when:a. An IFR aircraft requests a climb/descent inVFR conditions.b. The clearance will result in noise abatementbenefits where part of the IFR departure route doesnot conform to an FAA approved noise abatementroute or altitude.c. A pilot has requested a practice instrumentapproach and is not on an IFR flight plan.Note: All pilots receiving this authorization mustcomply <strong>with</strong> the VFR visibility and distance fromcloud criteria in 14 CFR Part 91. Use of the termdoes not relieve controllers of their responsibility toseparate aircraft in Class B and Class C airspacePCG V−1
Pilot/<strong>Control</strong>ler Glossary 2/19/04or TRSAs as required by FAAO 7110.65. Whenused as an ATC clearance/instruction, the termmay be abbreviated “VFR;” e.g., “MAINTAINVFR,” “CLIMB/DESCEND VFR,” etc.VFR FLIGHT−(See VFR AIRCRAFT.)VFR MILITARY TRAINING ROUTES− Routesused by the Department of Defense and associatedReserve and <strong>Air</strong> Guard units for the purpose ofconducting low-altitude navigation and tactical trainingunder VFR below 10,000 feet MSL at airspeedsin excess of 250 knots IAS.VFR NOT RECOMMENDED− An advisory providedby a flight service station to a pilot during apreflight or inflight weather briefing that flight undervisual flight rules is not recommended. To be givenwhen the current and/or forecast weather conditionsare at or below VFR minimums. It does not abrogatethe pilot’s authority to make his/her own decision.VFR-ON-TOP− ATC authorization for an IFRaircraft to operate in VFR conditions at any appropriateVFR altitude (as specified in 14 CFR and asrestricted by ATC). A pilot receiving this authorizationmust comply <strong>with</strong> the VFR visibility, distancefrom cloud criteria, and the minimum IFR altitudesspecified in 14 CFR Part 91. The use of this termdoes not relieve controllers of their responsibility toseparate aircraft in Class B and Class C airspace orTRSAs as required by FAAO 7110.65.VFR TERMINAL AREA CHARTS−(See AERONAUTICAL CHART.)VFR WAYPOINT−(See WAYPOINT.)VHF−(See VERY HIGH FREQUENCY.)VHF OMNIDIRECTIONAL RANGE/TACTICALAIR NAVIGATION−(See VORTAC.)VIDEO MAP− An electronically displayed map onthe radar display that may depict data such as airports,heliports, runway centerline extensions, hospitalemergency landing areas, NAVAIDs and fixes,reporting points, airway/route centerlines, boundaries,handoff points, special use tracks, obstructions,prominent geographic features, map alignment indicators,range accuracy marks, minimum vectoringaltitudes.VISIBILITY− The ability, as determined by atmosphericconditions and expressed in units of distance,to see and identify prominent unlighted objects byday and prominent lighted objects by night. Visibilityis reported as statute miles, hundreds of feet ormeters.(Refer to 14 CFR Part 91.)(Refer to AIM.)a. Flight Visibility− The average forward horizontaldistance, from the cockpit of an aircraft in flight,at which prominent unlighted objects may be seenand identified by day and prominent lighted objectsmay be seen and identified by night.b. Ground Visibility− Prevailing horizontal visibilitynear the earth’s surface as reported by theUnited States National Weather Service or an accreditedobserver.c. Prevailing Visibility− The greatest horizontalvisibility equaled or exceeded throughout at least halfthe horizon circle which need not necessarily becontinuous.d. Runway Visibility Value (RVV)− The visibilitydetermined for a particular runway by a transmissometer.A meter provides a continuous indication ofthe visibility (reported in miles or fractions of miles)for the runway. RVV is used in lieu of prevailingvisibility in determining minimums for a particularrunway.e. Runway Visual Range (RVR)− An instrumentallyderived value, based on standard calibrations,that represents the horizontal distance a pilot will seedown the runway from the approach end. It is basedon the sighting of either high intensity runway lightsor on the visual contrast of other targets whicheveryields the greater visual range. RVR, in contrast toprevailing or runway visibility, is based on what apilot in a moving aircraft should see looking down therunway. RVR is horizontal visual range, not slantvisual range. It is based on the measurement of atransmissometer made near the touchdown point ofthe instrument runway and is reported in hundreds offeet. RVR is used in lieu of RVV and/or prevailingvisibility in determining minimums for a particularrunway.1. Touchdown RVR− The RVR visibility readoutvalues obtained from RVR equipment serving therunway touchdown zone.2. Mid-RVR− The RVR readout values obtainedfrom RVR equipment located midfield of the runway.PCG V−2
2/19/04Pilot/<strong>Control</strong>ler Glossary3. Rollout RVR− The RVR readout valuesobtained from RVR equipment located nearest therollout end of the runway.(See ICAO term FLIGHT VISIBILITY.)(See ICAO term GROUND VISIBILITY.)(See ICAO term RUNWAY VISUAL RANGE.)(See ICAO term VISIBILITY.)VISIBILITY [ICAO]− The ability, as determined byatmospheric conditions and expressed in units ofdistance, to see and identify prominent unlightedobjects by day and prominent lighted objects bynight.a. Flight Visibility−The visibility forward fromthe cockpit of an aircraft in flight.b. Ground Visibility−The visibility at an aerodromeas reported by an accredited observer.c. Runway Visual Range [RVR]−The range overwhich the pilot of an aircraft on the centerline of arunway can see the runway surface markings or thelights delineating the runway or identifying itscenterline.VISUAL APPROACH− An approach conducted onan instrument flight rules (IFR) flight plan whichauthorizes the pilot to proceed visually and clear ofclouds to the airport. The pilot must, at all times, haveeither the airport or the preceding aircraft in sight.This approach must be authorized and under thecontrol of the appropriate air traffic control facility.Reported weather at the airport must be ceiling at orabove 1,000 feet and visibility of 3 miles or greater.(See ICAO term VISUAL APPROACH.)VISUAL APPROACH [ICAO]− An approach by anIFR flight when either part or all of an instrumentapproach procedure is not completed and the approachis executed in visual reference to terrain.VISUAL APPROACH SLOPE INDICATOR−(See AIRPORT LIGHTING.)VISUAL DESCENT POINT− A defined point on thefinal approach course of a nonprecision straight-inapproach procedure from which normal descent fromthe MDA to the runway touchdown point may becommenced, provided the approach threshold of thatrunway, or approach lights, or other markingsidentifiable <strong>with</strong> the approach end of that runway areclearly visible to the pilot.VISUAL FLIGHT RULES− Rules that govern theprocedures for conducting flight under visualconditions. The term “VFR” is also used in theUnited States to indicate weather conditions that areequal to or greater than minimum VFR requirements.In addition, it is used by pilots and controllers toindicate type of flight plan.(See INSTRUMENT FLIGHT RULES.)(See INSTRUMENT METEOROLOGICALCONDITIONS.)(See VISUAL METEOROLOGICALCONDITIONS.)(Refer to 14 CFR Part 91.)(Refer to AIM.)VISUAL HOLDING− The holding of aircraft atselected, prominent geographical fixes which can beeasily recognized from the air.(See HOLDING FIX.)VISUAL METEOROLOGICAL CONDITIONS−Meteorological conditions expressed in terms ofvisibility, distance from cloud, and ceiling equal to orbetter than specified minima.(See INSTRUMENT FLIGHT RULES.)(See INSTRUMENT METEOROLOGICALCONDITIONS.)(See VISUAL FLIGHT RULES.)VISUAL SEPARATION− A means employed byATC to separate aircraft in terminal areas and en routeairspace in the NAS. There are two ways to effect thisseparation:a. The tower controller sees the aircraft involvedand issues instructions, as necessary, to ensure thatthe aircraft avoid each other.b. A pilot sees the other aircraft involved and uponinstructions from the controller provides his/her ownseparation by maneuvering his/her aircraft as necessaryto avoid it. This may involve following anotheraircraft or keeping it in sight until it is no longer afactor.(See SEE AND AVOID.)(Refer to 14 CFR Part 91.)VLF−(See VERY LOW FREQUENCY.)VMC−(See VISUAL METEOROLOGICALCONDITIONS.)VOICE SWITCHING AND CONTROL SYSTEM−The VSCS is a computer controlled switching systemthat provides air traffic controllers <strong>with</strong> all voicePCG V−3
Pilot/<strong>Control</strong>ler Glossary 2/19/04circuits (air to ground and ground to ground)necessary for air traffic control.(See VOICE SWITCHING AND CONTROLSYSTEM.)(Refer to AIM.)VOR− A ground-based electronic navigation aidtransmitting very high frequency navigation signals,360 degrees in azimuth, oriented from magneticnorth. Used as the basis for navigation in the National<strong>Air</strong>space System. The VOR periodically identifiesitself by Morse Code and may have an additionalvoice identification feature. Voice features may beused by ATC or FSS for transmitting instructions/informationto pilots.(See NAVIGATIONAL AID.)(Refer to AIM.)VOR TEST SIGNAL−(See VOT.)VORTAC− A navigation aid providing VOR azimuth,TACAN azimuth, and TACAN distance measuringequipment (DME) at one site.(See DISTANCE MEASURING EQUIPMENT.)(See NAVIGATIONAL AID.)(See TACAN.)(See VOR.)(Refer to AIM.)VORTICES− Circular patterns of air created by themovement of an airfoil through the air when generatinglift. As an airfoil moves through the atmospherein sustained flight, an area of area of low pressure iscreated above it. The air flowing from the highpressure area to the low pressure area around andabout the tips of the airfoil tends to roll up into tworapidly rotating vortices, cylindrical in shape. Thesevortices are the most predominant parts of aircraftwake turbulence and their rotational force is dependentupon the wing loading, gross weight, and speedof the generating aircraft. The vortices from mediumto heavy aircraft can be of extremely high velocityand hazardous to smaller aircraft.(See AIRCRAFT CLASSES.)(See WAKE TURBULENCE.)(Refer to AIM.)VOT− A ground facility which emits a test signal tocheck VOR receiver accuracy. Some VOTs areavailable to the user while airborne, and others arelimited to ground use only.(See AIRPORT/FACILITY DIRECTORY.)(Refer to 14 CFR Part 91.)(Refer to AIM.)VR−(See VFR MILITARY TRAINING ROUTES.)VSCS−(See VOICE SWITCHING AND CONTROLSYSTEM.)VTA−(See VERTEX TIME OF ARRIVAL.)VTOL AIRCRAFT−(See VERTICAL TAKEOFF AND LANDINGAIRCRAFT.)PCG V−4
