U.S.

Department
of Transportation
Federal Aviation
Administration

Order 7110.65R
Air Traffic Control

February 16, 2006

An electronic version of this publication is on the internet at

http://www.faa.gov/atpubs

Distribution: ZAT-710, ZAT-464 Initiated By: System Operations Services

RECORD OF CHANGES DIRECTIVE NO. 7110.65R

CHANGE SUPPLEMENTS CHANGE SUPPLEMENTS

TO OPTIONAL TO OPTIONAL
BASIC BASIC

FAA Form 1320-5 (6-80) USE PREVIOUS EDITION

2/16/06 7110.65R

Order 7110.65R
Air Traffic Control
Foreword
This order prescribes air traffic control procedures and phraseology for use by personnel providing air
traffic control services. Controllers are required to be familiar with the provisions of this order that
pertain to their operational responsibilities and to exercise their best judgment if they encounter
situations not covered by it.
 U.S. DEPARTMENT OF TRANSPORTATION
CHANGE FEDERAL AVIATION ADMINISTRATION
7110.65R CHG 3

SUBJ: AIR TRAFFIC CONTROL

1.PURPOSE. This change transmits revised pages to Order 7110.65R, Air Traffic Control, and the
Briefing Guide.
2.DISTRIBUTION. This change is distributed to select offices in Washington headquarters,
regional offices, the William J. Hughes Technical Center, and the Mike Monroney Aeronautical Center;
to all air traffic field facilities and international aviation field offices; and to interested aviation public.
3.EFFECTIVE DATE. August 30, 2007.
4.EXPLANATION OF CHANGES. See the Explanation of Changes attachment which has
editorial corrections and changes submitted through normal procedures. The Briefing Guide lists only
new or modified material, along with background information.
5.DISPOSITION OF TRANSMITTAL. Retain this transmittal until superseded by a new basic
order.
6.PAGE CONTROL CHART. See the Page Control Chart attachment.

Distribution: ZAT-710; ZAT-464 Initiated By: AJR-0

Vice President, System Operations Services
8/30/07 7110.65R CHG 3

Air Traffic Control

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

a. 1-2-6. ABBREVIATIONS This change cancels and incorporates NJO7110.460,

Precision Obstacle Free Zone (POFZ) and Final Obstacle
Adds the following to table 1-2-1:  
Clearance Surfaces (OCS), effective January 22, 2007.
Abbreviation Meaning f. 3-9-8. INTERSECTING RUNWAY
APREQ . . . . Approval Request SEPARATION
ASF . . . . . . . Airport Stream Filters 3-10-4. INTERSECTING RUNWAY SEPARATION
DL . . . . . . . . Departure List Emphasizes the role of issuing traffic information to
IAFDOF . . . . Inappropriate Altitude for Direction of aircraft operating on intersecting runways. These changes
Flight cancel and incorporate NJO 7110.456, Taxi Into Position
SAA . . . . . . . Special Activity Airspace and Hold (TIPH), effective February 5, 2007.
SPA . . . . . . . . Special Posting Area
g. 3-10-4. INTERSECTING RUNWAY
b. 2-1-1. ATC SERVICE SEPARATION
2-1-2. DUTY PRIORITY Highlights, during the use of tower applied visual
Increases emphasis on security requirements. These separation, that appropriate control instructions are issued
changes cancel and incorporate GENOT 6/45, N 7110.452, to ensure go-around or missed approaches are protected
Change to FAAO7110.65R, Para 2-1-1, ATC Service; for intersecting runways.
Para2-1-2, Duty Priority; and Para9-2-10, Land-Based h. 3-10-5. LANDING CLEARANCE
Air Defense Identification Zone (ADIZ) ATC Procedures,
effective October 1, 2006. Emphasizes the responsibility of issuing a landing
clearance and describes when “continued” phraseology is
c. 2-5-1. AIR TRAFFIC SERVICE (ATS) warranted. This change cancels and incorporates
ROUTES
NJO 7110.456, Taxi Into Position and Hold (TIPH),
Provides air traffic control with the correct phraseology for effective February 5, 2007.
“T” routes being flown today. It differentiates between the
various RNAV routes and adds an example of the T Routes i. 3-10-6. ANTICIPATING SEPARATION
and Alaskan R routes. Adds a new subparagraph to ensure compliance with new
d. 3-1-4. COORDINATION BETWEEN LOCAL TIPH procedures. This change cancels and incorporates
AND GROUND CONTROLLERS NJO 7110.456, Taxi Into Position and Hold (TIPH),
3-9-4. TAXI INTO POSITION AND HOLD (TIPH) effective February 5, 2007.

Adds mitigations identified by the SRM Panel to reduce j. 5-5-4. MINIMA

identified hazards. These changes cancel and incorporate Clarifies the definition of “directly behind.” This change
NJO 7110.456, Taxi Into Position and Hold (TIPH), incorporates and cancels NJO 7110.465, Definition of
effective February 5, 2007. “Directly Behind,” effective May 15, 2007.
e. 3-7-6. PRECISION OBSTACLE FREE ZONE k. 8-8-3. LONGITUDINAL SEPARATION
(POFZ)
Adds the words “at or” to subparagraphb. This change
Provides guidance to ATC personnel to issue traffic cancels and incorporates NJO 7110.457, Longitudinal
information when these protected surfaces are violated. Separation, effective February 1, 2007.

Explanation of Changes E of C-1

7110.65R CHG 3 8/30/07

l. 9-2-10. LAND-BASED AIR DEFENSE r. 13-1-5. THE AIRCRAFT LIST (ACL) AND

IDENTIFICATION ZONE (ADIZ) ATC FLIGHT DATA MANAGEMENT
PROCEDURES
Adds departure list to paragraph title. Adds requirements
Clarifies requirements and establishes specific procedures for managing URET flight data, posting strips, and URET
for noncompliance. Additionally, this allows more Drop Track Delete. This change cancels and incorporates
flexibility when incidents occur within the ADIZ to land NJO 7110.462, User Request Evaluation Tool (URET),
rather than directly exit the ADIZ under certain effective April 30, 2007.
circumstances. The inclusion is to increase emphasis on
security requirements. This change cancels and s. 13-1-6. MANUAL COORDINATION AND
incorporates GENOT 6/45, N7110.452, Change to THE URET COORDINATION MENU
FAAO7110.65R, Para 2-1-1, ATC Service; Para2-1-2,
Duty Priority; and Para 9-2-10, Land-Based Air Defense Adds a new paragraph adding requirements for manual
Identification Zone (ADIZ) ATC Procedures, effective coordination and the URET Coordination Menu. This
October 1, 2006. change cancels and incorporates NJO 7110.462, User
Request Evaluation Tool (URET), effective April 30,
m. 10-2-6. HIJACKED AIRCRAFT 2007.

Reduces and simplifies FAAO 7110.65 information on t. 13-1-6. RECORDING OF CONTROL DATA

hijack handling and refers controllers to the more secure
and more detailed hijack handling information in Renumbers paragraph to 13-1-8 and adds requirements for
FAAOJO 7610.4, Special Operations. Also, eliminates handling pointouts and for using the free text area. This
inconsistent phraseology guidance and removes change cancels and incorporates NJO 7110.462, User
restrictions against ATC assigning a hijack beacon code. Request Evaluation Tool (URET), effective April 30,
This change cancels and incorporates NJO 7110.461, 2007.
Hijacked Aircraft and Communications Failure
Procedures, effective January 18, 2007. u. 13-1-7. HOLDING

n. 10-2-11. AIRCRAFT BOMB THREATS Adds a new paragraph adding a requirement for URET
Hold Annotations. This change cancels and incorporates
Removes notes that are incorrect/irrelevant to the section NJO7110.462, User Request Evaluation Tool (URET),
and incorporates references to appropriate guidance in effective April 30, 2007.
FAAO JO 7610.4 regarding suspicious aircraft.
v. 13-1-7. ACKNOWLEDGEMENT OF
o. 10-4-4. COMMUNICATIONS FAILURE AUTOMATED NOTIFICATION
Adds a reference to FAAO JO 7610.4 regarding suspicious
Renumbers paragraph to 13-1-9 and adds requirements for
activity. This change cancels and incorporates
acknowledging automated notifications. This change
NJO7110.461, Hijacked Aircraft and Communications
cancels and incorporates NJO7110.462, User Request
Failure Procedures, effective January 18, 2007.
Evaluation Tool (URET), effective April 30, 2007.
p. 13-1-1. DESCRIPTION
w. 13-1-8. CURRENCY OF TRAJECTORY
Changes the description of URET. This change cancels INFORMATION
and incorporates NJO 7110.462, User Request Evaluation
Tool (URET), effective April 30, 2007. Renumbers paragraph to 13-1-10. This change cancels
and incorporates NJO7110.462, User Request Evaluation
q. 13-1-2. CONFLICT DETECTION AND Tool (URET), effective April 30, 2007.
RESOLUTION
x. 13-1-9. DELAY REPORTING
Adds aircraft-to-aircraft and aircraft-to-airspace to alerts
and requirements for the URET Stop Probe functionality. Renumbers paragraph to 13-1-11. Adds requirement for
This change cancels and incorporates NJO 7110.462, User recording delay information. This change cancels and
Request Evaluation Tool (URET), effective April 30, incorporates N JO 7110.462, User Request Evaluation Tool
2007. (URET), effective April 30, 2007.

E of C-2 Explanation of Changes

8/30/07 7110.65R CHG 3

y. 13-1-10. OVERDUE AIRCRAFT ad. 13-1-17. URET AIRSPACE

CONFIGURATION ELEMENTS
Renumbers paragraph to 13-1-12. This change cancels
and incorporates NJO 7110.462, User Request Evaluation Adds a new paragraph adding requirements for URET
Tool (URET), effective April 30, 2007. airspace configuration elements. This change cancels and
incorporates NJO7110.462, User Request Evaluation
z. 13-1-11. USE OF GRAPHICS PLAN Tool (URET), effective April 30, 2007.
DISPLAY (GPD)
ae. APPENDIX A. AIRCRAFT INFORMATION
Renumbers paragraph to 13-1-13. This change cancels Provides performance information and LAHSO group for
and incorporates N JO 7110.462, User Request Evaluation Diamond DA20 and DA42, Eclipse 500, and Learjet 40
Tool (URET), effective April 30, 2007. and 45 aircraft. Obsolete aircraft type designators B72Q,
B73Q, DC8Q, and DC9Q, that originally designated early
aa. 13-1-12. FORECAST WINDS Stage 3 noise compliance, are deleted since each model has
Renumbers paragraph to 13-1-14 and adds information an approved type designator and meets Stage 3
requirements if operated in the United States.
about affecting trajectory data. This change cancels and
incorporates NJO 7110.462, User Request Evaluation af. APPENDIX B. AIRCRAFT INFORMATION
Tool (URET), effective April 30, 2007. HELICOPTERS/ROTORCRAFTS

ab. 13-1-13. INTERFACILITY Corrects engine type information for the Bell/Boeing

CONNECTIVITY Osprey V22 aircraft.

Renumbers paragraph to 13-1-15. This change cancels ag. APPENDIX D. STANDARD OPERATING

and incorporates NJO 7110.462, User Request Evaluation PRACTICE (SOP) FOR THE TRANSFER OF
Tool (URET), effective April 30, 2007. POSITION RESPONSIBILITY
Places the responsibility on the controller being relieved
ac. 13-1-14. PRIMARY RDP/FDP OUTAGES from position to perform all sign-on/sign-off functions for
Renumbers paragraph to 13-1-16 and changes Radar Data the relieved and relieving controller using the Cru-X/ART
Processing (RDP)/Flight Data Processing (FDP) to HOST. Programs.
This change cancels and incorporates NJO7110.462, User ah. Editorial/format changes were made where
Request Evaluation Tool (URET), effective April 30, necessary. Revision bars were not used because of the
2007. insignificant nature of these changes.

Explanation of Changes E of C-3

8/30/07 7110.65R CHG 3

PAGE CONTROL CHART

7110.65R CHG 3

August 30, 2007

REMOVE PAGES DATED INSERT PAGES DATED

Table of Contents v and vi . . . . . . . . . . . . . . 3/15/07 Table of Contents v and vi . . . . . . . . . . . . . . 8/30/07

Table of Contents ix . . . . . . . . . . . . . . . . . . . . 3/15/07 Table of Contents ix . . . . . . . . . . . . . . . . . . . . 3/15/07
Table of Contents x . . . . . . . . . . . . . . . . . . . . 3/15/07 Table of Contents x . . . . . . . . . . . . . . . . . . . . 8/30/07
Table of Contents xvii through xxi . . . . . . . . 3/15/07 Table of Contents xvii through xxi . . . . . . . . 8/30/07
1-2-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/3/06 1-2-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/3/06
1-2-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06 1-2-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/30/07
1-2-5 and 1-2-6 . . . . . . . . . . . . . . . . . . . . . . 3/15/07 1-2-5 and 1-2-6 . . . . . . . . . . . . . . . . . . . . . . 8/30/07
1-2-7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06 1-2-7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/30/07
2-1-1 and 2-1-2 . . . . . . . . . . . . . . . . . . . . . . 2/16/06 2-1-1 and 2-1-2 . . . . . . . . . . . . . . . . . . . . . . 8/30/07
2-1-3 and 2-1-4 . . . . . . . . . . . . . . . . . . . . . . 8/3/06 2-1-3 and 2-1-4 . . . . . . . . . . . . . . . . . . . . . . 8/30/07
2-5-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06 2-5-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/30/07
2-5-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/15/07 2-5-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/30/07
3-1-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06 3-1-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06
3-1-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06 3-1-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/30/07
3-7-5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06 3-7-5 and 3-7-6 . . . . . . . . . . . . . . . . . . . . . . 8/30/07
3-9-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06 3-9-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06
3-9-2 and 3-9-3 . . . . . . . . . . . . . . . . . . . . . . 3/15/07 3-9-2 and 3-9-3 . . . . . . . . . . . . . . . . . . . . . . 8/30/07
3-9-4 through 3-9-8 . . . . . . . . . . . . . . . . . . . 2/16/06 3-9-4 through 3-9-9 . . . . . . . . . . . . . . . . . . . 8/30/07
3-10-3 through 3-10-5 . . . . . . . . . . . . . . . . . 2/16/06 3-10-3 through 3-10-5 . . . . . . . . . . . . . . . . . 8/30/07
3-10-6 and 3-10-7 . . . . . . . . . . . . . . . . . . . . 3/15/07 3-10-6 and 3-10-7 . . . . . . . . . . . . . . . . . . . . 8/30/07
3-10-8 through 3-10-12 . . . . . . . . . . . . . . . . 2/16/06 3-10-8 through 3-10-13 . . . . . . . . . . . . . . . . 8/30/07
5-5-3 through 5-5-6 . . . . . . . . . . . . . . . . . . . 2/16/06 5-5-3 through 5-5-6 . . . . . . . . . . . . . . . . . . . 8/30/07
8-8-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06 8-8-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/30/07
8-8-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06 8-8-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06
9-1-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/15/07 9-1-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/30/07
9-2-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06 9-2-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06
9-2-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/15/07 9-2-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/30/07
9-2-5 through 9-2-10 . . . . . . . . . . . . . . . . . . 2/16/06 9-2-5 through 9-2-10 . . . . . . . . . . . . . . . . . . 8/30/07
10-2-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06 10-2-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06
10-2-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/15/07 10-2-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/30/07
10-2-3 through 10-2-5 . . . . . . . . . . . . . . . . . 2/16/06 10-2-3 through 10-2-5 . . . . . . . . . . . . . . . . . 8/30/07
10-2-6 and 10-2-7 . . . . . . . . . . . . . . . . . . . . 8/3/06 10-2-6 and 10-2-7 . . . . . . . . . . . . . . . . . . . . 8/30/07
10-4-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06 10-4-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06
10-4-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06 10-4-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/30/07
13-1-1 through 13-1-3 . . . . . . . . . . . . . . . . . 2/16/06 13-1-1 through 13-1-6 . . . . . . . . . . . . . . . . . 8/30/07

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REMOVE PAGES DATED INSERT PAGES DATED

A-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06 A-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/30/07

A-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06 A-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06
A-7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06 A-7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/30/07
A-8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06 A-8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06
A-13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/3/06 A-13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/30/07
A-14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/15/07 A-14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/30/07
A-21 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06 A-21 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/30/07
A-22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06 A-22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06
B-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06 B-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/30/07
B-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06 B-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06
D-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06 D-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/30/07
PCG-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/15/07 PCG-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/30/07
PCG A-7 through A-10 . . . . . . . . . . . . . . . . 8/3/06 PCG A-7 through A-10 . . . . . . . . . . . . . . . . 8/30/07
PCG A-13 and A-14 . . . . . . . . . . . . . . . . . . . 8/3/06 PCG A-13 and A-14 . . . . . . . . . . . . . . . . . . . 8/30/07
PCG C-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/15/07 PCG C-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/15/07
PCG C-4 through C-6 . . . . . . . . . . . . . . . . . . 2/16/06 PCG C-4 through C-6 . . . . . . . . . . . . . . . . . . 8/30/07
PCG C-7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/3/06 PCG C-7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/30/07
PCG C-8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06 PCG C-8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/16/06
PCG D-3 and D-4 . . . . . . . . . . . . . . . . . . . . . 2/16/06 PCG D-3 and D-4 . . . . . . . . . . . . . . . . . . . . . 8/30/07
PCG S-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/3/06 PCG S-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/30/07
PCG S-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/3/06 PCG S-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/3/06
I-1 through I-9 . . . . . . . . . . . . . . . . . . . . . . . 3/15/07 I-1 through I-9 . . . . . . . . . . . . . . . . . . . . . . . 8/30/07

2 Page Control Chart

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Table of Contents
Chapter 1. Introduction
Section 1. General

Paragraph Page
1-1-1. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1-1
1-1-2. DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1-1
1-1-3. CANCELLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1-1
1-1-4. EXPLANATION OF MAJOR CHANGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1-1
1-1-5. EFFECTIVE DATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1-1
1-1-6. RECOMMENDATIONS FOR PROCEDURAL CHANGES . . . . . . . . . . . . . . . 1-1-1
1-1-7. SAFETY MANAGEMENT SYSTEM (SMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1-1
1-1-8. PUBLICATION AND DELIVERY DATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1-1
1-1-9. PROCEDURAL LETTERS OF AGREEMENT . . . . . . . . . . . . . . . . . . . . . . . . . 1-1-2
1-1-10. CONSTRAINTS GOVERNING SUPPLEMENTS AND
PROCEDURAL DEVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1-2
1-1-11. REFERENCES TO FAA NON-AIR TRAFFIC ORGANIZATIONS . . . . . . 1-1-2

Section 2. Terms of Reference

1-2-1. WORD MEANINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2-1
1-2-2. COURSE DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2-2
1-2-3. NOTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2-2
1-2-4. REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2-3
1-2-5. ANNOTATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2-3
1-2-6. ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2-3

Chapter 2. General Control

Section 1. General
2-1-1. ATC SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-1
2-1-2. DUTY PRIORITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-1
2-1-3. PROCEDURAL PREFERENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-1
2-1-4. OPERATIONAL PRIORITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-2
2-1-5. EXPEDITIOUS COMPLIANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-3
2-1-6. SAFETY ALERT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-3
2-1-7. INFLIGHT EQUIPMENT MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-4
2-1-8. MINIMUM FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-4
2-1-9. REPORTING ESSENTIAL FLIGHT INFORMATION . . . . . . . . . . . . . . . . . . . 2-1-5
2-1-10. NAVAID MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-5
2-1-11. USE OF MARSA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-5
2-1-12. MILITARY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-6
2-1-13. FORMATION FLIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-6
2-1-14. COORDINATE USE OF AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-7
2-1-15. CONTROL TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-7
2-1-16. SURFACE AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-7
2-1-17. RADIO COMMUNICATIONS TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-7
2-1-18. OPERATIONAL REQUESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-9
2-1-19. WAKE TURBULENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-9
2-1-20. WAKE TURBULENCE CAUTIONARY ADVISORIES . . . . . . . . . . . . . . . . . 2-1-9

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Paragraph Page
2-1-21. TRAFFIC ADVISORIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-10
2-1-22. BIRD ACTIVITY INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-11
2-1-23. TRANSFER OF POSITION RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . 2-1-11
2-1-24. WHEELS DOWN CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-11
2-1-25. SUPERVISORY NOTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-12
2-1-26. PILOT DEVIATION NOTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-12
2-1-27. TCAS RESOLUTION ADVISORIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-12
2-1-28. RVSM OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1-12
2-1-29. TERRAIN AWARENESS WARNING SYSTEM (TAWS) ALERTS . . . . . . . . 2-1-13

Section 2. Flight Plans and Control Information

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

Section 3. Flight Progress Strips

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

Section 4. Radio and Interphone Communications

2-4-1. RADIO COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4-1
2-4-2. MONITORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4-1
2-4-3. PILOT ACKNOWLEDGMENT/READ BACK . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4-1
2-4-4. AUTHORIZED INTERRUPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4-1
2-4-5. AUTHORIZED TRANSMISSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4-1
2-4-6. FALSE OR DECEPTIVE COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . 2-4-1

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Paragraph Page
2-4-7. AUTHORIZED RELAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4-2
2-4-8. RADIO MESSAGE FORMAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4-2
2-4-9. ABBREVIATED TRANSMISSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4-2
2-4-10. INTERPHONE TRANSMISSION PRIORITIES . . . . . . . . . . . . . . . . . . . . . . . . 2-4-2
2-4-11. PRIORITY INTERRUPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4-2
2-4-12. INTERPHONE MESSAGE FORMAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4-3
2-4-13. INTERPHONE MESSAGE TERMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4-4
2-4-14. WORDS AND PHRASES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4-4
2-4-15. EMPHASIS FOR CLARITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4-4
2-4-16. ICAO PHONETICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4-5
2-4-17. NUMBERS USAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4-5
2-4-18. NUMBER CLARIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4-8
2-4-19. FACILITY IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4-8
2-4-20. AIRCRAFT IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4-8
2-4-21. DESCRIPTION OF AIRCRAFT TYPES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4-11
2-4-22. AIRSPACE CLASSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4-11

Section 5. Route and NAVAID Description

2-5-1. AIR TRAFFIC SERVICE (ATS) ROUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5-1
2-5-2. NAVAID TERMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5-1
2-5-3. NAVAID FIXES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5-2

Section 6. Weather Information

2-6-1. FAMILIARIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6-1
2-6-2. HAZARDOUS INFLIGHT WEATHER ADVISORY SERVICE (HIWAS) . . 2-6-1
2-6-3. PIREP INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6-1
2-6-4. WEATHER AND CHAFF SERVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6-2
2-6-5. CALM WIND CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6-4
2-6-6. REPORTING WEATHER CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6-4
2-6-7. DISSEMINATING WEATHER INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . 2-6-4

Section 7. Altimeter Settings

2-7-1. CURRENT SETTINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7-1
2-7-2. ALTIMETER SETTING ISSUANCE BELOW LOWEST USABLE FL . . . . . 2-7-1

Section 8. Runway Visibility Reporting- Terminal

2-8-1. FURNISH RVR/RVV VALUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8-1
2-8-2. ARRIVAL/DEPARTURE RUNWAY VISIBILITY . . . . . . . . . . . . . . . . . . . . . . . 2-8-1
2-8-3. TERMINOLOGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8-1

Section 9. Automatic Terminal Information

Service Procedures
2-9-1. APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9-1
2-9-2. OPERATING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9-1
2-9-3. CONTENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9-2

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Section 10. Team Position Responsibilities

Paragraph Page
2-10-1. EN ROUTE SECTOR TEAM POSITION RESPONSIBILITIES . . . . . . . . . . 2-10-1
2-10-2. TERMINAL RADAR/NONRADAR TEAM POSITION
RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10-2
2-10-3. TOWER TEAM POSITION RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . 2-10-4

Chapter 3. Airport Traffic Control- Terminal

Section 1. General
3-1-1. PROVIDE SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1-1
3-1-2. PREVENTIVE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1-1
3-1-3. USE OF ACTIVE RUNWAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1-1
3-1-4. COORDINATION BETWEEN LOCAL AND GROUND CONTROLLERS . 3-1-2
3-1-5. VEHICLES/EQUIPMENT/PERSONNEL ON RUNWAYS . . . . . . . . . . . . . . . . 3-1-2
3-1-6. TRAFFIC INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1-2
3-1-7. POSITION DETERMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1-2
3-1-8. LOW LEVEL WIND SHEAR/MICROBURST ADVISORIES . . . . . . . . . . . . . 3-1-3
3-1-9. USE OF TOWER RADAR DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1-4
3-1-10. OBSERVED ABNORMALITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1-5
3-1-11. SURFACE AREA RESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1-5
3-1-12. VISUALLY SCANNING RUNWAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1-5
3-1-13. ESTABLISHING TWO-WAY COMMUNICATIONS . . . . . . . . . . . . . . . . . . . 3-1-5
3-1-14. GROUND OPERATIONS WHEN VOLCANIC ASH IS PRESENT . . . . . . . 3-1-6

Section 2. Visual Signals

3-2-1. LIGHT SIGNALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2-1
3-2-2. WARNING SIGNAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2-1
3-2-3. RECEIVER‐ONLY ACKNOWLEDGMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2-1

Section 3. Airport Conditions

3-3-1. LANDING AREA CONDITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3-1
3-3-2. CLOSED/UNSAFE RUNWAY INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . 3-3-1
3-3-3. TIMELY INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3-1
3-3-4. BRAKING ACTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3-2
3-3-5. BRAKING ACTION ADVISORIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3-2
3-3-6. ARRESTING SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3-3
3-3-7. FAR FIELD MONITOR (FFM) REMOTE STATUS UNIT . . . . . . . . . . . . . . . . 3-3-4

Section 4. Airport Lighting

3-4-1. EMERGENCY LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4-1
3-4-2. RUNWAY END IDENTIFIER LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4-1
3-4-3. VISUAL APPROACH SLOPE INDICATORS (VASI) . . . . . . . . . . . . . . . . . . . . 3-4-1
3-4-4. PRECISION APPROACH PATH INDICATORS (PAPI) . . . . . . . . . . . . . . . . . . 3-4-1
3-4-5. APPROACH LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4-2
3-4-6. ALS INTENSITY SETTINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4-2
3-4-7. SEQUENCED FLASHING LIGHTS (SFL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4-2

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Paragraph Page
3-4-8. MALSR/ODALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4-2
3-4-9. ALSF-2/SSALR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4-3
3-4-10. RUNWAY EDGE LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4-3
3-4-11. HIGH INTENSITY RUNWAY, RUNWAY CENTERLINE, AND
TOUCHDOWN ZONE LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4-4
3-4-12. HIRL ASSOCIATED WITH MALSR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4-4
3-4-13. HIRL CHANGES AFFECTING RVR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4-4
3-4-14. MEDIUM INTENSITY RUNWAY LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4-4
3-4-15. SIMULTANEOUS APPROACH AND RUNWAY EDGE LIGHT
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4-4
3-4-16. HIGH SPEED TURNOFF LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4-4
3-4-17. TAXIWAY LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4-5
3-4-18. OBSTRUCTION LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4-5
3-4-19. ROTATING BEACON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4-5

Section 5. Runway Selection

3-5-1. SELECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5-1
3-5-2. STOL RUNWAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5-1
3-5-3. TAILWIND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5-1

Section 6. Airport Surface Detection Procedures

3-6-1. EQUIPMENT USAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6-1
3-6-2. IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6-1
3-6-3. INFORMATION USAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6-1
3-6-4. SAFETY LOGIC ALERT RESPONSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6-1

Section 7. Taxi and Ground Movement Procedures

3-7-1. GROUND TRAFFIC MOVEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7-1
3-7-2. TAXI AND GROUND MOVEMENT OPERATIONS . . . . . . . . . . . . . . . . . . . . 3-7-1
3-7-3. GROUND OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7-3
3-7-4. RUNWAY PROXIMITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7-4
3-7-5. PRECISION APPROACH CRITICAL AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7-4
3-7-6. PRECISION OBSTACLE FREE ZONE (POFZ) AND
FINAL APPROACH OBSTACLE CLEARANCE SURFACES (OCS) . . . . . 3-7-5

Section 8. Spacing and Sequencing

3-8-1. SEQUENCE/SPACING APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8-1
3-8-2. TOUCH‐AND‐GO OR STOP‐AND‐GO OR LOW APPROACH . . . . . . . . . . . 3-8-1
3-8-3. SIMULTANEOUS SAME DIRECTION OPERATION . . . . . . . . . . . . . . . . . . . 3-8-1
3-8-4. SIMULTANEOUS OPPOSITE DIRECTION OPERATION . . . . . . . . . . . . . . . 3-8-2

