Order 7110.65P, Air Traffic Control, with changes

8/5/047110.65P CHG 1k. Expedite movement of Special Air 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. Aircraft 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 Aircraft, Para 9−3−21.FAAO 7210.3, OPEN SKIES Treaty Aircraft, Para 5−3−7.Treaty on OPEN SKIES, Treaty Document, 102−37.o. Aircraft 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 withoutan 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 within 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