2/19/04Pilot/<strong>Control</strong>ler GlossaryWWA−(See AIRMET.)(See WEATHER ADVISORY.)WAAS−(See WIDE-AREA AUGMENTATION SYSTEM.)WAKE TURBULENCE− Phenomena resulting fromthe passage of an aircraft through the atmosphere.The term includes vortices, thrust stream turbulence,jet blast, jet wash, propeller wash, and rotor washboth on the ground and in the air.(See AIRCRAFT CLASSES.)(See JET BLAST.)(See VORTICES.)(Refer to AIM.)WARNING AREA−(See SPECIAL USE AIRSPACE.)WAYPOINT− A predetermined geographical positionused for route/instrument approach definition,progress reports, published VFR routes, visualreporting points or points for transitioning and/orcircumnavigating controlled and/or special use airspace,that is defined relative to a VORTAC stationor in terms of latitude/longitude coordinates.WEATHER ADVISORY− In aviation weather forecastpractice, an expression of hazardous weatherconditions not predicted in the area forecast, as theyaffect the operation of air traffic and as prepared bythe NWS.(See AIRMET.)(See SIGMET.)WHEN ABLE− When used in conjunction <strong>with</strong> ATCinstructions, gives the pilot the latitude to delaycompliance until a condition or event has beenreconciled. Unlike “pilot discretion,” when instructionsare prefaced “when able,” the pilot is expectedto seek the first opportunity to comply. Once amaneuver has been initiated, the pilot is expected tocontinue until the specifications of the instructionshave been met. “When able,” should not be usedwhen expeditious compliance is required.WIDE-AREA AUGMENTATION SYSTEM(WAAS)− The WAAS is a satellite navigation systemconsisting of the equipment and software whichaugments the GPS Standard Positioning Service(SPS). The WAAS provides enhanced integrity,accuracy, availability, and continuity over and aboveGPS SPS. The differential correction function providesimproved accuracy required for precisionapproach.WILCO− I have received your message, understandit, and will comply <strong>with</strong> it.WIND GRID DISPLAY− A display that presents thelatest forecasted wind data overlaid on a map of theARTCC area. Wind data is automatically entered andupdated periodically by transmissions from theNational Weather Service. Winds at specific altitudes,along <strong>with</strong> temperatures and air pressure can beviewed.WIND SHEAR− A change in wind speed and/or winddirection in a short distance resulting in a tearing orshearing effect. It can exist in a horizontal or verticaldirection and occasionally in both.WING TIP VORTICES−(See VORTICES.)WORDS TWICE−a. As a request: “Communication is difficult.Please say every phrase twice.”b. As information: “Since communications aredifficult, every phrase in this message will be spokentwice.”WORLD AERONAUTICAL CHARTS−(See AERONAUTICAL CHART.)WS−(See SIGMET.)(See WEATHER ADVISORY.)WST−(See CONVECTIVE SIGMET.)(See WEATHER ADVISORY.)PCG W−1
2/17/05 <strong>7110.65P</strong> CHG 2Index[References are to page numbers]AAbbreviated Departure Clearance, 4−3−3Abbreviated Transmissions, 2−4−2Abbreviations, 1−2−3Additional Separation for Formation Flights, 5−5−4Adjacent <strong>Air</strong>space, 5−5−5Adjusted Minimum Flight Level, 4−5−2Advance Descent Clearance, 4−7−1Aerial Refueling, 9−3−5<strong>Air</strong> Defense Exercise Beacon Code Assignment,5−2−4<strong>Air</strong> Defense Identification Zone (Land Based),9−3−4<strong>Air</strong> <strong>Traffic</strong> Service (ATS) Routes, 2−5−1<strong>Air</strong> <strong>Traffic</strong> Services Interfacility DataCommunications (AIDC), 8−2−1<strong>Air</strong>borne Military Flights, 2−2−4<strong>Air</strong>craft Bomb Threats, 10−2−4<strong>Air</strong>craft Carrying Dangerous Materials, 9−3−1<strong>Air</strong>craft Equipment Suffix (Strips), 2−3−9<strong>Air</strong>craft Identification, 2−4−8<strong>Air</strong>craft Identity (Strips), 2−3−8<strong>Air</strong>craft Information (Experimental), C−1<strong>Air</strong>craft Information (Fixed−Wing), A−1<strong>Air</strong>craft Information (Helicopters), B−1<strong>Air</strong>craft Information (Homebuilt), C−1<strong>Air</strong>craft Information (Rotorcraft), B−1<strong>Air</strong>craft Orientation, 10−2−1<strong>Air</strong>craft Position Plots, 10−3−2<strong>Air</strong>craft Type (Strips), 2−3−9<strong>Air</strong>craft Types, 2−4−11<strong>Air</strong>port Conditions, 3−3−1, 4−7−5<strong>Air</strong>port Ground Emergency, 10−1−2<strong>Air</strong>port Lighting, 3−4−1<strong>Air</strong>port Surface Detection Procedures, 3−6−1<strong>Air</strong>space Classes, 2−4−11AIT, 5−4−5Alignment Accuracy Check (Radar), 5−1−1ALNOT, 10−3−2ALNOT Cancellation, 10−3−2ALS Intensity Settings, 3−4−2ALSF−2/SSALR, 3−4−3Alternative Routes, 4−4−3Altimeter Setting (Oceanic), 8−1−1Altimeter Settings, 2−7−1Altitude Amendments, 4−2−1Altitude and Distance Limitations, 4−1−1Altitude Assignment and Verification, 4−5−1Altitude Assignment for Military High AltitudeInstrument Approaches, 4−8−5Altitude Confirmation − Mode C, 5−2−7Altitude Confirmation − Non−Mode C, 5−2−7Altitude Confirmation − Nonradar, 4−5−7Altitude Filters (Beacon), 5−2−8Altitude for Direction of Flight (IFR), 4−5−1Altitude for Direction of Flight (OTP), 7−3−2Altitude Instructions, 4−5−3Altitude Restricted Low Approach, 3−10−8ALTRV Clearance, 4−2−2ALTRV Information, 2−2−2Annotations, 1−2−3Anticipated Altitude Changes, 4−5−7Anticipating Separation (ATCT − Arrival), 3−10−6Anticipating Separation (ATCT − Departure),3−9−3Approach Clearance Information, 4−8−6Approach Clearance Procedures, 4−8−1Approach <strong>Control</strong> Service for VFR Arriving<strong>Air</strong>craft, 7−1−1Approach Information (Arrivals), 4−7−4Approach Lights, 3−4−2Approach Separation Responsibility, 5−9−5Approaches to Multiple Runways (Visual), 7−4−2Arctic CTA, 8−10−1IndexI−1
<strong>7110.65P</strong> CHG 22/17/05[References are to page numbers]Arresting System Operations, 3−3−3Arrival Information, 4−7−3Arrival Information by Approach <strong>Control</strong> Facilities,4−7−5Arrival Instructions (Radar), 5−9−2Arrival Procedures, 4−7−1Arrival Procedures and Separation (ATCT),3−10−1Arrivals on Parallel or Nonintersecting DivergingRunways (Radar), 5−8−3ARTS, 5−15−1ATC Assigned <strong>Air</strong>space, 9−4−1ATC Service, 2−1−1ATIS Application, 2−9−1ATIS Content, 2−9−2ATIS Procedures, 2−9−1Authorized Interruptions, 2−4−1Authorized Relays, 2−4−2Authorized Transmissions, 2−4−1Automated Information Transfer, 5−4−5Automated Radar Terminal Systems − Terminal,5−15−1Automatic Altitude Reporting, 5−2−7Automation − En Route, 5−14−1Avoidance of Areas of Nuclear Radiation, 9−3−8AWACS Special Flights, 9−3−8BBalloons, Unmanned Free, 9−7−1Beacon Code for Pressure Suit Flights and FlightsAbove FL 600, 5−2−4Beacon Code Monitor, 5−2−5Beacon Identification Methods, 5−3−1Beacon Range Accuracy, 5−1−2Beacon Systems, 5−2−1Beacon Target Displacement, 5−5−5Beacon Termination, 5−2−8Below Minima Report by Pilot, 4−7−4Braking Action, 3−3−2Braking Action Advisories, 3−3−2CCalm Wind Conditions, 2−6−3Canadian <strong>Air</strong>space Procedures, 12−1−1Cancellation of Takeoff Clearance, 3−9−8Caribbean ICAO Region, 8−8−1Celestial Navigation Training, 9−3−1Charted Visual Flight Procedures, 7−4−3Circling Approach, 4−8−5Class A <strong>Air</strong>space Restrictions, 7−1−1Class B Separation, 7−9−2Class B Service Area (Terminal), 7−9−1Class C Separation, 7−8−1Class C Service (Terminal), 7−8−1Clearance Beyond Fix, 4−6−2Clearance Delivery Instructions, 4−2−1Clearance for Visual Approach, 7−4−1Clearance Information (Arrivals), 4−7−1Clearance Items, 4−2−1Clearance Items (<strong>Air</strong>file), 4−2−3Clearance Limit, 4−8−5Clearance Prefix, 4−2−1Clearance Relay, 4−2−1Clearance Status (Strips), 2−3−9Clearance to Holding Fix, 4−6−1Clearance Void Times, 4−3−5Closed Runway Information, 3−3−1Closed <strong>Traffic</strong>, 3−10−8Coast Tracks, 5−14−2Communications Failure, 10−4−1Communications Release (Approaches), 4−8−6Composite Separation Minima (Oceanic), 8−9−2Computer Entry of Assigned Altitude, 5−14−2Computer Message Verification, 2−2−2Conflict Alert (Host), 5−14−1Conflict Alert/Mode C Intruder (MCI) (ARTS),5−15−2I−2Index
2/17/05 <strong>7110.65P</strong> CHG 2[References are to page numbers]Constraints Governing Supplements and ProceduralDeviations, 1−1−2Contact Approach, 7−4−3<strong>Control</strong> Estimates, 8−1−1<strong>Control</strong> Symbology (Strip), 2−3−9<strong>Control</strong> Transfer, 2−1−7<strong>Control</strong>ler Initiated Coast Tracks, 5−14−3<strong>Control</strong>ler Pilot Data Link Communications(CPDLC), 2−4−4, 4−5−4, 13−2−3Coordinate Use of <strong>Air</strong>space, 2−1−6Coordination Between Local and Ground<strong>Control</strong>lers, 3−1−2Coordination <strong>with</strong> Receiving Facility (Departures),4−3−6Course Definitions, 1−2−2Crossing Altitude, 4−1−2CVFP, 7−4−3DDecision Support Tools, 13−1−1Degree − Distance Route Definition for MilitaryOperations, 4−4−2Delay Sequencing (Departures), 4−3−6Department of Energy Special Flights, 9−3−1Departure and Arrival (Radar Separation), 5−8−3Departure Clearances, 4−3−1Departure <strong>Control</strong> Instructions (ATCT), 3−9−1Departure Delay Information (ATCT), 3−9−1Departure Information (ATCT), 3−9−1Departure Procedures, 4−3−1Departure Procedures and Separation (ATCT),3−9−1Departure Restrictions, 4−3−5Departure Terminology, 4−3−1Departures on Parallel or Nonintersecting DivergingRunways (Radar), 5−8−3Deviation Advisories (Protected <strong>Air</strong>space), 5−1−4Discrete Environment (Beacon), 5−2−1Disseminating Weather Information, 2−6−4DOE, 9−3−1Duty Priority, 2−1−1EE−MSAW, 5−14−1Edge of Scope, 5−5−5Electronic Attack (EA) Activity, 5−1−2Electronic Cursor, 5−1−3ELP Operations, 3−10−9ELT, 10−2−3Emergencies, 10−1−1Emergencies Involving Military Fighter−Type<strong>Air</strong>craft, 10−1−2Emergency <strong>Air</strong>port Recommendation, 10−2−6Emergency Assistance, 10−2−1Emergency Code Assignment, 5−2−3Emergency <strong>Control</strong> Actions, 10−4−1Emergency Landing Pattern (ELP) Operations,3−10−9Emergency Lighting, 3−4−1Emergency Locator Transmitter Signals, 10−2−3Emergency Obstruction Video Map, 10−2−7Emergency Procedures (Oceanic), 10−6−1Emergency Situations, 10−2−1Emphasis for Clarity, 2−4−4En Route Data Entries (Strips), 2−3−3En Route Fourth Line Data Block Usage, 5−4−6En Route Minimum Safe Altitude Warning, 5−14−1En Route Sector Team Responsibilities, 2−10−1Entry of Reported Altitude, 5−14−2EOVM, 10−2−7Equipment on Runways, 3−1−2Establishing Two−Way Communications (Class D),3−1−5Evasive Action Maneuvers, 9−3−9Expeditious Compliance, 2−1−3Experimental <strong>Air</strong>craft Operations, 9−3−2Explosive Cargo, 10−5−1Explosive Detection K−9 Teams, 10−2−5IndexI−3
<strong>7110.65P</strong> CHG 22/17/05[References are to page numbers]FFAA Research and Development Flights, 9−3−2Facility Identification, 2−4−8Failed Transponder in Class A <strong>Air</strong>space, 5−2−6Failure to Display Assigned Beacon Code, 5−2−5False or Deceptive Communications, 2−4−1Far Field Monitor (FFM) Remote Status Unit,3−3−4Final Approach Course Interception, 5−9−1Fix Use, 4−1−2Flight Check <strong>Air</strong>craft, 9−1−1Flight Direction Exceptions, 4−5−2Flight Plans and <strong>Control</strong> Information, 2−2−1Flight Progress Strips, 2−3−1FLYNET, 9−3−2Formation Flight Additional Separation, 5−5−4Formation Flights, 2−1−6Forward Departure Delay Information, 4−3−6Forwarding Amended and UTM Data, 2−2−3Forwarding Approach Information by Nonapproach<strong>Control</strong> Facilities, 3−10−1Forwarding Departure Times, 4−3−7Forwarding Flight Plan Data Between U.S. ARTCCsand Canadian ACCs, 2−2−4Forwarding Information, 2−2−1Forwarding VFR Data, 2−2−1Fuel Dumping, 9−5−1Function Code Assignments, 5−2−2GGPA 102/103 Correction Factor, 5−5−6Ground Missile Emergencies, 10−7−1Ground Operations, 3−7−3Ground Operations When Volcanic Ash is Present,3−1−6Ground Stop, 4−3−6Ground <strong>Traffic</strong> Movement, 3−7−1HHelicopter Arrival Separation, 3−11−3Helicopter Departure Separation, 3−11−2Helicopter Landing Clearance, 3−11−4Helicopter Operations, 3−11−1Helicopter Takeoff Clearance, 3−11−1High Intensity Runway Lights, 3−4−4High Speed Turnoff Lights, 3−4−4Hijacked <strong>Air</strong>craft, 10−2−2HIRL, 3−4−4HIRL Associated <strong>with</strong> MALSR, 3−4−4HIRL Changes Affecting RVR, 3−4−4HIWAS, 2−6−1Hold for Release, 4−3−5Holding <strong>Air</strong>craft, 4−6−1Holding Delays, 4−6−2Holding Flight Path Deviation, 4−6−3Holding Instructions, 4−6−3Holding Pattern Surveillance, 5−1−3Holding Points (Visual), 4−6−3IICAO Phonetics, 2−4−5IFR − VFR Flights, 4−2−3IFR Flight Progress Data, 2−2−1IFR to VFR Flight Plan Change, 2−2−1ILS Protection/Critical Areas (Holding), 4−6−3Inflight Deviations from Transponder/Mode CRequirements Between 10,000 Feet and18,000 Feet, 5−2−8Inflight Equipment Malfunctions, 2−1−4Inhibiting Low Altitude Alert System (TPX−42),5−16−1Inhibiting Minimum Safe Altitude Warning (ARTS),5−15−2Initial Heading, 5−8−1Inoperative Interrogator, 5−2−6Inoperative/Malfunctioning Transponder, 5−2−5I−4Index