Section 9. Departure Procedures and Separation

3-9-1. DEPARTURE INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9-1
3-9-2. DEPARTURE DELAY INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9-1
3-9-3. DEPARTURE CONTROL INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9-1
3-9-4. TAXI INTO POSITION AND HOLD (TIPH) . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9-2
3-9-5. ANTICIPATING SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9-4

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Paragraph Page
3-9-6. SAME RUNWAY SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9-4
3-9-7. WAKE TURBULENCE SEPARATION FOR INTERSECTION
DEPARTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9-6
3-9-8. INTERSECTING RUNWAY SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9-7
3-9-9. TAKEOFF CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9-9
3-9-10. CANCELLATION OF TAKEOFF CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . 3-9-9

Section 10. Arrival Procedures and Separation

3-10-1. LANDING INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10-1

3-10-2. FORWARDING APPROACH INFORMATION BY NONAPPROACH
CONTROL FACILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10-1
3-10-3. SAME RUNWAY SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10-2
3-10-4. INTERSECTING RUNWAY SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10-3
3-10-5. LANDING CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10-6
3-10-6. ANTICIPATING SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10-7
3-10-7. LANDING CLEARANCE WITHOUT VISUAL OBSERVATION . . . . . . . . . 3-10-7
3-10-8. WITHHOLDING LANDING CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10-7
3-10-9. RUNWAY EXITING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10-7
3-10-10. ALTITUDE RESTRICTED LOW APPROACH . . . . . . . . . . . . . . . . . . . . . . . 3-10-8
3-10-11. CLOSED TRAFFIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10-8
3-10-12. OVERHEAD MANEUVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10-8
3-10-13. SIMULATED FLAMEOUT (SFO) APPROACHES/EMERGENCY
LANDING PATTERN (ELP) OPERATIONS/PRACTICE
PRECAUTIONARY APPROACHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10-9

Section 11. Helicopter Operations

3-11-1. TAXI AND GROUND MOVEMENT OPERATION . . . . . . . . . . . . . . . . . . . . 3-11-1

3-11-2. HELICOPTER TAKEOFF CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11-1
3-11-3. HELICOPTER DEPARTURE SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11-2
3-11-4. HELICOPTER ARRIVAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11-3
3-11-5. SIMULTANEOUS LANDINGS OR TAKEOFFS . . . . . . . . . . . . . . . . . . . . . . . 3-11-3
3-11-6. HELICOPTER LANDING CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11-4

Section 12. Sea Lane Operations

3-12-1. APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12-1
3-12-2. DEPARTURE SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12-1
3-12-3. ARRIVAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12-1

Chapter 4. IFR
Section 1. NAVAID Use Limitations

4-1-1. ALTITUDE AND DISTANCE LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1-1

4-1-2. EXCEPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1-2
4-1-3. CROSSING ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1-2
4-1-4. VFR‐ON‐TOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1-2
4-1-5. FIX USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1-2

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Section 2. Clearances

Paragraph Page
4-2-1. CLEARANCE ITEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2-1
4-2-2. CLEARANCE PREFIX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2-1
4-2-3. DELIVERY INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2-1
4-2-4. CLEARANCE RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2-1
4-2-5. ROUTE OR ALTITUDE AMENDMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2-1
4-2-6. THROUGH CLEARANCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2-2
4-2-7. ALTRV CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2-2
4-2-8. IFR-VFR AND VFR-IFR FLIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2-3
4-2-9. CLEARANCE ITEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2-3

Section 3. Departure Procedures

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

Section 4. Route Assignment

4-4-1. ROUTE USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4-1
4-4-2. ROUTE STRUCTURE TRANSITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4-2
4-4-3. DEGREE‐DISTANCE ROUTE DEFINITION FOR MILITARY
OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4-2
4-4-4. ALTERNATIVE ROUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4-3
4-4-5. CLASS G AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4-3
4-4-6. DIRECT CLEARANCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4-3

Section 5. Altitude Assignment and Verification

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

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Section 6. Holding Aircraft

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

Section 7. Arrival Procedures

4-7-1. CLEARANCE INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7-1
4-7-2. ADVANCE DESCENT CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7-1
4-7-3. SINGLE FREQUENCY APPROACHES (SFA) . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7-1
4-7-4. RADIO FREQUENCY AND RADAR BEACON CHANGES FOR
MILITARY AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7-2
4-7-5. MILITARY TURBOJET EN ROUTE DESCENT . . . . . . . . . . . . . . . . . . . . . . . . 4-7-2
4-7-6. ARRIVAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7-3
4-7-7. WEATHER INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7-3
4-7-8. BELOW MINIMA REPORT BY PILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7-4
4-7-9. TRANSFER OF JURISDICTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7-4
4-7-10. APPROACH INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7-4
4-7-11. ARRIVAL INFORMATION BY APPROACH CONTROL FACILITIES . . . 4-7-5
4-7-12. AIRPORT CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7-5
4-7-13. SWITCHING ILS/MLS RUNWAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-7-6

Section 8. Approach Clearance Procedures

4-8-1. APPROACH CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8-1
4-8-2. CLEARANCE LIMIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8-5
4-8-3. RELAYED APPROACH CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8-5
4-8-4. ALTITUDE ASSIGNMENT FOR MILITARY HIGH ALTITUDE
INSTRUMENT APPROACHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8-5
4-8-5. SPECIFYING ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8-5
4-8-6. CIRCLING APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8-5
4-8-7. SIDE-STEP MANEUVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8-6
4-8-8. COMMUNICATIONS RELEASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8-6
4-8-9. MISSED APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8-6
4-8-10. APPROACH INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8-6
4-8-11. PRACTICE APPROACHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8-6
4-8-12. LOW APPROACH AND TOUCH‐AND‐GO . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8-7

Chapter 5. Radar
Section 1. General
5-1-1. PRESENTATION AND EQUIPMENT PERFORMANCE . . . . . . . . . . . . . . . . 5-1-1
5-1-2. ALIGNMENT ACCURACY CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1-1
5-1-3. RADAR USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1-1
5-1-4. BEACON RANGE ACCURACY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1-2

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Paragraph Page
5-1-5. ELECTRONIC ATTACK (EA) ACTIVITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1-2
5-1-6. SERVICE LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1-3
5-1-7. ELECTRONIC CURSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1-3
5-1-8. MERGING TARGET PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1-3
5-1-9. HOLDING PATTERN SURVEILLANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1-4
5-1-10. DEVIATION ADVISORIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1-4
5-1-11. RADAR FIX POSTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1-4
5-1-12. POSITION REPORTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1-4
5-1-13. RADAR SERVICE TERMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1-4

Section 2. Beacon Systems

5-2-1. ASSIGNMENT CRITERIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2-1

5-2-2. DISCRETE ENVIRONMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2-1
5-2-3. NONDISCRETE ENVIRONMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2-1
5-2-4. MIXED ENVIRONMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2-1
5-2-5. RADAR BEACON CODE CHANGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2-2
5-2-6. FUNCTION CODE ASSIGNMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2-2
5-2-7. EMERGENCY CODE ASSIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2-3
5-2-8. RADIO FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2-3
5-2-9. VFR CODE ASSIGNMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2-3
5-2-10. BEACON CODE FOR PRESSURE SUIT FLIGHTS AND FLIGHTS
ABOVE FL 600 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2-4
5-2-11. AIR DEFENSE EXERCISE BEACON CODE ASSIGNMENT . . . . . . . . . . . 5-2-4
5-2-12. STANDBY OR LOW SENSITIVITY OPERATION . . . . . . . . . . . . . . . . . . . . . 5-2-5
5-2-13. CODE MONITOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2-5
5-2-14. FAILURE TO DISPLAY ASSIGNED BEACON CODE OR
INOPERATIVE/MALFUNCTIONING TRANSPONDER . . . . . . . . . . . . . 5-2-5
5-2-15. INOPERATIVE OR MALFUNCTIONING INTERROGATOR . . . . . . . . . . . 5-2-6
5-2-16. FAILED TRANSPONDER IN CLASS A AIRSPACE . . . . . . . . . . . . . . . . . . . . 5-2-6
5-2-17. VALIDATION OF MODE C READOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2-6
5-2-18. ALTITUDE CONFIRMATION- MODE C . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2-7
5-2-19. ALTITUDE CONFIRMATION- NON-MODE C . . . . . . . . . . . . . . . . . . . . . 5-2-7
5-2-20. AUTOMATIC ALTITUDE REPORTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2-7
5-2-21. INFLIGHT DEVIATIONS FROM TRANSPONDER/MODE C
REQUIREMENTS BETWEEN 10,000 FEET AND 18,000 FEET . . . . . . . 5-2-8
5-2-22. BEACON TERMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2-8
5-2-23. ALTITUDE FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2-8

Section 3. Radar Identification

5-3-1. APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3-1
5-3-2. PRIMARY RADAR IDENTIFICATION METHODS . . . . . . . . . . . . . . . . . . . . 5-3-1
5-3-3. BEACON IDENTIFICATION METHODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3-1
5-3-4. TERMINAL AUTOMATION SYSTEMS IDENTIFICATION METHODS . . 5-3-2
5-3-5. QUESTIONABLE IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3-2
5-3-6. POSITION INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3-2
5-3-7. IDENTIFICATION STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3-2
5-3-8. TARGET MARKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3-3
5-3-9. TARGET MARKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3-3

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Section 4. Transfer of Radar Identification

Paragraph Page
5-4-1. APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4-1
5-4-2. TERMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4-1
5-4-3. METHODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4-1
5-4-4. TRAFFIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4-2
5-4-5. TRANSFERRING CONTROLLER HANDOFF . . . . . . . . . . . . . . . . . . . . . . . . . 5-4-2
5-4-6. RECEIVING CONTROLLER HANDOFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4-3
5-4-7. POINT OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4-4
5-4-8. AUTOMATED INFORMATION TRANSFER (AIT) . . . . . . . . . . . . . . . . . . . . . 5-4-5
5-4-9. INTERFACILITY AUTOMATED INFORMATION TRANSFER . . . . . . . . . . 5-4-5
5-4-10. PREARRANGED COORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4-5
5-4-11. EN ROUTE FOURTH LINE DATA BLOCK USAGE . . . . . . . . . . . . . . . . . . . 5-4-5

Section 5. Radar Separation

5-5-1. APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5-1
5-5-2. TARGET SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5-1
5-5-3. TARGET RESOLUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5-1
5-5-4. MINIMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5-2
5-5-5. VERTICAL APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5-3
5-5-6. EXCEPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5-4
5-5-7. PASSING OR DIVERGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5-4
5-5-8. ADDITIONAL SEPARATION FOR FORMATION FLIGHTS . . . . . . . . . . . . 5-5-4
5-5-9. SEPARATION FROM OBSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5-5
5-5-10. ADJACENT AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5-5
5-5-11. EDGE OF SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5-5
5-5-12. BEACON TARGET DISPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5-6
5-5-13. GPA 102/103 CORRECTION FACTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5-6

Section 6. Vectoring
5-6-1. APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6-1
5-6-2. METHODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6-1
5-6-3. VECTORS BELOW MINIMUM ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6-2

Section 7. Speed Adjustment

5-7-1. APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7-1
5-7-2. METHODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7-2
5-7-3. MINIMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7-3
5-7-4. TERMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7-3

Section 8. Radar Departures

5-8-1. PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8-1
5-8-2. INITIAL HEADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8-1
5-8-3. SUCCESSIVE OR SIMULTANEOUS DEPARTURES . . . . . . . . . . . . . . . . . . . . 5-8-1
5-8-4. DEPARTURE AND ARRIVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8-3
5-8-5. DEPARTURES AND ARRIVALS ON PARALLEL OR
NONINTERSECTING DIVERGING RUNWAYS . . . . . . . . . . . . . . . . . . . . 5-8-3

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Section 9. Radar Arrivals

Paragraph Page
5-9-1. VECTORS TO FINAL APPROACH COURSE . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9-1
5-9-2. FINAL APPROACH COURSE INTERCEPTION . . . . . . . . . . . . . . . . . . . . . . . . 5-9-1
5-9-3. VECTORS ACROSS FINAL APPROACH COURSE . . . . . . . . . . . . . . . . . . . . . 5-9-2
5-9-4. ARRIVAL INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9-2
5-9-5. APPROACH SEPARATION RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . 5-9-5
5-9-6. PARALLEL DEPENDENT ILS/MLS APPROACHES . . . . . . . . . . . . . . . . . . . . 5-9-7
5-9-7. SIMULTANEOUS INDEPENDENT ILS/MLS APPROACHES-
DUAL & TRIPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9-8
5-9-8. SIMULTANEOUS INDEPENDENT DUAL ILS/MLS APPROACHES-
HIGH UPDATE RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9-9
5-9-9. SIMULTANEOUS OFFSET INSTRUMENT APPROACHES (SOIA)-
HIGH UPDATE RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9-11

Section 10. Radar Approaches- Terminal

5-10-1. APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10-1
5-10-2. APPROACH INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10-1
5-10-3. NO‐GYRO APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10-2
5-10-4. LOST COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10-2
5-10-5. RADAR CONTACT LOST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10-3
5-10-6. LANDING CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10-3
5-10-7. POSITION INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10-3
5-10-8. FINAL CONTROLLER CHANGEOVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10-3
5-10-9. COMMUNICATIONS CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10-4
5-10-10. TRANSMISSION ACKNOWLEDGMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10-4
5-10-11. MISSED APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10-4
5-10-12. LOW APPROACH AND TOUCH‐AND‐GO . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10-4
5-10-13. TOWER CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10-4
5-10-14. FINAL APPROACH ABNORMALITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10-5
5-10-15. MILITARY SINGLE FREQUENCY APPROACHES . . . . . . . . . . . . . . . . . . . 5-10-5

Section 11. Surveillance Approaches- Terminal

5-11-1. ALTITUDE INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11-1

5-11-2. VISUAL REFERENCE REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11-1
5-11-3. DESCENT NOTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11-1
5-11-4. DESCENT INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11-1
5-11-5. FINAL APPROACH GUIDANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11-1
5-11-6. APPROACH GUIDANCE TERMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11-2

Section 12. PAR Approaches- Terminal

5-12-1. GLIDEPATH NOTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12-1

5-12-2. DECISION HEIGHT (DH) NOTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12-1
5-12-3. DESCENT INSTRUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12-1
5-12-4. GLIDEPATH AND COURSE INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . 5-12-1
5-12-5. DISTANCE FROM TOUCHDOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12-1

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Paragraph Page
5-12-6. DECISION HEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12-1
5-12-7. POSITION ADVISORIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12-1
5-12-8. APPROACH GUIDANCE TERMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12-2
5-12-9. COMMUNICATION TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12-2
5-12-10. ELEVATION FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12-2
5-12-11. SURVEILLANCE UNUSABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12-3

Section 13. Use of PAR for

Approach Monitoring- Terminal
5-13-1. MONITOR ON PAR EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13-1
5-13-2. MONITOR AVAILABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13-1
5-13-3. MONITOR INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13-1

Section 14. Automation- En Route

5-14-1. CONFLICT ALERT (CA) AND MODE C INTRUDER (MCI) ALERT . . . . 5-14-1
5-14-2. EN ROUTE MINIMUM SAFE ALTITUDE WARNING (E‐MSAW) . . . . . . 5-14-1
5-14-3. COMPUTER ENTRY OF ASSIGNED ALTITUDE . . . . . . . . . . . . . . . . . . . . . 5-14-1
5-14-4. ENTRY OF REPORTED ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14-2
5-14-5. SELECTED ALTITUDE LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14-2
5-14-6. SECTOR ELIGIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14-2
5-14-7. COAST TRACKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14-2
5-14-8. CONTROLLER INITIATED COAST TRACKS . . . . . . . . . . . . . . . . . . . . . . . . 5-14-2

Section 15. Automated Radar Terminal

Systems (ARTS)- Terminal
5-15-1. APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15-1
5-15-2. RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15-1
5-15-3. FUNCTIONAL USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15-1
5-15-4. SYSTEM REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15-1
5-15-5. INFORMATION DISPLAYED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15-1
5-15-6. CA/MCI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15-2
5-15-7. INHIBITING MINIMUM SAFE ALTITUDE WARNING (MSAW) . . . . . . . 5-15-2
5-15-8. TRACK SUSPEND FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15-2

Section 16. TPX-42- Terminal

5-16-1. APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16-1
5-16-2. RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16-1
5-16-3. FUNCTIONAL USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16-1
5-16-4. SYSTEM REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16-1
5-16-5. INFORMATION DISPLAYED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16-1
5-16-6. INHIBITING LOW ALTITUDE ALERT SYSTEM (LAAS) . . . . . . . . . . . . . . 5-16-1

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Chapter 6. Nonradar
Section 1. General

Paragraph Page
6-1-1. DISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1-1
6-1-2. NONRECEIPT OF POSITION REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1-1
6-1-3. DUPLICATE POSITION REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1-1
6-1-4. ADJACENT AIRPORT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1-1
6-1-5. ARRIVAL MINIMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1-1

Section 2. Initial Separation of Successive

Departing Aircraft
6-2-1. MINIMA ON DIVERGING COURSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2-1
6-2-2. MINIMA ON SAME COURSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2-3

Section 3. Initial Separation of Departing

and Arriving Aircraft
6-3-1. SEPARATION MINIMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3-1

Section 4. Longitudinal Separation

6-4-1. APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4-1
6-4-2. MINIMA ON SAME, CONVERGING, OR CROSSING COURSES . . . . . . . . 6-4-1
6-4-3. MINIMA ON OPPOSITE COURSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4-5
6-4-4. SEPARATION BY PILOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4-6
6-4-5. RNAV AIRCRAFT ALONG VOR AIRWAYS/ROUTES . . . . . . . . . . . . . . . . . . 6-4-6

Section 5. Lateral Separation

6-5-1. SEPARATION METHODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5-1
6-5-2. MINIMA ON DIVERGING RADIALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5-1
6-5-3. DME ARC MINIMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5-2
6-5-4. MINIMA ALONG OTHER THAN ESTABLISHED AIRWAYS OR ROUTES 6-5-2
6-5-5. RNAV MINIMA- DIVERGING/CROSSING COURSES . . . . . . . . . . . . . . . . 6-5-4

Section 6. Vertical Separation

6-6-1. APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6-1
6-6-2. EXCEPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6-1
6-6-3. SEPARATION BY PILOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6-1

Section 7. Timed Approaches

6-7-1. APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7-1
6-7-2. APPROACH SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7-1
6-7-3. SEQUENCE INTERRUPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7-2
6-7-4. LEVEL FLIGHT RESTRICTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7-2
6-7-5. INTERVAL MINIMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7-2
6-7-6. TIME CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7-2
6-7-7. MISSED APPROACHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7-2

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Chapter 7. Visual
Section 1. General

Paragraph Page
7-1-1. CLASS A AIRSPACE RESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1-1
7-1-2. VFR CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1-1
7-1-3. APPROACH CONTROL SERVICE FOR VFR ARRIVING AIRCRAFT . . . 7-1-1
7-1-4. VISUAL HOLDING OF VFR AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1-1

Section 2. Visual Separation

7-2-1. VISUAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2-1

Section 3. VFR‐on‐top
7-3-1. VFR‐ON‐TOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-1
7-3-2. ALTITUDE FOR DIRECTION OF FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3-2

Section 4. Approaches
7-4-1. VISUAL APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4-1
7-4-2. VECTORS FOR VISUAL APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4-1
7-4-3. CLEARANCE FOR VISUAL APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4-1
7-4-4. APPROACHES TO MULTIPLE RUNWAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4-2
7-4-5. CHARTED VISUAL FLIGHT PROCEDURES (CVFP). USA/USN
NOT APPLICABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4-3
7-4-6. CONTACT APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4-3

Section 5. Special VFR (SVFR)

7-5-1. AUTHORIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5-1
7-5-2. PRIORITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5-1
7-5-3. SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5-2
7-5-4. ALTITUDE ASSIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5-2
7-5-5. LOCAL OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5-2
7-5-6. CLIMB TO VFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5-3
7-5-7. GROUND VISIBILITY BELOW ONE MILE . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5-3
7-5-8. FLIGHT VISIBILITY BELOW ONE MILE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5-3

Section 6. Basic Radar Service

to VFR Aircraft- Terminal
7-6-1. APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6-1
7-6-2. SERVICE AVAILABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6-1
7-6-3. INITIAL CONTACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6-1
7-6-4. IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6-1
7-6-5. HOLDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6-1
7-6-6. APPROACH SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6-1
7-6-7. SEQUENCING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6-1
7-6-8. CONTROL TRANSFER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6-2
7-6-9. ABANDONED APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6-2

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Paragraph Page
7-6-10. VFR DEPARTURE INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6-2
7-6-11. TERMINATION OF SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6-2
7-6-12. SERVICE PROVIDED WHEN TOWER IS INOPERATIVE . . . . . . . . . . . . . 7-6-3

Section 7. Terminal Radar Service

Area (TRSA)- Terminal

7-7-1. APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7-1
7-7-2. ISSUANCE OF EFC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7-1
7-7-3. SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7-1
7-7-4. HELICOPTER TRAFFIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7-1
7-7-5. ALTITUDE ASSIGNMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7-1
7-7-6. APPROACH INTERVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7-1
7-7-7. TRSA DEPARTURE INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7-1

Section 8. Class C Service- Terminal

7-8-1. APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8-1
7-8-2. CLASS C SERVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8-1
7-8-3. SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8-1
7-8-4. ESTABLISHING TWO‐WAY COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . 7-8-1
7-8-5. ALTITUDE ASSIGNMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8-1
7-8-6. EXCEPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8-2
7-8-7. ADJACENT AIRPORT OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8-2
7-8-8. TERMINATION OF SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8-2

Section 9. Class B Service Area- Terminal

7-9-1. APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9-1
7-9-2. VFR AIRCRAFT IN CLASS B AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9-1
7-9-3. METHODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9-1
7-9-4. SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9-2
7-9-5. TRAFFIC ADVISORIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9-2
7-9-6. HELICOPTER TRAFFIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9-2
7-9-7. ALTITUDE ASSIGNMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9-2
7-9-8. APPROACH INTERVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9-2

Chapter 8. Offshore/Oceanic Procedures

Section 1. General

8-1-1. ATC SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1-1

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

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Section 2. Coordination

Paragraph Page
8-2-1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-1
8-2-2. TRANSFER OF CONTROL AND COMMUNICATIONS . . . . . . . . . . . . . . . . 8-2-1
8-2-3. AIR TRAFFIC SERVICES INTERFACILITY DATA
COMMUNICATIONS (AIDC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2-1

Section 3. Longitudinal Separation

8-3-1. APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-1
8-3-2. SEPARATION METHODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-1
8-3-3. MACH NUMBER TECHNIQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3-2

Section 4. Lateral Separation

8-4-1. APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4-1
8-4-2. SEPARATION METHODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4-1
8-4-3. REDUCTION OF ROUTE PROTECTED AIRSPACE . . . . . . . . . . . . . . . . . . . 8-4-3
8-4-4. TRACK SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4-4

Section 5. Offshore/Oceanic Transition

Procedures
8-5-1. ALTITUDE/FLIGHT LEVEL TRANSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5-1
8-5-2. COURSE DIVERGENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5-1
8-5-3. OPPOSITE DIRECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5-1
8-5-4. SAME DIRECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5-2

Section 6. Separation from Airspace Reservations

8-6-1. TEMPORARY STATIONARY AIRSPACE RESERVATIONS . . . . . . . . . . . . . . 8-6-1
8-6-2. REFUSAL OF AVOIDANCE CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6-1
8-6-3. TEMPORARY MOVING AIRSPACE RESERVATIONS . . . . . . . . . . . . . . . . . . 8-6-1

Section 7. North Atlantic ICAO Region

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

Section 8. Caribbean ICAO Region

8-8-1. APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8-1
8-8-2. VERTICAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8-1
8-8-3. LONGITUDINAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8-1
8-8-4. LATERAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8-2
8-8-5. VFR CLIMB AND DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8-2

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Section 9. Pacific ICAO Region

Paragraph Page
8-9-1. APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9-1
8-9-2. VERTICAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9-1
8-9-3. LONGITUDINAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9-1
8-9-4. LATERAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9-2
8-9-5. COMPOSITE SEPARATION MINIMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9-2
8-9-6. COMPOSITE SEPARATION ALTITUDE ASSIGNMENT . . . . . . . . . . . . . . . . 8-9-2
8-9-7. COMPOSITE SEPARATION APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9-3
8-9-8. PROCEDURES FOR WEATHER DEVIATIONS AND OTHER
CONTINGENCIES IN OCEANIC CONTROLLED AIRSPACE . . . . . . . . 8-9-3

Section 10. North American

ICAO Region- Arctic CTA
8-10-1. APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10-1
8-10-2. VERTICAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10-1
8-10-3. LONGITUDINAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10-1
8-10-4. LATERAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10-1

Chapter 9. Special Flights

Section 1. General
9-1-1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1-1
9-1-2. SPECIAL HANDLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1-1
9-1-3. FLIGHT CHECK AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1-1

Section 2. Special Operations

9-2-1. AIRCRAFT CARRYING DANGEROUS MATERIALS . . . . . . . . . . . . . . . . . . 9-2-1
9-2-2. CELESTIAL NAVIGATION TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2-1
9-2-3. DEPARTMENT OF ENERGY (DOE) SPECIAL FLIGHTS . . . . . . . . . . . . . . . 9-2-1
9-2-4. EXPERIMENTAL AIRCRAFT OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2-2
9-2-5. FAA RESEARCH AND DEVELOPMENT FLIGHTS . . . . . . . . . . . . . . . . . . . . 9-2-2
9-2-6. FLYNET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2-2
9-2-7. IFR MILITARY TRAINING ROUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2-2
9-2-8. INTERCEPTOR OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2-4
9-2-9. SPECIAL INTEREST SITES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2-4
9-2-10. LAND-BASED AIR DEFENSE IDENTIFICATION ZONE (ADIZ)
ATC PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2-4
9-2-11. LAW ENFORCEMENT OPERATIONS BY CIVIL AND MILITARY
ORGANIZATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2-5
9-2-12. MILITARY AERIAL REFUELING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2-5
9-2-13. MILITARY OPERATIONS ABOVE FL600 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2-7
9-2-14. MILITARY SPECIAL USE FREQUENCIES . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2-7
9-2-15. AVOIDANCE OF AREAS OF NUCLEAR RADIATION . . . . . . . . . . . . . . . . 9-2-8
9-2-16. SAMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2-8
9-2-17. AWACS/NORAD SPECIAL FLIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2-8
9-2-18. WEATHER RECONNAISSANCE FLIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2-8

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Paragraph Page
9-2-19. EVASIVE ACTION MANEUVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2-9
9-2-20. NONSTANDARD FORMATION/CELL OPERATIONS . . . . . . . . . . . . . . . . . 9-2-9
9-2-21. OPEN SKIES TREATY AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2-10

Section 3. Special Use and ATC Assigned Airspace

9-3-1. APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3-1
9-3-2. SEPARATION MINIMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3-1
9-3-3. VFR‐ON‐TOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3-1
9-3-4. TRANSITING ACTIVE SUA/ATCAA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3-2

Section 4. Fuel Dumping

9-4-1. INFORMATION REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4-1
9-4-2. ROUTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4-1
9-4-3. ALTITUDE ASSIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4-1
9-4-4. SEPARATION MINIMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4-1
9-4-5. INFORMATION DISSEMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4-1

Section 5. Jettisoning of External Stores

9-5-1. JETTISONING OF EXTERNAL STORES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5-1

Section 6. Unmanned Free Balloons

9-6-1. APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6-1
9-6-2. DERELICT BALLOONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6-2

Section 7. Parachute Operations

9-7-1. COORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7-1
9-7-2. CLASS A, CLASS B, AND CLASS C AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . 9-7-1
9-7-3. CLASS D AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7-1
9-7-4. OTHER CONTROL AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-7-1

Section 8. Unidentified Flying Object (UFO) Reports

9-8-1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-8-1

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

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Section 2. Emergency Assistance

Paragraph Page
10-2-1. INFORMATION REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2-1
10-2-2. FREQUENCY CHANGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2-1
10-2-3. AIRCRAFT ORIENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2-1
10-2-4. ALTITUDE CHANGE FOR IMPROVED RECEPTION . . . . . . . . . . . . . . . . 10-2-1
10-2-5. EMERGENCY SITUATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2-1
10-2-6. HIJACKED AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2-2
10-2-7. VFR AIRCRAFT IN WEATHER DIFFICULTY . . . . . . . . . . . . . . . . . . . . . . . . 10-2-2
10-2-8. RADAR ASSISTANCE TO VFR AIRCRAFT IN WEATHER DIFFICULTY 10-2-2
10-2-9. RADAR ASSISTANCE TECHNIQUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2-3
10-2-10. EMERGENCY LOCATOR TRANSMITTER (ELT) SIGNALS . . . . . . . . . . 10-2-3
10-2-11. AIRCRAFT BOMB THREATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2-4
10-2-12. EXPLOSIVE DETECTION K-9 TEAMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2-5
10-2-13. MANPADS ALERT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2-5
10-2-14. UNAUTHORIZED LASER ILLUMINATION OF AIRCRAFT . . . . . . . . . . 10-2-6
10-2-15. EMERGENCY AIRPORT RECOMMENDATION . . . . . . . . . . . . . . . . . . . . 10-2-6
10-2-16. GUIDANCE TO EMERGENCY AIRPORT . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2-6
10-2-17. EMERGENCY OBSTRUCTION VIDEO MAP (EOVM) . . . . . . . . . . . . . . . 10-2-6
10-2-18. VOLCANIC ASH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2-7

Section 3. Overdue Aircraft

10-3-1. OVERDUE AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3-1
10-3-2. INFORMATION TO BE FORWARDED TO ARTCC . . . . . . . . . . . . . . . . . . . 10-3-1
10-3-3. INFORMATION TO BE FORWARDED TO RCC . . . . . . . . . . . . . . . . . . . . . . 10-3-1
10-3-4. ALNOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3-2
10-3-5. RESPONSIBILITY TRANSFER TO RCC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3-2
10-3-6. AIRCRAFT POSITION PLOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3-2
10-3-7. ALNOT CANCELLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-3-2

Section 4. Control Actions

10-4-1. TRAFFIC RESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4-1
10-4-2. LIGHTING REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4-1
10-4-3. TRAFFIC RESUMPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4-1
10-4-4. COMMUNICATIONS FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4-1

Section 5. Miscellaneous Operations

10-5-1. NAVY FLEET SUPPORT MISSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5-1
10-5-2. EXPLOSIVE CARGO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5-1

Section 6. Oceanic Emergency Procedures

10-6-1. APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6-1
10-6-2. PHASES OF EMERGENCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6-1
10-6-3. ALERTING SERVICE AND SPECIAL ASSISTANCE . . . . . . . . . . . . . . . . . . . 10-6-1
10-6-4. INFLIGHT CONTINGENCIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6-2
10-6-5. SERVICES TO RESCUE AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6-3

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Section 7. Ground Missile Emergencies

Paragraph Page
10-7-1. INFORMATION RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7-1
10-7-2. IFR AND SVFR MINIMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7-1
10-7-3. VFR MINIMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7-1
10-7-4. SMOKE COLUMN AVOIDANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7-1
10-7-5. EXTENDED NOTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-7-1

Chapter 11. Traffic Management Procedures

Section 1. General

11-1-1. DUTY RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1-1

11-1-2. DUTIES AND RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-1-1

Chapter 12. Canadian Airspace Procedures

Section 1. General Control

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

Chapter 13. Decision Support Tools

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

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

xx Table of Contents
3/15/07
8/30/07 7110.65R CHG 23

Section 2. Ocean21 - Oceanic

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

Appendices
APPENDIX A. AIRCRAFT INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A-1
APPENDIX B. AIRCRAFT INFORMATION HELICOPTER/ROTORCRAFTS . . . . B-1
APPENDIX C. AIRCRAFT INFORMATION SPECIFIC
HOMEBUILT/EXPERIMENTAL AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-1
APPENDIX D. STANDARD OPERATING PRACTICE (SOP) FOR THE
TRANSFER OF POSITION RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D-1

PILOT/CONTROLLER GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PCG-1

INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-1

Table of Contents xxi

2/16/06 7110.65R

Chapter 1. Introduction
Section 1. General

1-1-1. PURPOSE industry/user channels to Headquarters, FAA,

This order prescribes air traffic control procedures VicePresident, System Operations Services, atten‐
and phraseology for use by persons providing air tion: System Operations Airspace and AIM.
traffic control services. Controllers are required to be
familiar with the provisions of this order that pertain 1-1-7. SAFETY MANAGEMENT SYSTEM (SMS)
to their operational responsibilities and to exercise Every employee is responsible to ensure the safety of
their best judgment if they encounter situations that equipment and procedures used in the provision of
are not covered by it. services within the National Airspace System (NAS).
Risk assessment techniques and mitigations, as
1-1-2. DISTRIBUTION appropriate, are intended for implementation of any
This order is distributed to selected offices in planned safety significant changes within the NAS, as
Washington headquarters, regional offices, service directed by FAA Order 1100.161, Air Traffic Safety
Oversight. Direction regarding the SMS and its
area offices, the William J. Hughes Technical Center,
and the Mike Monroney Aeronautical Center. Also, application can be found in the FAA Safety
Management System Manual and FAA
copies are sent to all air traffic field facilities and
international aviation field offices, and interested Order1100.161. The SMS will be implemented
through a period of transitional activities. (Additional
aviation public.
information pertaining to these requirements and
processes can be obtained by contacting the service
1-1-3. CANCELLATION area offices.)
FAA Order 7110.65P, Air Traffic Control, dated
February 19, 2004, and all changes to it are canceled. 1-1-8. PUBLICATION AND DELIVERY DATES
a. This order and its changes are scheduled to be
1-1-4. EXPLANATION OF MAJOR CHANGES published according to TBL 1-1-1.
The significant changes to this order are identified in
the Explanation of Changes page(s). It is advisable to TBL 1-1-1

retain the page(s) throughout the duration of the basic Publications Timetable
order. Basic or Cutoff Date for Effective Date
Change Submission of Publication
1-1-5. EFFECTIVE DATE 7110.65R Basic 8/4/05 2/16/06
This order is effective February 16, 2006. Change 1 2/16/06 8/3/06
Change 2 8/3/06 3/15/07
1-1-6. RECOMMENDATIONS FOR Change 3 3/15/07 8/30/07
PROCEDURAL CHANGES 7110.65S Basic 8/30/07 2/14/08
a. Personnel should submit recommended
b. If an FAA facility has not received the
changes in procedures to facility management.
order/changes at least 30 days before the above
b. Recommendations from other sources should effective dates, the facility shall notify its service area
be submitted through appropriate FAA, military, or office distribution officer.

General 1-1-1
7110.65R 2/16/06

c. If a military facility has not received the b. If military operations or facilities are involved,
order/changes at least 30 days before the above prior approval by the following appropriate
effective dates, the facility shall notify its appropriate headquarters is required for subsequent interface with
military headquarters. (See TBL 1-1-2.) FAA. (See TBL 1-1-3.)

TBL 1-1-2 TBL 1-1-3

Military Distribution Contacts Military Operations Interface Offices
Military Branch Address
DSN Commercial
Headquarters
U.S. Navy Department of the Navy
U.S. Army 656-4868 (703) 806-4868 Chief of Naval Operations
USAASA N785F
U.S. Air Force Contact Local *NIMA 2000 Navy Pentagon
Customer Account Washington, D.C. 20350-2000
Representative U.S. Air Force HQ AFFSA/XA
U.S. Navy 664-7727 (703) 604-7727 1535 Command Drive
CNO (N785F) Suite D302
Andrews AFB, MD 20762-7002
*NIMA-National Imagery and Mapping Agency
U.S. Army Director
USAASA (MOAS-AS)
1-1-9. PROCEDURAL LETTERS OF 9325 Gunston Road, Suite N319
AGREEMENT Ft. Belvoir, VA 22060-5582
Procedures/minima which are applied jointly or
NOTE-
otherwise require the cooperation or concurrence of Terminal: Headquarters USAF has delegated to Major Air
more than one facility/organization must be docu‐ Command, Directors of Operations (MAJCOM/DOs)
mented in a letter of agreement. Letters of agreement authority to reduce same runway separation standards for
only supplement this order. Any minima they specify military aircraft. These are specified and approved by
must not be less than that specified herein unless affected ATC and user units. When applied, appropriate
appropriate military authority has authorized applica‐ advisories may be required; e.g., “(A/C call sign) continue
tion of reduced separation between military aircraft. straight ahead on right side; F-16 landing behind on left.”
“(A/C call sign) hold position on right side; F-5 behind on
REFERENCE-
FAAO 7110.65, ATC Service, Para 2-1-1. left.”
FAAO 7210.3, Letters of Agreement, Para 4-3-1. REFERENCE-
FAAO 7110.65, Use of Active Runways, Para 3-1-3.
1-1-10. CONSTRAINTS GOVERNING
SUPPLEMENTS AND PROCEDURAL 1-1-11. REFERENCES TO FAA NON-AIR
DEVIATIONS TRAFFIC ORGANIZATIONS
a. Exceptional or unusual requirements may When references are made to regional office
dictate procedural deviations or supplementary organizations that are not part of the Air Traffic
procedures to this order. Prior to implementing Organization (i.e., Communications Center, Flight
supplemental or any procedural deviation that alters Standards, Airport offices, etc.), the facility should
the level, quality, or degree of service, obtain prior contact the FAA region where the facility is
approval from the Vice President, System Operations physically located - not the region where the
Services. facility's service area office is located.

1-1-2 General
2/16/06 7110.65R

Section 2. Terms of Reference

1-2-1. WORD MEANINGS applicable to helipads with accompanying takeoff/

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

Terms of Reference 1-2-1

7110.65R 2/16/06

FIG 1-2-1

Divergence

1-2-2. COURSE DEFINITIONS b. CROSSING COURSES are intersecting courses

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

1-2-2 Terms of Reference

8/3/06
2/16/06 7110.65R
7110.65R CHG 1

1-2-4. REFERENCES h. The annotation EXAMPLE provides a sample of

the way the prescribed phraseology associated with
As used in this order, references direct attention to an the preceding paragraph(s) will be used. If the
additional or supporting source of information such preceding paragraph(s) does (do) not include specific
as FAA, NWS, and other agencies' orders, directives, prescribed phraseology, the EXAMPLE merely
notices, CFRs, and Advisory Circulars (ACs). denotes suggested words and/or phrases that may be
used in communications.

1-2-5. ANNOTATIONS NOTE-
The use of the exact text contained in an example not
Revised, reprinted, or new pages are marked as preceded with specific prescribed phraseology is not
mandatory. However, the words and/or phrases are
follows: expected, to the extent practical, to approximate those used
in the example.
a. The change number and the effective date are
printed on each revised or additional page.
1-2-6. ABBREVIATIONS
b. A page that does not require a change is
reprinted in its original form. As used in this manual, the following abbreviations
have the meanings indicated. (See TBL 1-2-1.)
c. Bold vertical lines in the margin of changed
pages indicate the location of substantive revisions to TBL 1-2-1
the order. Bold vertical lines adjacent to the title of a FAA Order 7110.65 Abbreviations
chapter, section, or paragraph means that extensive
changes have been made to that chapter, section, or Abbreviation Meaning
paragraph. AAR . . . . . . . Airport acceptance rate
AC . . . . . . . . Advisory Circular
d. Paragraphs/sections annotated with EN ACC . . . . . . . Area Control Center
ROUTE, OCEANIC, or TERMINAL are only to be
ACD . . . . . . . ARTS Color Display
applied by the designated type facility. When they are
not so designated, the paragraphs/sections apply to all ACE-IDS . . . ASOS Controller Equipment- Information
Display System
types of facilities (en route, oceanic, and terminal).
ACL . . . . . . . Aircraft list
e. The annotation, USAF for the U.S. Air Force, ACLS . . . . . . Automatic Carrier Landing System
USN for the U.S. Navy, and USA for the U.S. Army ADC . . . . . . . Aerospace Defense Command
denotes that the procedure immediately following the ADIZ . . . . . . Air Defense Identification Zone (to be
annotation applies only to the designated service. pronounced “AY DIZ”)

REFERENCE- ADS . . . . . . . Automatic Dependent Surveillance

FAAO 7110.65, Military Procedures, Para 2-1-12. ADS-B . . . . . Automatic Dependent Surveillance
Broadcast
f. WAKE TURBULENCE APPLICATION in‐
ADS-C . . . . . Automatic Dependent Surveillance
serted within a paragraph means that the remaining Contract
information in the paragraph requires the application
AFP . . . . . . . Airspace Flow Program
of wake turbulence procedures.
AFSS . . . . . . Automated Flight Service Station
g. The annotation PHRASEOLOGY denotes the AIDC . . . . . . ATS Interfacility Data Communications
prescribed words and/or phrases to be used in AIM . . . . . . . Aeronautical Information Manual
communications. AIRMET . . . Airmen's meteorological information
NOTE- ALERFA . . . Alert phase code (Alerting Service)
Controllers may, after first using the prescribed ALNOT . . . . Alert notice
phraseology for a specific procedure, rephrase the ALS . . . . . . . Approach Light System
message to ensure the content is understood. Good
ALTRV . . . . . Altitude reservation
judgment shall be exercised when using nonstandard
phraseology. AMASS . . . . Airport Movement Area Safety System

Terms of Reference 1-2-3

7110.65R CHG 23
7110.65R 2/16/06
3/15/07
8/30/07

Abbreviation Meaning Abbreviation Meaning

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

1-2-4 Terms of Reference

8/30/07
2/16/06 7110.65R
7110.65R CHG 3

Abbreviation Meaning Abbreviation Meaning

FMS . . . . . . . Flight Management System MCA . . . . . . Minimum crossing altitude
FMSP . . . . . . Flight Management System Procedure MCI . . . . . . . Mode C Intruder
FSM . . . . . . . Flight Schedule Monitor MDA . . . . . . Minimum descent altitude
FSS . . . . . . . . Flight Service Station MDM . . . . . . Main display monitor
GCA . . . . . . . Ground controlled approach MEA . . . . . . . Minimum en route (IFR) altitude
GNSS . . . . . . Global Navigation Satellite System MEARTS . . . Micro En Route Automated Radar
GPD . . . . . . . Graphics Plan Display Tracking System

GPS . . . . . . . Global Positioning System METAR . . . . Aviation Routine Weather Report

GS . . . . . . . . Ground stop MIA . . . . . . . Minimum IFR altitude

HAR . . . . . . . High Altitude Redesign MIAWS . . . . Medium Intensity Airport Weather System

HERT . . . . . . Host Embedded Route Text MIRL . . . . . . Medium intensity runway lights

HF/RO . . . . . High Frequency/Radio Operator MLS . . . . . . . Microwave Landing System

HIRL . . . . . . High intensity runway lights MNPS . . . . . . Minimum Navigation Performance

Specification
IAFDOF . . . . Inappropriate Altitude for Direction of
Flight MNT . . . . . . . Mach Number Technique

ICAO . . . . . . International Civil Aviation Organization MOA . . . . . . Military operations area

IDENT . . . . . Aircraft identification MOCA . . . . . Minimum obstruction clearance altitude

IDS . . . . . . . . Information Display System MRA . . . . . . Minimum reception altitude

IFR . . . . . . . . Instrument flight rules MSAW . . . . . Minimum Safe Altitude Warning
IFSS . . . . . . . International Flight Service Station MSL . . . . . . . Mean sea level
ILS . . . . . . . . Instrument Landing System MTI . . . . . . . Moving target indicator
INCERFA . . . Uncertainty Phase code (Alerting Service) MTR . . . . . . . Military training route
INREQ . . . . . Information request MVA . . . . . . . Minimum vectoring altitude
INS . . . . . . . . Inertial Navigation System NADIN . . . . . National Airspace Data Interchange
IR . . . . . . . . . IFR military training route Network
IRU . . . . . . . . Inertial Reference Unit NAR . . . . . . . National Automation Request
ITWS . . . . . . Integrated Terminal Weather System NAS . . . . . . . National Airspace System
JATO . . . . . . Jet assisted takeoff NAT . . . . . . . ICAO North Atlantic Region
LAHSO . . . . Land and Hold Short Operations NBCAP . . . . National Beacon Code Allocation Plan
LOA . . . . . . . Letter of Agreement NDB . . . . . . . Nondirectional radio beacon
LLWAS . . . . . Low Level Wind Shear Alert System NHOP . . . . . . National Hurricane Operations Plan
LLWAS NE . Low Level Wind Shear Alert System NIDS . . . . . . National Institute for Discovery Sciences
Network Expansion NM . . . . . . . . Nautical mile
LLWAS-RS . Low Level Wind Shear Alert System NOAA . . . . . National Oceanic and Atmospheric
Relocation/Sustainment Administration
LLWS . . . . . . Low Level Wind Shear NOPAC . . . . North Pacific
L/MF . . . . . . Low/medium frequency NORAD . . . . North American Aerospace Defense
Command
LORAN . . . . Long Range Navigation System
NOS . . . . . . . National Ocean Service
Mach . . . . . . Mach number
NOTAM . . . . Notice to Airmen
MALS . . . . . Medium Intensity Approach Light System
NRP . . . . . . . North American Route Program
MALSR . . . . Medium Approach Light System with
runway alignment indicator lights NRR . . . . . . . Nonrestrictive Route
MAP . . . . . . . Missed approach point NRS . . . . . . . Navigation Reference System
MARSA . . . . Military authority assumes responsibility NTZ . . . . . . . No transgression zone
for separation of aircraft NWS . . . . . . . National Weather Service

Terms of Reference 1-2-5

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Abbreviation Meaning Abbreviation Meaning

NWSOP . . . . National Winter Storm Operations Plan SFO . . . . . . . Simulated flameout
ODALS . . . . Omnidirectional Approach Lighting SID . . . . . . . . Standard Instrument Departure
System SIGMET . . . . Significant meteorological information
ODP . . . . . . . Obstacle Departure Procedure SPA . . . . . . . . Special Posting Area
SPECI . . . . . . Nonroutine (Special) Aviation Weather
OID . . . . . . . Operator Interface Device Report
ONER . . . . . . Oceanic Navigational Error Report STAR . . . . . . Standard terminal arrival
OS . . . . . . . . Operations Supervisor STARS . . . . . Standard Terminal Automation
OTR . . . . . . . Oceanic transition route Replacement System
PAPI . . . . . . . Precision Approach Path Indicators STMC . . . . . . Supervisory Traffic Management
Coordinator
PAR . . . . . . . Precision approach radar
STMCIC . . . . Supervisory Traffic Management
PAR . . . . . . . Preferred arrival route
Coordinator-in-charge
PBCT . . . . . . Proposed boundary crossing time
STOL . . . . . . Short takeoff and landing
P/CG . . . . . . . Pilot/Controller Glossary
SURPIC . . . . Surface Picture
PDAR . . . . . . Preferential departure arrival route
SVFR . . . . . . Special Visual Flight Rules
PDC . . . . . . . Pre-Departure Clearance
TAA . . . . . . . Terminal arrival area
PDR . . . . . . . Preferential departure route
TAS . . . . . . . Terminal Automation Systems
PIDP . . . . . . . Programmable indicator data processor
TACAN . . . . TACAN UHF navigational aid
PPI . . . . . . . . Plan position indicator (omnidirectional course and distance
PTP . . . . . . . . Point-to-point information)
PVD . . . . . . . Plan view display TAWS . . . . . . Terrain Awareness Warning System
RA . . . . . . . . Radar Associate TCAS . . . . . . Traffic Alert and Collision Avoidance
System
RAIL . . . . . . Runway alignment indicator lights
TCDD . . . . . . Tower cab digital display
RAPCON . . . Radar Approach Control Facility (USAF)
TDLS . . . . . . Terminal Data Link System
RATCF . . . . . Radar Air Traffic Control Facility (USN)
TDW . . . . . . Tower display workstation
RBS . . . . . . . Radar bomb scoring
TDWR . . . . . Terminal Doppler Weather Radar
RCC . . . . . . . Rescue Coordination Center
TDZL . . . . . . Touchdown Zone Light System
RCLS . . . . . . Runway Centerline System
TMC . . . . . . . Traffic Management Coordinator
RCR . . . . . . . Runway condition reading
TMU . . . . . . . Traffic Management Unit
RDP . . . . . . . Radar data processing
TRACON . . . Terminal Radar Approach Control
RE . . . . . . . . Recent (used to qualify weather
phenomena such as rain, e.g. recent rain = TRSA . . . . . . Terminal radar service area
RERA) UFO . . . . . . . Unidentified flying object
REIL . . . . . . . Runway end identifier lights UHF . . . . . . . Ultra high frequency
RNAV . . . . . . Area navigation URET . . . . . . User request evaluation tool
RNP . . . . . . . Required Navigation Performance USA . . . . . . . United States Army
RTQC . . . . . . Real-Time Quality Control
USAF . . . . . . United States Air Force
RVR . . . . . . . Runway visual range
USN . . . . . . . United States Navy
RVSM . . . . . . Reduced Vertical Separation Minimum
UTC . . . . . . . Coordinated universal time
RVV . . . . . . . Runway visibility value UTM . . . . . . . Unsuccessful transmission message
SAA . . . . . . . Special Activity Airspace UUA . . . . . . . Urgent pilot weather report
SAR . . . . . . . Search and rescue VFR . . . . . . . Visual flight rules
SATCOM . . . Satellite Communication VHF . . . . . . . Very high frequency
SELCAL . . . . Selective Calling System VMC . . . . . . Visual meteorological conditions
SFA . . . . . . . . Single frequency approach VNAV . . . . . . Vertical Navigation

1-2-6 Terms of Reference

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Abbreviation Meaning
VOR . . . . . . . VHF navigational aid (omnidirectional
course information)
VOR/DME . . Collocated VOR and DME navigational
aids (VHF course and UHF distance
information)
VORTAC . . . Collocated VOR and TACAN navigation
aids (VHF and UHF course and UHF
distance information)
VR . . . . . . . . VFR military training route
VSCS . . . . . . Voice Switching and Control System
WAAS . . . . . Wide Area Augmentation System
WARP . . . . . Weather and Radar Processing
WATRS . . . . . West Atlantic Route System
WSO . . . . . . Weather Service Office
WSP . . . . . . . Weather System Processor
WST . . . . . . . Convective SIGMET

Terms of Reference 1-2-7

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Chapter 2. General Control

Section 1. General

2-1-1. ATC SERVICE c. A deviation is necessary to assist an aircraft

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

b. Other procedures/minima are prescribed in a 2-1-3. PROCEDURAL PREFERENCE

letter of agreement, FAA directive, or a military
document, or: a. Use automation procedures in preference to no‐
nautomation procedures when workload, communic‐
NOTE- ations, and equipment capabilities permit.
These procedures may include altitude reservations, air
refueling, fighter interceptor operations, law enforcement, b. Use radar separation in preference to nonradar
etc. separation when it will be to an operational advantage
REFERENCE-
and workload, communications, and equipment
FAAO 7110.65, Procedural Letters of Agreement, Para 1-1-9. permit.

General 2-1-1
7110.65R
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c. Use nonradar separation in preference to radar NOTE-

separation when the situation dictates that an As used herein the terms presidential aircraft and
operational advantage will be gained. entourage include aircraft and entourage of the President,
Vice President, or other public figures when designated by
NOTE- the White House.
One situation may be where vertical separation would REFERENCE-
preclude excessive vectoring. FAAO 7110.65, Aircraft Identification, Para 2-4-20.
FAAO 7110.65, Departure Clearances, Para 4-3-2.
FAAO 7210.3, Advance Coordination, Para 5-1-1.
2-1-4. OPERATIONAL PRIORITY
e. Provide special handling, as required to
Provide air traffic control service to aircraft on a “first expedite Flight Check aircraft.
come, first served” basis as circumstances permit, NOTE-
except the following: It is recognized that unexpected wind conditions, weather,
NOTE- or heavy traffic flows may affect controller's ability to
It is solely the pilot's prerogative to cancel an IFR flight provide priority or special handling at the specific time
plan. However, a pilot's retention of an IFR flight plan does requested.
not afford priority over VFR aircraft. For example, this REFERENCE-
FAAO 7110.65, Flight Check Aircraft, Para 9-1-3.
does not preclude the requirement for the pilot of an
arriving IFR aircraft to adjust his/her flight path, as f. Expedite movement of NIGHT WATCH aircraft
necessary, to enter a traffic pattern in sequence with when NAOC (pronounced NA-YOCK) is indicated
arriving VFR aircraft. in the remarks section of the flight plan or in
a. An aircraft in distress has the right of way over air/ground communications.
all other air traffic. NOTE-
REFERENCE-
The term “NAOC” will not be a part of the call sign but may
14 CFR Section 91.113(c). be used when the aircraft is airborne to indicate a request
for special handling.
b. Provide priority to civilian air ambulance REFERENCE-
flights “LIFEGUARD.” Air carrier/taxi usage of the FAAO 7610.4, Applications, Para 12-1-1.
“LIFEGUARD” call sign, indicates that operational g. Provide expeditious handling for any civil or
priority is requested. When verbally requested, military aircraft using the code name “FLYNET.”
provide priority to military air evacuation flights
REFERENCE-
(AIR EVAC, MED EVAC) and scheduled air FAAO 7110.65, FLYNET, Para 9-2-6.
carrier/air taxi flights. Assist the pilots of air FAAO 7610.4, “FLYNET” Flights, Nuclear Emergency Teams,
Para 12-4-1.
ambulance/evacuation aircraft to avoid areas of
significant weather and turbulent conditions. When h. Provide expeditious handling of aircraft using
requested by a pilot, provide notifications to expedite the code name “Garden Plot” only when CARF
ground handling of patients, vital organs, or urgently notifies you that such priority is authorized. Refer any
needed medical materials. questions regarding flight procedures to CARF for
resolution.
NOTE-
It is recognized that heavy traffic flow may affect the NOTE-
controller's ability to provide priority handling. However, Garden Plot flights require priority movement and are
without compromising safety, good judgment shall be used coordinated by the military with CARF. State authority will
in each situation to facilitate the most expeditious contact the Regional Administrator to arrange for priority
movement of a lifeguard aircraft. of National Guard troop movements within a particular
state.
c. Provide maximum assistance to SAR aircraft
performing a SAR mission. i. Provide special handling for USAF aircraft
engaged in aerial sampling missions using the code
REFERENCE-
FAAO 7110.65, Providing Assistance, Para 10-1-3.
name “SAMP.”
REFERENCE-
d. Expedite the movement of presidential aircraft FAAO 7110.65, SAMP, Para 9-2-16.
and entourage and any rescue support aircraft as well FAAO 7210.3, Atmosphere Sampling For Nuclear Contamination,
Para 5-3-4.
as related control messages when traffic conditions FAAO 7610.4, Atmospheric Sampling For Nuclear Contamination,
and communications facilities permit. Para 12-4-3.

2-1-2 General
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j. Provide maximum assistance to expedite the REFERENCE-

FAAO 7110.65, En Route Data Entries, Para 2-3-2.
movement of interceptor aircraft on active air defense FAAO 7110.65, North American Route Program (NRP) Information,
missions until the unknown aircraft is identified. Para2-2-15.
FAAO 7110.65, Route or Altitude Amendments, Para 4-2-5.
k. Expedite movement of Special Air Mission FAAO 7210.3, Chapter 17, Section 14, North American Route Program.
aircraft when SCOOT is indicated in the remarks p. If able, provide priority handling to diverted
section of the flight plan or in air/ground flights. Priority handling may be requested via use of
communications. “DVRSN” in the remarks section of the flight plan or
NOTE- by the flight being placed on the Diversion Recovery
The term “SCOOT” will not be part of the call sign but may Tool (DRT).
be used when the aircraft is airborne to indicate a request REFERENCE-
for special handling. FAAO 7210.3, Diversion Recovery, Para 17-4-5.