2/17/05 <strong>7110.65P</strong> CHG 2[References are to page numbers]Interceptor Operations, 9−3−4Interfacility Automated Information Transfer,5−4−5Interphone Message Format, 2−4−3Interphone Message Termination, 2−4−4Interphone Transmission Priorities, 2−4−2Intersecting Runway Separation (Arrival), 3−10−3Intersecting Runway Separation (Departure),3−9−6JJettisoning of External Stores, 9−6−1KK−9 Teams, 10−2−5LLAAS, 5−16−1Landing Area Condition, 3−3−1Landing Clearance, 3−10−6Landing Clearance Without Visual Observation,3−10−7Landing Information (ATCT), 3−10−1Lateral Separation (Nonradar), 6−5−1Lateral Separation (Oceanic), 8−4−1Law Enforcement Operations by Civil and MilitaryOrganizations, 9−3−4Light Signals (ATCT), 3−2−1Longitudinal Separation (Nonradar), 6−4−1Longitudinal Separation (Oceanic), 8−3−1Low Approach, 4−8−7Low Level Wind Shear/Microburst Advisories,3−1−3Lowest Usable Flight Level, 4−5−2MMach Number Technique, 8−3−2Malfunctioning Interrogator, 5−2−6MALSR/ODALS, 3−4−2Man−Portable <strong>Air</strong> Defense Systems (MANPADS)Alert, 10−2−6Manual Input of Computer Assigned Beacon Codes,2−2−2MEARTS, 5−1−1Medium Intensity Runway Lights, 3−4−4Merging Target Procedures, 5−1−3Military DVFR Departures, 2−2−1Military Operations above FL 600, 9−3−7Military Procedures, 2−1−6Military Single Frequency Approaches, 5−10−5Military Special Use Frequencies, 9−3−7Military Training Routes, 9−3−2Minimum En Route Altitudes, 4−5−3Minimum Fuel, 2−1−4MIRL, 3−4−4Missed Approach, 4−8−6Missed Approach (Radar Approach), 5−10−4Mixed Environment (Beacon), 5−2−1Mode C Intruder Alert (Host), 5−14−1Monitoring Radios, 2−4−1MSAW, 5−15−2NNAVAID Fixes, 2−5−2NAVAID Malfunctions, 2−1−5NAVAID Terms, 2−5−1NAVAID Use Limitations, 4−1−1Navy Fleet Support Missions, 10−5−1No−Gyro Approach, 5−10−2Nondiscrete Environment (Beacon), 5−2−1Nonradar, 6−1−1Nonradar Initial Separation of Departing andArriving <strong>Air</strong>craft, 6−3−1IndexI−5
<strong>7110.65P</strong> CHG 22/17/05[References are to page numbers]Nonradar Initial Separation of Successive Departing<strong>Air</strong>craft, 6−2−1Nonradar Timed Approaches, 6−7−1Nonstandard Formation/Cell Operations, 9−3−9NORAD Special Flights, 9−3−8North American ICAO Region, 8−10−1North American Route Program (NRP), 2−2−5North Atlantic ICAO Region, 8−7−1Notes, 1−2−2Number Clarification, 2−4−8Numbers Usage, 2−4−5OObserved Abnormalities, 3−1−5Obstruction Lights, 3−4−5Ocean21 ATC System, 13−2−1Oceanic Coordination, 8−2−1Oceanic Navigational Error Reporting (ONER)Procedures, 8−1−1Oceanic Procedures, 8−1−1Oceanic Separation, 8−1−1Oceanic Transition Procedures, 8−5−1Oceanic VFR Flight Plans, 8−1−1Offshore Procedures, 8−1−1Offshore Transition Procedures, 8−5−1Open Skies Treaty <strong>Air</strong>craft, 9−3−9Operational Priority, 2−1−2Operational Requests, 2−1−8Overdue <strong>Air</strong>craft, 10−3−1Overhead Maneuver, 3−10−8PPacific ICAO Region, 8−9−1PAR Approaches − Terminal, 5−12−1Parachute Operations, 9−8−1Parallel Dependent ILS/MLS Approaches, 5−9−5Passing or Diverging, 5−5−4Personnel on Runways, 3−1−2Pilot Acknowledgment/Read Back, 2−4−1PIREP Information, 2−6−1Point Out, 5−4−4Position Determination (<strong>Air</strong>ports), 3−1−2Position Information (Radar), 5−3−2Position Report (Oceanic), 8−1−1Position Reporting (Radar), 5−1−4Position Responsibilities, 2−10−1Practice Approaches, 4−8−6Practice Precautionary Approaches, 3−10−9Prearranged Coordination, 5−4−5Precision Approach Critical Area, 3−7−4Precision Approach Path Indicators (PAPI), 3−4−1Preventive <strong>Control</strong> (<strong>Air</strong>ports), 3−1−1Primary Radar Identification Methods, 5−3−1Priority Interruptions, 2−4−2Procedural Letters of Agreement, 1−1−2Procedural Preference, 2−1−1QQuestionable Identification, 5−3−2RRadar Approaches − Terminal, 5−10−1Radar Arrivals, 5−9−1Radar Beacon Changes for Military <strong>Air</strong>craft, 4−7−2Radar Beacon Code Changes, 5−2−2Radar Departures, 5−8−1Radar Fix Posting, 5−1−4Radar Identification, 5−3−1Radar Identification Status, 5−3−2Radar Presentation and Equipment Performance,5−1−1Radar Separation, 5−5−1Radar Separation Application, 5−5−1Radar Separation Minima, 5−5−2I−6Index
2/17/05 <strong>7110.65P</strong> CHG 2[References are to page numbers]Radar Separation Vertical Application, 5−5−3Radar Service Limitations, 5−1−3Radar Service Termination, 5−1−4Radar Use, 5−1−1Radio and Interphone Communications, 2−4−1Radio Communications, 2−4−1Radio Communications Transfer, 2−1−7Radio Failure (Beacon), 5−2−3Radio Frequency Changes for Military <strong>Air</strong>craft,4−7−2Radio Message Format, 2−4−2Receiver−Only Acknowledgment (ATCT), 3−2−1Receiving <strong>Control</strong>ler Handoff, 5−4−3Recording Information, 2−2−1Reduced Vertical Separation Minimum (RVSM),4−5−1Reduction of Route Protected <strong>Air</strong>space (Oceanic),8−4−3References, 1−2−3REIL, 3−4−1Relayed Approach Clearance, 4−8−5Release Times, 4−3−5Reporting Essential Flight Information, 2−1−5Reporting Weather Conditions, 2−6−3Responsibility Transfer to RCC, 10−3−2Rotating Beacon, 3−4−5Route Amendments, 4−2−1Route and NAVAID Description, 2−5−1Route Assignment, 4−4−1Route Structure Transitions, 4−4−2Route Use, 4−4−1Routes in Class G <strong>Air</strong>space, 4−4−3Runway Centerline Lights, 3−4−4Runway Edge Lights, 3−4−3Runway End Identifier Lights, 3−4−1Runway Exiting, 3−10−7Runway Proximity, 3−7−4Runway Selection, 3−5−1RVR/RVV, 2−8−1SSafety Alert, 2−1−3Same Runway Separation (Arrival), 3−10−2Same Runway Separation (Departure), 3−9−3SAR, 10−3−1SAR Information to be Forwarded to ARTCC,10−3−1SAR Information to be Forwarded to RCC, 10−3−1Sea Lane Operations, 3−12−1Search and Rescue, 10−3−1Sector Eligibility, 5−14−2Selected Altitude Limits, 5−14−2Separation from <strong>Air</strong>space Reservations, 8−6−1Separation from Obstructions, 5−5−5Sequence/Spacing Application, 3−8−1Sequenced Flashing Lights, 3−4−2SFA, 4−7−1Side−Step Maneuver, 4−8−5Simulated Flameout (SFO) Approaches, 3−10−9Simultaneous Approach and Runway Edge LightOperation, 3−4−4Simultaneous Departures (Radar), 5−8−1Simultaneous Independent Dual ILS/MLSApproaches − High Update Radar, 5−9−9Simultaneous Independent ILS/MLS Approaches −Dual & Triple, 5−9−8Simultaneous Landings or Takeoffs (Helicopter),3−11−3Simultaneous Opposite Direction Operation,3−8−2Simultaneous Same Direction Operation, 3−8−1Single Frequency Approaches, 4−7−1Spacing and Sequencing (ATCT), 3−8−1Special Flights, 9−1−1Special Interest Flights, 9−2−1Special Interest Sites, 9−3−4Special Operations, 9−3−1Special Use <strong>Air</strong>space, 9−4−1IndexI−7
<strong>7110.65P</strong> CHG 22/17/05[References are to page numbers]Special VFR, 7−5−1Specifying Altitude (Approaches), 4−8−5Speed Adjustment, 5−7−1Speed Adjustment Minima, 5−7−3Speed Adjustment Termination, 5−7−3Standby or Low Sensitivity Operation, 5−2−5STOL Runways, 3−5−1Stop−and−Go Low Approach, 3−8−1Successive Departures (Radar), 5−8−1Surface Area Restrictions, 3−1−5Surface Areas, 2−1−7Surveillance Approaches − Terminal, 5−11−1SVFR, 7−5−1Switching ILS/MLS Runways, 4−7−6TTailwind Components, 3−5−1Takeoff Clearance, 3−9−7Target Markers, 5−3−3Target Resolution, 5−5−1Target Separation, 5−5−1Taxi and Ground Movement Operations, 3−7−1Taxi and Ground Movement Procedures, 3−7−1Taxi into Position and Hold (TIPH), 3−9−2Taxiway Lights, 3−4−5Teletype Flight Data Format − U.S. ARTCCs −Canadian ACCs, 2−2−4Temporary Moving <strong>Air</strong>space Reservations, 8−6−1Temporary Stationary <strong>Air</strong>space Reservations,8−6−1Terminal Automation Systems IdentificationMethods, 5−3−2Terminal Data Entries (Strips), 2−3−5Terminal Radar Service Area, 7−7−1Terminal Radar/Nonradar Team PositionResponsibilities, 2−10−2Through Clearances, 4−2−2Timely Information (ATCT), 3−3−1Touch−and−Go Approach, 4−8−7Touch−and−Go Low Approach, 3−8−1Touchdown Zone Lights, 3−4−4Tower Team Position Responsibilities, 2−10−4TPX−42 − Terminal, 5−16−1Track Separation (Oceanic), 8−4−4Track Suspend Function (ARTS), 5−15−2<strong>Traffic</strong> Advisories, 2−1−9<strong>Traffic</strong> Information (<strong>Air</strong>ports), 3−1−2<strong>Traffic</strong> Management Procedures, 11−1−1Transfer of Jurisdiction, 4−7−4Transfer of Position (SOP), D−1Transfer of Radar Identification, 5−4−1Transfer of Radar Identification − Methods, 5−4−1Transfer of Radar Identification − Terms, 5−4−1Transfer of Radar Identification − <strong>Traffic</strong>, 5−4−2Transferring <strong>Control</strong>ler Handoff, 5−4−2Transmit Proposed Flight Plan, 2−2−3TRSA, 7−7−1TRSA Separation, 7−7−1UUnidentified Flying Object (UFO) Reports, 9−9−1Unmanned Free Balloons, 9−7−1Unmonitored NAVAIDs (Holding), 4−6−3Unsafe Runway Information, 3−3−1USAF/USN Undergraduate Pilots (Strips), 2−3−9Use of Active Runways, 3−1−1Use of MARSA, 2−1−5Use of PAR for Approach Monitoring − Terminal,5−13−1Use of Tower Radar Displays, 3−1−4User Request Evaluation Tool (URET), 13−1−1VValidation of Mode C Readout, 5−2−6VASI, 3−4−1I−8Index
2/17/05 <strong>7110.65P</strong> CHG 2[References are to page numbers]Vectoring, 5−6−1Vectors Across Final Approach Course, 5−9−2Vectors Below Minimum Altitude, 5−6−2Vectors for Visual Approach, 7−4−1Vectors to Final Approach Course, 5−9−1Vehicles on Runways, 3−1−2Vertical Application Exceptions, 5−5−3Vertical Separation (Nonradar), 6−6−1Vertical Separation Minima, 4−5−1VFR − IFR Flights, 4−2−3VFR <strong>Air</strong>craft in Weather Difficulty, 10−2−2VFR Basic Radar Service (Terminal), 7−6−1VFR Code Assignments, 5−2−3VFR Conditions, 7−1−1VFR Release of IFR Departure, 4−3−7VFR−on−top, 7−3−1VFR−on−top (NAVAID Use), 4−1−2Visual, 7−1−1Visual Approach Slope Indicators, 3−4−1Visual Approaches, 7−4−1Visual Holding of VFR <strong>Air</strong>craft, 7−1−1Visual Separation, 7−2−1Visual Signals (ATCT), 3−2−1Visually Scanning Runways, 3−1−5Volcanic Ash, 10−2−7WWake Turbulence, 2−1−9Wake Turbulence Cautionary Advisories, 2−1−9Wake Turbulence Separation for IntersectionDepartures, 3−9−5Warning Signal (ATCT), 3−2−1Weather and Chaff Services, 2−6−2Weather Deviations, 8−9−3Weather Deviations in North Atlantic (NAT)<strong>Air</strong>space, 8−7−2Weather Familiarization, 2−6−1Weather Information, 2−6−1Weather Information (Arrivals), 4−7−3Weather Reconnaissance Flights, 9−3−8Withholding Landing Clearance, 3−10−7Word Meanings, 1−2−1Words and Phrases (Communications), 2−4−4IndexI−9
2/19/04<strong>7110.65P</strong>Offices of Primary InterestPARAGRAPHChapter 1. IntroductionSection 1. GeneralOPI1−1−1. PURPOSE ATP−1001−1−2. DISTRIBUTION ATP−1001−1−3. CANCELLATION ATA−101−1−4. EXPLANATION OF MAJOR CHANGES ATP−1001−1−5. EFFECTIVE DATE ATA−101−1−6. RECOMMENDATIONS FORATP−100PROCEDURAL CHANGES1−1−7. PUBLICATION AND DELIVERY DATES ATA−101−1−8. PROCEDURAL LETTERS OFATP−120AGREEMENT1−1−9. CONSTRAINTS GOVERNINGSUPPLEMENTS AND PROCEDURALDEVIATIONSATP−120Section 2. Terms of ReferencePARAGRAPHOPI2−1−12. MILITARY PROCEDURES ATP−2002−1−13. FORMATION FLIGHTS ATP−2002−1−14. COORDINATE USE OF AIRSPACE ATP−1102−1−15. CONTROL TRANSFER ATP−1102−1−16. SURFACE AREAS ATP−1202−1−17. RADIO COMMUNICATIONSATP−110TRANSFER2−1−18. OPERATIONAL REQUESTS ATP−1202−1−19. WAKE TURBULENCE ATP−1202−1−20. WAKE TURBULENCE CAUTIONARY ATP−120ADVISORIES2−1−21. TRAFFIC ADVISORIES ATP−1202−1−22. BIRD ACTIVITY INFORMATION ATP−1202−1−23. TRANSFER OF POSITIONATP−110RESPONSIBILITY2−1−24. WHEELS DOWN CHECK ATP−1202−1−25. SUPERVISORY NOTIFICATION ATP−1202−1−26. PILOT DEVIATION NOTIFICATION ATP−1102−1−27. TCAS RESOLUTION ADVISORIES ATP−120PARAGRAPHOPI1−2−1. WORD MEANINGS ATP/ARS1−2−2. COURSE DEFINITION ATP−1001−2−3. NOTES ATP−1001−2−4. REFERENCES ATP−1001−2−5. ANNOTATIONS ATP−1001−2−6. ABBREVIATIONS All OPIsPARAGRAPHChapter 2. General <strong>Control</strong>Section 1. GeneralOPI2−1−1. ATC SERVICE ATP−1002−1−2. DUTY PRIORITY ATP−1002−1−3. PROCEDURAL PREFERENCE ATP−1002−1−4. OPERATIONAL PRIORITY ATP−1002−1−5. EXPEDITIOUS COMPLIANCE ATP−1202−1−6. SAFETY ALERT ATP−1202−1−7. INFLIGHT EQUIPMENTATP−110MALFUNCTIONS2−1−8. MINIMUM FUEL ATP−1102−1−9. REPORTING ESSENTIAL FLIGHT ATP−120INFORMATION2−1−10. NAVAID MALFUNCTIONS ATP−1102−1−11. USE OF MARSA ATP−200Section 2. Flight Plans and <strong>Control</strong>InformationPARAGRAPHOPI2−2−1. RECORDING INFORMATION ATP−1102−2−2. FORWARDING INFORMATION ATP−1102−2−3. FORWARDING VFR DATA ATP−1202−2−4. MILITARY DVFR DEPARTURES ATP−2002−2−5. IFR TO VFR FLIGHT PLAN CHANGE ATP−1102−2−6. IFR FLIGHT PROGRESS DATA ATP−1102−2−7. MANUAL INPUT OFCOMPUTER−ASSIGNED BEACONCODESATP−1102−2−8. ALTRV INFORMATION ATP−2002−2−9. COMPUTER MESSAGEATP−110VERIFICATION2−2−10. TRANSMIT PROPOSED FLIGHT ATP−110PLAN2−2−11. FORWARDING AMENDED AND UTMDATAATP−1102−2−12. AIRBORNE MILITARY FLIGHTS ATP−1102−2−13. FORWARDING FLIGHT PLAN DATA ATP−110BETWEEN U.S. ARTCCs ANDCANADIAN ACCs2−2−14. TELETYPE FLIGHT DATAFORMAT−U.S. ARTCCs − CANADIANACCsATP−1102−2−15.NORTH AMERICAN ROUTEPROGRAM (NRP) INFORMATIONATP−110Offices of Primary InterestOPI−1
<strong>7110.65P</strong> CHG 1 8/5/04Section 3. Flight Progress StripsPARAGRAPHOPI2−3−1. GENERAL ATP−1002−3−2. EN ROUTE DATA ENTRIES ATP−1102−3−3. TERMINAL DATA ENTRIES ATP−1202−3−4. AIRCRAFT IDENTITY ATP−1202−3−5. AIRCRAFT TYPE ATP−1202−3−6. USAF/USN UNDERGRADUATE PILOTS ATP−2002−3−7. AIRCRAFT EQUIPMENT SUFFIX ATP−1102−3−8. CLEARANCE STATUS ATP−1002−3−9. CONTROL SYMBOLOGY ATP−100Section 6. Weather InformationPARAGRAPHOPI2−6−1. FAMILIARIZATION ATP−1202−6−2. HAZARDOUS INFLIGHT WEATHER ATP−120ADVISORY SERVICE (HIWAS)2−6−3. PIREP INFORMATION ATP−1202−6−4. WEATHER AND CHAFF SERVICES ATP−1202−6−5. CALM WIND CONDITIONS ATP−1202−6−6. REPORTING WEATHER CONDITIONS ATP−1202−6−7. DISSEMINATING WEATHERINFORMATIONATP−120PARAGRAPHSection 4. Radio and InterphoneCommunicationsOPI2−4−1. RADIO COMMUNICATIONS ATP−1002−4−2. MONITORING ATP−1002−4−3. PILOT ACKNOWLEDGMENT/READ ATP−100BACK2−4−4. AUTHORIZED INTERRUPTIONS ATP−1002−4−5. AUTHORIZED TRANSMISSIONS ATP−1002−4−6. FALSE OR DECEPTIVEATP−100COMMUNICATIONS2−4−7. AUTHORIZED RELAYS ATP−1002−4−8. RADIO MESSAGE FORMAT ATP−1002−4−9. ABBREVIATED TRANSMISSIONS ATP−1002−4−10. INTERPHONE TRANSMISSION ATP−100PRIORITIES2−4−11. PRIORITY INTERRUPTION ATP−1002−4−12. INTERPHONE MESSAGE FORMAT ATP−1002−4−13. INTERPHONE MESSAGEATP−100TERMINATION2−4−14. WORDS AND PHRASES ATP−1002−4−15. EMPHASIS FOR CLARITY ATP−1002−4−16. ICAO PHONETICS ATP−1002−4−17. NUMBERS USAGE ATP−1002−4−18. NUMBER CLARIFICATION ATP−1002−4−19. FACILITY IDENTIFICATION ATP−1002−4−20. AIRCRAFT IDENTIFICATION ATP−1002−4−21. DESCRIPTION OF AIRCRAFT TYPES ATP−1002−4−22. AIRSPACE CLASSES ATP−100Section 7. Altimeter SettingsPARAGRAPHOPI2−7−1. CURRENT SETTINGS ATP−1102−7−2. ALTIMETER SETTING ISSUANCEBELOW LOWEST USABLE FLATP−110Section 8. Runway VisibilityReporting− TerminalPARAGRAPHOPI2−8−1. FURNISH RVR/RVV VALUES ATP−1202−8−2. ARRIVAL/DEPARTURE RUNWAY ATP−120VISIBILITY2−8−3. TERMINOLOGY ATP−120Section 9. Automatic TerminalInformation Service ProceduresPARAGRAPHOPI2−9−1. APPLICATION ATP−1202−9−2. OPERATING PROCEDURES ATP−1202−9−3. CONTENT ATP−120Section 10. Team PositionResponsibilitiesSection 5. Route andNAVAID DescriptionPARAGRAPHOPI2−5−1. AIR TRAFFIC SERVICE (ATS) ROUTES ATP−1102−5−2. NAVAID TERMS ATP−1002−5−3. NAVAID FIXES ATP−110PARAGRAPH2−10−1. EN ROUTE SECTOR TEAM POSITIONRESPONSIBILITIES2−10−2. TERMINAL RADAR/NONRADARTEAM POSITION RESPONSIBILITIES2−10−3. TOWER TEAM POSITIONRESPONSIBILITIESOPIATP−110ATP−120ATP−120OPI−2Offices of Primary Interest
8/5/04<strong>7110.65P</strong> CHG 1PARAGRAPHChapter 3. <strong>Air</strong>port <strong>Traffic</strong><strong>Control</strong>− TerminalSection 1. GeneralOPI3−1−1. PROVIDE SERVICE ATP−1203−1−2. PREVENTIVE CONTROL ATP−1203−1−3. USE OF ACTIVE RUNWAYS ATP−1203−1−4.COORDINATION BETWEEN LOCALAND GROUND CONTROLLERSATP−1203−1−5. VEHICLES/EQUIPMENT/PERSONNEL ATP−120ON RUNWAYS3−1−6. TRAFFIC INFORMATION ATP−1203−1−7. POSITION DETERMINATION ATP−1203−1−8. LOW LEVEL WINDATP−120SHEAR/MICROBURST ADVISORIES3−1−9. USE OF TOWER RADAR DISPLAYS ATP−1203−1−10. OBSERVED ABNORMALITIES ATP−1203−1−11. SURFACE AREA RESTRICTIONS ATP−1203−1−12. VISUALLY SCANNING RUNWAYS ATP−1203−1−13. ESTABLISHING TWO−WAYATP−120COMMUNICATIONS3−1−14. GROUND OPERATIONS WHENVOLCANIC ASH IS PRESENTATP−100Section 2. Visual SignalsPARAGRAPHOPI3−2−1. LIGHT SIGNALS ATP−1203−2−2. WARNING SIGNAL ATP−1203−2−3. RECEIVER−ONLYACKNOWLEDGMENTATP−120Section 3. <strong>Air</strong>port ConditionsPARAGRAPHOPI3−3−1. LANDING AREA CONDITION ATP−1203−3−2. CLOSED/UNSAFE RUNWAYATP−120INFORMATION3−3−3. TIMELY INFORMATION ATP−1203−3−4. BRAKING ACTION ATP−1203−3−5. BRAKING ACTION ADVISORIES ATP−1203−3−6. ARRESTING SYSTEM OPERATION ATP−1203−3−7. FAR FIELD MONITOR (FFM) REMOTESTATUS UNITATP−120Section 4. <strong>Air</strong>port LightingPARAGRAPHOPI3−4−1. EMERGENCY LIGHTING ATP−1203−4−2. RUNWAY END IDENTIFIER LIGHTS ATP−1203−4−3. VISUAL APPROACH SLOPEATP−120INDICATORS (VASI)3−4−4. PRECISION APPROACH PATHATP−120INDICATORS (PAPI)3−4−5. APPROACH LIGHTS ATP−1203−4−6. ALS INTENSITY SETTINGS ATP−1203−4−7. SEQUENCED FLASHING LIGHTS (SFL) ATP−1203−4−8. MALSR/ODALS ATP−1203−4−9. ALSF−2/SSALR ATP−1203−4−10. RUNWAY EDGE LIGHTS ATP−1203−4−11. HIGH INTENSITY RUNWAY, RUNWAY ATP−120CENTERLINE, AND TOUCHDOWNZONE LIGHTS3−4−12. HIRL ASSOCIATED WITH MALSR ATP−1203−4−13. HIRL CHANGES AFFECTING RVR ATP−1203−4−14. MEDIUM INTENSITY RUNWAY ATP−120LIGHTS3−4−15. SIMULTANEOUS APPROACH AND ATP−120RUNWAY EDGE LIGHT OPERATION3−4−16. HIGH SPEED TURNOFF LIGHTS ATP−1203−4−17. TAXIWAY LIGHTS ATP−1203−4−18. OBSTRUCTION LIGHTS ATP−1203−4−19. ROTATING BEACON ATP−120Section 5. Runway SelectionPARAGRAPHOPI3−5−1. SELECTION ATP−1203−5−2. STOL RUNWAYS ATP−1203−5−3. TAILWIND COMPONENTS ATP−120Section 6. <strong>Air</strong>port SurfaceDetection ProceduresPARAGRAPHOPI3−6−1. EQUIPMENT USAGE ATP−1203−6−2. INFORMATION USAGE ATP−1203−6−3. IDENTIFICATION ATP−1203−6−4. AMASS ALERT RESPONSES ATP−120Section 7. Taxi and GroundMovement ProceduresPARAGRAPHOPI3−7−1. GROUND TRAFFIC MOVEMENT ATP−1203−7−2. TAXI AND GROUND MOVEMENT ATP−120OPERATIONS3−7−3. GROUND OPERATIONS ATP−1203−7−4. RUNWAY PROXIMITY ATP−1203−7−5. PRECISION APPROACH CRITICALAREAATP−120Offices of Primary InterestOPI−3
<strong>7110.65P</strong> 2/19/04PARAGRAPHSection 8. Spacing and SequencingOPI3−8−1. SEQUENCE/SPACING APPLICATION ATP−1203−8−2. TOUCH−AND−GO OR STOP−AND−GO ATP−120OR LOW APPROACH3−8−3. SIMULTANEOUS SAME DIRECTIONOPERATIONATP−1203−8−4.SIMULTANEOUS OPPOSITEDIRECTION OPERATIONSection 9. Departure Proceduresand SeparationATP−120PARAGRAPHOPI3−9−1. DEPARTURE INFORMATION ATP−1203−9−2. DEPARTURE DELAY INFORMATION ATP−1203−9−3. DEPARTURE CONTROLATP−120INSTRUCTIONS3−9−4. TAXI INTO POSITION AND HOLD(TIPH)ATP−1203−9−5. ANTICIPATING SEPARATION ATP−1203−9−6. SAME RUNWAY SEPARATION ATP−1203−9−7.3−9−8.WAKE TURBULENCE SEPARATIONFOR INTERSECTION DEPARTURESINTERSECTING RUNWAYSEPARATIONATP−120ATP−1203−9−9. TAKEOFF CLEARANCE ATP−1203−9−10. CANCELLATION OF TAKEOFF ATP−120CLEARANCESection 10. Arrival Proceduresand SeparationPARAGRAPHOPI3−10−1. LANDING INFORMATION ATP−1203−10−2.FORWARDING APPROACHINFORMATION BY NONAPPROACHCONTROL FACILITIESATP−1203−10−3. SAME RUNWAY SEPARATION ATP−1203−10−4. INTERSECTING RUNWAYATP−120SEPARATION3−10−5. LANDING CLEARANCE ATP−1203−10−6. ANTICIPATING SEPARATION ATP−1203−10−7.3−10−8.LANDING CLEARANCE WITHOUTVISUAL OBSERVATIONWITHHOLDING LANDINGCLEARANCEATP−120ATP−1203−10−9. RUNWAY EXITING ATP−1203−10−10. ALTITUDE RESTRICTED LOW ATP−120APPROACHPARAGRAPHOPI3−10−11. CLOSED TRAFFIC ATP−1203−10−12. OVERHEAD MANEUVER ATP−1203−10−13.PARAGRAPH3−11−1.SIMULATED FLAMEOUT (SFO)APPROACHES/EMERGENCYLANDING PATTERN (ELP)OPERATIONS/PRACTICEPRECAUTIONARY APPROACHESSection 11. Helicopter OperationsTAXI AND GROUND MOVEMENTOPERATIONATP−120OPIATP−1203−11−2. HELICOPTER TAKEOFF CLEARANCE ATP−1203−11−3. HELICOPTER DEPARTUREATP−120SEPARATION3−11−4. HELICOPTER ARRIVAL SEPARATION ATP−1203−11−5. SIMULTANEOUS LANDINGS OR ATP−120TAKEOFFS3−11−6. HELICOPTER LANDING CLEARANCE ATP−120PARAGRAPHSection 12. Sea Lane OperationsOPI3−12−1. APPLICATION ATP−1203−12−2. DEPARTURE SEPARATION ATP−1203−12−3. ARRIVAL SEPARATION ATP−120PARAGRAPH4−1−1.Chapter 4. IFRSection 1. NAVAID Use LimitationsALTITUDE AND DISTANCELIMITATIONSOPIATP−1004−1−2. EXCEPTIONS ATP−1004−1−3. CROSSING ALTITUDE ATP−1004−1−4. VFR−ON−TOP ATP−1004−1−5. FIX USE ATP−100PARAGRAPHSection 2. ClearancesOPI4−2−1. CLEARANCE ITEMS ATP−1204−2−2. CLEARANCE PREFIX ATP−1204−2−3. DELIVERY INSTRUCTIONS ATP−1204−2−4. CLEARANCE RELAY ATP−1004−2−5. ROUTE OR ALTITUDE AMENDMENTS ATP−1004−2−6. THROUGH CLEARANCES ATP−1004−2−7. ALTRV CLEARANCE ATP−2004−2−8. IFR−VFR AND VFR−IFR FLIGHTS ATP−1004−2−9. CLEARANCE ITEMS ATP−120OPI−4Offices of Primary Interest