REFERENCE-
FAAO 7110.65, Law Enforcement Operations by Civil and Military 2-1-5. EXPEDITIOUS COMPLIANCE
Organizations, Para 9-2-11.
FAAO 7610.4, Applications, Para 12-7-1. a. Use the word “immediately” only when
expeditious compliance is required to avoid an
l. When requested, provide priority handling to
imminent situation.
TEAL and NOAA mission aircraft.
b. Use the word “expedite” only when prompt
NOTE-
Priority handling may be requested by the pilot, or via
compliance is required to avoid the development of
telephone from CARCAH or the 53rd Weather Reconnais‐ an imminent situation. If an “expedite” climb or
sance Squadron (53WRS) operations center personnel, or descent clearance is issued by ATC, and subsequently
in the remarks section of the flight plan. the altitude to maintain is changed or restated without
REFERENCE-
an expedite instruction, the expedite instruction is
FAAO 7110.65, Weather Reconnaissance Flights, Para 9-2-18. canceled.
m. IFR aircraft shall have priority over SVFR c. In either case, if time permits, include the reason
aircraft. for this action.
REFERENCE-
FAAO 7110.65, Chapter 7, Section 5, Special VFR (SVFR). 2-1-6. SAFETY ALERT
n. Providing priority and special handling to Issue a safety alert to an aircraft if you are aware the
expedite the movement of OPEN SKIES observation aircraft is in a position/altitude which, in your
and demonstration flights. judgment, places it in unsafe proximity to terrain,
NOTE- obstructions, or other aircraft. Once the pilot informs
An OPEN SKIES aircraft has priority over all “regular” you action is being taken to resolve the situation, you
air traffic. “Regular” is defined as all aircraft traffic other may discontinue the issuance of further alerts. Do not
than: assume that because someone else has responsibility
1. Emergencies. for the aircraft that the unsafe situation has been
2. Aircraft directly involved in presidential movement. observed and the safety alert issued; inform the
3. Forces or activities in actual combat. appropriate controller.
4. Lifeguard, MED EVAC, AIR EVAC and active SAR
missions. NOTE-
1. The issuance of a safety alert is a first priority (see
REFERENCE-
FAAO 7110.65 OPEN SKIES Treaty Aircraft, Para 9-2-21. para2-1-2, Duty Priority) once the controller observes
FAAO 7210.3, OPEN SKIES Treaty Aircraft, Para 5-3-7. and recognizes a situation of unsafe aircraft proximity to
Treaty on OPEN SKIES, Treaty Document, 102-37. terrain, obstacles, or other aircraft. Conditions, such as
workload, traffic volume, the quality/limitations of the
o. Aircraft operating under the North American
radar system, and the available lead time to react are
Route Program (NRP) and in airspace identified in factors in determining whether it is reasonable for the
the High Altitude Redesign (HAR) program, are not controller to observe and recognize such situations. While
subject to route limiting restrictions (e.g., published a controller cannot see immediately the development of
preferred IFR routes, letter of agreement require‐ every situation where a safety alert must be issued, the
ments, standard operating procedures). controller must remain vigilant for such situations and

General 2-1-3
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issue a safety alert when the situation is recognized. REFERENCE-

FAAO 7110.65, Conflict Alert (CA) and Mode C Intruder (MCI) Alert,
Para5-14-1.
2. Recognition of situations of unsafe proximity may result FAAO 7110.65, En Route Minimum Safe Altitude Warning (E-MSAW),
from MSAW/E-MSAW/LAAS, automatic altitude readouts, Para5-14-2.
Conflict/Mode C Intruder Alert, observations on a PAR FAAO 7110.65, CA/MCI, Para 5-15-6.
scope, or pilot reports. FAAO 7110.65, Altitude Filters, Para 5-2-23.

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

THE (as appropriate) MDA/DH IS (altitude). 2-1-8. MINIMUM FUEL

If an aircraft declares a state of “minimum fuel,”
b. Aircraft Conflict/Mode C Intruder Alert. inform any facility to whom control jurisdiction is
Immediately issue/initiate an alert to an aircraft if you transferred of the minimum fuel problem and be alert
are aware of another aircraft at an altitude which you for any occurrence which might delay the aircraft
believe places them in unsafe proximity. If feasible, enroute.
offer the pilot an alternate course of action.
NOTE-
Use of the term “minimum fuel” indicates recognition by
c. When an alternate course of action is given, end a pilot that his/her fuel supply has reached a state where,
the transmission with the word “immediately.” upon reaching destination, he/she cannot accept any undue
delay. This is not an emergency situation but merely an
PHRASEOLOGY- advisory that indicates an emergency situation is possible
TRAFFIC ALERT (call sign) (position of aircraft) ADVISE should any undue delay occur. A minimum fuel advisory
YOU TURN LEFT/RIGHT (heading), does not imply a need for traffic priority. Common sense
and good judgment will determine the extent of assistance
and/or to be given in minimum fuel situations. If, at any time, the
remaining usable fuel supply suggests the need for traffic
CLIMB/DESCEND (specific altitude if appropriate) priority to ensure a safe landing, the pilot should declare
IMMEDIATELY. an emergency and report fuel remaining in minutes.

2-1-4 General
2/16/06 7110.65R

2-1-9. REPORTING ESSENTIAL FLIGHT (a) Aircraft call sign and type.

INFORMATION
(b) Location.
Report as soon as possible to the appropriate (c) Altitude.
AFSS/FSS, airport manager's office, ARTCC,
approach control facility, operations office, or (d) Date/time of occurrence.
military operations office any information concern‐ 2. Record the incident on FAA Form 7230-4 or
ing components of the NAS or any flight conditions appropriate military form.
which may have an adverse effect on air safety.
3. Broadcast the anomaly report to other aircraft
NOTE- as necessary.
AFSSs/FSSs are responsible for classifying and
PHRASEOLOGY-
disseminating Notices to Airmen.
ATTENTION ALL AIRCRAFT, GPS REPORTED
REFERENCE- UNRELIABLE IN VICINITY/AREA (position).
FAAO 7110.65, Timely Information, Para 3-3-3.
FAAO 7110.65, Service Limitations, Para 5-1-6. EXAMPLE-
FAAO 7210.3, Periodic Maintenance, Para 3-1-2. “Attention all aircraft, GPS reported unreliable in the area
USN, See OPNAVINST 3721.30.
30 miles south of Waco VOR.”

2-1-10. NAVAID MALFUNCTIONS
c. When an aircraft reports a Wide Area
Augmentation System (WAAS) anomaly, request the
a. When an aircraft reports a ground-based following information and/or take the following
NAVAID malfunction, take the following actions: actions:
1. Request a report from a second aircraft. 1. Determine if the pilot has lost all WAAS
2. If the second aircraft reports normal service.
operations, continue use and inform the first aircraft. PHRASEOLOGY-
Record the incident on FAA Form 7230-4 or ARE YOU RECEIVING ANY WAAS SERVICE?
appropriate military form. 2. If the pilot reports receipt of any WAAS
service, acknowledge the report and continue normal
3. If the second aircraft confirms the malfunc‐
operations.
tion or in the absence of a second aircraft report,
activate the standby equipment or request the monitor 3. If the pilot reports loss of all WAAS service,
facility to activate. report as a GPS anomaly using procedures in
subpara2-1-10b.
4. If normal operation is reported after the
standby equipment is activated, continue use, record 2-1-11. USE OF MARSA
the incident on FAA Form 7230-4 or appropriate
military form, and notify technical operations a. MARSA may only be applied to military
personnel (the Systems Engineer of the ARTCC operations specified in a letter of agreement or other
when an en route aid is involved). appropriate FAA or military document.
NOTE-
5. If continued malfunction is reported after the Application of MARSA is a military command prerogative.
standby equipment is activated or the standby It will not be invoked indiscriminately by individual units
equipment cannot be activated, inform technical or pilots. It will be used only for IFR operations requiring
operations personnel and request advice on whether its use. Commands authorizing MARSA will ensure that its
or not the aid should be shut down. In the absence of implementation and terms of use are documented and
a second aircraft report, advise the technical coordinated with the control agency having jurisdiction
operations personnel of the time of the initial aircraft over the area in which the operations are conducted. Terms
report and the estimated time a second aircraft report of use will assign responsibility and provide for separation
could be obtained. among participating aircraft.
b. ATC facilities do not invoke or deny MARSA.
b. When an aircraft reports a GPS anomaly,
Their sole responsibility concerning the use of
request the following information and/or take the
MARSA is to provide separation between military
following actions:
aircraft engaged in MARSA operations and other
1. Record the following minimum information: nonparticipating IFR aircraft.

General 2-1-5
7110.65R 2/16/06

c. DOD shall ensure that military pilots requesting EXAMPLE-

special‐use airspace/ATCAAs have coordinated with A USAF unit is using a civil airport supported by an FAA
the scheduling agency, have obtained approval for facility- USAF procedures will be applied as specified in
entry, and are familiar with the appropriate MARSA a letter of agreement between the unit and the FAA facility
to the aircraft of the USAF unit. Basic FAA procedures will
procedures. ATC is not responsible for determining
be applied to all other aircraft.
which military aircraft are authorized to enter
special‐use airspace/ATCAAs.
2-1-13. FORMATION FLIGHTS
REFERENCE-
FAAO 7110.65, Military Aerial Refueling, Para 9-2-12. a. Control formation flights as a single aircraft.
When individual control is requested, issue advisory
information which will assist the pilots in attaining
2-1-12. MILITARY PROCEDURES separation. When pilot reports indicate separation has
been established, issue control instructions as
Military procedures in the form of additions, required.
modifications, and exceptions to the basic FAA NOTE-
procedure are prescribed herein when a common 1. Separation responsibility between aircraft within the
procedure has not been attained or to fulfill a specific formation during transition to individual control rests with
requirement. They shall be applied by: the pilots concerned until standard separation has been
attained.
a. ATC facilities operated by that military service.
2. Formation join‐up and breakaway will be conducted in
EXAMPLE- VFR weather conditions unless prior authorization has
1. An Air Force facility providing service for an Air Force been obtained from ATC or individual control has been
base would apply USAF procedures to all traffic regardless approved.
of class.
REFERENCE-
FAAO 7110.65, Additional Separation for Formation Flights,
2. A Navy facility providing service for a Naval Air Station Para5-5-8.
would apply USN procedures to all traffic regardless of P/CG Term- Formation Flight.
class. b. Military and civil formation flights in RVSM
b. ATC facilities, regardless of their parent airspace.
organization (FAA, USAF, USN, USA), supporting 1. Utilize RVSM separation standards for a
a designated military airport exclusively. This formation flight, which consists of all RVSM
designation determines which military procedures approved aircraft.
are to be applied.
2. Utilize non-RVSM separation standards for
EXAMPLE- a formation flight above FL 290, which does not
1. An FAA facility supports a USAF base exclusively; consist of all RVSM approved aircraft.
USAF procedures are applied to all traffic at that base.
3. If aircraft are requesting to form a formation
2. An FAA facility provides approach control service for a flight to FL 290 or above, the controller who issues
Naval Air Station as well as supporting a civil airport; the clearance creating the formation flight is
basic FAA procedures are applied at both locations by the responsible for ensuring that the proper equipment
FAA facility. suffix is entered for the lead aircraft.
3. A USAF facility supports a USAF base and provides 4. If the flight departs as a formation, and is
approach control service to a satellite civilian airport; requesting FL 290 or above, the first center sector
USAF procedures are applied at both locations by the shall ensure that the proper equipment suffix is
USAF facility. entered.
REFERENCE-
FAAO 7110.65, Annotations, Para 1-2-5.
5. If the formation flight is below FL 290 and
later requests FL 290 or above, the controller
c. Other ATC facilities when specified in a letter of receiving the RVSM altitude request shall ensure the
agreement. proper equipment suffix is entered.

2-1-6 General
2/16/06 7110.65R

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

General 2-1-7
7110.65R
7110.65R CHG 2 2/16/06
3/15/07

NOTE- c. In situations where an operational advantage

Radio communications transfer procedures may be will be gained, and following coordination with the
specified by a letter of agreement or contained in the route receiving controller, you may instruct aircraft on the
description of an MTR as published in the DOD Planning ground to monitor the receiving controller's
AP/1B (AP/3).
frequency.
1. The facility name or location name and
terminal function to be contacted. TERMINAL: Omit EXAMPLE-
“Monitor Tower.”
the location name when transferring communications
“Monitor Ground.”
to another controller within your facility; except “Monitor Ground Point Seven.”
when instructing the aircraft to change frequency for “Monitor Ground, One Two Zero Point Eight.”
final approach guidance include the name of the
facility. d. In situations where a sector has multiple
frequencies or when sectors are combined using
2. Frequency to use except the following may be multiple frequencies and the aircraft will remain
omitted: under your jurisdiction, transfer radio communica‐
(a) FSS frequency. tion by specifying the following:

(b) Departure frequency if previously given PHRASEOLOGY-

or published on a SID chart for the procedure issued. (Identification) CHANGE TO MY FREQUENCY (state
frequency).
(c) TERMINAL:
EXAMPLE-
(1) Ground or local control frequency if in “United two twenty‐two change to my frequency one two
your opinion the pilot knows which frequency is in three point four.”
use. REFERENCE-
AIM, Contact Procedures, Para 4-2-3.
(2) The numbers preceding the decimal
point if the ground control frequency is in the e. Avoid issuing a frequency change to helicopters
121MHz bandwidth. known to be single‐piloted during air‐taxiing,
hovering, or low‐level flight. Whenever possible,
EXAMPLE-
relay necessary control instructions until the pilot is
“Contact Tower.”
“Contact Ground.” able to change frequency.
“Contact Ground Point Seven.”
NOTE-
“Contact Ground, One Two Zero Point Eight.”
Most light helicopters are flown by one pilot and require
“Contact Huntington Radio.”
the constant use of both hands and feet to maintain control.
“Contact Departure.”
Although Flight Control Friction Devices assist the pilot,
“Contact Los Angeles Center, One Two Three Point Four.”
changing frequency near the ground could result in
3. Time, fix, altitude, or specifically when to inadvertent ground contact and consequent loss of control.
contact a facility. You may omit this when Pilots are expected to advise ATC of their single‐pilot
compliance is expected upon receipt. status if unable to comply with a frequency change.
REFERENCE-
NOTE- AIM, Communications, Para 4-3-14.
AIM, para 5-3-1, ARTCC Communications, informs pilots
that they are expected to maintain a listening watch on the f. In situations where the controller does not want
transferring controller's frequency until the time, fix, or the pilot to change frequency but the pilot is expecting
altitude specified. or may want a frequency change, use the following
PHRASEOLOGY- phraseology.
CONTACT (facility name or location name and terminal
function), (frequency). PHRASEOLOGY-
REMAIN THIS FREQUENCY.
If required,
REFERENCE-
FAAO 7110.65, Clearance Information, Para 4-7-1.
AT (time, fix, or altitude). FAAO 7110.65, Communication Transfer, Para 5-12-9.

2-1-8 General
2/16/06 7110.65R

2-1-18. OPERATIONAL REQUESTS b. The separation minima shall continue to

Respond to a request from another controller, a pilot touchdown for all IFR aircraft not making a visual
or vehicle operator by one of the following verbal approach or maintaining visual separation.
means: REFERENCE-
FAAO 7110.65, Approach Separation Responsibility, Para 5-9-5.
a. Restate the request in complete or abbreviated
terms followed by the word “APPROVED.” The
phraseology “APPROVED AS REQUESTED” may 2-1-20. WAKE TURBULENCE CAUTIONARY
be substituted in lieu of a lengthy readback. ADVISORIES
PHRASEOLOGY- a. Issue wake turbulence cautionary advisories
(Requested operation) APPROVED. and the position, altitude if known, and direction of
flight of the heavy jet or B757 to:
or
REFERENCE-
APPROVED AS REQUESTED. AC 90-23, Aircraft Wake Turbulence, Pilot Responsibility, Para 12.

b. State restrictions followed by the word 1. TERMINAL. VFR aircraft not being radar
“APPROVED.” vectored but are behind heavy jets or B757s.
PHRASEOLOGY-
2. IFR aircraft that accept a visual approach or
(Restriction and/or additional instructions, requested
operation) APPROVED.
visual separation.
REFERENCE-
c. State the word “UNABLE” and, time permit‐ FAAO 7110.65, Visual Approach, Para 7-4-1.
ting, a reason.
PHRASEOLOGY-
3. TERMINAL. VFR arriving aircraft that have
UNABLE (requested operation). previously been radar vectored and the vectoring has
been discontinued.
and when necessary,
b. Issue cautionary information to any aircraft if in
(reason and/or additional instructions.) your opinion, wake turbulence may have an adverse
effect on it. When traffic is known to be a heavy
d. State the words “STAND BY.” aircraft, include the word heavy in the description.
NOTE-
“STAND BY” is not an approval or denial. The controller NOTE-
acknowledges the request and will respond at a later time. Wake turbulence may be encountered by aircraft in flight
as well as when operating on the airport movement area.
REFERENCE-
FAAO 7110.65, Traffic Advisories, Para 2-1-21. Because wake turbulence is unpredictable, the controller
FAAO 7110.65, Route or Altitude Amendments, Para 4-2-5. is not responsible for anticipating its existence or effect.
FAAO 7110.65, Methods, Para 7-9-3. Although not mandatory during ground operations,
controllers may use the words jet blast, propwash, or
2-1-19. WAKE TURBULENCE rotorwash, in lieu of wake turbulence, when issuing a
caution advisory.
a. Apply wake turbulence procedures to aircraft
REFERENCE-
operating behind heavy jets/B757s and, where AC 90-23, Aircraft Wake Turbulence.
indicated, to small aircraft behind large aircraft. P/CG Term- Aircraft Classes.
P/CG Term- Wake Turbulence.
NOTE-
Para 5-5-4, Minima, specifies increased radar separation PHRASEOLOGY-
for small type aircraft landing behind large, heavy, or CAUTION WAKE TURBULENCE (traffic information).
B757aircraft because of the possible effects of wake REFERENCE-
turbulence. FAAO 7110.65, Visual Separation, Para 7-2-1.

General 2-1-9
7110.65R 2/16/06

2-1-21. TRAFFIC ADVISORIES (type of aircraft and relative position), (number of feet)

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

When appropriate, 4. ETA over the fix the aircraft is approaching,

if appropriate.

2-1-10 General
2/16/06 7110.65R

PHRASEOLOGY- EXAMPLE-
TRAFFIC, (number) MILES/MINUTES (direction) OF “Flock of geese, one o'clock, seven miles, northbound, last
(airport or fix), (direction)-BOUND, reported at four thousand.”
“Flock of small birds, southbound along Mohawk River,
 and if known, last reported at three thousand.”
“Numerous flocks of ducks, vicinity Lake Winnebago,
(type of aircraft and altitude), altitude unknown.”
b. Relay bird activity information to adjacent
ESTIMATED (fix) (time),
facilities and to AFSSs/FSSs whenever it appears it
 or will become a factor in their areas.

TRAFFIC, NUMEROUS AIRCRAFT VICINITY 2-1-23. TRANSFER OF POSITION

(location). RESPONSIBILITY

If altitude is unknown, The transfer of position responsibility shall be

accomplished in accordance with the “Standard
ALTITUDE UNKNOWN. Operating Practice (SOP) for the Transfer of Position
EXAMPLE-
Responsibility,” and appropriate facility directives
“Traffic, one zero miles east of Forsythe V-O-R, each time operational responsibility for a position is
Southbound, M-D Eighty, descending to one six transferred from one specialist to another.
thousand.”
“Traffic, reported one zero miles west of Downey V-O-R, 2-1-24. WHEELS DOWN CHECK
northbound, Apache, altitude unknown, estimated Joliet
V-O-R one three one five.“ USA/USAF/USN
“Traffic, eight minutes west of Chicago Heights V-O-R, Remind aircraft to check wheels down on each
westbound, Mooney, eight thousand, estimated Joliet
approach unless the pilot has previously reported
V-O-R two zero three five.”
“Traffic, numerous aircraft, vicinity of Delia airport.”
wheels down for that approach.
NOTE-
c. For aircraft displaying Mode C, not radar The intent is solely to remind the pilot to lower the wheels,
identified, issue indicated altitude. not to place responsibility on the controller.
EXAMPLE- a. Tower shall issue the wheels down check at an
“Traffic, one o'clock, six miles, eastbound, altitude appropriate place in the pattern.
indicates six thousand five hundred.”
PHRASEOLOGY-
REFERENCE-
FAAO 7110.65, Traffic Information, Para 3-1-6. CHECK WHEELS DOWN.
FAAO 7110.65, Visual Separation, Para 7-2-1.
FAAO 7110.65, VFR Departure Information, Para 7-6-10.
b. Approach/arrival control, GCA shall issue the
wheels down check as follows:
2-1-22. BIRD ACTIVITY INFORMATION 1. To aircraft conducting ASR, PAR, or radar
monitored approaches, before the aircraft starts
a. Issue advisory information on pilot‐reported, descent on final approach.
tower‐observed, or radar‐observed and pilot‐verified
bird activity. Include position, species or size of birds, 2. To aircraft conducting instrument approaches
if known, course of flight, and altitude. Do this for at and remaining on the radar facility's frequency,
least 15 minutes after receipt of such information before the aircraft passes the outer marker/final
from pilots or from adjacent facilities unless visual approach fix.
observation or subsequent reports reveal the activity PHRASEOLOGY-
is no longer a factor. WHEELS SHOULD BE DOWN.

General 2-1-11
7110.65R 2/16/06

2-1-25. SUPERVISORY NOTIFICATION Responsibility for standard separation resumes when

one of the following conditions are met:
Ensure supervisor/controller‐in‐charge (CIC) is
aware of conditions which impact sector/position 1. The responding aircraft has returned to its
operations including, but not limited to, the assigned altitude, or
following: 2. A crew member informs you that the TCAS
a. Weather. maneuver is completed and you observe that standard
separation has been reestablished, or
b. Equipment status.
3. The responding aircraft has executed an
c. Potential sector overload. alternate clearance and you observe that standard
d. Emergency situations. separation has been reestablished.
NOTE-
e. Special flights/operations. 1. AC 120-55A, Air Carrier Operational Approval and
Use of TCAS II, suggests pilots use the following
phraseology to notify controllers during TCAS events.
2-1-26. PILOT DEVIATION NOTIFICATION
When a TCAS RA may affect an ATC clearance, inform
When it appears that the actions of a pilot constitute ATC when beginning the maneuver, or as soon as workload
a pilot deviation, notify the pilot, workload permits.
permitting. EXAMPLE-
1. “New York Center, United 321, TCAS climb.”
PHRASEOLOGY-
(Identification) POSSIBLE PILOT DEVIATION ADVISE NOTE-
YOU CONTACT (facility) AT (telephone number). 2. When the RA has been resolved, the flight crew should
advise ATC they are returning to their previously assigned
REFERENCE-
FAAO 8020.11, Aircraft Accident and Incident Notification,
clearance or subsequent amended clearance.
Investigation, and Reporting, Pilot Deviations, Para 84. EXAMPLE-
2. “New York Center, United 321, clear of conflict,
2-1-27. TCAS RESOLUTION ADVISORIES returning to assigned altitude.”

a. When an aircraft under your control jurisdiction 2-1-28. RVSM OPERATIONS

informs you that it is responding to a TCAS
Resolution Advisory (RA), do not issue control Controller responsibilities shall include but not be
instructions that are contrary to the RA procedure that limited to the following:
a crew member has advised you that they are a. Non-RVSM aircraft operating in RVSM
executing. Provide safety alerts regarding terrain or airspace.
obstructions and traffic advisories for the aircraft
1. Ensure non-RVSM aircraft are not permitted
responding to the RA and all other aircraft under your
in RVSM airspace unless they meet the criteria of
control jurisdiction, as appropriate.
excepted aircraft and are previously approved by the
b. Unless advised by other aircraft that they are operations supervisor/controller-in-charge (CIC).
also responding to a TCAS RA, do not assume that The following aircraft are excepted: DOD, Life‐
other aircraft in the proximity of the responding guard, manufacturer aircraft being flown for
aircraft are involved in the RA maneuver or are aware development/certification, and Foreign State aircraft.
of the responding aircraft's intended maneuvers. These exceptions are accommodated on a workload
Continue to provide control instructions, safety or traffic-permitting basis.
alerts, and traffic advisories as appropriate to such NOTE-
aircraft. The operations supervisor/CIC is responsible for system
acceptance of a non-RVSM aircraft beyond the initial
c. Once the responding aircraft has begun a sector to sector coordination following the pilot request to
maneuver in response to an RA, the controller is not access the airspace. Operations supervisor/CIC
responsible for providing standard separation responsibilities are defined in FAA Order 7210.3,
between the aircraft that is responding to an RA and Chapter6, Section 9, Reduced Vertical Separation
any other aircraft, airspace, terrain or obstructions. Minimum (RVSM).

2-1-12 General
2/16/06 7110.65R

2. A non-RVSM exception designated by the PHRASEOLOGY-

DOD for special consideration via the DOD Priority “REPORT ABLE TO RESUME RVSM.”
Mission website shall be referred to as a STORM f. In the event of a change to an aircraft's
flight. navigational capability amend the equipment suffix
3. Ensure sector-to-sector coordination for all in order to properly identify non-RVSM aircraft on
non-RVSM aircraft operations within RVSM the controller display.
airspace.
2-1-29. TERRAIN AWARENESS WARNING
4. Inform the operational supervisor/CIC when SYSTEM (TAWS) ALERTS
a non-RVSM exception flight is denied clearance
into RVSM airspace or is removed from RVSM a. When an aircraft under your control jurisdiction
airspace. informs you that it is responding to a TAWS (or other
on-board low altitude) alert, do not issue control
b. Non-RVSM aircraft transitioning RVSM air‐ instructions that are contrary to the TAWS procedure
space. that a crew member has advised you that they are
Ensure that operations supervisors/CICs are made executing. Provide safety alerts regarding terrain or
aware when non-RVSM aircraft are transitioning obstructions and traffic advisories for the aircraft
through RVSM airspace. responding to the TAWS alert and all other aircraft
under your control jurisdiction, as appropriate.
c. Apply appropriate separation standards and
remove any aircraft from RVSM airspace that advises b. Once the responding aircraft has begun a
it is unable RVSM due to equipment while en route. maneuver in response to TAWS alert, the controller is
not responsible for providing standard separation
d. Use “negative RVSM” in all verbal ground- between the aircraft that is responding to a TAWS
to-ground communications involving non-RVSM alert and any other aircraft, airspace, terrain or
aircraft while cleared to operate within RVSM obstructions. Responsibility for standard separation
airspace. resumes when one of the following conditions are
EXAMPLE- met:
“Point out Baxter21 climbing to FL 360, negative RVSM.”
1. The responding aircraft has returned to its
e. For the following situations, use the associated assigned altitude, or
phraseology:
2. A crew member informs you that the TAWS
1. To deny clearance into RVSM airspace. maneuver is completed and you observe that standard
PHRASEOLOGY- separation has been reestablished, or
“UNABLE CLEARANCE INTO RVSM AIRSPACE.” 3. The responding aircraft has executed an
2. To request a pilot to report when able to alternate clearance and you observe that standard
resume RVSM. separation has been reestablished.

General 2-1-13
3/15/07
2/16/06 7110.65R CHG 2
7110.65R

Section 2. Flight Plans and Control Information

2-2-1. RECORDING INFORMATION 2-2-4. MILITARY DVFR DEPARTURES

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

Flight Plans and Control Information 2-2-1

7110.65R 2/16/06

2. The term facility in this paragraph refers to centers and having less than 10 minutes separation at the
terminal facilities when operating in an en route capacity. facilities' boundary.
a. Forward the following information at least 13. Any additional nonroutine operational
15minutes before the aircraft is estimated to enter the information pertinent to flight safety.
receiving facility's area:
NOTE-
1. Aircraft identification. EN ROUTE. This includes alerting the receiving controller
that the flight is conducting celestial navigation training.
2. Number of aircraft if more than one, heavy
REFERENCE-
aircraft indicator “H/” if appropriate, type of aircraft, FAAO 7110.65, Celestial Navigation Training, Para 9-2-2.
and aircraft equipment suffix.
b. Forward position report over last reporting
3. Assigned altitude and ETA over last reporting point in the transferring facility's area if any of the
point/fix in transferring facility's area or assumed following conditions exist:
departure time when the departure point is the last
1. Time differs more than 3 minutes from
point/fix in the transferring facility's area.
estimate given.
4. Altitude at which aircraft will enter the
2. Requested by receiving facility.
receiving facility's area if other than the assigned
altitude. 3. Agreed to between facilities.
5. True airspeed.
2-2-7. MANUAL INPUT OF
6. Point of departure. COMPUTER‐ASSIGNED BEACON CODES
7. Route of flight remaining. When a flight plan is manually entered into the
computer and a computer‐assigned beacon code has
8. Destination airport and clearance limit if
been forwarded with the flight plan data, insert the
other than destination airport.
beacon code in the appropriate field as part of the
9. ETA at destination airport (not required for input message.
military or scheduled air carrier aircraft).
10. Altitude requested by the aircraft if assigned 2-2-8. ALTRV INFORMATION
altitude differs from requested altitude (within a EN ROUTE
facility only).
When an aircraft is a part of an approved ALTRV,
NOTE-
forward only those items necessary to properly
When an aircraft has crossed one facility's area and
assignment at a different altitude is still desired, the pilot
identify the flight, update flight data contained in the
will reinitiate the request with the next facility. ALTRV APVL, or revise previously given informa‐
tion.
REFERENCE-
FAAO 7110.65, Anticipated Altitude Changes, Para 4-5-8.