2/19/04<strong>7110.65P</strong>PARAGRAPHSection 3. Departure ProceduresOPI4−3−1. DEPARTURE TERMINOLOGY ATP−1204−3−2. DEPARTURE CLEARANCES ATP−1204−3−3. ABBREVIATED DEPARTUREATP−120CLEARANCE4−3−4.DEPARTURE RESTRICTIONS,CLEARANCE VOID TIMES, HOLD FORRELEASE, AND RELEASE TIMESATP−120ATT−2004−3−5. GROUND STOP ATT−2004−3−6. DELAY SEQUENCING ATT−2004−3−7. FORWARD DEPARTURE DELAY ATP−110INFORMATION4−3−8. COORDINATION WITH RECEIVINGFACILITYATP−1104−3−9. VFR RELEASE OF IFR DEPARTURE ATP−1204−3−10. FORWARDING DEPARTURE TIMES ATP−120PARAGRAPHSection 4. Route AssignmentOPI4−4−1. ROUTE USE ATP−1004−4−2. ROUTE STRUCTURE TRANSITIONS ATP−1004−4−3. DEGREE−DISTANCE ROUTEDEFINITION FOR MILITARYOPERATIONSATP−2004−4−4. ALTERNATIVE ROUTES ATP−1104−4−5. CLASS G AIRSPACE ATP−100Section 5. Altitude Assignmentand VerificationPARAGRAPHOPI4−5−1. VERTICAL SEPARATION MINIMA ATP−1004−5−2. FLIGHT DIRECTION ATA−4004−5−3. EXCEPTIONS ATP−1004−5−4. LOWEST USABLE FLIGHT LEVEL ATP−1104−5−5. ADJUSTED MINIMUM FLIGHT LEVEL ATP−1104−5−6. MINIMUM EN ROUTE ALTITUDES ATP−1004−5−7. ALTITUDE INFORMATION ATP−1004−5−8. ANTICIPATED ALTITUDE CHANGES ATP−1004−5−9. ALTITUDE CONFIRMATION−ATP−100NONRADARPARAGRAPHSection 6. Holding <strong>Air</strong>craftOPI4−6−1. CLEARANCE TO HOLDING FIX ATP−1004−6−2. CLEARANCE BEYOND FIX ATP−1004−6−3. DELAYS ATT−2004−6−4. HOLDING INSTRUCTIONS ATP−1004−6−5. VISUAL HOLDING POINTS ATP−100PARAGRAPHOPI4−6−6. HOLDING FLIGHT PATH DEVIATION ATP−1004−6−7. UNMONITORED NAVAIDs ATP−1004−6−8. ILS PROTECTION/CRITICAL AREAS ATP−120PARAGRAPHSection 7. Arrival ProceduresOPI4−7−1. CLEARANCE INFORMATION ATP−1204−7−2. ADVANCE DESCENT CLEARANCE ATP−1204−7−3. SINGLE FREQUENCY APPROACHES ATP−200(SFA)4−7−4. RADIO FREQUENCY AND RADAR ATP−200BEACON CHANGES FOR MILITARYAIRCRAFT4−7−5. MILITARY TURBOJET EN ROUTEDESCENTATP−1104−7−6. ARRIVAL INFORMATION ATP−1204−7−7. WEATHER INFORMATION ATP−1204−7−8. BELOW MINIMA REPORT BY PILOT ATP−1204−7−9. TRANSFER OF JURISDICTION ATP−1204−7−10. APPROACH INFORMATION ATP−1204−7−11.ARRIVAL INFORMATION BYAPPROACH CONTROL FACILITIESATP−1204−7−12. AIRPORT CONDITIONS ATP−1204−7−13. SWITCHING ILS/MLS RUNWAYS ATP−120Section 8. Approach ClearanceProceduresPARAGRAPHOPI4−8−1. APPROACH CLEARANCE ATP−1204−8−2. CLEARANCE LIMIT ATP−1204−8−3. RELAYED APPROACH CLEARANCE ATP−1204−8−4. ALTITUDE ASSIGNMENT FORMILITARY HIGH ALTITUDEINSTRUMENT APPROACHESATP−2004−8−5. SPECIFYING ALTITUDE ATP−1204−8−6. CIRCLING APPROACH ATP−1204−8−7. SIDE−STEP MANEUVER ATP−1204−8−8. COMMUNICATIONS RELEASE ATP−1204−8−9. MISSED APPROACH ATP−1204−8−10. APPROACH INFORMATION ATP−1204−8−11. PRACTICE APPROACHES ATP−1204−8−12.LOW APPROACH ANDTOUCH−AND−GOATP−120Offices of Primary InterestOPI−5
<strong>7110.65P</strong> CHG 1 8/5/04PARAGRAPH5−1−1.Chapter 5. RadarSection 1. GeneralPRESENTATION AND EQUIPMENTPERFORMANCEOPIATP−1005−1−2. ALIGNMENT ACCURACY CHECK ATP−1005−1−3. RADAR USE ATP−1005−1−4. BEACON RANGE ACCURACY ATP−1005−1−5. ELECTRONIC ATTACK (EA) ACTIVITY ATP−1005−1−6. SERVICE LIMITATIONS ATP−1005−1−7. ELECTRONIC CURSOR ATP−1205−1−8. MERGING TARGET PROCEDURES ATP−1005−1−9. HOLDING PATTERN SURVEILLANCE ATP−1205−1−10. DEVIATION ADVISORIES ATP−1205−1−11. RADAR FIX POSTING ATP−1105−1−12. POSITION REPORTING ATP−1005−1−13. RADAR SERVICE TERMINATION ATP−120PARAGRAPHSection 2. Beacon SystemsOPI5−2−1. ASSIGNMENT CRITERIA ATP−1005−2−2. DISCRETE ENVIRONMENT ATP−1205−2−3. NONDISCRETE ENVIRONMENT ATP−1205−2−4. MIXED ENVIRONMENT ATP−1205−2−5. RADAR BEACON CODE CHANGES ATP−1205−2−6. FUNCTION CODE ASSIGNMENTS ATP−1105−2−7. EMERGENCY CODE ASSIGNMENT ATP−1005−2−8. RADIO FAILURE ATP−1005−2−9. VFR CODE ASSIGNMENTS ATP−1005−2−10. BEACON CODE FOR PRESSURE SUIT ATP−200FLIGHTS AND FLIGHTS ABOVEFL 6005−2−11. AIR DEFENSE EXERCISE BEACON ATP−200CODE ASSIGNMENT5−2−12. STANDBY OR LOW SENSITIVITY ATP−100OPERATION5−2−13. CODE MONITOR ATP−1205−2−14. FAILURE TO DISPLAY ASSIGNED ATP−100BEACON CODE ORINOPERATIVE/MALFUNCTIONINGTRANSPONDER5−2−15. INOPERATIVE OR MALFUNCTIONING ATP−100INTERROGATOR5−2−16. FAILED TRANSPONDER IN CLASS A ATP−110AIRSPACE5−2−17. VALIDATION OF MODE C READOUT ATP−1005−2−18. ALTITUDE CONFIRMATION− MODE C ATP−1005−2−19. ALTITUDE CONFIRMATION−ATP−100NON−MODE C5−2−20. AUTOMATIC ALTITUDE REPORTING ATP−100PARAGRAPHOPI5−2−21. INFLIGHT DEVIATIONS FROM ATP−110TRANSPONDER/MODE CREQUIREMENTS BETWEEN 10,000FEET AND 18,000 FEET5−2−22. BEACON TERMINATION ATP−1005−2−23. ALTITUDE FILTERS ATP−100Section 3. Radar IdentificationPARAGRAPHOPI5−3−1. APPLICATION ATP−1005−3−2. PRIMARY RADAR IDENTIFICATION ATP−120METHODS5−3−3. BEACON IDENTIFICATION METHODS ATP−1005−3−4. TERMINAL AUTOMATION SYSTEMS ATP−120IDENTIFICATION METHODS5−3−5. QUESTIONABLE IDENTIFICATION ATP−1205−3−6. POSITION INFORMATION ATP−1205−3−7. IDENTIFICATION STATUS ATP−1205−3−8. TARGET MARKERS ATP−1105−3−9. TARGET MARKERS ATP−110Section 4. Transfer of RadarIdentificationPARAGRAPHOPI5−4−1. APPLICATION ATP−1005−4−2. TERMS ATP−1005−4−3. METHODS ATP−1005−4−4. TRAFFIC ATP−1005−4−5. TRANSFERRING CONTROLLER ATP−100HANDOFF5−4−6. RECEIVING CONTROLLER HANDOFF ATP−1005−4−7. POINT OUT ATP−1005−4−8. AUTOMATED INFORMATIONATP−110TRANSFER (AIT)5−4−9. INTERFACILITY AUTOMATED ATP−110INFORMATION TRANSFER5−4−10 PREARRANGED COORDINATION ATP−120Section 5. Radar SeparationPARAGRAPHOPI5−5−1. APPLICATION ATP−1005−5−2. TARGET SEPARATION ATP−1005−5−3. TARGET RESOLUTION ATP−1205−5−4. MINIMA ATP−1005−5−5. VERTICAL APPLICATION ATP−1005−5−6. EXCEPTIONS ATP−1005−5−7. PASSING OR DIVERGING ATP−1205−5−8. ADDITIONAL SEPARATION FOR ATP−100FORMATION FLIGHTS5−5−9. SEPARATION FROM OBSTRUCTIONS ATP−100OPI−6Offices of Primary Interest
2/19/04<strong>7110.65P</strong>PARAGRAPHOPI5−5−10. ADJACENT AIRSPACE ATP−1005−5−11. EDGE OF SCOPE ATP−1005−5−12. BEACON TARGET DISPLACEMENT ATP−1205−5−13. GPA 102/103 CORRECTION FACTOR ATP−120PARAGRAPHSection 6. VectoringOPI5−6−1. APPLICATION ATP−1005−6−2. METHODS ATP−1005−6−3. VECTORS BELOW MINIMUMATP−100ALTITUDEPARAGRAPHSection 7. Speed AdjustmentOPI5−7−1. APPLICATION ATP−1005−7−2. METHODS ATP−1005−7−3. MINIMA ATP−1005−7−4. TERMINATION ATP−100PARAGRAPHSection 8. Radar DeparturesOPI5−8−1. PROCEDURES ATP−1205−8−2. INITIAL HEADING ATP−1205−8−3. SUCCESSIVE OR SIMULTANEOUS ATP−120DEPARTURES5−8−4. DEPARTURE AND ARRIVAL ATP−1205−8−5. DEPARTURES AND ARRIVALS ONPARALLEL OR NONINTERSECTINGDIVERGING RUNWAYSATP−120PARAGRAPH5−9−1.5−9−2.5−9−3.Section 9. Radar ArrivalsVECTORS TO FINAL APPROACHCOURSEFINAL APPROACH COURSEINTERCEPTIONVECTORS ACROSS FINAL APPROACHCOURSEOPIATP−120ATP−120ATP−1205−9−4. ARRIVAL INSTRUCTIONS ATP−1205−9−5. APPROACH SEPARATIONATP−120RESPONSIBILITY5−9−6. PARALLEL DEPENDENT ILS/MLS ATP−120APPROACHES5−9−7. SIMULTANEOUS INDEPENDENT ATP−120ILS/MLS APPROACHES− DUAL &TRIPLE5−9−8. SIMULTANEOUS INDEPENDENTDUAL ILS/MLS APPROACHES− HIGHUPDATE RADARATP−120Section 10. Radar Approaches− TerminalPARAGRAPHOPI5−10−1. APPLICATION ATP−1205−10−2. APPROACH INFORMATION ATP−1205−10−3. NO−GYRO APPROACH ATP−1205−10−4. LOST COMMUNICATIONS ATP−1205−10−5. RADAR CONTACT LOST ATP−1205−10−6. LANDING CHECK ATP−1205−10−7. POSITION INFORMATION ATP−1205−10−8. FINAL CONTROLLER CHANGEOVER ATP−1205−10−9. COMMUNICATIONS CHECK ATP−1205−10−10. TRANSMISSIONATP−120ACKNOWLEDGMENT5−10−11. MISSED APPROACH ATP−1205−10−12.LOW APPROACH ANDTOUCH−AND−GOATP−1205−10−13. TOWER CLEARANCE ATP−1205−10−14. FINAL APPROACH ABNORMALITIES ATP−1205−10−15. MILITARY SINGLE FREQUENCY ATP−200APPROACHESSection 11. Surveillance Approaches−TerminalPARAGRAPHOPI5−11−1. ALTITUDE INFORMATION ATP−1205−11−2. VISUAL REFERENCE REPORT ATP−1205−11−3. DESCENT NOTIFICATION ATP−1205−11−4. DESCENT INSTRUCTIONS ATP−1205−11−5. FINAL APPROACH GUIDANCE ATP−1205−11−6. APPROACH GUIDANCEATP−120TERMINATIONPARAGRAPHSection 12. PAR Approaches− TerminalOPI5−12−1. GLIDEPATH NOTIFICATION ATP−1205−12−2. DECISION HEIGHT (DH)ATP−120NOTIFICATION5−12−3. DESCENT INSTRUCTION ATP−1205−12−4. GLIDEPATH AND COURSEATP−120INFORMATION5−12−5. DISTANCE FROM TOUCHDOWN ATP−1205−12−6. DECISION HEIGHT ATP−1205−12−7. POSITION ADVISORIES ATP−1205−12−8 APPROACH GUIDANCEATP−120TERMINATION5−12−9. COMMUNICATION TRANSFER ATP−1205−12−10. ELEVATION FAILURE ATP−1205−12−11. SURVEILLANCE UNUSABLE ATP−120Offices of Primary InterestOPI−7
<strong>7110.65P</strong> 2/19/04PARAGRAPHSection 13. Use of PAR for ApproachMonitoring− TerminalOPI5−13−1. MONITOR ON PAR EQUIPMENT ATP−1205−13−2. MONITOR AVAILABILITY ATP−1205−13−3. MONITOR INFORMATION ATP−120PARAGRAPH5−14−1.5−14−2.5−14−3.Section 14. Automation− En RouteCONFLICT ALERT (CA) AND MODE CINTRUDER (MCI) ALERTEN ROUTE MINIMUM SAFEALTITUDE WARNING (E−MSAW)COMPUTER ENTRY OF ASSIGNEDALTITUDEOPIATP−110ATP−110ATP−1105−14−4. ENTRY OF REPORTED ALTITUDE ATP−1105−14−5. SELECTED ALTITUDE LIMITS ATP−1105−14−6. SECTOR ELIGIBILITY ATP−1105−14−7. COAST TRACKS ATP−1105−14−8. CONTROLLER INITIATED COAST ATP−110TRACKSPARAGRAPHSection 15. Automated Radar TerminalSystems (ARTS)− TerminalOPI5−15−1. APPLICATION ATP−1205−15−2. RESPONSIBILITY ATP−1205−15−3. FUNCTIONAL USE ATP−1205−15−4. SYSTEM REQUIREMENTS ATP−1205−15−5. INFORMATION DISPLAYED ATP−1205−15−6. CA/MCI ATP−1205−15−7. INHIBITING MINIMUM SAFEATP−120ALTITUDE WARNING (MSAW)5−15−8. TRACK SUSPEND FUNCTION ATP−120PARAGRAPHSection 16. TPX−42− TerminalOPI5−16−1. APPLICATION ATP−1205−16−2. RESPONSIBILITY ATP−1205−16−3. FUNCTIONAL USE ATP−1205−16−4. SYSTEM REQUIREMENTS ATP−1205−16−5. INFORMATION DISPLAYED ATP−1205−16−6. INHIBITING LOW ALTITUDE ALERT ATP−120SYSTEM (LAAS)PARAGRAPHChapter 6. NonradarSection 1. GeneralOPI6−1−1. DISTANCE ATP−1006−1−2. NONRECEIPT OF POSITION REPORT ATP−1006−1−3. DUPLICATE POSITION REPORTS ATP−1006−1−4. ADJACENT AIRPORT OPERATION ATP−1206−1−5. ARRIVAL MINIMA ATP−120Section 2. Initial Separation of Successive Departing<strong>Air</strong>craftPARAGRAPHOPI6−2−1. MINIMA ON DIVERGING COURSES ATP−1206−2−2. MINIMA ON SAME COURSE ATP−100Section 3. Initial Separation of Departingand Arriving <strong>Air</strong>craftPARAGRAPHOPI6−3−1. SEPARATION MINIMA ATP−120PARAGRAPHSection 4. Longitudinal SeparationOPI6−4−1. APPLICATION ATP−1006−4−2. MINIMA ON SAME, CONVERGING, OR ATP−100CROSSING COURSES6−4−3. MINIMA ON OPPOSITE COURSES ATP−1006−4−4. SEPARATION BY PILOTS ATP−1006−4−5. RNAV AIRCRAFT ALONG VOR ATP−100AIRWAYS/ROUTESPARAGRAPHSection 5. Lateral SeparationOPI6−5−1. SEPARATION METHODS ATP−1006−5−2. MINIMA ON DIVERGING RADIALS ATP−1006−5−3. DME ARC MINIMA ATP−1006−5−4. MINIMA ALONG OTHER THAN ATP−100ESTABLISHED AIRWAYS OR ROUTES6−5−5. RNAV MINIMA−DIVERGING/CROSSING COURSESATP−100PARAGRAPHSection 6. Vertical SeparationOPI6−6−1. APPLICATION ATP−1006−6−2. EXCEPTIONS ATP−1006−6−3. SEPARATION BY PILOTS ATP−100OPI−8Offices of Primary Interest
2/19/04<strong>7110.65P</strong>PARAGRAPHSection 7. Timed ApproachesOPI6−7−1. APPLICATION ATP−1206−7−2. APPROACH SEQUENCE ATP−1206−7−3. SEQUENCE INTERRUPTION ATP−1206−7−4. LEVEL FLIGHT RESTRICTION ATP−1206−7−5. INTERVAL MINIMA ATP−1206−7−6. TIME CHECK ATP−1206−7−7. MISSED APPROACHES ATP−120PARAGRAPHChapter 7. VisualSection 1. GeneralOPI7−1−1. CLASS A AIRSPACE RESTRICTIONS ATP−1107−1−2. VFR CONDITIONS ATP−1007−1−3. APPROACH CONTROL SERVICE FOR ATP−120VFR ARRIVING AIRCRAFT7−1−4. VISUAL HOLDING OF VFR AIRCRAFT ATP−120PARAGRAPHSection 2. Visual SeparationOPI7−2−1. VISUAL SEPARATION ATP−100PARAGRAPHSection 3. VFR−on−TopOPI7−3−1. VFR−ON−TOP ATP−1007−3−2.PARAGRAPHALTITUDE FOR DIRECTION OFFLIGHTSection 4. ApproachesATP−100ATA−400OPI7−4−1. VISUAL APPROACH ATP−1207−4−2. VECTORS FOR VISUAL APPROACH ATP−1207−4−3. CLEARANCE FOR VISUALATP−120APPROACH7−4−4. APPROACHES TO MULTIPLEATP−120RUNWAYS7−4−5. CHARTED VISUAL FLIGHTPROCEDURES (CVFP). USA/USN NOTAPPLICABLEATP−1207−4−6. CONTACT APPROACH ATP−120PARAGRAPHSection 5. Special VFR (SVFR)OPI7−5−1. AUTHORIZATION ATP−1207−5−2. PRIORITY ATP−120PARAGRAPHOPI7−5−3. SEPARATION ATP−1207−5−4. ALTITUDE ASSIGNMENT ATP−1207−5−5. LOCAL OPERATIONS ATP−1207−5−6. CLIMB TO VFR ATP−1207−5−7. GROUND VISIBILITY BELOW ONE ATP−120MILE7−5−8. FLIGHT VISIBILITY BELOW ONEMILEATP−120PARAGRAPHSection 6. Basic Radar Service toVFR <strong>Air</strong>craft− TerminalOPI7−6−1. APPLICATION ATP−1207−6−2. SERVICE AVAILABILITY ATP−1207−6−3. INITIAL CONTACT ATP−1207−6−4. IDENTIFICATION ATP−1207−6−5. HOLDING ATP−1207−6−6. APPROACH SEQUENCE ATP−1207−6−7. SEQUENCING ATP−1207−6−8. CONTROL TRANSFER ATP−1207−6−9. ABANDONED APPROACH ATP−1207−6−10. VFR DEPARTURE INFORMATION ATP−1207−6−11. TERMINATION OF SERVICE ATP−1207−6−12. SERVICE PROVIDED WHEN TOWER IS ATP−120INOPERATIVEPARAGRAPHSection 7. Terminal Radar ServiceArea (TRSA)− TerminalOPI7−7−1. APPLICATION ATP−1207−7−2. ISSUANCE OF EFC ATP−1207−7−3. SEPARATION ATP−1207−7−4. HELICOPTER TRAFFIC ATP−1207−7−5. ALTITUDE ASSIGNMENTS ATP−1207−7−6. APPROACH INTERVAL ATP−1207−7−7. TRSA DEPARTURE INFORMATION ATP−120PARAGRAPHSection 8. Class C Service− TerminalOPI7−8−1. APPLICATION ATP−1207−8−2. CLASS C SERVICES ATP−1207−8−3. SEPARATION ATP−1207−8−4. ESTABLISHING TWO−WAYATP−120COMMUNICATIONS7−8−5. ALTITUDE ASSIGNMENTS ATP−1207−8−6. EXCEPTIONS ATP−1207−8−7. ADJACENT AIRPORT OPERATIONS ATP−1207−8−8. TERMINATION OF SERVICE ATP−120Offices of Primary InterestOPI−9