11. When flight plan data must be forwarded 2-2-9. COMPUTER MESSAGE VERIFICATION

manually and an aircraft has been assigned a beacon EN ROUTE
code by the computer, include the code as part of the
flight plan. Unless your facility is equipped to automatically
obtain acknowledgment of receipt of transferred data,
NOTE- when you transfer control information by computer
When an IFR aircraft, or a VFR aircraft that has been
message, obtain, via Service F, acknowledgment that
assigned a beacon code by the EAS and whose flight plan
will terminate in another facility's area, cancels ATC the receiving center has received the message and
service or does not activate the flight plan, send a remove verification of the following:
strips (RS) message on that aircraft via the EAS keyboard, a. Within the time limits specified by a letter of
the FDIO keyboard or call via service F.
agreement or when not covered by a letter of
12. Longitudinal separation being used between agreement, at least 15 minutes before the aircraft is
aircraft at the same altitude if it results in these aircraft estimated to enter the receiving facility's area, or at

2-2-2 Flight Plans and Control Information

2/16/06 7110.65R

the time of a radar handoff, or coordination for 2-2-11. FORWARDING AMENDED AND UTM
transfer of control: DATA

1. Aircraft identification. a. Forward any amending data concerning previ‐

ously forwarded flight plans except that revisions to
2. Assigned altitude. ETA information in para 2-2-6, IFR Flight Progress
Data, need only be forwarded when the time differs
3. Departure or coordination fix time. by more than 3 minutes from the estimate given.
PHRASEOLOGY-
b. Any cancellation of IFR or EAS generated VFR (Identification), REVISED (revised information).
flight plan.
EXAMPLE-
REFERENCE- “American Two, revised flight level, three three zero.”
FAAO 7110.65, IFR Flight Progress Data, Para 2-2-6.
“United Eight Ten, revised estimate, Front Royal two zero
zero five.”
2-2-10. TRANSMIT PROPOSED FLIGHT PLAN
“Douglas Five Zero One Romeo, revised altitude, eight
thousand.”
EN ROUTE
“U.S. Air Eleven Fifty-one, revised type, heavy Boeing
a. Transmit proposed flight plans which fall Seven Sixty‐seven.”
within an ARTCC's Proposed Boundary Crossing REFERENCE-
Time (PBCT) parameter to adjacent ARTCC's via the FAAO 7110.65, IFR Flight Progress Data, Para 2-2-6.
Computer B network during hours of inter‐center
b. Computer acceptance of an appropriate input
computer operation. In addition, when the route of
message fulfills the requirement for sending amended
flight of any proposed flight plan exceeds 20ele‐
data. During EAS FDP operations, the amendment
ments external to the originating ARTCC's area,
data are considered acknowledged on receipt of a
NADIN shall be used to forward the data to all
computer update message or a computer-generated
affected centers.
flight progress strip containing the amended data.
b. During nonautomated operation, the proposed NOTE-
flight plans shall be sent via NADIN to the other 1. The successful utilization of automation equipment
centers involved when any of the following requires timely and accurate insertion of changes and/or
conditions are met: new data.

1. The route of flight external to the originating 2. If a pilot is not issued a computer‐generated
center's area consists of 10 or more elements and the PDR/PDAR/PAR and if amendment data is not entered into
the computer, the next controller will have incorrect route
flight will enter 3 or more other center areas. information.
NOTE- c. Forward any amended control information and
An element is defined as either a fix or route as specified in record the action on the appropriate flight progress
FAAO 7110.10, Flight Services, para6-3-3, IFR Flight
strip. Additionally, when a route or altitude in a
Plan Control Messages.
previously issued clearance is amended within
2. The route of flight beyond the first point of 15minutes of an aircraft's proposed departure time,
exit from the originating center's area consists of the facility that amended the clearance shall
10or more elements, which are primarily fixes coordinate the amendment with the receiving facility
described in fix‐radial‐distance or latitude/longitude via verbal AND automated means to ensure timely
format, regardless of the number of other center areas passage of the information.
entered. NOTE-
The term “receiving” facility means the ATC facility that
3. The flight plan remarks are too lengthy for is expected to transmit the amended clearance to the
interphone transmission. intended aircraft/pilot.

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

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2-2-15. NORTH AMERICAN ROUTE PROGRAM c. “NRP” shall not be entered in the remarks
(NRP) INFORMATION section of a flight plan, unless prior coordination is
a. “NRP” shall be retained in the remarks section accomplished with the ATCSCC or as prescribed by
of the flight plan if the aircraft is moved due to international NRP flight operations procedures.
weather, traffic, or other tactical reasons. d. The en route facility within which an
NOTE- international flight entering the conterminous U.S.
Every effort should be made to ensure the aircraft is requests to participate in the NRP shall enter “NRP”
returned to the original filed flight plan/altitude as soon as in the remarks section of the flight plan.
conditions warrant.
REFERENCE-
b. If the route of flight is altered due to a pilot FAAO 7110.65, Operational Priority, Para 2-1-4.
FAAO 7110.65, En Route Data Entries, Para 2-3-2.
request, “NRP” shall be removed from the remarks FAAO 7110.65, Route or Altitude Amendments, Para 4-2-5.
section of the flight plan. FAAO 7210.3, Chapter 17, Section 14, North American Route Program.

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Section 3. Flight Progress Strips

2-3-1. GENERAL reported or is observed (valid Mode C) leaving the

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

Flight Progress Strips 2-3-1

7110.65R 2/16/06

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

Tped Hand Prined Tped Hand Prined

A T

B U U

H
I 1

M
N
O
P

S S

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2/16/06 7110.65R

2-3-2. EN ROUTE DATA ENTRIES

FIG 2-3-2
Flight Progress Strip
(7230-19)

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

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7110.65R 2/16/06

Block Information Recorded Block Information Recorded

20a. OPTIONAL USE, when voice recorders are 26. Pertinent remarks, minimum fuel, point
operational; out/radar vector/speed adjustment information
REQUIRED USE, when the voice recorders or sector/position number (when applicable in
are not operating and strips are being use at the accordance with para2-2-1, Recording In‐
facility. This space is used to record reported formation), or NRP. High Altitude Redesign
RA events. The letters RA followed by a climb (HAR) or Point-to-point (PTP) may be used at
or descent arrow (if the climb or descent action facilities actively using these programs.
is reported) and the time (hhmm) the event is 27. Mode 3/A beacon code if applicable.
reported.
28. Miscellaneous control data (expected further
21. Next posted fix or coordination fix. clearance time, time cleared for approach,
22. Pilot's estimated time over next fix. etc.).
23. Arrows to indicate north (↑), south (↓), east 29-30. Transfer of control data and coordination
(→), or west (←) direction of flight if required. indicators.
24. Requested altitude. b. Latitude/longitude coordinates may be used to
NOTE- Altitude information may be written in define waypoints and may be substituted for
thousands of feet provided the procedure is nonadapted NAVAIDs in space 25 of domestic en
authorized by the facility manager, and is route flight progress strips provided it is necessary to
defined in a facility directive, i.e., FL 330 as 33, accommodate a random RNAV or GNSS route
5,000 feet as 5, and 2,800 as 2.8.
request.
25. Point of origin, route as required for control
and data relay, and destination. c. Facility air traffic managers may authorize the
optional use of spaces 13, 14, 14a, 22, 23, 24, and 28
for point out information, radar vector information,
speed adjustment information, or transfer of control
data.

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2-3-3. OCEANIC DATA ENTRIES

FIG 2-3-3

a. The Ocean21 system displays information on 9. Requested flight level, if applicable.

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

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2-3-4. TERMINAL DATA ENTRIES

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

FIG 2-3-4

TBL 2-3-3 Block Information Recorded

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

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

FIG 2-3-5

TBL 2-3-4 Block Information Recorded

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

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

FIG 2-3-6

TBL 2-3-5 Block Information Recorded

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

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d. Air traffic managers at automated terminal carrier's company name in identifying equipment
radar facilities may waive the requirement to use interchange flights.
flight progress strips provided: EXAMPLE-
1. Backup systems such as multiple radar “N12345.”
“TN5552Q.”
sites/systems or single site radars with CENRAP are
“AAl192.”
utilized. “LN751B.”
2. Local procedures are documented in a facility NOTE-
directive. These procedures should include but not be The letter “L” is not to be used for air carrier/air taxi
limited to: lifeguard aircraft.

(a)  Departure areas and/or procedures. b. Military Aircraft.

(b) Arrival procedures. 1. Prefixes indicating branch of service and/or

type of mission followed by the last 5 digits of the
(c)  Overflight handling procedures. serial number (the last 4 digits for CFC and CTG).
(See TBL 2-3-6 and TBL 2-3-7.)
(d) Transition from radar to nonradar.
2. Pronounceable words of 3, 4, 5, and 6 letters
(e)  Transition from ARTS to non-ARTS. followed by a 4-, 3-, 2-, or 1-digit number.
(f)  Transition from ASR to CENRAP. EXAMPLE-
“SAMP Three One Six.”
(g)  Transition to or from ESL.
3. Assigned double‐letter 2-digit flight number.
3. No misunderstanding will occur as a result of
no strip usage. 4. Navy or Marine fleet and training command
aircraft, one of the following:
4. Unused flight progress strips, facility de‐
veloped forms and/or blank notepads shall be (a)  The service prefix and 2 letters (use
provided for controller use. phonetic alphabet equivalent) followed by 2 or
3digits.
5. Facilities shall revert to flight progress strip
usage if backup systems referred to in subpara d1 are TBL 2-3-6
not available. Branch of Service Prefix

e. Air traffic managers at FDIO locations may Prefix Branch

authorize reduced lateral spacing between fields so as A U.S. Air Force
to print all FDIO data to the left of the strip C U.S. Coast Guard
perforation. When using FAA Form 7230-7.2, all G Air or Army National Guard
items will retain the same relationship to each other R U.S. Army
as they do when the full length strip (FAA VM U.S. Marine Corps
Form7230-7.1) is used. VV U.S. Navy
CFC Canadian Forces
2-3-5. AIRCRAFT IDENTITY CTG Canadian Coast Guard

Indicate aircraft identity by one of the following

TBL 2-3-7
using combinations not to exceed seven alphanumer‐
Military Mission Prefix
ic characters:
Prefix Mission
a. Civil aircraft, including air‐carrier aircraft
E Medical Air Evacuation
letter‐digit registration number including the letter
“T” prefix for air taxi aircraft, the letter “L” for F Flight Check
lifeguard aircraft, 3-letter aircraft company designat‐ L LOGAIR (USAF Contract)
or specified in FAAO 7340.1, Contractions, followed RCH AMC (Air Mobility Command)
by the trip or flight number. Use the operating air S Special Air Mission

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(b) The service prefix and a digit and a letter c. Utilize aircraft equipment suffix /H to indicate
(use phonetic alphabet equivalent) followed by 2 or “RVSM-capable, no transponder.”
3 digits.
NOTE-
c. Special‐use. Approved special‐use identifiers. /H is for ATC use only. Users are not authorized to file this
suffix.
2-3-6. AIRCRAFT TYPE
Use the approved codes listed in Appendices A 2-3-9. CLEARANCE STATUS
through C to indicate aircraft type.
Use an appropriate clearance symbol followed by a
dash (-) and other pertinent information to clearly
2-3-7. USAF/USN UNDERGRADUATE PILOTS
show the clearance status of an aircraft. To indicate
To identify aircraft piloted by solo USAF/USN delay status use:
undergraduate student pilots (who may occasionally
request revised clearances because they normally are a. The symbol “H” at the clearance limit when
restricted to flight in VFR conditions), the aircraft holding instructions have been included in the
identification in the flight plan shall include the letter aircraft's original clearance. Show detailed holding
“Z” as a suffix. Do not use this suffix, however, in information following the dash when holding differs
ground‐to‐air communication. from the established pattern for the fix; i.e., turns, leg
lengths, etc.
NOTE-
USAF solo students who have passed an instrument b. The symbols “F” or “O” to indicate the
certification check may penetrate cloud layers in climb or clearance limit when a delay is not anticipated.
descent only. Requests for revised clearances to avoid
clouds in level flight can still be expected. This does not
change the requirement to use the letter “Z” as a suffix to 2-3-10. CONTROL SYMBOLOGY
the aircraft identification.
REFERENCE- Use authorized control and clearance symbols or
FAAO 7110.65, Aircraft Identification, Para 2-4-20. abbreviations for recording clearances, reports, and
FAAO 7610.4, Chapter 12, Section 10, USAF Undergraduate Flying
Training (UFT)/Pilot Instructor Training (PIT)/Introduction To Fighter instructions. Control status of aircraft must always be
Fundamentals. current. You may use:

2-3-8. AIRCRAFT EQUIPMENT SUFFIX a. Plain language markings when it will aid in

understanding information.
a. Indicate, for both VFR and IFR operations, the
aircraft's radar transponder, DME, or navigation b. Locally approved identifiers. Use these only
capability by adding the appropriate symbol, within your facility and not on teletypewriter or
preceded by a slant. (See TBL 2-3-8.) interphone circuits.
b. When forwarding this information, state the c. Plain sheets of paper or locally prepared forms
aircraft type followed by the word “slant” and the to record information when flight progress strips are
appropriate phonetic letter equivalent of the suffix. not used. (See TBL 2-3-9 and TBL 2-3-10.)
EXAMPLE-
“Cessna Three-ten slant Tango.” d. Control Information Symbols.
“A-Ten slant November.” (See FIG 2-3-7 and FIG 2-3-8.)
“F-Sixteen slant Papa.” REFERENCE-
“Seven-sixty-seven slant Golf.” FAAO 7110.65, Exceptions, Para 4-5-3.

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TBL 2-3-8
Aircraft Equipment Suffixes
Suffix Aircraft Equipment Suffixes
NO DME
/X No transponder
/T Transponder with no Mode C
/U Transponder with Mode C
DME
/D No transponder
/B Transponder with no Mode C
/A Transponder with Mode C
TACAN ONLY
/M No transponder
/N Transponder with no Mode C
/P Transponder with Mode C
AREA NAVIGATION (RNAV)
/Y LORAN, VOR/DME, or INS with no transponder
/C LORAN, VOR/DME, or INS, transponder with no Mode C
/I LORAN, VOR/DME, or INS, transponder with Mode C
ADVANCED RNAV WITH TRANSPONDER AND MODE C (If an aircraft is unable to operate with a
transponder and/or Mode C, it will revert to the appropriate code listed above under Area Navigation.)
/E Flight Management System (FMS) with DME/DME and IRU position updating
/F Flight Management System (FMS) with DME/DME position updating
/G Global Navigation Satellite System (GNSS), including GPS or WAAS, with en route and terminal capability
/R Required Navigational Performance. The aircraft meets the RNP type prescribed for the route segment(s), route(s)
and/or area concerned.
REDUCED VERTICAL SEPARATION MINIMUM (RVSM). Prior to conducting RVSM operations within the
U.S., the operator must obtain authorization from the FAA or from the responsible authority, as appropriate.
/J /E with RVSM
/K /F with RVSM
/L /G with RVSM
/Q /R with RVSM
/W RVSM

Flight Progress Strips 2-3-11

7110.65R CHG 2
7110.65R 2/16/06
3/15/07

TBL 2-3-9 TBL 2-3-10

Clearance Abbreviations Miscellaneous Abbreviations

Abbreviation Meaning Abbreviation Meaning

A Cleared to airport (point of intended BC Back course approach

landing) CT Contact approach
B Center clearance delivered FA Final approach
C ATC clears (when clearance relayed FMS Flight management system approach
through non-ATC facility) GPS GPS approach
CAF Cleared as filed I Initial approach
D Cleared to depart from the fix ILS ILS approach
F Cleared to the fix MA Missed approach
H Cleared to hold and instructions issued MLS MLS approach
L Cleared to land NDB Nondirectional radio beacon approach
N Clearance not delivered OTP VFR conditions-on-top
O Cleared to the outer marker PA Precision approach
PD Cleared to climb/descend at pilot's PT Procedure turn
discretion
RA Resolution advisory (Pilot reported
Q Cleared to fly specified sectors of a TCAS event)
NAVAID defined in terms of courses,
RH Runway heading
bearings, radials or quadrants within a
designated radius. RNAV Area navigation approach
T Cleared through (for landing and takeoff RP Report immediately upon passing
through intermediate point) (fix/altitude)
V Cleared over the fix RX Report crossing
X Cleared to cross (airway, route, radial) at SA Surveillance approach
(point) SI Straight-in approach
Z Tower jurisdiction TA TACAN approach
TL Turn left
TR Turn right
VA Visual approach
VR VOR approach

2-3-12 Flight Progress Strips

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2/16/06 7110.65R CHG 2
7110.65R

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

Flight Progress Strips 2-3-13

7110.65R CHG 2
7110.65R 2/16/06
3/15/07

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

2-3-14 Flight Progress Strips

2/16/06 7110.65R

Section 4. Radio and Interphone Communications

2-4-1. RADIO COMMUNICATIONS NOTE-

Some users have adopted procedures to insure uninterrup‐
Use radio frequencies for the special purposes for ted receiving capability with ATC when a pilot with only
which they are intended. A single frequency may be one operative communications radio must interrupt
used for more than one function except as follows: his/her communications guard because of a safety related
TERMINAL. When combining positions in the tower, problem requiring airborne communications with his/her
company. In this event, pilots will request approval to
do not use ground control frequency for airborne
abandon guard on the assigned ATC frequency for a
communications. mutually agreeable time period. Additionally, they will
NOTE- inform controllers of the NAVAID voice facility and the
Due to the limited number of frequencies assigned to company frequency they will monitor.
towers for the ground control function, it is very likely that
airborne use of a ground control frequency could cause
interference to other towers or interference to your aircraft 2-4-5. AUTHORIZED TRANSMISSIONS
from another tower. When combining these functions, it is
recommended combining them on local control. The ATIS Transmit only those messages necessary for air traffic
may be used to specify the desired frequency. control or otherwise contributing to air safety.
REFERENCE-
2-4-2. MONITORING FAAO 7210.3, Authorized Messages Not Directly Associated with AT
Services, Para 3-2-2.
Monitor interphones and assigned radio frequencies
continuously.
NOTE- 2-4-6. FALSE OR DECEPTIVE
Although all FAA facilities, including RAPCONs and COMMUNICATIONS
RATCFs, are required to monitor all assigned frequencies
continuously, USAF facilities may not monitor all Take action to detect, prevent, and report false,
unpublished discrete frequencies. deceptive, or phantom controller communications to
an aircraft or controller. The following shall be
2-4-3. PILOT ACKNOWLEDGMENT/READ accomplished when false or deceptive communica‐
BACK tions occur:
a. When issuing clearances or instructions ensure
a. Correct false information.
acknowledgment by the pilot.
NOTE- b. Broadcast an alert to aircraft operating on all
Pilots may acknowledge clearances, instructions, or other frequencies within the area where deceptive or
information by using “Wilco,” “Roger,” “Affirmative,” or phantom transmissions have been received.
other words or remarks.
REFERENCE-
EXAMPLE-
AIM, Contact Procedures, Para 4-2-3. “Attention all aircraft. False ATC instructions have been
received in the area of Long Beach Airport. Exercise
b. If altitude, heading, or other items are read back extreme caution on all frequencies and verify
by the pilot, ensure the read back is correct. If instructions.”
incorrect or incomplete, make corrections as
appropriate. c. Collect pertinent information regarding the
incident.
2-4-4. AUTHORIZED INTERRUPTIONS
d. Notify the operations supervisor of the false,
As necessary, authorize a pilot to interrupt his/her deceptive, or phantom transmission and report all
communications guard. relevant information pertaining to the incident.

Radio and Interphone Communications 2-4-1

7110.65R 2/16/06

2-4-7. AUTHORIZED RELAYS 2-4-9. ABBREVIATED TRANSMISSIONS

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

2-4-2 Radio and Interphone Communications

2/16/06 7110.65R

2-4-12. INTERPHONE MESSAGE FORMAT 2.

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

Caller: “G.M.” Caller: “M.E.”

Radio and Interphone Communications 2-4-3

7110.65R 2/16/06

g. Identify the interphone voice line on which the 3. In communications with or about heavy jet
call is being made when two or more such lines are aircraft when the separation from a following aircraft
collocated at the receiving operating position. may become less than 5 miles by approved procedure.
EXAMPLE- 4. When issuing traffic advisories.
“Washington Center, Washington Approach on the Fifty
Seven line.” EXAMPLE-
“United Fifty-Eight Heavy.”
“Chicago Center, O'Hare Tower handoff on the Departure NOTE-
West line.” Most airlines will use the word “heavy” following the
h. TERMINAL. The provisions of subparas a, b, c, company prefix and flight number when establishing
e, f, g, and para 2-4-13, Interphone Message communications or when changing frequencies within a
Termination, may be omitted provided: terminal facility's area.

1. Abbreviated standard coordination proced‐ 5. When in radio communications with “Air

ures are contained in a facility directive describing Force One” or “Air Force Two,” do not add the heavy
the specific conditions and positions that may utilize designator to the call sign. State only the call sign “Air
an abbreviated interphone message format; and Force One/Two” regardless of the type aircraft.
2. There will be no possibility of misunder‐
standing which positions are using the abbreviated 2-4-15. EMPHASIS FOR CLARITY
procedures.
Emphasize appropriate digits, letters, or similar
sounding words to aid in distinguishing between
2-4-13. INTERPHONE MESSAGE
similar sounding aircraft identifications.
TERMINATION
Additionally:
Terminate interphone messages with your operating
initials. a. Notify each pilot concerned when communicat‐
ing with aircraft having similar sounding identifica‐
tions.
2-4-14. WORDS AND PHRASES
EXAMPLE-
a. Use the words or phrases in radiotelephone and “United Thirty-one United, Miami Center, U.S. Air
interphone communication as contained in the P/CG Thirty-one is also on this frequency, acknowledge.”
or, within areas where Controller Pilot Data Link
Communications (CPDLC) is in use, the phraseology “U.S. Air Thirty-one U.S. Air, Miami Center, United
contained in the applicable CPDLC message set. Thirty-one is also on this frequency, acknowledge.”
b. The word “heavy” shall be used as part of the REFERENCE-
FAAO 7110.65, Aircraft Identification, Para 2-4-20.
identification of heavy jet aircraft as follows: FAAO 7210.3, Aircraft Identification Problems, Para 2-1-13.
TERMINAL. In all communications with or about b. Notify the operations supervisor-in‐charge of
heavy jet aircraft. any duplicate flight identification numbers or
EN ROUTE. The use of the word heavy may be phonetically similar‐sounding call signs when the
omitted except as follows: aircraft are operating simultaneously within the same
sector.
1. In communications with a terminal facility
REFERENCE-
about heavy jet operations. FAAO 7210.3, Aircraft Identification Problems, Para 2-1-13.
2. In communications with or about heavy jet NOTE-
aircraft with regard to an airport where the en route This is especially important when this occurs on a
center is providing approach control service. repetitive, rather than an isolated, basis.

2-4-4 Radio and Interphone Communications

2/16/06 7110.65R

2-4-16. ICAO PHONETICS 2-4-17. NUMBERS USAGE

Use the ICAO pronunciation of numbers and
individual letters. (See the ICAO radiotelephony State numbers as follows:
alphabet and pronunciation in TBL 2-4-1.)
a. Serial numbers. The separate digits.
TBL 2-4-1
ICAO Phonetics EXAMPLE-
Character Word Pronunciation
0 Zero ZE-RO Number Statement
1 One WUN
11,495 “One one four niner five.”
2 Two TOO
20,069 “Two zero zero six niner.”
3 Three TREE
4 Four FOW-ER
5 Five FIFE b. Altitudes or flight levels:
6 Six SIX
7 Seven SEV-EN 1. Altitudes. Pronounce each digit in the number
8 Eight AIT of hundreds or thousands followed by the word
9 Nine NIN-ER “hundred” or “thousand” as appropriate.

A Alfa ALFAH EXAMPLE-

B Bravo BRAHVOH
C Charlie CHARLEE Number Statement
D Delta DELLTAH
10,000 “One zero thousand.”
E Echo ECKOH
11,000 “One one thousand.”
F Foxtrot FOKSTROT
17,900 “One seven thousand niner
G Golf GOLF hundred.”
H Hotel HOHTELL
I India INDEE AH
NOTE-
J Juliett JEWLEE ETT
Altitudes may be restated in group form for added clarity
K Kilo KEYLOH if the controller chooses.
L Lima LEEMAH
M Mike MIKE EXAMPLE-
N November NOVEMBER
O Oscar OSSCAH Number Statement
P Papa PAHPAH
10,000 “Ten thousand.”
Q Quebec KEHBECK
11,000 “Eleven thousand.”
R Romeo ROWME OH
17,900 “Seventeen thousand niner
S Sierra SEEAIRAH hundred.”
T Tango TANGGO
U Uniform YOUNEE FORM
V Victor VIKTAH 2. Flight levels. The words “flight level”
W Whiskey WISSKEY followed by the separate digits of the flight level.
X X-ray ECKSRAY
Y Yankee YANGKEY
EXAMPLE-
Z Zulu ZOOLOO
Flight Level Statement
NOTE-
Syllables to be emphasized in pronunciation are in bold 180 “Flight level one eight zero.”
face. 275 “Flight level two seven five.”

Radio and Interphone Communications 2-4-5

7110.65R 2/16/06

3. MDA/DH Altitudes. The separate digits of EXAMPLE-

the MDA/DH altitude.
Time Statement
EXAMPLE- 1415:06 “Time, one four one five.”
1415:10 “Time, one four one five and
one-quarter.”
MDA/DH Altitude Statement
1,320 “Minimum descent altitude, 4. Abbreviated time. The separate digits of the
one three two zero.”
minutes only.
486 “Decision height, four eight
six.” EXAMPLE-

Time Statement
c. Time: 1415 “One five.”
1420 “Two zero.”
1. General time information. The four separate
digits of the hour and minute/s in terms of UTC. 5. Field elevation. The words “field elevation”
followed by the separate digits of the elevation.
EXAMPLE-
EXAMPLE-

UTC Time (12 hour) Statement Elevation Statement

0715 1:15 a.m. CST “Zero seven one five.” 17 feet “Field elevation, one seven.”
1915 1:15 p.m. CST “One niner one five.” 817 feet “Field elevation, eight one seven.”
2,817 feet “Field elevation, two eight one seven.”

2. Upon request. The four separate digits of the d. The number “0” as “zero” except where it is
hours and minute/s in terms of UTC followed by the used in approved “group form” for authorized aircraft
local standard time equivalent; or the local time call signs, and in stating altitudes.
equivalent only. Local time may be based on the
EXAMPLE-
24-hour clock system, and the word “local” or the
time zone equivalent shall be stated when other than
UTC is referenced. The term “ZULU” may be used As Zero As Group
to denote UTC. “Field elevation one six zero.” “Western five thirty.”
“Heading three zero zero.” “EMAIR One Ten.”
“One zero thousand five “Ten thousand five hundred.”
EXAMPLE- hundred.”

e. Altimeter setting. The word “altimeter” fol‐

UTC Time Time Statement
(24 hour) (12 hour) lowed by the separate digits of the altimeter setting.
2230 1430 PST 2:30 p.m. “Two two three zero, EXAMPLE-
one four three zero
Pacific or Local.” or
“Two-thirty P-M.” Setting Statement
30.01 “Altimeter, three zero zero one.”

3. Time check. The word “time” followed by the f. Surface wind. The word “wind” followed by the
four separate digits of the hour and minutes, and separate digits of the indicated wind direction to the
nearest quarter minute. Fractions of a quarter minute nearest 10-degree multiple, the word “at” and the
less than eight seconds are stated as the preceding separate digits of the indicated velocity in knots.
quarter minute; fractions of a quarter minute of eight EXAMPLE-
seconds or more are stated as succeeding quarter “Wind zero three zero at two five.”
minute. “Wind two seven zero at one five gusts three five.”

2-4-6 Radio and Interphone Communications

2/16/06 7110.65R

g. Heading. The word “heading” followed by the EXAMPLE-

three separate digits of the number of degrees,
omitting the word “degrees.” Use heading 360de‐ Frequency Statement
grees to indicate a north heading. 126.55 MHz “One two six point five five.”
369.0 MHz “Three six niner point zero.”
EXAMPLE- 121.5 MHz “One two one point five.”
135.275 MHz “One three five point two seven.”
Heading Statement 302 kHz “Three zero two kiloHertz.”
5 degrees “Heading zero zero five.”
2. USAF/USN. Local channelization numbers
30 degrees “Heading zero three zero.”
may be used in lieu of frequencies for locally based
360 degrees “Heading three six zero.” aircraft when local procedures are established to
ensure that local aircraft and ATC facilities use the
same channelization.
h. Radar beacon codes. The separate digits of the
4-digit code. EXAMPLE-

EXAMPLE- Frequency Statement

275.8 MHz “Local channel one six.”

Code Statement 3. Issue MLS/TACAN frequencies by stating

1000 “One zero zero zero.” the assigned two- or three-digit channel number.
2100 “Two one zero zero.” EXAMPLE-
“M-L-S channel Five Three Zero.”
“TACAN channel Nine Seven.”
i. Runways. The word “runway,” followed by the
k. Speeds.
separate digits of the runway designation. For a
parallel runway, state the word “left,” “right,” or 1. The separate digits of the speed followed by
“center” if the letter “L,” “R,” or “C” is included in the “knots” except as required by para 5-7-2, Methods.
designation. EXAMPLE-

EXAMPLE- Speed Statement

250 “Two five zero knots.”
Designation Statement 190 “One niner zero knots.”
3 “Runway Three.”
2. The separate digits of the Mach number
8L “Runway Eight Left.”
preceded by “Mach.”
27R “Runway Two Seven Right.”
EXAMPLE-

j. Frequencies. Mach Number Statement

1.5 “Mach one point five.”
1. The separate digits of the frequency, inserting 0.64 “Mach point six four.”
the word “point” where the decimal point occurs. 0.7 “Mach point seven.”

l. Miles. The separate digits of the mileage

(a)  Omit digits after the second digit to the followed by the word “mile.”
right of the decimal point.
EXAMPLE-
“Three zero mile arc east of Nottingham.”
(b) When the frequency is in the L/MF band, “Traffic, one o'clock, two five miles, northbound, D-C
include the word “kiloHertz.” Eight, flight level two seven zero.”