<strong>7110.65P</strong> 2/19/04Section 9. Class B Service Area− TerminalPARAGRAPHOPI7−9−1. APPLICATION ATP−1207−9−2. VFR AIRCRAFT IN CLASS BATP−120AIRSPACE7−9−3. METHODS ATP−1207−9−4. SEPARATION ATP−1207−9−5. TRAFFIC ADVISORIES ATP−1207−9−6. HELICOPTER TRAFFIC ATP−1207−9−7. ALTITUDE ASSIGNMENTS ATP−1207−9−8. APPROACH INTERVAL ATP−120Chapter 8. Offshore/OceanicProceduresSection 1. GeneralPARAGRAPHOPI8−1−1. ATC SERVICE ATP−1308−1−2.OPERATIONS IN OFFSHOREAIRSPACE AREASATP−1308−1−3. VFR FLIGHT PLANS ATP−1308−1−4. TYPES OF SEPARATION ATP−1308−1−5. ALTIMETER SETTING ATP−1308−1−6. RECEIPT OF POSITION REPORTS ATP−1308−1−7.OCEANIC NAVIGATIONAL ERRORREPORTING (ONER) PROCEDURESATP−1308−1−8. USE OF CONTROL ESTIMATES ATP−130PARAGRAPHSection 2. CoordinationOPI8−2−1. GENERAL ATP−1308−2−2.8−2−3.PARAGRAPHTRANSFER OF CONTROL ANDCOMMUNICATIONSAIR TRAFFIC SERVICESINTERFACILITY DATACOMMUNICATIONS (AIDC)Section 3. Longitudinal SeparationATP−130ATP−130OPI8−3−1. APPLICATION ATP−1308−3−2. SEPARATION METHODS ATP−1308−3−3. MACH NUMBER TECHNIQUE ATP−130PARAGRAPHSection 4. Lateral SeparationOPI8−4−1. APPLICATION ATP−1308−4−2. SEPARATION METHODS ATP−1308−4−3. REDUCTION OF ROUTE PROTECTED ATP−130AIRSPACE8−4−4. TRACK SEPARATION ATP−130Section 5. Offshore/Oceanic Transition ProceduresPARAGRAPH8−5−1.ALTITUDE/FLIGHT LEVELTRANSITIONOPIATP−1308−5−2. COURSE DIVERGENCE ATP−1308−5−3. OPPOSITE DIRECTION ATP−1308−5−4. SAME DIRECTION ATP−130Section 6. Separation from<strong>Air</strong>space ReservationsPARAGRAPH8−6−1. TEMPORARY STATIONARY AIRSPACERESERVATIONS8−6−2.8−6−3.PARAGRAPHREFUSAL OF AVOIDANCECLEARANCETEMPORARY MOVING AIRSPACERESERVATIONSSection 7. North Atlantic ICAO RegionOPIATP−130ATP−130ATP−130OPI8−7−1. APPLICATION ATP−1308−7−2. VERTICAL SEPARATION ATP−1308−7−3. LONGITUDINAL SEPARATION ATP−1308−7−4. LATERAL SEPARATION ATP−1308−7−5. PROCEDURES FOR WEATHERDEVIATIONS IN NORTH ATLANTIC(NAT) AIRSPACEATP−130PARAGRAPHSection 8. Caribbean ICAO RegionOPI8−8−1. APPLICATION ATP−1308−8−2. VERTICAL SEPARATION ATP−1308−8−3. LONGITUDINAL SEPARATION ATP−1308−8−4. LATERAL SEPARATION ATP−1308−8−5. VFR CLIMB AND DESCENT ATP−130OPI−10Offices of Primary Interest
8/5/04<strong>7110.65P</strong> CHG 1PARAGRAPHSection 9. Pacific ICAO RegionOPI8−9−1. APPLICATION ATP−1308−9−2. VERTICAL SEPARATION ATP−1308−9−3. LONGITUDINAL SEPARATION ATP−1308−9−4. LATERAL SEPARATION ATP−1308−9−5. COMPOSITE SEPARATION MINIMA ATP−1308−9−6.8−9−7.8−9−8.COMPOSITE SEPARATION ALTITUDEASSIGNMENTCOMPOSITE SEPARATIONAPPLICATIONPROCEDURES FOR WEATHERDEVIATIONS AND OTHERCONTINGENCIES IN OCEANICCONTROLLED AIRSPACESection 10. North American ICAORegion− Arctic CTAATP−130ATP−130ATP−130PARAGRAPHOPI8−10−1. APPLICATION ATP−1308−10−2. VERTICAL SEPARATION ATP−1308−10−3. LONGITUDINAL SEPARATION ATP−1308−10−4. LATERAL SEPARATION ATP−130Chapter 9. Special FlightsSection 1. GeneralPARAGRAPHOPI9−1−1. GENERAL ATP−1009−1−2. SPECIAL HANDLING ATP−1009−1−3. FLIGHT CHECK AIRCRAFT ATP−100Section 2. Special Interest FlightsPARAGRAPHOPI9−2−1. GENERAL ATT−2009−2−2. APPLICATION ATT−2009−2−3. EMERGENCY OR UNSCHEDULEDLANDINGSATT−200Section 3. Special OperationsPARAGRAPHOPI9−3−1. AIRCRAFT CARRYING DANGEROUS ATP−200MATERIALS9−3−2. CELESTIAL NAVIGATION TRAINING ATP−2009−3−3. DEPARTMENT OF ENERGY (DOE) ATP−100SPECIAL FLIGHTS9−3−4. EXPERIMENTAL AIRCRAFTOPERATIONSATP−120PARAGRAPHOPI9−3−5. FAA RESEARCH AND DEVELOPMENT ATP−100FLIGHTS9−3−6. FLYNET ATP−2009−3−7. IFR MILITARY TRAINING ROUTES ATP−1009−3−8. INTERCEPTOR OPERATIONS ATP−2009−3−9 SPECIAL INTEREST SITES ATP−1209−3−10. LAND−BASED AIR DEFENSEATP−120IDENTIFICATION ZONE (ADIZ) ATCPROCEDURES9−3−11. LAW ENFORCEMENT OPERATIONS ATP−200BY CIVIL AND MILITARYORGANIZATIONS9−3−12. MILITARY AERIAL REFUELING ATP−2009−3−13. MILITARY OPERATIONS ABOVE ATP−200FL 6009−3−14. MILITARY SPECIAL USEATP−200FREQUENCIES9−3−15. AVOIDANCE OF AREAS OF NUCLEAR ATP−200RADIATION9−3−16. SAMP ATP−2009−3−17. AWACS/NORAD SPECIAL FLIGHTS ATP−2009−3−18. WEATHER RECONNAISSANCE ATT−200FLIGHTS9−3−19. EVASIVE ACTION MANEUVER ATP−1109−3−20. NONSTANDARD FORMATION/CELLOPERATIONSATP−1009−3−21. OPEN SKIES TREATY AIRCRAFT ATP−200Section 4. Special Use and ATCAssigned <strong>Air</strong>spacePARAGRAPHOPI9−4−1. APPLICATION ATP−2009−4−2. SEPARATION MINIMA ATP−2009−4−3. VFR−ON−TOP ATP−2009−4−4. TRANSITING ACTIVE SUA/ATCAA ATP−200Section 5. Fuel DumpingPARAGRAPHOPI9−5−1. INFORMATION REQUIREMENTS ATP−1009−5−2. ROUTING ATP−1009−5−3. ALTITUDE ASSIGNMENT ATP−1009−5−4. SEPARATION MINIMA ATP−1009−5−6. INFORMATION DISSEMINATION ATP−100Section 6. Jettisoning of External StoresPARAGRAPHOPI9−6−1. JETTISONING OF EXTERNAL STORES ATP−200Section 7. Unmanned Free BalloonsPARAGRAPHOPI9−7−1. APPLICATION ATA−4009−7−2. DERELICT BALLOONS ATA−400Offices of Primary InterestOPI−11
<strong>7110.65P</strong> 2/19/04PARAGRAPHSection 8. Parachute OperationsOPI9−8−1. COORDINATION ATA−4009−8−2. CLASS A, CLASS B, AND CLASS C ATA−400AIRSPACE9−8−3. CLASS D AIRSPACE ATA−4009−8−4. OTHER CONTROL AIRSPACE ATA−400Section 9. Unidentified Flying Object (UFO) ReportsPARAGRAPHOPI9−9−1. GENERAL ATP−200PARAGRAPHChapter 10. EmergenciesSection 1. GeneralOPI10−1−1. EMERGENCY DETERMINATIONS ATP−10010−1−2. OBTAINING INFORMATION ATP−10010−1−3. PROVIDING ASSISTANCE ATP−10010−1−4. RESPONSIBILITY ATP−10010−1−5. COORDINATION ATP−10010−1−6. AIRPORT GROUND EMERGENCY ATP−12010−1−7. INFLIGHT EMERGENCIESINVOLVING MILITARY FIGHTER−TYPE AIRCRAFTATP−200Section 2. Emergency AssistancePARAGRAPH10−2−14.10−2−15.GUIDANCE TO EMERGENCYAIRPORTEMERGENCY OBSTRUCTION VIDEOMAP (EOVM)OPIATP−100ATP−10010−2−16. VOLCANIC ASH ATP−100PARAGRAPHSection 3. Overdue <strong>Air</strong>craftOPI10−3−1. OVERDUE AIRCRAFT ATP−10010−3−2. INFORMATION TO BE FORWARDED ATP−120TO ARTCC10−3−3. INFORMATION TO BE FORWARDEDTO RCCATP−11010−3−4. ALNOT ATP−11010−3−5. RESPONSIBILITY TRANSFER TO RCC ATP−10010−3−6. AIRCRAFT POSITION PLOTS ATP−10010−3−7. ALNOT CANCELLATION ATP−110PARAGRAPHSection 4. <strong>Control</strong> ActionsOPI10−4−1. TRAFFIC RESTRICTIONS ATP−10010−4−2. LIGHTING REQUIREMENTS ATP−10010−4−3. TRAFFIC RESUMPTION ATP−10010−4−4. COMMUNICATIONS FAILURE ATP−100PARAGRAPHSection 5. Miscellaneous OperationsOPI10−5−1. NAVY FLEET SUPPORT MISSIONS ATP−20010−5−2. EXPLOSIVE CARGO ATP−200PARAGRAPHOPI10−2−1. INFORMATION REQUIREMENTS ATP−10010−2−2. FREQUENCY CHANGES ATP−10010−2−3. AIRCRAFT ORIENTATION ATP−10010−2−4. ALTITUDE CHANGE FOR IMPROVED ATP−100RECEPTION10−2−5. EMERGENCY SITUATIONS ATP−10010−2−6. HIJACKED AIRCRAFT ATP−10010−2−7. VFR AIRCRAFT IN WEATHER ATP−100DIFFICULTY10−2−8. RADAR ASSISTANCE TO VFRAIRCRAFT IN WEATHER DIFFICULTYATP−10010−2−9. RADAR ASSISTANCE TECHNIQUES ATP−10010−2−10. EMERGENCY LOCATORATP−100TRANSMITTER (ELT) SIGNALS10−2−11. AIRCRAFT BOMB THREATS ATP−10010−2−12. EXPLOSIVE DETECTION K−9 TEAMS ATP−10010−2−13. EMERGENCY AIRPORTATP−100RECOMMENDATIONSection 6. Oceanic Emergency ProceduresPARAGRAPHOPI10−6−1. APPLICATION ATP−13010−6−2. PHASES OF EMERGENCY ATP−13010−6−3. ALERTING SERVICE AND SPECIAL ATP−130ASSISTANCE10−6−4. INFLIGHT CONTINGENCIES ATP−13010−6−5. SERVICES TO RESCUE AIRCRAFT ATP−130PARAGRAPHSection 7. Ground Missile EmergenciesOPI10−7−1. INFORMATION RELAY ATP−20010−7−2. IFR AND SPECIAL VFR MINIMA ATP−20010−7−3. VFR MINIMA ATP−20010−7−4. SMOKE COLUMN AVOIDANCE ATP−20010−7−5. EXTENDED NOTIFICATION ATP−200OPI−12Offices of Primary Interest
2/19/04<strong>7110.65P</strong>Chapter 11. <strong>Traffic</strong> ManagementProceduresSection 1. GeneralPARAGRAPHOPI11−1−1. DUTY RESPONSIBILITY ATT−20011−1−2. DUTIES AND RESPONSIBILITIES ATT−200Chapter 12. Canadian <strong>Air</strong>spaceProceduresSection 1. General <strong>Control</strong>PARAGRAPHOPI12−1−1. APPLICATION ATP−10012−1−2. AIRSPACE CLASSIFICATION ATP−10012−1−3. ONE THOUSAND−ON−TOP ATP−10012−1−4. SEPARATION ATP−10012−1−5.DEPARTURE CLEARANCE/COMMUNICATION FAILUREATP−10012−1−6. PARACHUTE JUMPING ATP−10012−1−7. SPECIAL VFR (SVFR) ATP−100PARAGRAPHOPI13−1−4. URET−BASED CLEARANCES ATP−11013−1−5. THE AIRCRAFT LIST (ACL) AND ATP−110FLIGHT DATA MANAGEMENT13−1−6. RECORDING OF CONTROL DATA ATP−11013−1−7.13−1−8.ACKNOWLEDGEMENT OFAUTOMATED NOTIFICATIONCURRENCY OF TRAJECTORYINFORMATIONATP−110ATP−11013−1−9. DELAY REPORTING ATP−11013−1−10. OVERDUE AIRCRAFT ATP−11013−1−11. USE OF GRAPHICS PLAN DISPLAY ATP−110(GPD)13−1−12. FORECAST WINDS ATP−11013−1−13. INTERFACILITY CONNECTIVITY ATP−11013−1−14. HOST OUTAGES ATP−110PARAGRAPHSection 2. Ocean21 − OceanicOPI13−2−1. DESCRIPTION ATP−13013−2−2. CONFLICT DETECTION ANDATP−130RESOLUTION13−2−3. INFORMATION MANAGEMENT ATP−13013−2−4.CONTROLLER PILOT DATA LINKCOMMUNICATIONS (CPDLC)ATP−13013−2−5. COORDINATION ATP−13013−2−6.TEAM RESPONSIBILITIES −MULTIPLE PERSON OPERATIONAppendicesATP−130Chapter 13. Decision Support ToolsSection 1. User Request Evaluation Tool (URET) −En RoutePARAGRAPHOPI13−1−1. DESCRIPTION ATP−11013−1−2. CONFLICT DETECTION ANDRESOLUTIONATP−11013−1−3. TRIAL PLANNING ATP−110APPENDIXAPPENDIX A. AIRCRAFT INFORMATIONAPPENDIX B. AIRCRAFT INFORMATIONHELICOPTER/ROTORCRAFTSAPPENDIX C. AIRCRAFT INFORMATIONSPECIFIC HOMEBUILT/EXPERIMENTALAIRCRAFTAPPENDIX D. STANDARD OPERATINGPRACTICE (SOP) FOR THE TRANSFER OFPOSITION RESPONSIBILITYPilot/<strong>Control</strong>ler GlossaryPILOT/CONTROLLER GLOSSARYOPIATP−120ATP−120ATP−120ATP−100ATP−100Offices of Primary InterestOPI−13
U.S. Departmentof TransportationFederal AviationAdministration<strong>7110.65P</strong> CHG 22/17/05BRIEFING GUIDEFEDERALAV I ATIO NA D MI NI S T RATI O NU.S. DEPARTMENT OF TRANSPORTATIONFEDERAL AVIATION ADMINISTRATIONInitiated By: ATO−R
<strong>7110.65P</strong> CHG 2 2/17/05Table of ContentsParagraphNumberTitlePage1−2−6 ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32−5−2 NAVAID TERMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32−9−3 CONTENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45−3−8 TARGET MARKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55−4−8 AUTOMATED INFORMATION TRANSFER (AIT) . . . . . . . . . . . . . . . . . . . . 55−4−11 EN ROUTE FOURTH LINE DATA BLOCK USAGE . . . . . . . . . . . . . . . . . . . 67−2−1 VISUAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88−9−3 LONGITUDINAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89−3−10 LAND−BASED AIR DEFENSE IDENTIFICATION ZONE (ADIZ) ATCPROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1010−2−13 MANPADS ALERT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1113−2−1 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12BG−2Briefing Guide