Radio and Interphone Communications 2-4-7

7110.65R 2/16/06

2-4-18. NUMBER CLARIFICATION EXAMPLE-

“Bradford High, Handoff.”
a. If deemed necessary for clarity, and after stating
numbers as specified in para 2-4-17, Numbers f. FAA flight service stations. State the name of the
Usage, controllers may restate numbers using either station followed by the word “radio.”
group or single‐digit form. EXAMPLE-
“Altoona Radio.”
EXAMPLE-
“One Seven Thousand, Seventeen Thousand.” g. Radar facilities having ASR or PAR but not
“Altimeter Two Niner Niner Two, Twenty Nine Ninety providing approach control service. State the name
Two.” of the facility, followed by the letters “G-C-A.”
“One Two Six Point Five Five, One Twenty Six Point Fifty
Five.” EXAMPLE-
“Corpus Christi G-C-A.”
“Davison G-C-A.”
2-4-19. FACILITY IDENTIFICATION

Identify facilities as follows: 2-4-20. AIRCRAFT IDENTIFICATION

a. Airport traffic control towers. State the name of Use the full identification in reply to aircraft with
the facility followed by the word “tower.” Where similar sounding identifications. For other aircraft,
military and civil airports are located in the same the same identification may be used in reply that the
general area and have similar names, state the name pilot used in his/her initial callup except use the
of the military service followed by the name of the correct identification after communications have
military facility and the word “tower.” been established. Identify aircraft as follows:
EXAMPLE- a. U.S. registry aircraft. State one of the following:
“Columbus Tower.” REFERENCE-
“Barksdale Tower.” FAAO 7110.65, Radio Message Format, Para 2-4-8.
“Navy Jacksonville Tower.” FAAO 7110.65, Abbreviated Transmissions, Para 2-4-9.
FAAO 7110.65, Emphasis for Clarity, Para 2-4-15.
b. Air route traffic control centers. State the name FAAO 7110.65, Numbers Usage, Para 2-4-17.
of the facility followed by the word “center.” 1. Civil. State the prefix “November” when
c. Approach control facilities, including establishing initial communications with U.S.
RAPCONs, RATCFs, and ARACs. State the name of registered aircraft followed by the ICAO phonetic
the facility followed by the word “approach.” Where pronunciation of the numbers/letters of the aircraft
military and civil facilities are located in the same registration. The controller may state the aircraft
general area and have similar names, state the name type, the model, the manufacturer's name, followed
of the military service followed by the name of the by the ICAO phonetic pronunciation of the
military facility and the word “approach.” numbers/letters of the aircraft registration if used by
the pilot on the initial or subsequent call.
EXAMPLE-
“Denver Approach.” EXAMPLE-
“Griffiss Approach.” Air traffic controller's initiated call:
“Navy Jacksonville Approach.”
“November One Two Three Four Golf.”
d. Functions within a terminal facility. State the “November One Two Three Four.”
name of the facility followed by the name of the
function. Responding to pilot's initial or subsequent call:
EXAMPLE- “Jet Commander One Two Three Four Papa.”
“Boston Departure.” “Bonanza One Two Three Four Tango.”
“LaGuardia Clearance Delivery.” “Sikorsky Six Three Eight Mike Foxtrot.”
“O'Hare Ground.”
NOTE-
e. When calling or replying on an interphone line If aircraft identification becomes a problem when the
which connects only two non-VSCS equipped procedures specified above are used, the call sign shall be
facilities, you may omit the facility name. restated after the flight number of the aircraft involved.

2-4-8 Radio and Interphone Communications

3/15/07
2/16/06 7110.65R CHG 2
7110.65R

EXAMPLE- (a)  The service name, followed by the word

“American Five Twenty-One American.” “copter,” when appropriate, and the last 5 digits of the
“Commuter Six Eleven Commuter.” serial number.
“General Motors Thirty-Seven General Motors.”
EXAMPLE-
REFERENCE-
FAAO 7210.3, Aircraft Identification Problems, Para 2-1-13.
“Navy Five Six Seven One Three.”
“Coast Guard Six One Three Two Seven.”
2. Air carrier and other civil aircraft having FAA “Air Guard One Three Five Eight Six.”
authorized call signs. State the call sign followed by “Army Copter Three Two One Seven Six.”
the flight number in group form. NOTE-
NOTE- If aircraft identification becomes a problem, the
“Group form” is the pronunciation of a series of numbers procedures reflected in FAAO 7210.3, Facility Operation
as the whole number, or pairs of numbers they represent and Administration, Aircraft Identification Problems,
rather than pronouncing each separate digit. The use of para2-1-13, will apply.
group form may, however, be negated by four‐digit (b) Special military operations. State one of
identifiers or the placement of zeros in the identifier. the following followed by the last 5 digits of the serial
EXAMPLE- number:
“American Fifty-Two.”
(c)  Air evacuation flights. “AIR EVAC,”
“Delta One Hundred.”
“Eastern Metro One Ten.”
“MARINE AIR EVAC,” or “NAVY AIR EVAC.”
“General Motors Thirty Fifteen.” EXAMPLE-
“United One Zero One.” “Air Evac One Seven Six Five Two.”
“Delta Zero One Zero.” (d) Rescue flights. (Service name)
“TWA Ten Zero Four.”
“RESCUE.”
NOTE-
EXAMPLE-
Air carrier and other civil aircraft having FAA authorized
“Air Force Rescue Six One Five Seven Niner.”
call signs may be pronounced using single digits if
necessary for clarity. (e)  Air Mobility Command. “REACH.”
EXAMPLE- EXAMPLE-
“United Five One Seven.” “Reach Seven Eight Five Six Two.”
“United Five Seven Zero.” (f)  Special Air Mission. “SAM.”
3. Air taxi and commercial operators not having EXAMPLE-
FAA authorized call signs. State the prefix “TANGO” “Sam Niner One Five Six Two.”
on initial contact, if used by the pilot, followed by the (g)  USAF Contract Aircraft “LOGAIR.”
registration number. The prefix may be dropped in
subsequent communications. EXAMPLE-
“Logair Seven Five Eight Two Six.”
EXAMPLE-
“Tango Mooney Five Five Five Two Quebec.”
(h) Military tactical and training:
“Tango November One Two Three Four.” (1)  U.S. Air Force, Air National Guard,
4. Air carrier/taxi ambulance. State the prefix, Military District of Washington priority aircraft, and
“Lifeguard,” if used by the pilot, followed by the call USAF civil disturbance aircraft. Pronounceable
sign and flight number in group form. words of 3 to 6 letters followed by a 1 to 5 digit
number.
EXAMPLE-
“Lifeguard Delta Fifty-One.” EXAMPLE-
“Paul Two Zero.”
5. Civilian air ambulance. State the word “Pat One Five Seven.”
“LIFEGUARD” followed by the numbers/letters of “Gaydog Four.”
the registration number. NOTE-
EXAMPLE- When the “Z” suffix described in para 2-3-7, USAF/USN
“Lifeguard Two Six Four Six.” Undergraduate Pilots, is added to identify aircraft piloted
by USAF undergraduate pilots, the call sign will be limited
6. U.S. military. State one of the following: to a combination of six characters.

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(2)  Navy or Marine fleet and training ations when the Secretary of Transportation, Deputy
command aircraft. The service name and 2 letters, or Secretary of Transportation, FAA Administrator or
a digit and a letter (use letter phonetic equivalents), FAA Deputy Administrator have a requirement to
followed by 2 or 3 digits. identify themselves.
EXAMPLE- (See TBL 2-4-2.)
“Navy Golf Alfa Two One.”
TBL 2-4-2
“Marine Four Charlie Two Three Six.”
DOT and FAA Alphanumeric Identifiers
(i)  NORAD interceptors. An assigned and Call Signs
double letter 2-digit flight number.
Official Identifier Call Sign
EXAMPLE-
Secretary of Transportation DOT-1 Transport-1
“Alfa Kilo One Five.”
Deputy Secretary of DOT-2 Transport-2
7. Presidential aircraft and Presidential family Transportation
aircraft: Administrator, FAA-1 Safeair-1
Federal Aviation Administration
(a)  When the President is aboard a military
Deputy Administrator, FAA-2 Safeair-2
aircraft, state the name of the military service, Federal Aviation Administration
followed by the word “One.”
EXAMPLE- 10. Other Special Flights.
“Air Force One.” (a)  Department of Energy flights. State the
“Army One.” letters “R-A-C” (use phonetic alphabet equivalents)
“Marine One.” followed by the last 4 separate digits of the aircraft
(b) When the President is aboard a civil registration number.
aircraft, state the words “Executive One.” EXAMPLE-
(c)  When a member of the President's family “Romeo Alfa Charlie One Six Five Three.”
is aboard any aircraft, if the U.S. Secret Service or the (b) Flight Inspection of navigational aids.
White House Staff determines it is necessary, state the State the call sign “FLIGHT CHECK” followed by
words “Executive One Foxtrot.” the digits of the registration number.
REFERENCE- EXAMPLE-
FAAO 7110.65, Operational Priority, Para 2-1-4. “Flight Check Three Niner Six Five Four.”
8. Vice Presidential aircraft: (c)  USAF aircraft engaged in aerial sampling
(a)  When the Vice President is aboard a missions. State the call sign “SAMP” followed by the
military aircraft, state the name of the military last three digits of the serial number.
service, followed by the word “Two.” EXAMPLE-
EXAMPLE- “SAMP Three One Six.”
“Air Force Two.” REFERENCE-
“Army Two.” FAAO 7110.65, SAMP, Para 9-2-16.
“Marine Two.” 11. Use a pilot's name in identification of an
(b) When the Vice President is aboard a civil aircraft only in special or emergency situations.
aircraft, state the words “Executive Two.” b. Foreign registry. State one of the following:
(c)  When a member of the Vice President's 1. Civil. State the aircraft type or the manufac‐
family is aboard any aircraft, if the U.S. Secret turer's name followed by the letters/numbers of the
Service or the White House Staff determines it is aircraft registration, or state the letters or digits of the
necessary, state the words “Executive Two Foxtrot.” aircraft registration or call sign.
REFERENCE- EXAMPLE-
FAAO 7110.65, Operational Priority, Para 2-1-4. “Stationair F-L-R-B.”
9. DOT and FAA flights. The following “C-F-L-R-B.”
alphanumeric identifiers and radio/interphone call NOTE-
signs are established for use in air/ground communic‐ Letters may be spoken individually or phonetically.

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2. Air carrier. The abbreviated name of the EXAMPLE-

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

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Section 5. Route and NAVAID Description

2-5-1. AIR TRAFFIC SERVICE (ATS) ROUTES 2. Low Altitude - State the letter of the route
phonetically, followed by the number of the route in
Describe ATS routes as follows:
group form.
a. VOR/VORTAC/TACAN airways or jet routes. EXAMPLE-
State the word “Victor” or the letter “J” followed by “Tango Two Ten.”
the number of the airway or route in group form.
EXAMPLE- 2-5-2. NAVAID TERMS
“Victor Twelve.”
“J Five Thirty-Three.” Describe radials, arcs, courses, bearings, and
b. VOR/VORTAC/TACAN alternate airways. quadrants of NAVAIDs as follows:
State the word “Victor” followed by the number of the a.   V O R / V O R TA C / TA C A N / M L S / G P S
airway in group form and the alternate direction. Waypoint. State the name of the NAVAID or GPS
EXAMPLE- Waypoint followed by the separate digits of the
“Victor Twelve South.” radial/azimuth/bearing (omitting the word
“degrees”) and the word “radial/azimuth/bearing.”
c. Colored/L/MF airways. State the color of the
airway followed by the number in group form. EXAMPLE-
“Appleton Zero Five Zero Radial.”
EXAMPLE- “Lindburg Runway Two Seven M-L-S, Two Six Zero
“Blue Eighty-One.” Azimuth.”
d. Named Routes. State the words “North b. Arcs about VOR‐DME/VORTAC/TACAN/
American Route” or “Bahama Route” followed by MLS NAVAIDs. State the distance in miles from the
the number of the route in group form. NAVAID followed by the words “mile arc,” the
EXAMPLE- direction from the NAVAID in terms of the eight
“North American Route Sixty-Seven Bravo.” principal points of the compass, the word “of,” and
“Bahama Route Fifty-Five Victor.” the name of the NAVAID.
e. Air Traffic Service (ATS) routes. State the EXAMPLE-
letter(s) of the route phonetically, followed by the “Two Zero mile arc southwest of O'Hare Runway Two
number of the route in group form. Seven Left M-L-S.”
EXAMPLE- c. Quadrant within a radius of NAVAID. State
“Romeo Twenty.” direction from NAVAID in terms of the quadrant;
“Alfa Fifty.” e.g., NE, SE, SW, NW, followed by the distance in
“Golf Sixty-one.” miles from the NAVAID.
“Alfa Seven Hundred.”
EXAMPLE-
f. Military Training Routes (MTRs). State the “Cleared to fly northeast quadrant of Phillipsburg
letters “I-R” or “V-R” followed by the number of the VORTAC within Four Zero mile radius.”
route in group form. REFERENCE-
FAAO 7110.65, Route Use, Para 4-4-1.
EXAMPLE- P/CG Term- Quadrant.
“I-R Five Thirty-one.”
“V-R Fifty-two.” d. Nondirectional beacons. State the course to or
the bearing from the radio beacon, omitting the word
g. Published RNAV routes.
“degree,” followed by the words “course to” or
1. High Altitude - State the letter “Q” followed “bearing from,” the name of the radio beacon, and the
by the route number in group form. words “radio beacon.”
EXAMPLE- EXAMPLE-
“Q One Forty-five.” “Three Four Zero bearing from Randolph Radio Beacon.”

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e. MLS. State the azimuth to or azimuth from the 2-5-3. NAVAID FIXES

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

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2/16/06 7110.65R

Section 6. Weather Information

2-6-1. FAMILIARIZATION your sector or airspace under your jurisdiction, are

out of service.
Become familiar with pertinent weather information
when coming on duty, and stay aware of current PHRASEOLOGY-
ATTENTION ALL AIRCRAFT. HAZARDOUS WEATHER
weather information needed to perform ATC duties.
INFORMATION FOR (geographical area) AVAILABLE
FROM FLIGHT WATCH OR FLIGHT SERVICE.
2-6-2. HAZARDOUS INFLIGHT WEATHER c. Terminal facilities have the option to limit
ADVISORY SERVICE (HIWAS) hazardous weather information broadcasts as fol‐
Controllers shall advise pilots of hazardous weather lows: Tower cab and approach control facilities may
that may impact operations within 150 NM of their opt to broadcast hazardous weather information alerts
sector or area of jurisdiction. Hazardous weather only when any part of the area described is within
information contained in HIWAS broadcasts includes 50NM of the airspace under their jurisdiction.
Airmen's Meteorological Information (AIRMET), REFERENCE-
AIM, Chapter 7, Section 1, Meteorology, Para 7-1-5 through
Significant Meteorological Information (SIGMET), Para7-1-9.
Convective SIGMET (WST), Urgent Pilot Weather
Reports (UUA), and Center Weather Advisories 2-6-3. PIREP INFORMATION
(CWA). Facilities shall review alert messages to
Significant PIREP information includes reports of
determine the geographical area and operational
strong frontal activity, squall lines, thunderstorms,
impact for hazardous weather information broad‐
light to severe icing, wind shear and turbulence
casts. The broadcast is not required if aircraft on your
(including clear air turbulence) of moderate or greater
frequency(s) will not be affected.
intensity, volcanic eruptions and volcanic ash clouds,
a. Controllers within commissioned HIWAS areas and other conditions pertinent to flight safety.
shall broadcast a HIWAS alert on all frequencies, REFERENCE-
except emergency frequency, upon receipt of FAAO 7110.65, Low Level Wind Shear/Microburst Advisories,
Para 3-1-8.
hazardous weather information. Controllers are FAAO 7210.3, Handling of SIGMETs, CWAs, and PIREPs, Para 6-3-1.
required to disseminate data based on the operational AIM, Flight Operations in Volcanic Ash, Para 7-5-9.
FAAO 7210.3, SIGMET and PIREP Handling, Para 10-3-1.
impact on the sector or area of control jurisdiction.
a. Solicit PIREPs when requested or when one of
NOTE-
The inclusion of the type and number of weather advisory
the following conditions exists or is forecast for your
responsible for the HIWAS advisory is optional. area of jurisdiction:
PHRASEOLOGY- 1. Ceilings at or below 5,000 feet. These
ATTENTION ALL AIRCRAFT. HAZARDOUS WEATHER PIREPs shall include cloud base/top reports when
INFORMATION (SIGMET, Convective SIGMET, feasible.
AIRMET, Urgent Pilot Weather Report (UUA), or Center
TERMINAL. Ensure that at least one descent/climb‐
Weather Advisory (CWA), Number or Numbers) FOR
(geographical area) AVAILABLE ON HIWAS, FLIGHT
out PIREP, including cloud base/s, top/s, and other
WATCH, OR FLIGHT SERVICE FREQUENCIES. related phenomena, is obtained each hour.

b. Controllers outside of commissioned HIWAS EN ROUTE. When providing approach control

areas shall: services, the requirements stated in TERMINAL
above apply.
1. Advise pilots of the availability of hazardous 2. Visibility (surface or aloft) at or less than
weather advisories. Pilots requesting additional 5miles.
information should be directed to contact the nearest
Flight Watch or Flight Service. 3. Thunderstorms and related phenomena.

2. Apply the same procedure when HIWAS 4. Turbulence of moderate degree or greater.
outlets, or outlets with radio coverage extending into 5. Icing of light degree or greater.

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6. Wind shear. d. Handle PIREPs as follows:

7. Volcanic ash clouds. 1. Relay pertinent PIREP information to

concerned aircraft in a timely manner.
NOTE-
2. EN ROUTE. Relay all operationally signific‐
Pilots may forward PIREPs regarding volcanic activity
using the format described in the Volcanic Activity
ant PIREPs to the facility weather coordinator.
Reporting Form (VAR) as depicted in the AIM, Appendix2. 3. TERMINAL. Relay all operationally signific‐
ant PIREPs to:
8. TERMINAL. Braking Action Advisories are
in effect. (a) The appropriate intrafacility positions.
REFERENCE- (b) The AFSS/FSS serving the area in which
FAAO 7110.65, Braking Action Advisories, Para 3-3-5. the report was obtained.
P/CG Term- Braking Action Advisories.
NOTE-
b. Record with the PIREPs: The AFSS/FSS is responsible for long line dissemination.
(c) Other concerned terminal or en route ATC
1. Time.
facilities, including non-FAA facilities.
2. Aircraft position. (d) Use the word gain and/or loss when
describing to pilots the effects of wind shear on
3. Type aircraft. airspeed.
4. Altitude. EXAMPLE-
“Delta Seven Twenty-one, a Boeing Seven Twenty-seven,
5. When the PIREP involves icing include: previously reported wind shear, loss of Two Five knots at
Four Hundred feet.”
(a) Icing type and intensity.
“U.S. Air Seventy-six, a D-C Niner, previously reported
(b) Air temperature in which icing is wind shear, gain of Twenty-Five knots between
NinerHundred and Six Hundred feet, followed by a loss of
occurring.
Five Zero knots between Five Hundred feet and the
surface.”
c. Obtain PIREPs directly from the pilot, or if the
REFERENCE-
PIREP has been requested by another facility, you AIM, Wind Shear PIREPs, Para 7-1-25.
may instruct the pilot to deliver it directly to that
facility. 2-6-4. WEATHER AND CHAFF SERVICES
PHRASEOLOGY- a. Issue pertinent information on observed/
REQUEST/SAY FLIGHT CONDITIONS. reported weather and chaff areas. When requested by
the pilot, provide radar navigational guidance and/or
Or if appropriate,
approve deviations around weather or chaff areas.
REQUEST/SAY (specific conditions; i.e., ride, cloud, 1. Issue weather and chaff information by
visibility, etc.) CONDITIONS. defining the area of coverage in terms of azimuth (by
referring to the 12-hour clock) and distance from the
If necessary, aircraft or by indicating the general width of the area
and the area of coverage in terms of fixes or distance
OVER (fix),
and direction from fixes.
or PHRASEOLOGY-
WEATHER/CHAFF AREA BETWEEN
ALONG PRESENT ROUTE, (number)O'CLOCK AND (number) O'CLOCK
(number) MILES,
or
 or
BETWEEN (fix) AND (fix).

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CHG 2

(number) MILE BAND OF WEATHER/CHAFF FROM 4. EXTREME.

(fix or number of miles and direction from fix) TO (fix or
number of miles and direction from fix). NOTE-
Weather and Radar Processor (WARP) does not display
2. When a deviation cannot be approved as light intensity.
requested and the situation permits, suggest an
PHRASEOLOGY-
alternative course of action. (Intensity) PRECIPITATION BETWEEN (number)
PHRASEOLOGY- O'CLOCK AND (number) O'CLOCK, (number) MILES.
UNABLE DEVIATION (state possible alternate course of MOVING (direction) AT (number) KNOTS, TOPS
action). (altitude). PRECIPITATION AREA IS (number) MILES IN
DIAMETER.
FLY HEADING (heading), EXAMPLE-
1.“Extreme precipitation between eleven o'clock and
 or oneo'clock, one zero miles moving east at two zero knots,
tops flight level three niner zero.”
PROCEED DIRECT (name of NAVAID).
b. In areas of significant weather, plan ahead and 2.“Heavy precipitation between ten o'clock and
be prepared to suggest, upon pilot request, the use of twoo'clock, one five miles. Precipitation area is two five
alternative routes/altitudes. miles in diameter.”

PHRASEOLOGY- 3.“Heavy to Extreme precipitation between ten o'clock

DEVIATION APPROVED, (restrictions if necessary), and two o'clock, one five miles. Precipitation area is
ADVISE WHEN ABLE TO: twofive miles in diameter.”
REFERENCE-
RETURN TO COURSE, P/CG Term- Precipitation Radar Weather Descriptions.
 or
RESUME OWN NAVIGATION, e. When precipitation intensity information is not
 or available.
FLY HEADING (heading),
 or PHRASEOLOGY-
PROCEED DIRECT (name of NAVAID). PRECIPITATION BETWEEN (number) O'CLOCK AND
(number) O'CLOCK, (number) MILES. MOVING
NOTE- (direction) AT (number) KNOTS, TOPS (altitude),
Weather significant to the safety of aircraft includes such PRECIPITATION AREA IS (number) MILES IN
conditions as funnel cloud activity, lines of thunderstorms, DIAMETER, INTENSITY UNKNOWN.
embedded thunderstorms, large hail, wind shear,
microbursts, moderate to extreme turbulence (including EXAMPLE-
CAT), and light to severe icing. “Precipitation area between one o'clock and threeo'clock
three five miles. Precipitation area is three zero miles in
REFERENCE-
AIM, ATC Inflight Weather Avoidance Assistance, Para 7-1-15. diameter, intensity unknown.”

c. Inform any tower for which you provide NOTE-

approach control services of observed precipitation Phraseology using precipitation intensity descriptions is
only applicable when the radar precipitation intensity
on radar which is likely to affect their operations.
information is determined by NWS radar equipment or
d. Use the term “precipitation” when describing NAS ground based digitized radar equipment with weather
radar-derived weather. Issue the precipitation capabilities. This precipitation may not reach the surface.
intensity from the lowest descriptor (LIGHT) to the f. EN ROUTE. When issuing Air Route Surveil‐
highest descriptor (EXTREME) when that informa‐ lance Radar (ARSR) precipitation intensity use the
tion is available. Do not use the word “turbulence” in following:
describing radar-derived weather.
1. Describe the lowest displayable precipitation
1. LIGHT. intensity as MODERATE.
2. MODERATE.
2. Describe the highest displayable precipita‐
3. HEAVY. tion intensity as HEAVY to EXTREME.

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CHG 2

PHRASEOLOGY- 2. Forward tower visibility observations to the

(Intensity) PRECIPITATION BETWEEN (number) weather observer.
O'CLOCK AND (number) O'CLOCK, (number) MILES
MOVING (direction) AT (number) KNOTS, TOPS 3. Notify the weather observer when the tower
(altitude) PRECIPITATION AREA IS (number) MILES IN observes the prevailing visibility decrease to less than
DIAMETER. 4 miles or increase to 4 miles or more.
EXAMPLE- b. Forward current weather changes to the
“Moderate precipitation between ten o'clock and appropriate control facility as follows:
oneo'clock, three zero miles. Precipitation area is fivezero
miles in diameter.” 1. When the official weather changes to a
condition which is below 1,000-foot ceiling or below
“Moderate to extreme precipitation twelve o'clock and the highest circling minimum, whichever is greater,
three o'clock, seven zero miles. Precipitation area is one or less than 3 miles visibility, and when it improves
zero zero miles in diameter.” to a condition which is better than those above.
g. When operational/equipment limitations exist, 2. Changes which are classified as special
controllers shall ensure that the highest available weather observations during the time that weather
level of precipitation intensity within their area of conditions are below 1,000-foot ceiling or the
jurisdiction is displayed. highest circling minimum, whichever is greater, or
h. The supervisory traffic management coordinat‐ less than 3 miles visibility.
or-in-charge/operations supervisor/controller-in- c. Towers at airports where military turbo‐jet en
charge shall verify the digitized radar weather route descents are routinely conducted shall also
information by the best means available (e.g., pilot report the conditions to the ARTCC even if it is not the
reports, local tower personnel, etc.) if the weather controlling facility.
data displayed by digitized radar is reported as
questionable or erroneous. Errors in weather radar d. If the receiving facility informs you that
presentation shall be reported to the technical weather reports are not required for a specific time
operations technician and the air traffic supervisor period, discontinue the reports. The time period
shall determine if the digitized radar derived weather specified should not exceed the duration of the
data is to be displayed and a NOTAM distributed. receiving controller's tour of duty.
NOTE- e. EN ROUTE. When you determine that weather
Anomalous propagation (AP) is a natural occurrence reports for an airport will not be required for a specific
affecting radar and does not in itself constitute a weather time period, inform the AFSS/FSS or tower of this
circuit failure. determination. The time period specified should not
exceed the duration of receiving controller's tour of
2-6-5. CALM WIND CONDITIONS duty.
REFERENCE-
TERMINAL. Describe the wind as calm when the FAAO 7110.65, Forwarding Approach Information by Nonapproach
wind velocity is less than three knots. Control Facilities, Para 3-10-2.
REFERENCE-
FAAO 7110.65, Tailwind Components, Para 3-5-3. 2-6-7. DISSEMINATING WEATHER
FAAO 7110.65, Intersecting Runway Separation, Para 3-10-4.
INFORMATION

2-6-6. REPORTING WEATHER CONDITIONS TERMINAL. Observed elements of weather informa‐

tion shall be disseminated as follows:
a. When the prevailing visibility at the usual point
a. General weather information, such as “large
of observation, or at the tower level, is less than
breaks in the overcast,” “visibility lowering to the
4miles, tower personnel shall take prevailing
south,” or similar statements which do not include
visibility observations and apply the observations as
specific values, and any elements derived directly
follows:
from instruments, pilots, or radar may be transmitted
1. Use the lower of the two observations (tower to pilots or other ATC facilities without consulting the
or surface) for aircraft operations. weather reporting station.

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b. Specific values, such as ceiling and visibility, 3. The weather report was composed or verified
may be transmitted if obtained by one of the by the weather station.
following means:
1. You are properly certificated and acting as 4. The information is obtained from an official
official weather observer for the elements being Automated Weather Observation System (AWOS) or
reported. an Automated Surface Observation System (ASOS).
NOTE-
USAF controllers do not serve as official weather c. Differences between weather elements ob‐
observers. served from the tower and those reported by the
2. You have obtained the information from the weather station shall be reported to the official
official observer for the elements being reported. observer for the element concerned.

Weather Information 2-6-5

2/16/06 7110.65R

Section 7. Altimeter Settings

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

Altimeter Settings 2-7-1

7110.65R 2/16/06

g. When the barometric pressure is greater than NOTE-

31.00 inches Hg., issue the altimeter setting and: 1. Aircraft with Mode C altitude reporting will be
displayed on the controller's radar scope with a uniform
altitude offset above the assigned altitude. With an actual
1. En Route/Arrivals. Advise pilots to remain altimeter of 31.28 inches Hg, the Mode C equipped aircraft
set on altimeter 31.00 until reaching final approach will show 3,300 feet when assigned 3,000 feet. This will
segment. occur unless local directives authorize entering the
altimeter setting 31.00 into the computer system regardless
2. Departures. Advise pilots to set altimeter of the actual barometric pressure.
31.00 prior to reaching any mandatory/crossing
2. Flight Standards will implement high barometric
altitude or 1,500 feet AGL, whichever is lower. pressure procedures by NOTAM defining the geographic
area affected.
PHRASEOLOGY-
ALTIMETER, THREE ONE TWO FIVE, SET THREE ONE 3. Airports unable to accurately measure barometric
ZERO ZERO UNTIL REACHING THE FINAL pressures above 31.00 inches Hg. will report the
APPROACH FIX. barometric pressure as “missing” or “in excess of
31.00inches of Hg.” Flight operations to or from those
or airports are restricted to VFR weather conditions.

ALTIMETER, THREE ONE ONE ZERO, SET THREE

REFERENCE-
ONE ZERO ZERO PRIOR TO REACHING ONE AIM, Procedures, Para 7-2-2.
THOUSAND THREE HUNDRED. FAAO 7110.65, Landing Information, Para 3-10-1.

2-7-2 Altimeter Settings

2/16/06 7110.65R

Section 8. Runway Visibility Reporting- Terminal

2-8-1. FURNISH RVR/RVV VALUES not representative of the associated runway, the data
Where RVR or RVV equipment is operational, shall not be used.
irrespective of subsequent operation or nonoperation b. Issue both mid‐point and roll‐out RVR when the
of navigational or visual aids for the application of value of either is less than 2,000 feet and the
RVR/RVV as a takeoff or landing minima, furnish the touchdown RVR is greater than the mid-point or
values for the runway in use in accordance with roll-out RVR.
para2-8-3, Terminology.
c. Local control shall issue the current RVR/RVV
NOTE- to each aircraft prior to landing or departure in
Readout capability of different type/model RVR equipment accordance with subparas a and b.
varies. For example, older equipment minimum readout
value is 600 feet. Newer equipment may have minimum
readout capability as low as 100 feet. Readout value 2-8-3. TERMINOLOGY
increments also may differ. Older equipment have
minimum readout increments of 200 feet. New equipment a. Provide RVR/RVV information by stating the
increments below 800 feet are 100 feet. runway, the abbreviation RVR/RVV, and the
REFERENCE-
indicated value. When issued along with other
FAAO 6560.10, Runway Visual Range (RVR). weather elements, transmit these values in the normal
FAAO 6750.24, Instrument Landing System (ILS) and Ancillary sequence used for weather reporting.
Electronic Component Configuration & Perf. Req.
EXAMPLE-
2-8-2. ARRIVAL/DEPARTURE RUNWAY “Runway One Four RVR Two Thousand Four Hundred.”
VISIBILITY
“Runway Three Two RVV Three Quarters.”
a. Issue current touchdown RVR/RVV for the
b. When two or more RVR systems serve the
runway(s) in use:
runway in use, report the indicated values for the
1. When prevailing visibility is 1 mile or less different systems in terms of touchdown, mid, and
regardless of the value indicated. rollout as appropriate.
2. When RVR/RVV indicates a reportable value EXAMPLE-
regardless of the prevailing visibility. “Runway Two Two Left RVR Two Thousand, rollout
OneThousand Eight Hundred.”
NOTE-
Reportable values are: RVR 6,000 feet or less; “Runway Two Seven Right RVR One Thousand,
RVV11/2 miles or less. midEightHundred, rollout Six Hundred.”
3. When it is determined from a reliable source c. When there is a requirement to issue an RVR or
that the indicated RVR value differs by more than RVV value and a visibility condition greater or less
400feet from the actual conditions within the area of than the reportable values of the equipment is
the transmissometer, the RVR data is not acceptable indicated, state the condition as “MORE THAN” or
and shall not be reported. “LESS THAN” the appropriate minimum or
NOTE- maximum readable value.
A reliable source is considered to be a certified weather
observer, automated weather observing system, air traffic EXAMPLE-
controller, flight service specialist, or pilot. “Runway Three Six RVR more than Six Thousand.”

4. When the observer has reliable reports, or has “Runway Niner RVR One Thousand, rollout less than
otherwise determined that the instrument values are SixHundred.”

Runway Visibility Reporting- Terminal 2-8-1

7110.65R 2/16/06

d. When a readout indicates a rapidly varying EXAMPLE-

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

2-8-2 Runway Visibility Reporting- Terminal

2/16/06 7110.65R

Section 9. Automatic Terminal Information

Service Procedures

2-9-1. APPLICATION 1. Upon receipt of any new official weather

regardless of whether there is or is not a change in
Use the ATIS, where available, to provide advance
values.
noncontrol airport/terminal area and meteorological
information to aircraft. 2. When runway braking action reports are
received that indicate runway braking is worse than
a. Identify each ATIS message by a phonetic letter that which is included in the current ATIS broadcast.
code word at both the beginning and the end of the
message. Automated systems will have the phonetic 3. When there is a change in any other pertinent
letter code automatically appended. Exceptions may data, such as runway change, instrument approach in
be made where omissions are required because of use, new or canceled NOTAMs/PIREPs/HIWAS
special programs or equipment. update, etc.

1. Each alphabet letter phonetic word shall be b. When a pilot acknowledges that he/she has
used sequentially, except as authorized in subpara a2, received the ATIS broadcast, controllers may omit
beginning with “Alpha,” ending with “Zulu,” and those items contained in the broadcasts if they are
repeated without regard to the beginning of a new current. Rapidly changing conditions will be issued
day. Identify the first resumed broadcast message by ATC, and the ATIS will contain the following:
with “Alpha” or the first assigned alphabet letter EXAMPLE-
word in the event of a broadcast interruption of more “Latest ceiling/visibility/altimeter/wind/(other
than 12 hours. conditions) will be issued by approach control/tower.”
c. Broadcast on all appropriate frequencies to
2. Specific sequential portions of the alphabet
advise aircraft of a change in the ATIS code/message.
may be assigned between facilities or an arrival and
departure ATIS when designated by a letter of d. Controllers shall ensure that pilots receive the
agreement or facility directive. most current pertinent information. Ask the pilot to
REFERENCE-
confirm receipt of the current ATIS information if the
FAAO 7210.3, Automatic Terminal Information Service (ATIS), pilot does not initially state the appropriate ATIS
Para 10-4-1. code. Controllers shall ensure that changes to
b. The ATIS recording shall be reviewed for pertinent operational information is provided after
completeness, accuracy, speech rate, and proper the initial confirmation of ATIS information is
enunciation before being transmitted. established. Issue the current weather, runway in use,
approach information, and pertinent NOTAMs to
c. Arrival and departure messages, when broad‐ pilots who are unable to receive the ATIS.
cast separately, need only contain information
EXAMPLE-
appropriate for that operation.
“Verify you have information ALPHA.”

2-9-2. OPERATING PROCEDURES “Information BRAVO now current, visibility three miles.”

Maintain an ATIS message that reflects the most “Information CHARLIE now current, Ceiling 1500
current arrival and departure information. Broken.”

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

Automatic Terminal Information Service Procedures 2-9-1

7110.65R CHG 1
7110.65R 2/16/06
8/3/06

2-9-3. CONTENT PHRASEOLOGY-
UNAUTHORIZED LASER ILLUMINATION EVENT,
Include the following in ATIS broadcast as (UTC time), (location), (altitude), (color), (direction).
appropriate: EXAMPLE-
UNAUTHORIZED LASER ILLUMINATION EVENT, AT
a. Airport/facility name, phonetic letter code, time 0100z, 8 MILE FINAL RUNWAY 18R AT 3,000 FEET,
of weather sequence (UTC). Weather information GREEN LASER FROM THE SOUTHWEST.
consisting of wind direction and velocity, visibility, REFERENCE-
obstructions to vision, present weather, sky condi‐ FAAO 7110.65, Unauthorized Laser Illumination of Aircraft,
tion, temperature, dew point, altimeter, a density Para10-2-14.
FAAO 7210.3, Reporting Unauthorized Laser Illumination of Aircraft,
altitude advisory when appropriate and other Para 2-1-27.
pertinent remarks included in the official weather
d. The ceiling/sky condition, visibility, and
observation. Wind direction, velocity, and altimeter
obstructions to vision may be omitted if the ceiling is
shall be reported from certified direct reading
above 5,000 feet and the visibility is more than
instruments. Temperature and dew point should be
5miles.
reported from certified direct reading sensors when
available. Always include weather observation EXAMPLE-
remarks of lightning, cumulonimbus, and towering A remark may be made, “The weather is better than
cumulus clouds. fivethousand and five.”
e. Instrument/visual approach/s in use. Specify
NOTE-
ASOS/AWOS is to be considered the primary source of
landing runway/s unless the runway is that to which
wind direction, velocity, and altimeter data for weather the instrument approach is made.
observation purposes at those locations that are so f. Departure runway/s (to be given only if different
equipped. The ASOS Operator Interface Device (OID) from landing runway/s or in the instance of a
displays the magnetic wind as “MAG WND” in the
“departure only” ATIS).
auxiliary data location in the lower left-hand portion of the
screen. Other OID displayed winds are true and are not to g. Taxiway closures which affect the entrance or
be used for operational purposes. exit of active runways, other closures which impact
airport operations, other NOTAMs and PIREPs
b. Man-Portable Air Defense Systems
pertinent to operations in the terminal area. Inform
(MANPADS) alert and advisory. Specify the nature
pilots of where hazardous weather is occurring and
and location of threat or incident, whether reported or
how the information may be obtained. Include
observed and by whom, time (if known), and
available information of known bird activity.
notification to pilots to advise ATC if they need to
divert. REFERENCE-
FAAO 7110.65, Bird Activity Information, Para 2-1-22.
EXAMPLE- h. Runway braking action or friction reports when
1. “MANPADS alert. Exercise extreme caution. provided. Include the time of the report and a word
MANPADS threat reported by TSA, Chicago area.”
describing the cause of the runway friction problem.
“Advise on initial contact if you want to divert.”
PHRASEOLOGY-
2. “MANPADS alert. Exercise extreme caution. RUNWAY (number) MU (first value, second value, third
MANPADS attack observed by tower one-half mile value) AT (time), (cause).
northwest of airfield at one-two-five-zero Zulu.” “Advise EXAMPLE-
on initial contact if you want to divert.” “Runway Two Seven, MU forty-two, forty-one,
REFERENCE- twenty-eight at one zero one eight Zulu, ice.”
FAAO 7110.65, MANPADS Alert, Para 10-2-13. REFERENCE-
FAAO 7210.3, Handling MANPADS Incidents, Para 2-1-9. FAAO 7110.65, Braking Action Advisories, Para 3-3-5.

c. Terminal facilities shall include reported i. Other optional information as local conditions
unauthorized laser illumination events on the ATIS dictate in coordination with ATC. This may include
broadcast for one hour following the last report. such items as VFR arrival frequencies, temporary
Include the time, location, altitude, color, and airport conditions, LAHSO operations being con-
direction of the laser as reported by the pilot. ducted, or other perishable items that may appear

2-9-2 Automatic Terminal Information Service Procedures

7110.65R
2/16/06 CHG 1 7110.65R
8/3/06

only for a matter of hours or a few days on the ATIS increased requests from aircraft for read back of hold
message. short instructions.
l. Instructions for the pilot to acknowledge receipt
j. Low level wind shear/microburst when reported of the ATIS message by informing the controller on
by pilots or is detected on a wind shear detection initial contact.
system.
EXAMPLE-
REFERENCE- “Boston Tower Information Delta. One four zero zero Zulu.
FAAO 7110.65, Low Level Wind Shear/Microburst Advisories, Wind two five zero at one zero. Visibility one zero. Ceiling
Para 3-1-8.
four thousand five hundred broken. Temperature three four.
Dew point two eight. Altimeter three zero one zero.
k. A statement which advises the pilot to read back ILS-DME Runway Two Seven Approach in use. Departing
instructions to hold short of a runway. The air traffic Runway Two Two Right. Hazardous Weather Information
manager may elect to remove this requirement for (geographical area) available on HIWAS, Flight
60days after implementation provided that removing Watch, or Flight Service Frequencies. Advise on initial
the statement from the ATIS does not result in contact you have Delta.”

Automatic Terminal Information Service Procedures 2-9-3

2/16/06 7110.65R

Section 10. Team Position Responsibilities

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

Team Position Responsibilities 2-10-1

7110.65R 2/16/06

(l) As appropriate, ensure strip marking (g) Enter flight data into computer.
and/or URET entries are completed on instructions
(h) Forward flight data via computer.
issued or received, and record instructions issued or
received by the radar position when aware of them. (i) Assist facility/sector in meeting situation
(m) Adjust equipment at radar associate objectives.
position to be usable by all members of the team. 5. En Route Nonradar Position:
(n) Where authorized, perform URET data (a) Ensure separation.
entries to keep the activation status of designated
URET Airspace Configuration Elements current. (b) Initiate control instructions.

3. Radar Coordinator Position: (c) Monitor and operate radios.

(a) Perform interfacility/intrafacility/sector/ (d) Accept and initiate transfer of control,
position coordination of traffic actions. communications, and flight data.
(b) Advise the radar position and the radar (e) Ensure computer entries are completed on
associate position of sector actions required to instructions or clearances issued or received.
accomplish overall objectives. (f) Ensure strip marking is completed on
(c) Perform any of the functions of the en instructions or clearances issued or received.
route sector team which will assist in meeting
(g) Facilities utilizing nonradar positions may
situation objectives.
modify the standards contained in the radar associate,
(d) The RC controller shall not be responsible radar coordinator, and radar flight data sections to
for monitoring or operating radios when precluded by accommodate facility/sector needs, i.e., nonradar
VSCS split functionality. coordinator, nonradar data positions.
NOTE-
The Radar Position has the responsibility for managing the 2-10-2. TERMINAL RADAR/NONRADAR TEAM
overall sector operations, including aircraft separation POSITION RESPONSIBILITIES
and traffic flows. The Radar Coordinator Position assumes
responsibility for managing traffic flows and the Radar a. Terminal Radar Team Concept and Intent:
Position retains responsibility for aircraft separation when
1. There are no absolute divisions of responsib‐
the Radar Coordinator Position is staffed.
ilities regarding position operations. The tasks to be
4. Radar Flight Data: completed remain the same whether one, two, or
(a) Operate interphone. three people are working positions within a
facility/sector. The team, as a whole, has responsibil‐
(b) Assist Radar Associate Position in ity for the safe and efficient operation of that
managing flight progress strips. facility/sector.
(c) Receive/process and distribute flight 2. The intent of the team concept is not to hold
progress strips. the team accountable for the action of individual
(d) Ensure flight data processing equipment members in the event of an operational error/
is operational, except for URET capabilities. deviation.
(e) Request/receive and disseminate weather, b. Terms. The following terms will be used in
NOTAMs, NAS status, traffic management, and terminal facilities for the purposes of standardization.
Special Use Airspace status messages.
1. Facility/Sector. The area of control respons‐
(f) Manually prepare flight progress strips ibility (delegated airspace) of the radar team, and the
when automation systems are not available. team as a whole.

2-10-2 Team Position Responsibilities

2/16/06 7110.65R

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

Team Position Responsibilities 2-10-3

7110.65R 2/16/06

5. Terminal Nonradar Position: 5. Flight Data (FD): That position commonly

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

2-10-4 Team Position Responsibilities

2/16/06 7110.65R

3. Tower Coordinator Position: (d) Assist tower cab in meeting situation

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

Team Position Responsibilities 2-10-5

2/16/06 7110.65R

Chapter 3. Airport Traffic Control- Terminal

Section 1. General

3-1-1. PROVIDE SERVICE a. Ground control must obtain approval from local

Provide airport traffic control service based only control before authorizing an aircraft or a vehicle to
upon observed or known traffic and airport cross or use any portion of an active runway. The
conditions. coordination shall include the point/intersection at
the runway where the operation will occur.
NOTE-
When operating in accordance with CFRs, it is the PHRASEOLOGY-
responsibility of the pilot to avoid collision with other CROSS (runway) AT (point/intersection).
aircraft. However, due to the limited space around terminal
locations, traffic information can aid pilots in avoiding b. When the local controller authorizes another
collision between aircraft operating within Class B, controller to cross an active runway, the local
ClassC, or Class D surface areas and the terminal radar controller shall verbally specify the runway to be
service areas, and transiting aircraft operating in crossed and the point/intersection at the runway
proximity to terminal locations. where the operation will occur preceded by the word
“cross.”
3-1-2. PREVENTIVE CONTROL
PHRASEOLOGY-
Provide preventive control service only to aircraft CROSS (runway) AT (point/intersection).
operating in accordance with a letter of agreement.
When providing this service, issue advice or c. The ground controller shall advise the local
instructions only if a situation develops which controller when the coordinated runway operation is
requires corrective action. complete. This may be accomplished verbally or
through visual aids as specified by a facility directive.
NOTE-
Preventive control differs from other airport traffic control d. USA/USAF/USN NOT APPLICABLE. Autho-
in that repetitious, routine approval of pilot action is
rization for aircraft/vehicles to taxi/proceed on or
eliminated. Controllers intervene only when they observe
a traffic conflict developing. along an active runway, for purposes other than
crossing, shall be provided via direct communica‐
3-1-3. USE OF ACTIVE RUNWAYS
tions on the appropriate local control frequency. This
authorization may be provided on the ground control
The local controller has primary responsibility for frequency after coordination with local control is
operations conducted on the active runway and must completed for those operations specifically described
control the use of those runways. Positive coordina‐ in a facility directive.
tion and control is required as follows:
NOTE-
NOTE- The USA, USAF, and USN establish local operating
Exceptions may be authorized only as provided in procedures in accordance with, respectively, USA, USAF,
para1-1-10, Constraints Governing Supplements and and USN directives.
Procedural Deviations, and FAAO 7210.3, Facility
Operation and Administration, Use of Active Runways, e. The local controller shall coordinate with the
para 10-1-7, where justified by extraordinary ground controller before using a runway not
circumstances at specific locations. previously designated as active.
REFERENCE-
FAAO 7110.65, Constraints Governing Supplements and Procedural REFERENCE-
Deviations, Para 1-1-10. FAAO 7110.65, Coordination Between Local and Ground Controllers,
FAAO 7210.3, Use of Active Runways, Para 10-1-7. Para 3-1-4.

General 3-1-1
7110.65R CHG 23
7110.65R 2/16/06
3/15/07
8/30/07

3-1-4. COORDINATION BETWEEN LOCAL AND NOTE-

GROUND CONTROLLERS Establishing hold lines/signs is the responsibility of the
airport manager. Standards for surface measurements,
Local and ground controllers shall exchange markings, and signs are contained in the following
information as necessary for the safe and efficient use Advisory Circulars; AC 150/5300-13, Airport Design;
of airport runways and movement areas. This may be AC150/5340-1, Standards for Airport Markings, and
accomplished via verbal means, flight progress strips, AC150/5340-18, Standards for Airport Sign Systems. The
operator is responsible to properly position the aircraft,
other written information, or automation displays. As
vehicle, or equipment at the appropriate hold line/sign or
a minimum, provide aircraft identification and designated point. The requirements in para 3-1-12,
applicable runway/intersection/taxiway information Visually Scanning Runways, remain valid as appropriate.
as follows:
REFERENCE-
FAAO 7110.65, Runway Proximity, Para 3-7-4.
a. Ground control shall notify local control when FAAO 7110.65, Touch‐and‐Go or Stop‐and‐Go or Low Approach,
a departing aircraft has been taxied to a runway other Para 3-8-2.
FAAO 7110.65, Altitude Restricted Low Approach, Para 3-10-10.
than one previously designated as active. AC 150/5300-13, Airport Design.
AC 150/5340-1G, Standards for Airport Markings.
REFERENCE- 14 CFR Section 91.129, Operations in Class D Airspace.
FAAO 7110.65, Use of Active Runways, Para 3-1-3. AIM, Obstruction Lights, Para 2-2-3.
FAAO 7210.3, Selecting Active Runways, Para 10-1-6. P/CG Term- Runway in Use/Active Runway/Duty Runway.

b. Ground control must notify local control of any

aircraft taxied to an intersection for takeoff. This 3-1-6. TRAFFIC INFORMATION
notification may be accomplished by verbal means or
by flight progress strips. a. Describe vehicles, equipment, or personnel on
or near the movement area in a manner which will
REFERENCE- assist pilots in recognizing them.
FAAO 7110.65, Wake Turbulence Separation for Intersection Departures,
Para 3-9-7. EXAMPLE-
“Mower left of runway two seven.”
c. When the runways in use for landing/departing “Trucks crossing approach end of runway two five.”
aircraft are not visible from the tower or the aircraft “Workman on taxiway Bravo.”
using them are not visible on radar, advise the “Aircraft left of runway one eight.”
local/ground controller of the aircraft's location
b. Describe the relative position of traffic in an
before releasing the aircraft to the other controller.
easy to understand manner, such as “to your right” or
“ahead of you.”

3-1-5. VEHICLES/EQUIPMENT/PERSONNEL EXAMPLE-
ON RUNWAYS “Traffic, U.S. Air MD-Eighty on downwind leg to your
left.”
a. Ensure that the runway to be used is free of all “King Air inbound from outer marker on straight‐in
approach to runway one seven.”
known ground vehicles, equipment, and personnel
before a departing aircraft starts takeoff or a landing c.  When using a CTRD , you may issue traffic
aircraft crosses the runway threshold. advisories using the standard radar phraseology prescribed
in para2-1-21, Traffic Advisories.
b. Vehicles, equipment, and personnel in direct
REFERENCE-
communications with the control tower may be FAAO 7110.65, Altitude Restricted Low Approach, Para 3-10-10.
authorized to operate up to the edge of an active
runway surface when necessary. Provide advisories
3-1-7. POSITION DETERMINATION
as specified in para 3-1-6, Traffic Information, and
para 3-7-5, Precision Approach Critical Area, as Determine the position of an aircraft before issuing
appropriate. taxi instructions or takeoff clearance.
PHRASEOLOGY- NOTE-
PROCEED AS REQUESTED; AND IF NECESSARY, The aircraft's position may be determined visually by the
(additional instructions or information). controller, by pilots, or through the use of the ASDE.

3-1-2 General
2/16/06 7110.65R

3-1-8. LOW LEVEL WIND PHRASEOLOGY-

SHEAR/MICROBURST ADVISORIES WIND SHEAR ALERTS TWO/SEVERAL/ALL
QUADRANTS. AIRPORT WIND (direction) AT (velocity).
a. When low level wind shear/microburst is (Location of sensor) BOUNDARY WIND (direction) AT
reported by pilots, Integrated Terminal Weather (velocity).
System (ITWS), or detected on wind shear detection
(c) If requested by the pilot, issue specific
systems such as LLWAS NE++, LLWAS-RS, WSP,
field boundary wind information even though the
or TDWR, controllers shall issue the alert to all
LLWAS may not be in alert status.
arriving and departing aircraft. Continue the alert to
aircraft until it is broadcast on the ATIS and pilots NOTE-
indicate they have received the appropriate ATIS The requirements for issuance of wind information remain
code. A statement shall be included on the ATIS for valid as appropriate under this paragraph, para 3-9-1,
20 minutes following the last report or indication of Departure Information and para 3-10-1, Landing
the wind shear/microburst. Information.

REFERENCE- 2. Wind shear detection systems, including

FAAO 7110.65, PIREP Information, Para 2-6-3. TDWR, WSP, LLWAS NE++ and LLWAS-RS
FAAO 7110.65, Content, Para 2-9-3.
FAAO 7110.65, Landing Information, Para 3-10-1. provide the capability of displaying microburst alerts,
wind shear alerts, and wind information oriented to
PHRASEOLOGY- the threshold or departure end of a runway. When
LOW LEVEL WIND SHEAR (or MICROBURST, as detected, the associated ribbon display allows the
appropriate) ADVISORIES IN EFFECT.
controller to read the displayed alert without any need
b. At facilities without ATIS, ensure that wind for interpretation.
shear/microburst information is broadcast to all
arriving and departing aircraft for 20 minutes (a) If a wind shear or microburst alert is
following the last report or indication of wind received for the runway in use, issue the alert
shear/microburst. information for that runway to arriving and departing
aircraft as it is displayed on the ribbon display.
1. At locations equipped with LLWAS, the local
PHRASEOLOGY-
controller shall provide wind information as follows: (Runway) (arrival/departure) WIND SHEAR/
NOTE- MICROBURST ALERT, (windspeed) KNOT GAIN/LOSS,
The LLWAS is designed to detect low level wind shear (location).
conditions around the periphery of an airport. It does not EXAMPLE-
detect wind shear beyond that limitation. 17A MBA 40K - 3MF
REFERENCE-
FAAO 7210.3, Low Level Wind Shear/Microburst Detection Systems,
PHRASEOLOGY-
Para10-3-3. RUNWAY 17 ARRIVAL MICROBURST ALERT 40 KNOT
LOSS 3 MILE FINAL.
(a) If an alert is received, issue the airport
wind and the displayed field boundary wind. EXAMPLE-
17D WSA 25K+ 2MD
PHRASEOLOGY-
PHRASEOLOGY-
WIND SHEAR ALERT. AIRPORT WIND (direction) AT
RUNWAY 17 DEPARTURE WIND SHEAR ALERT
(velocity). (Location of sensor) BOUNDARY WIND
25KNOT GAIN 2 MILE DEPARTURE.
(direction) AT (velocity).
(b) If requested by the pilot or deemed
(b) If multiple alerts are received, issue an
appropriate by the controller, issue the displayed
advisory that there are wind shear alerts in
wind information oriented to the threshold or
two/several/all quadrants. After issuing the advisory,
departure end of the runway.
issue the airport wind in accordance with para 3-9-1,
Departure Information, followed by the field PHRASEOLOGY-
boundary wind most appropriate to the aircraft (Runway) DEPARTURE/THRESHOLD WIND (direction)
operation. AT (velocity).

General 3-1-3
7110.65R 2/16/06

(c) LLWAS NE++ or LLWAS-RS may detect using uncertified tower display workstations. Gener‐
a possible wind shear/microburst at the edge of the al information may be given in an easy to understand
system but may be unable to distinguish between a manner, such as “to your right” or “ahead of you.”
wind shear and a microburst. A wind shear alert
EXAMPLE-
message will be displayed, followed by an asterisk, “Follow the aircraft ahead of you passing the river at the
advising of a possible wind shear outside of the stacks.” “King Air passing left to right.”
system network.
REFERENCE-
NOTE- FAAO 7210.3, Functional Use of Certified Tower Radar Displays,
Para10-5-3.
LLWAS NE++ when associated with TDWR can detect
wind shear/microbursts outside the network if the TDWR b. Local controllers may use certified tower radar
fails. displays for the following purposes:
PHRASEOLOGY-
1. To determine an aircraft's identification,
(Appropriate wind or alert information) POSSIBLE WIND
SHEAR OUTSIDE THE NETWORK. exact location, or spatial relationship to other aircraft.
NOTE-
(d) If unstable conditions produce multiple This authorization does not alter visual separation
alerts, issue an advisory of multiple wind shear/ procedures. When employing visual separation, the
microburst alerts followed by specific alert or wind provisions of para 7-2-1, Visual Separation, apply unless
information most appropriate to the aircraft opera‐ otherwise authorized by the Vice President of Terminal
tion. Service.
PHRASEOLOGY- REFERENCE-
FAAO 7110.65, Primary Radar Identification Methods, Para 5-3-2.
MULTIPLE WIND SHEAR/MICROBURST ALERTS FAAO 7110.65, Beacon Identification Methods, Para 5-3-3.
(specific alert or wind information). FAAO 7110.65, Terminal Automation Systems Identification Methods,
Para 5-3-4.
(e) The LLWAS NE++ and LLWAS-RS are
designed to operate with as many as 50percent of the 2. To provide aircraft with radar traffic
total sensors inoperative. When all three remote advisories.
sensors designated for a specific runway arrival or 3. To provide a direction or suggested headings
departure wind display line are inoperative then the to VFR aircraft as a method for radar identification or
LLWAS NE++ and LLWAS-RS for that runway as an advisory aid to navigation.
arrival/departure shall be considered out of service.
When a specific runway arrival or departure wind PHRASEOLOGY-
display line is inoperative and wind shear/microburst (Identification), PROCEED (direction)-BOUND, (other
activity is likely; (e.g.; frontal activity, convective instructions or information as necessary),
storms, PIREPs), a statement shall be included on the
 or
ATIS, “WIND SHEAR AND MICROBURST
INFORMATION FOR RUNWAY (runway number) (identification), SUGGESTED HEADING (degrees),
ARRIVAL/DEPARTURE NOT AVAILABLE.” (other instructions as necessary).
NOTE- NOTE-
The geographic situation display (GSD) is a supervisory It is important that the pilot be aware of the fact that the
planning tool and is not intended to be a primary tool for directions or headings being provided are suggestions or
microburst or wind shear. are advisory in nature. This is to keep the pilot from being
inadvertently misled into assuming that radar vectors (and
other associated radar services) are being provided when,
3-1-9. USE OF TOWER RADAR DISPLAYS in fact, they are not.

a. Uncertified tower display workstations shall be 4. To provide information and instructions to
used only as an aid to assist controllers in visually aircraft operating within the surface area for which
locating aircraft or in determining their spacial the tower has responsibility.
relationship to known geographical points. Radar EXAMPLE-
services and traffic advisories are not to be provided “TURN BASE LEG NOW.”