2/17/05<strong>7110.65P</strong> CHG 21. PARAGRAPH NUMBER AND TITLE: 1−2−6. ABBREVIATIONS2. BACKGROUND: Automated Dependent Surveillance − Addressable (ADS−A) is more universally known asAutomated Dependent Surveillance − Contract (ADS−C).Also, as part of the National <strong>Air</strong>space Redesign, the Navigation Reference System (NRS) was designed to provide a systemof waypoints overlying the U.S. that will be the basis for flight plan filing and operations in the redesigned high altitudeenvironment.3. CHANGE:OLDTBL 1−2−1FAA <strong>Order</strong> 7110.65 AbbreviationsNEWTBL 1−2−1FAA <strong>Order</strong> 7110.65 AbbreviationsAbbreviation Meaning Abbreviation MeaningADS−A . . . . . . Automatic Dependent SurveillanceAddressableADS−C . . . . . Automatic Dependent SurveillanceContractAdd Add NRS . . . . . . . . Navigation Reference System4. OPERATIONAL IMPACT: None.1. PARAGRAPH NUMBER AND TITLE: 2−5−2. NAVAID TERMS2. BACKGROUND: As part of the National <strong>Air</strong>space Redesign, the Navigation Reference System (NRS) was designed toprovide a system of waypoints overlying the U.S. that will be the basis for flight plan filing and operations in the redesignedhigh altitude environment.3. CHANGE:OLD2−5−2. NAVAID TERMSDescribe radials, arcs, courses, bearings, and quadrantsof NAVAIDs as follows:a through eEXAMPLE−AddAddNEW2−5−2. NAVAID TERMSNo ChangeNo Changef. Navigation Reference System (NRS) Waypoint.State the single letter corresponding to the ICAOFlight Information Region (FIR) identifier, followedby the letter corresponding to the FIR subset(ARTCC area for the conterminous U.S.), thelatitude increment in single digit or group form, andthe longitude increment.EXAMPLE−“Kilo Delta Three Four Uniform.”“Kilo Delta Thirty Four Uniform.”4. OPERATIONAL IMPACT: None.Briefing GuideBG−3
<strong>7110.65P</strong> CHG 2 2/17/051. PARAGRAPH NUMBER AND TITLE: 2−9−3. CONTENT2. BACKGROUND: This change adds Man−Portable <strong>Air</strong> Defense Systems (MANPADS) alerts to allowable ATIScontent.3. CHANGE:OLD2−9−3. CONTENTInclude the following in ATIS broadcast as appropriate:a. <strong>Air</strong>port/facility name, phonetic letter code, time ofweather sequence (UTC). Weather informationconsisting of wind direction and velocity, visibility,obstructions to vision, present weather, sky condition,temperature, dew point, altimeter, a density altitudeadvisory when appropriate and other pertinent remarksincluded in the official weather observation. Winddirection, velocity, and altimeter shall be reported fromcertified direct reading instruments. Temperature anddew point should be reported from certified directreading sensors when available. Always include weatherobservation remarks of lightning, cumulonimbus, andtowering cumulus clouds.NOTE−ASOS/AWOS is to be considered the primary source ofwind direction, velocity, and altimeter data for weatherobservation purposes at those locations that are soequipped. The ASOS Operator Interface Device (OID)displays the magnetic wind as “MAG WND” in theauxiliary data location in the lower left−hand portion ofthe screen. Other OID displayed winds are true and arenot to be used for operational purposes.b through j2−9−3. CONTENTNEWNo ChangeNo ChangeNo ChangeAdd b. Man−Portable <strong>Air</strong> Defense Systems(MANPADS) alert and advisory. Specify the natureand location of threat or incident, whether reportedor observed and by whom, time (if known), andnotification to pilots to advise ATC if they need todivert.AddEXAMPLE−1. “MANPADS alert. Exercise extreme caution.MANPADS threat reported by TSA, Chicago area.”“Advise on initial contact if you want to divert.”2. “MANPADS alert. Exercise extreme caution.MANPADS attack observed by tower one−half milenorthwest of airfield at one−two−five−zero Zulu.”“Advise on initial contact if you want to divert.”AddREFERENCE−FAAO 7110.65, MANPADS Alert, Para 10−2−13.FAAO 7210.3, Handling MANPADS Incidents, Para 2−1−9.Reletter c through k4. OPERATIONAL IMPACT: Minimal.BG−4Briefing Guide
2/17/05<strong>7110.65P</strong> CHG 21. PARAGRAPH NUMBER AND TITLE: 5−3−8. TARGET MARKERS2. BACKGROUND: Improvements in en route automation have rendered the use of nonautomated target markersobsolete.3. CHANGE:OLD5−3−8. TARGET MARKERSEN ROUTEa. Use radar target markers (shrimp boats) onhorizontal scopes to provide continuous target identity.Post flight identification and altitude when constant, onmarkers. Post miscellaneous items (abbreviated route,vector headings, arrows to indicate climb and descent,etc.) at your discretion. To prevent misinterpretation, usestandard hand printed characters.b. Automated Systems. Retain data blocks that areassociated <strong>with</strong> the appropriate target symbol in order tomaintain continuous identity of aircraft. Retain the datablock until the aircraft has exited the sector or delegatedairspace, and all potential conflicts have been resolved;including an aircraft that is a point out. The data blockshall display flight identification and altitudeinformation, as a minimum. The displayed altitude maybe assigned, interim, or reported, whichever isappropriate.NEW5−3−8. TARGET MARKERSNo ChangeDeleteRetain data blocks that are associated <strong>with</strong> theappropriate target symbol in order to maintaincontinuous identity of aircraft. Retain the data block untilthe aircraft has exited the sector or delegated airspace,and all potential conflicts have been resolved; includingan aircraft that is a point out. The data block shall displayflight identification and altitude information, as aminimum. The displayed altitude may be assigned,interim, or reported.4. OPERATIONAL IMPACT: None.1. PARAGRAPH NUMBER AND TITLE: 5−4−8. AUTOMATED INFORMATION TRANSFER (AIT)2. BACKGROUND: Recent improvements in en route automation have provided the ability to display a fourth line of datain the en route data block. These <strong>changes</strong> have been developed to enhance the procedural preference of automation tononautomation procedures on a national level. The free text feature may be used by individual sector teams as a scratch padarea, but not to forward this individual notation in the data block to any receiving controller. Limiting passage of data <strong>with</strong>inthe en route data block to the automated coordination of control information using standard characters will lend to nationalcontinuity and minimize chances for misinterpretation.3. CHANGE:OLDNEW5−4−8. AUTOMATED INFORMATION5−4−8. AUTOMATED INFORMATIONTRANSFER (AIT)TRANSFER (AIT)Transfer radar identification and/or altitude control<strong>with</strong>out verbal coordination under the followingconditions:a. During radar handoff; and No Changeb. Via information displayed in full data blocks; and No ChangeNo Changec. Within the same facility, except as provided inpara 5−4−9, Interfacility Automated InformationTransfer; andTransfer radar identification, altitude control, and/or enroute fourth line control information, <strong>with</strong>out verbalcoordination under the following conditions:Briefing GuideBG−5
<strong>7110.65P</strong> CHG 2 2/17/05d. When following procedures specified in yourfacility AIT directive.AddNo ChangeREFERENCE−FAAO 7110.65, En Route Fourth Line Data Block Usage,Para 5−4−11.4. OPERATIONAL IMPACT: Minimal.1. PARAGRAPH NUMBER AND TITLE: 5−4−11. EN ROUTE FOURTH LINE DATA BLOCK USAGE2. BACKGROUND: Recent improvements in en route automation have provided the ability to display a fourth line of datain the en route data block. These <strong>changes</strong> have been developed to enhance the procedural preference of automation tononautomation procedures on a national level. The free text feature may be used by individual sector teams as a scratch padarea, but not to forward this individualized notation in the data block to any receiving controller. Limiting passage of data<strong>with</strong>in the en route data block to the automated coordination of control information using standard characters will lend tonational continuity and minimize chances for misinterpretation.3. CHANGE:OLDAddAddAddAddAddAddAddAddNEW5−4−11. EN ROUTE FOURTH LINE DATA BLOCKUSAGEa. The en route fourth line data block shall be usedto forward only the specified control informationlisted below. Any additional control information shallbe forwarded via other communication methods. Enroute fourth line data block free text area may be usedby individual sector teams for recording anyadditional information the team deems appropriatefor managing the sector, but shall be removed priorto initiation of identification transfer.REFERENCE−FAAO 7110.65, Transferring <strong>Control</strong>ler Handoff, Para 5−4−5b.b. The en route fourth line data block area shall beused for coordination purposes only in association<strong>with</strong> radar identified aircraft.c. When automated information transfer (AIT)procedures are applied, en route fourth line usage fortransfer of control information shall be specificallydefined <strong>with</strong>in facility AIT directive.REFERENCE−FAAO 7110.65, Automated Information Transfer (AIT),Para 5−4−8.FAAO 7210.3, Automated Information Transfer (AIT),Para 4−3−8.d. Coordination format for assigned headings shalluse the designation character “H” preceding athree−digit number.EXAMPLE−H080, H270BG−6Briefing Guide
2/17/05<strong>7110.65P</strong> CHG 2AddAddAddAddAddAddAddAddAddAddAddAddAddAddAddAdde. <strong>Air</strong>craft assigned a heading until receiving a fixor joining a published route shall be designated <strong>with</strong>assigned heading format followed by the fix or route.EXAMPLE−H080/ALB, 080/J121, PH/ALBNOTE−1. The notation “PH” may be used to denote presentheading.2. The character “H” may be omitted as a prefix to theheading assignment only if necessary due to characterfield limitations, and it does not impede understanding.f. <strong>Air</strong>craft authorized specific weather deviation orlateral weather deviation until able to proceed directto a fix shall be designated <strong>with</strong> the identifiedcharacters: D−deviation, L−left, R−right, N−north,E−east, S−south, W−west.EXAMPLE−DN, D20L, DR/ATL, D30R/ATLg. Coordination format for assigned airspeedsshall use the designation character “S” preceding athree−digit number.NOTE−A “+” notation may be added to denote an assignedspeed at or greater than the displayed value. A “−”notation may be added to denote an assigned speed ator less than the displayed value.EXAMPLE−S210, S250, S250+, S280−h. <strong>Air</strong>craft assigned a Mach number shall use thedesignation “M” preceding the two−digit assignedvalue.EXAMPLE−M80, M80+, M80−REFERENCE−FAAO 7110.65, En Route Fourth Line Data Block Usage,Para 5−4−11gNOTE.i. <strong>Air</strong>craft authorized to conduct celestialnavigation training <strong>with</strong>in 30 NM of the routecenterline specified <strong>with</strong>in the en route clearance.EXAMPLE−CELNAVj. Coordination format for aircraft requesting analtitude change shall use the designation characters“RQ” preceding a three−digit number.EXAMPLE−RQ170, RQ410k. Coordination format for aircraft requesting aroute change shall use the designation “RQ/”preceding a specific fix identifier.Briefing GuideBG−7
<strong>7110.65P</strong> CHG 2 2/17/05AddAddAddAddEXAMPLE−RQ/LAX, RQ/NEUTOl. The acceptance of a handoff by the receivingcontroller shall constitute approval of theinformation contained <strong>with</strong>in the en route fourth linedata block. It is the responsibility of the receivingcontroller to advise the transferring controller if anyinformation is not understood, or needs to be revised.NOTE−Due to system and character limitations the usage ofthese standardized entries may require additionalsupport via facility directive in order to providecomplete coordination.m. All other control information shall becoordinated via other methods.4. OPERATIONAL IMPACT: Minimal.1. PARAGRAPH NUMBER AND TITLE: 7−2−1. VISUAL SEPARATION2. BACKGROUND: Procedures concerning visual approaches are contained in Chapter 7, Section 4.3. CHANGE:OLD7−2−1. VISUAL SEPARATIONTitle through a3(f)PHRASEOLOGY−b. EN ROUTE. You may use visual separation inconjunction <strong>with</strong> visual approach procedures. Visualseparation may also be used up to but not includingFL 180 when the following conditions are met:NEW7−2−1. VISUAL SEPARATIONNo Changeb. EN ROUTE. Visual separation may be used up tobut not including FL 180 when the following conditionsare met:4. OPERATIONAL IMPACT: None.1. PARAGRAPH NUMBER AND TITLE: 8−9−3. LONGITUDINAL SEPARATION2. BACKGROUND: Automated Dependent Surveillance − Addressable (ADS−A) is more universally known asAutomated Dependent Surveillance − Contract (ADS−C). The paragraph needed some editorial <strong>changes</strong> for clarity.3. CHANGE:OLD8−9−3. LONGITUDINAL SEPARATIONTitle through a2b. Minima based on distance using AutomaticDependent Surveillance − Addressable (ADS−A):1. Apply the minima as specified in TBL 8−9−1,ADS−A Criteria, between aircraft on the same track<strong>with</strong>in airspace designated for Required NavigationPerformance (RNP), provided:NEW8−9−3. LONGITUDINAL SEPARATIONNo Changeb. Minima based on distance using AutomaticDependent Surveillance − Contract (ADS−C):1. Apply the minima as specified in TBL 8−9−1,ADS−C Criteria, between aircraft on the same track<strong>with</strong>in airspace designated for Required NavigationPerformance (RNP), provided:BG−8Briefing Guide
2/17/05<strong>7110.65P</strong> CHG 2(a) Direct controller/pilot communication viavoice or <strong>Control</strong>ler Pilot Data Link Communications(CPDLC) is established, and(b) The required ADS−A periodic reports aremaintained and monitored by an automated flight dataprocessor (e.g., Ocean21);No Change(b) The required ADS−C periodic reports aremaintained and monitored by an automated flight dataprocessor (e.g., Ocean21);TBL 8−9−1ADS−A CriteriaMinima RNP Maximum ADS−APeriodic ReportingIntervalTBL 8−9−1ADS−C CriteriaMinima RNP Maximum ADS−CPeriodic ReportingInterval50 NM 10 27 minutes 50 NM 10 27 minutes50 NM 4 32 minutes 50 NM 4 32 minutes30 NM 4 14 minutes 30 NM 4 14 minutes2. <strong>Air</strong>craft on reciprocal tracks may be cleared toclimb or descend to or through the altitude(s) occupiedby another aircraft provided that:(a) An ADS−A position report on at least one ofthe aircraft has been received beyond the passing point,and(b) The aircraft have passed each other by theapplicable separation minimum.NOTE−Ocean21 has been designed to check for the abovecriteria prior to allowing the minima to be provided.3. When an ADS−A periodic or waypoint changeevent report is overdue by 3 minutes, the controller shalltake action to obtain an ADS−A report.4. If no report is received <strong>with</strong>in 3 minutes of thetime the original report was overdue, the controller shalltake action to apply another form of separation.No Change(a) An ADS−C position report on at least one ofthe aircraft has been received beyond the passing point,andNo ChangeNo Change3. When an ADS−C periodic or waypoint changeevent report is overdue by 3 minutes, the controller shalltake action to obtain an ADS−C report.4. If no report is received <strong>with</strong>in 6 minutes of thetime the original report was due, the controller shall takeaction to apply another form of separation.c. Minima based on distance <strong>with</strong>out ADS−A: c. Minima based on distance <strong>with</strong>out ADS−C:1. 50 NM between aircraft cruising, climbing ordescending on the same track that meet the requirementsfor and are operating <strong>with</strong>in airspace designated forRNP−10 operations provided:(a) Direct controller/pilot communication viavoice or CPDLC is maintained; and(b) Separation is established by ensuring that atleast 50 NM longitudinal separation minima existsbetween aircraft positions as reported by reference to thesame waypoint, whenever possible ahead of both.AddAdd1. Apply 50 NM between aircraft cruising, climbingor descending on the same track or reciprocal track thatmeet the requirements for and are operating <strong>with</strong>inairspace designated for RNP−10 operations provided:No Change(b) Separation is established by ensuring that atleast 50 NM longitudinal separation minima existsbetween aircraft positions as reported by reference to thesame waypoint.(1) Same track aircraft − whenever possibleahead of both; or(2) Reciprocal track aircraft − provided that ithas been positively established that the aircraft havepassed each other.Briefing GuideBG−9
<strong>7110.65P</strong> CHG 2 2/17/052. <strong>Air</strong>craft on reciprocal tracks may be cleared toclimb or descend to or through the altitude(s) occupiedby the other provided that it has been positivelyestablished that the aircraft have passed each other andthe distance between them is equal to at least theapplicable separation minimum.3. Distance verification shall be obtained from eachaircraft at least every 24 minutes to verify that separationis maintained.4. If an aircraft fails to report its position <strong>with</strong>in3 minutes of the expected time, the controller shall takeaction to establish communication. If communication isnot established <strong>with</strong>in 8 minutes from the time the reportshould have been received, the controller shall takeaction to apply another form of separation.NOTE−When aircraft are at, or are expected to reduce to, theminima, speed control techniques should be applied inorder to maintain the required separation.Delete2. Distance verification shall be obtained from eachaircraft at least every 24 minutes to verify that separationis maintained.3. If an aircraft fails to report its position <strong>with</strong>in3 minutes after the expected time, the controller shalltake action to establish communication. If communicationis not established <strong>with</strong>in 8 minutes after the time thereport should have been received, the controller shalltake action to apply another form of separation.NOTE−When same track aircraft are at, or are expected toreduce to, the minima, speed control techniques shouldbe applied in order to maintain the required separation.4. OPERATIONAL IMPACT: None.1. PARAGRAPH NUMBER AND TITLE: 9−3−10. LAND−BASED AIR DEFENSE IDENTIFICATION ZONE(ADIZ) ATC PROCEDURES2. BACKGROUND: Since September 11, 2001, several new ADIZ were established over U.S. land to protect sensitiveareas. This revision to paragraph 9−3−10 is based on FAA Notice 7110.378, Land−Based <strong>Air</strong> Defense Identification Zone <strong>Air</strong><strong>Traffic</strong> <strong>Control</strong> Procedures.3. CHANGE:OLD9−3−10. LAND−BASED AIR DEFENSE IDEN-TIFICATION ZONE (ADIZ) ATC PROCEDURESTERMINALa. Verify IFR and VFR flight operations entering,exiting, or transitioning the ADIZ meet all of thefollowing minimum conditions:1. Two−way radio communications are maintainedat all times prior to entering and throughout transition ofthe ADIZ. <strong>Air</strong>craft operating in an airport traffic patternor landing at nontowered airports are exempt from theATC communication requirement, provided theymonitor the airport common traffic advisory frequency.2. <strong>Air</strong>craft is squawking an ATC assigned discretebeacon code, <strong>with</strong> altitude, at all times. Do not allow anaircraft to cancel its flight plan and/or squawk VFR whilein the ADIZ.4. OPERATIONAL IMPACT: None.NEW9−3−10. LAND−BASED AIR DEFENSE IDEN-TIFICATION ZONE (ADIZ) ATC PROCEDURESNo ChangeNo ChangeNo Change2. <strong>Air</strong>craft is equipped <strong>with</strong> an operatingtransponder <strong>with</strong> automatic altitude reportingcapability. <strong>Air</strong>craft is squawking an ATC assigneddiscrete beacon code at all times. Do not allow an aircraftto cancel its flight plan and/or squawk VFR while in theADIZ.BG−10Briefing Guide
2/17/05<strong>7110.65P</strong> CHG 21. PARAGRAPH NUMBER AND TITLE: 10−2−13. MANPADS ALERT2. BACKGROUND: This addition provides direction for controllers to alert aircraft to threats, attacks and post−attackactivities involving Man−Portable <strong>Air</strong> Defense Systems (MANPADS) activities near airports. MANPADS are light−weight,shoulder−fired weapon systems used by terrorists to bring down aircraft and create mass casualties.3. CHANGE:OLDAddAddAddAddAddAddAddNEW10−2−13. MANPADS ALERTWhen a threat or attack from Man−Portable <strong>Air</strong>Defense Systems (MANPADS) is determined to bereal, notify and advise aircraft as follows:a. Do not <strong>with</strong>hold landing clearance. To the extentpossible, issue information on MANPADS threats,confirmed attacks, or post−event activities in time forit to be useful to the pilot. The pilot or parentcompany will determine the pilot’s actions.b. MANPADS information will be disseminatedvia the ATIS and/or controller−to−pilot transmissions.c. Disseminate via controller−to−pilot transmissionuntil the appropriate MANPADS information isbroadcast via the ATIS and pilots indicate they havereceived the appropriate ATIS code. MANPADSinformation will include nature and location of threator incident, whether reported or observed and bywhom, time (if known), and when transmitting to anindividual aircraft, a request for pilot’s intentions.PHRASEOLOGY−ATTENTION (aircraft identification), MANPADSALERT. EXERCISE EXTREME CAUTION.MANPADS THREAT/ATTACK/POST−EVENTACTIVITY OBSERVED/REPORTED BY (reportingagency) (location) AT (time, if known). (Whentransmitting to an individual aircraft) SAYINTENTIONS.EXAMPLE−“Attention Eastern Four Seventeen, MANPADS alert.Exercise extreme caution. MANPADS threat reportedby TSA, LaGuardia vicinity. Say intentions.”AddAdd“Attention all aircraft, MANPADS alert. Exerciseextreme caution. MANPADS post−event activityobserved by tower south of airport at two−one−zero−zero Zulu.”d. Report MANPADS threat/attack/post−eventactivity until notified otherwise by FAA nationalheadquarters.REFERENCE−FAAO 7110.65, Content, Para 2−9−3.FAAO 7210.3, Handling MANPADS Incidents, Para 2−1−9.4. OPERATIONAL IMPACT: Minimal.Briefing GuideBG−11
<strong>7110.65P</strong> CHG 2 2/17/051. PARAGRAPH NUMBER AND TITLE: 13−2−1. DESCRIPTION2. BACKGROUND: Automated Dependent Surveillance − Addressable (ADS−A) is more universally known asAutomated Dependent Surveillance − Contract (ADS−C). The paragraph needed some editorial <strong>changes</strong> for clarity.3. CHANGE:13−2−1. DESCRIPTIONOLDa. The Ocean21 ATC System is utilized in designatedenroute/oceanic airspace. Ocean21 includes bothsurveillance and flight data processing, which providesthe controllers <strong>with</strong> automated decision support tools toestablish, monitor and maintain separation betweenaircraft, and aircraft to airspace and terrain.NEW13−2−1. DESCRIPTIONNo Changeb. Ocean21 capabilities include: No Change1. MEARTS based radar surveillance processing. No Change2. Conflict Prediction and Reporting. No Change3. Automatic Dependence Surveillance−Addressable (ADS−A).4. Automatic Dependence Surveillance− Broadcast(ADS−B).3. Automatic Dependent Surveillance− Broadcast(ADS−B).4. Automatic Dependent Surveillance− Contract(ADS−C).4. OPERATIONAL IMPACT: None.BG−12Briefing Guide
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