3-1-4 General
2/16/06 7110.65R

NOTE- b. Do not approve a pilot's request or ask a pilot to

Unless otherwise authorized, tower radar displays are conduct unusual maneuvers within surface areas of
intended to be an aid to local controllers in meeting their Class B, C, or D airspace if they are not essential to
responsibilities to the aircraft operating on the runways or the performance of the flight.
within the surface area. They are not intended to provide
radar benefits to pilots except for those accrued through a
more efficient and effective local control position. In
EXCEPTION. A pilot's request to conduct aerobatic
addition, local controllers at nonapproach control towers practice activities may be approved, when operating
must devote the majority of their time to visually scanning in accordance with a letter of agreement, and the
the runways and local area; an assurance of continued activity will have no adverse effect on safety of the air
positive radar identification could place distracting and traffic operation or result in a reduction of service to
operationally inefficient requirements upon the local other users.
controller. Therefore, since the requirements of REFERENCE-
para5-3-1, Application, cannot be assured, the radar FAAO 7210.3, Aerobatic Practice Areas, Para 5-4-7.
functions prescribed above are not considered to be radar
NOTE-
services and pilots should not be advised of being in “radar
These unusual maneuvers include unnecessary low passes,
contact.”
unscheduled flybys, practice instrument approaches to
c. Additional functions may be performed altitudes below specified minima (unless a landing or
provided the procedures have been reviewed and touch‐and‐go is to be made), or any so‐called “buzz jobs”
authorized by appropriate management levels. wherein a flight is conducted at a low altitude and/or a high
rate of speed for thrill purposes. Such maneuvers increase
REFERENCE-
hazards to persons and property and contribute to noise
FAAO 7110.65, Minima, Para 5-5-4.
complaints.

3-1-10. OBSERVED ABNORMALITIES
3-1-12. VISUALLY SCANNING RUNWAYS
When requested by a pilot or when you deem it
a. Local controllers shall visually scan runways to
necessary, inform an aircraft of any observed
the maximum extent possible.
abnormal aircraft condition.
PHRASEOLOGY- b. Ground control shall assist local control in
(Item) APPEAR/S (observed condition). visually scanning runways, especially when runways
are in close proximity to other movement areas.
EXAMPLE-
“Landing gear appears up.”
“Landing gear appears down and in place.” 3-1-13. ESTABLISHING TWO-WAY
“Rear baggage door appears open.” COMMUNICATIONS
Pilots are required to establish two‐way radio
3-1-11. SURFACE AREA RESTRICTIONS communications before entering the Class D
a. If traffic conditions permit, approve a pilot's airspace. If the controller responds to a radio call
request to cross Class C or Class D surface areas or with, “(a/c call sign) standby,” radio communications
exceed the Class C or Class D airspace speed limit. have been established and the pilot can enter the
Do not, however, approve a speed in excess of ClassD airspace. If workload or traffic conditions
250knots (288 mph) unless the pilot informs you a prevent immediate provision of Class D services,
higher minimum speed is required. inform the pilot to remain outside the Class D
airspace until conditions permit the services to be
NOTE-
14 CFR Section 91.117 permits speeds in excess of
provided.
250knots (288 mph) when so required or recommended in PHRASEOLOGY-
the airplane flight manual or required by normal military (A/c call sign) REMAIN OUTSIDE DELTA AIRSPACE
operating procedures. AND STANDBY.
REFERENCE- REFERENCE-
FAAO 7110.65, Surface Areas, Para 2-1-16. FAAO 7110.65, Visual Separation, Para 7-2-1.

General 3-1-5
7110.65R 2/16/06

3-1-14. GROUND OPERATIONS WHEN NOTE-

VOLCANIC ASH IS PRESENT When aircraft begin a taxi or takeoff roll on ash
contaminated surfaces, large amounts of volcanic ash will
When volcanic ash is present on the airport surface,
again become airborne. This newly airborne ash will
and to the extent possible: significantly reduce visibility and will be ingested by the
a. Avoid requiring aircraft to come to a full stop engines of following aircraft.
while taxiing.
REFERENCE-
b. Provide for a rolling takeoff for all departures. AIM, Flight Operations in Volcanic Ash, Para 7-5-9.

3-1-6 General
2/16/06 7110.65R

Section 2. Visual Signals

3-2-1. LIGHT SIGNALS 3-2-3. RECEIVER‐ONLY ACKNOWLEDGMENT

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

TBL 3-2-1
ATC Light Signals
Meaning
Movement of vehicles,
Color and type of signal Aircraft on the ground Aircraft in flight
equipment and personnel
Steady green Cleared for takeoff Cleared to land Cleared to cross; proceed; go
Flashing green Cleared to taxi Return for landing (to be followed Not applicable
by steady green at the proper time)
Steady red Stop Give way to other aircraft and Stop
continue circling
Flashing red Taxi clear of landing area or Airport unsafe- Do not land Clear the taxiway/runway
runway in use
Flashing white Return to starting point on Not applicable Return to starting point on
airport airport
Alternating red and green General Warning Signal- General Warning Signal- Exercise General Warning Signal-
Exercise Extreme Caution Extreme Caution Exercise Extreme Caution

Visual Signals 3-2-1

2/16/06 7110.65R

Section 3. Airport Conditions

3-3-1. LANDING AREA CONDITION EXAMPLE-

“ALL RUNWAYS COVERED BY COMPACTED SNOW
If you observe or are informed of any condition which SIX INCHES DEEP.”
affects the safe use of a landing area: REFERENCE-
NOTE- FAAO 7110.65, Airport Conditions, Para 4-7-12.
1. The airport management/military operations office is
responsible for observing and reporting the condition of 3-3-2. CLOSED/UNSAFE RUNWAY
the landing area. INFORMATION

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

Airport Conditions 3-3-1

7110.65R 2/16/06

c. Braking conditions caused by ice, snow, slush, NOTE-

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

3-3-2 Airport Conditions

2/16/06
3/15/07 7110.65R
7110.65R CHG 2

ATIS broadcast the statement “Braking Action authority will specifically request that the approach end
Advisories are in effect.” cable be raised.
REFERENCE-
REFERENCE-
FAAO 7610.4, Chapter 9, Section 3. Aircraft Arresting System, Single
FAAO 7210.3, Automatic Terminal Information Service (ATIS),
Frequency Approach (SFA), Simulated Flameout (SFO)/Emergency
Para 10-4-1.
Landing Pattern (ELP) Operations, Celestial Navigation (CELNAV)
Training, Para 9-3-1 through Para 9-3-7.
b. During the time Braking Action Advisories are
in effect, take the following action: b. Raise aircraft arresting systems whenever:
1. Issue the latest braking action report for the 1. Requested by a pilot.
runway in use to each arriving and departing aircraft NOTE-
early enough to be of benefit to the pilot. When The standard emergency phraseology for a pilot requesting
possible, include reports from heavy jet aircraft when an arresting system to be raised for immediate engagement
the arriving or departing aircraft is a heavy jet. is:

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

Airport Conditions 3-3-3

7110.65R 2/16/06

EXAMPLE- localizer signal; e.g., the course may have shifted due
“Runway One Four arresting cable one thousand feet from to equipment malfunction or vehicle/aircraft
threshold.” encroachment into the critical area.
e. When arresting system operation has been b. Procedures.
requested, inform the pilot of the indicated
barrier/cable position. 1. Operation of the FFM remote sensing unit
will be based on the prevailing weather. The FFM
PHRASEOLOGY-
(Identification), BARRIER/CABLE INDICATES
remote sensing unit shall be operational when the
UP/DOWN. CLEARED FOR TAKEOFF/TO LAND. weather is below CAT I ILS minimums.
f. Time permitting, advise pilots of the availability 2. When the weather is less than that required
of all arresting systems on the runway in question for CAT I operations, the GRN-27 FFM remote status
when a pilot requests barrier information. sensing unit shall be set at:
g. If an aircraft engages a raised barrier/cable, (a) “CAT II” when the RVR is less than
initiate crash alarm procedures immediately. 2,400feet.
h. For preplanned practice engagements not (b) “CAT III” when the RVR is less than
associated with emergencies, crash alarm systems 1,200 feet.
need not be activated if, in accordance with local 3. When the remote status unit indicates that the
military operating procedures, all required notifica‐ localizer FFM is in alarm (aural warning following
tions are made before the practice engagement. the preset delay) and:
REFERENCE-
FAAO 7110.65, Airport Conditions, Para 4-7-12. (a) The aircraft is outside the middle marker
(MM), check for encroachment those portions of the
3-3-7. FAR FIELD MONITOR (FFM) REMOTE critical area that can be seen from the tower. It is
STATUS UNIT understood that the entire critical area may not be
visible due to low ceilings and poor visibility. The
a. Background.
check is strictly to determine possible causal factors
1. To meet the demand for more facilities for the out‐of‐tolerance situation. If the alarm has not
capable of operating under CAT III weather, Type II cleared prior to the aircraft's arriving at the MM,
equipment is being upgraded to Integrity Level 3. immediately issue an advisory that the FFM remote
This integrity level will support operations which status sensing unit indicates the localizer is
place a high degree of reliance on ILS guidance for unreliable.
positioning through touchdown.
(b) The aircraft is between the MM and the
2. Installation of the FFM remote status inner marker (IM), immediately issue an advisory
indicating units is necessary to attain the integrity that the FFM remote status sensing unit indicates the
necessary to meet internationally agreed upon localizer is unreliable.
reliability values in support of CAT III operations on PHRASEOLOGY-
Type II ILS equipment. The remote status indicating CAUTION, MONITOR INDICATES RUNWAY (number)
unit used in conjunction with Type II equipment adds LOCALIZER UNRELIABLE.
a third integrity test; thereby, producing an approach
aid which has integrity capable of providing Level 3 (c) The aircraft has passed the IM, there is no
service. action requirement. Although the FFM has been
modified with filters which dampen the effect of false
3. The remote status sensing unit, when alarms, you may expect alarms when aircraft are
installed in the tower cab, will give immediate located between the FFM and the localizer antenna
indications of localizer out‐of‐tolerance conditions. either on landing or on takeoff.
The alarm in the FFM remote status sensing unit REFERENCE-
indicates an inoperative or an out‐of‐tolerance FAAO 7110.65, Airport Conditions, Para 4-7-12.

3-3-4 Airport Conditions

2/16/06 7110.65R

Section 4. Airport Lighting

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

Whenever you become aware that an emergency has TBL 3-4-2
or will occur, take action to provide for the operation VASI Intensity Setting-Two Step System
of all appropriate airport lighting aids as required.
REFERENCE-
Step Period/Condition
FAAO 7110.65, Lighting Requirements, Para 10-4-2. High Day-Sunrise to sunset.
Low Night-Sunset to sunrise.
3-4-2. RUNWAY END IDENTIFIER LIGHTS
TBL 3-4-3
When separate on-off controls are provided, operate
VASI Intensity Setting-Three Step System
runway end identifier lights:
Step Period/Condition
a. When the associated runway lights are lighted.
Turn the REIL off after: High Day-Sunrise to sunset.
Medium Twilight-From sunset to 30 minutes after
1. An arriving aircraft has landed. sunset and from 30 minutes before sunrise
to sunrise,* and during twilight in Alaska.
2. A departing aircraft has left the traffic Low Night-Sunset to sunrise.
pattern area. *During a 1 year period, twilight may vary 26 to 43 minutes between
25 and 49N latitude.
3. It is determined that the lights are of no
further use to the pilot. NOTE-
The basic FAA standard for VASI systems permits
b. As required by facility directives to meet local
independent operation by means of photoelectric device.
conditions. This system has no on-off control feature and is intended
c. As requested by the pilot. for continuous operation. Other VASI systems in use
include those that are operated remotely from the control
d. Operate intensity setting in accordance with the tower. These systems may consist of either a photoelectric
values in TBL 3-4-1 except as prescribed in intensity control with only an on-off switch, a two step
subparasb and c above. intensity system, or a three step intensity system.
REFERENCE-
TBL 3-4-1 FAAO 7210.3, Visual Approach Slope Indicator (VASI) Systems,
Para10-6-5.
REIL Intensity Setting-Three Step System FAAO 6850.2, Visual Guidance Lighting Systems.

Settings Visibility
3-4-4. PRECISION APPROACH PATH
Day Night
INDICATORS (PAPI)
3 Less than 2 miles Less than 1 mile
2 2 to 5 miles inclusive 1 to but not including 3 PAPI systems with remote on-off switching shall be
miles operated when they serve the runway in use and
1 When requested 3 miles or more where intensities are controlled in accordance with
TBL 3-4-4 except:

3-4-3. VISUAL APPROACH SLOPE a. As required by local facility directives to meet

INDICATORS (VASI) local conditions.

VASI systems with remote on-off switching shall be b. As requested by the pilot.
operated when they serve the runway in use and NOTE-
where intensities are controlled in accordance with The basic FAA standard for PAPI systems permits
TBL 3-4-2 and TBL 3-4-3 except: independent operation by means of photoelectric device.
This system has no on-off control feature and is intended
a. As required by facility directives to meet local for continuous operation. Other PAPI systems in use
conditions. include those that are operated remotely from the control

Airport Lighting 3-4-1

7110.65R 2/16/06

tower. These systems may consist of either a photoelectric 3-4-6. ALS INTENSITY SETTINGS
intensity control with only an on-off switch, or a five-step
When operating ALS as prescribed in para 3-4-5,
intensity system.
Approach Lights, operate intensity controls in
REFERENCE- accordance with the values in TBL 3-4-5 except:
FAAO 6850.2, Visual Guidance Lighting Systems.
a. When facility directives specify other settings
TBL 3-4-4
to meet local atmospheric, topographic, and twilight
conditions.
PAPI Intensity Setting - Five Step System
b. As requested by the pilot.
Step Period/Condition c. As you deem necessary, if not contrary to pilot's
5 On Pilot Request request.
4 Day - Sunrise to sunset
3 Night - Sunset to sunrise TBL 3-4-5

2 On Pilot Request ALS Intensity Setting

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

d. As you deem necessary, if not contrary to pilot's 3-4-8. MALSR/ODALS

request. Operate MALSR/ODALS that have separate on-off
and intensity setting controls in accordance with
NOTE-
TBL 3-4-6 and TBL 3-4-7 except:
In the interest of energy conservation, the ALS should be
turned off when not needed for aircraft operations. a. When facility directives specify other settings
REFERENCE-
to meet local atmospheric, topographic, and twilight
FAAO 7110.65, ALS Intensity Settings, Para 3-4-6. conditions.

3-4-2 Airport Lighting

2/16/06 7110.65R

b. As requested by the pilot. 3-4-10. RUNWAY EDGE LIGHTS

c. As you deem necessary, if not contrary to pilot's Operate the runway edge light system/s serving the
request. runway/s in use as follows:

TBL 3-4-6 a. Between sunset and sunrise, turn the lights on:
Two Step MALS/One Step RAIL/Two Step ODALS 1. For departures. Before an aircraft taxies onto
Settings Visibility the runway and until it leaves the Class B, Class C, or
Day Night Class D surface area.
MALS/ODALS Hi Less than Less than 2. For arrivals:
RAIL On 3 miles 3 miles
MALS/ODALS Low When requested 3 miles or more (a) IFR aircraft-Before the aircraft begins
RAIL Off final approach, or
*At locations providing part-time control tower service, if (b) VFR aircraft-Before the aircraft enters
duplicate controls are not provided in the associated FSS, the
MALSR/ODALS shall be set to low intensity during the hours the Class B, Class C, or Class D surface area, and
of darkness when the tower is not staffed.
(c) Until the aircraft has taxied off the landing
runway.
TBL 3-4-7
Three Step MALS/Three Step RAIL/ b. Between sunrise and sunset, turn the lights on as
Three Step ODALS shown in subparas a1 and a2 when the surface
visibility is less than 2 miles.
Settings Visibility
Day Night c. As required by facility directives to meet local
3 Less than 2 miles Less than 1 mile conditions.
2 2 to 5 miles inclusive 1 to but not including d. Different from subparas a, b, or c above, when:
3miles*
1 When requested 3 miles or more 1. You consider it necessary, or
*At locations providing part-time control tower service, if
duplicate controls are not provided in the FSS on the airport, 2. Requested by a pilot and no other known
the air-to-ground radio link shall be activated during the hours aircraft will be adversely affected.
of darkness when the tower is unmanned. If there is no radio
air-to-ground control, the MALSR/ODALS shall be set on NOTE-
intensity setting 2 during the hours of darkness when the tower Pilots may request lights to be turned on or off contrary to
is not staffed. subparas a, b, or c. However, 14 CFR Part 135 operators
are required to land/takeoff on lighted runways/heliport
REFERENCE- landing areas at night.
FAAO 7210.3, Operation of Lights When Tower is Closed, Para 10-6-2.
e. Do not turn on the runway edge lights when a
3-4-9. ALSF-2/SSALR NOTAM closing the runway is in effect.
a. When the prevailing visibility is 3/4 mile or less NOTE-
or the RVR is 4,000 feet or less, operate the ALSF-2 Application concerns use for takeoffs/landings/
system as follows: approaches and does not preclude turning lights on for use
of unaffected portions of a runway for taxiing aircraft,
1. As requested by the pilot. surface vehicles, maintenance, repair, etc.
2. As you deem necessary if not contrary to pilot REFERENCE-
FAAO 7110.65, Simultaneous Approach and Runway Edge Light
request. Operation, Para 3-4-15.
FAAO 7210.3, Incompatible Light System Operation, Para 10-6-3.
b. Operate the SSALR system when the condi‐ FAAO 7210.3, Runway Edge Lights Associated With Medium Approach
tions in subpara a are not a factor. Light System/Runway Alignment Indicator Lights, Para 10-6-9.

Airport Lighting 3-4-3

7110.65R 2/16/06

3-4-11. HIGH INTENSITY RUNWAY, RUNWAY the intended step setting and then back to the appropriate
CENTERLINE, AND TOUCHDOWN ZONE step setting will ensure that the MALSR will operate at the
LIGHTS appropriate brightness.
REFERENCE-
Operate high intensity runway and associated runway FAAO 7110.65, Medium Intensity Runway Lights, Para 3-4-14.
centerline and touchdown zone lights in accordance
with TBL 3-4-8, except: 3-4-13. HIRL CHANGES AFFECTING RVR
a. Where a facility directive specifies other Keep the appropriate approach controller or PAR
settings to meet local conditions. controller informed, in advance if possible, of HIRL
b. As requested by the pilot. changes that affect RVR.

c. As you deem necessary, if not contrary to pilot 3-4-14. MEDIUM INTENSITY RUNWAY LIGHTS
request.
Operate MIRL or MIRL which control the associated
TBL 3-4-8 MALSR in accordance with TBL 3-4-10, except:
HIRL, RCLS, TDZL Intensity Setting a. As requested by the pilot.
Step Visibility b. As you deem necessary, if not contrary to the
Day Night pilot's request.
5 Less than 1 mile* When requested
TBL 3-4-10
4 1 to but not including Less than 1 mile*
2 miles* MIRL Intensity Setting
3 2 to but not including 1 to but not including Step Visibility
3 miles 3 miles*
Day Night
2 When requested 3 to 5 miles inclusive
3 Less than 2 miles Less than 1 mile
1 When requested More than 5 miles
2 2 to 3 miles 1 to 3 miles
*and/or appropriate RVR/RVV equivalent.
1 When requested More than 3 miles

3-4-12. HIRL ASSOCIATED WITH MALSR REFERENCE-

FAAO 7110.65, HIRL Associated With MALSR, Para 3-4-12.
Operate HIRL which control the associated MALSR
in accordance with TBL 3-4-9, except: 3-4-15. SIMULTANEOUS APPROACH AND
RUNWAY EDGE LIGHT OPERATION
a. As requested by the pilot.
Turn on the runway edge lights for the runway in use
b. As you deem necessary, if not contrary to the whenever the associated approach lights are on. If
pilot's request. multiple runway light selection is not possible, you
may leave the approach lights on and switch the
TBL 3-4-9
runway lights to another runway to accommodate
HIRL Associated with MALSR another aircraft.
Step Visibility REFERENCE-
FAAO 7110.65, Runway Edge Lights, Para 3-4-10.
Day Night
5 Less than 1 mile When requested
3-4-16. HIGH SPEED TURNOFF LIGHTS
4 1 to but not including Less than 1 mile
2 miles Operate high speed turnoff lights:
3 2 to but not including 1 to but not including
3 miles 3 miles a. Whenever the associated runway lights are used
2 When requested 3 to 5 miles inclusive
for arriving aircraft. Leave them on until the aircraft
1 When requested More than 5 miles
has either entered a taxiway or passed the last light.
b. As required by facility directives to meet local
NOTE- conditions.
When going from a given brightness step setting to a lower
setting, rotation of the brightness control to a point below c. As requested by the pilot.

3-4-4 Airport Lighting

2/16/06 7110.65R

3-4-17. TAXIWAY LIGHTS TBL 3-4-13

Operate taxiway lights in accordance with One Step Taxiway Lights

TBL 3-4-11, TBL 3-4-12, or TBL 3-4-13 except:
Day Night
a. Where a facility directive specifies other
Less than 1 mile On
settings or times to meet local conditions.
b. As requested by the pilot.
NOTE-
c. As you deem necessary, if not contrary to pilot AC 150/5340-24, Runway and Taxiway Edge Lighting
request. System, contains recommended brightness levels for
variable setting taxiway lights.
TBL 3-4-11
Three Step Taxiway Lights
Step Visibility 3-4-18. OBSTRUCTION LIGHTS
Day Night
3 Less than 1 mile When requested If controls are provided, turn the lights on between
2 When requested Less than 1 mile sunset and sunrise.
1 When requested 1 mile of more

TBL 3-4-12
Five Step Taxiway Lights 3-4-19. ROTATING BEACON

Step Visibility
If controls are provided, turn the rotating beacon on:
Day Night
5 Less than 1 mile When requested a. Between sunset and sunrise.
4 When requested Less than 1 mile
3 When requested 1 mile or more b. Between sunrise and sunset when the reported
1&2 When requested When requested ceiling or visibility is below basic VFR minima.

Airport Lighting 3-4-5

2/16/06 7110.65R

Section 5. Runway Selection

3-5-1. SELECTION b. When conducting aircraft operations on other

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

Runway Selection 3-5-1

2/16/06 7110.65R

Section 6. Airport Surface Detection Procedures

3-6-1. EQUIPMENT USAGE REFERENCE-

FAAO 7210.3, Radar Use, Para 3-7-2b2.
a. The operational status of ASDE systems shall 2. Position aircraft and vehicles using the
be determined during the relief briefing, or as soon as movement area.
possible after assuming responsibility for the
associated position. 3. Determine the exact location of aircraft and
vehicles, or spatial relationship to other aircraft/
b. Use ASDE systems to augment visual observa‐ vehicles on the movement area.
tion of aircraft landing or departing, and aircraft or
vehicular movements on runways and taxiways, or 4. Monitor compliance with control instructions
other parts of the movement area. by aircraft and vehicles on taxiways and runways.

1. ASDE systems with safety logic shall be 5. Confirm pilot reported positions.
operated continuously. 6. Provide directional taxi information, as
2. ASDE systems without safety logic shall be appropriate.
operated: PHRASEOLOGY-
TURN (left/right) ON THE TAXIWAY/RUNWAY YOU ARE
(a) Continuously between sunset and sunrise. APPROACHING.
(b) When visibility is less than the most b. Do not provide specific navigational guidance
distant point in the active movement area, or (exact headings to be followed) unless an emergency
exists or by mutual agreement with the pilot.
(c) When, in your judgment, its use will assist
you in the performance of your duties at any time. NOTE-
It remains the pilot's responsibility to navigate visually via
routes to the clearance limit specified by the controller and
3-6-2. IDENTIFICATION to avoid other parked or taxiing aircraft, vehicles, or
persons in the movement area.
a. To identify an observed target/track on an
ASDE system display, correlate its position with one c. Do not allow an aircraft to begin departure roll
or more of the following: or cross the landing threshold whenever there is an
unidentified target/track displayed on the runway.
1. Pilot/vehicle operator position report.
2. Controller's visual observation. 3-6-4. SAFETY LOGIC ALERT RESPONSES

3. An identified target observed on the ASR or When the system generates an alert, the controller
CTRD. shall immediately assess the situation visually and as
presented on the ASDE system display, then take
b. An observed target/track on an ASDE system appropriate action as follows:
display may be identified as a false target by visual
observation. If the area containing a suspected false a. When an arrival aircraft (still airborne, prior to
target is not visible from the tower, an airport the landing threshold) activates a warning alert, the
operations vehicle or pilots of aircraft operating in the controller shall issue go-around instructions.
area may be used to conduct the visual observation. (Exception: Alerts involving known formation
flights, as they cross the landing threshold, may be
disregarded if all other factors are acceptable.)
3-6-3. INFORMATION USAGE
NOTE-
a. ASDE system derived information may be used The intent of this paragraph is that an aircraft does not land
to: on the runway, on that approach, when the safety logic
system has generated a warning alert. A side-step
1. Formulate clearances and control instruc‐ maneuver or circle to land on another runway satisfies this
tions to aircraft and vehicles on the movement area. requirement.

Airport Surface Detection Procedures 3-6-1

7110.65R
7110.65R CHG 2 2/16/06
3/15/07

REFERENCE- appropriate action to ensure intersecting runway

FAAO 7110.65, Sequence/Spacing Application, para 3-8-1.
FAAO 7110.65, Same Runway Separation, para 3-9-6. separation is maintained.
andpara3-10-3. REFERENCE-
P/CG Term- Go Around. FAAO 7110.65, Intersecting Runway Separation, Para 3-9-8 and
Para3-10-4.
b. When two arrival aircraft, or an arrival aircraft c. For other safety logic system alerts, issue
and a departing aircraft activate an alert, the instructions/clearances based on good judgment and
controller will issue go-around instructions or take evaluation of the situation at hand.

3-6-2 Airport Surface Detection Procedures

2/16/06 7110.65R

Section 7. Taxi and Ground Movement Procedures

3-7-1. GROUND TRAFFIC MOVEMENT

Issue by radio or directional light signals specific If requested or required,
instructions which approve or disapprove the
movement of aircraft, vehicles, equipment, or RUNWAY (number) AT (taxiway designator)
personnel on the movement area. INTERSECTION DEPARTURE, (remaining length)
FEET AVAILABLE.
a. Do not issue conditional instructions that are
dependent upon the movement of an arrival aircraft e. If two or more aircraft call the tower ready for
on or approaching the runway or a departure aircraft departure, one or more at the approach and one or
established on a takeoff roll. Do not say, “Position and more at the intersection, state the location of the
hold behind landing traffic,” or “Taxi/proceed across aircraft at the full length of the runway when
Runway Three Six behind departing/landing Jetstar.” authorizing that aircraft to taxi into position and hold
The above requirements do not preclude issuing or when clearing that aircraft for takeoff.
instructions to follow an aircraft observed to be PHRASEOLOGY-
operating on the movement area in accordance with RUNWAY (number), FULL-LENGTH, POSITION AND
an ATC clearance/instruction and in such a manner HOLD.
that the instructions to follow are not ambiguous.
 or
b. Do not use the word “cleared” in conjunction
with authorization for aircraft to taxi or equipment/ RUNWAY (number) FULL LENGTH, CLEARED FOR
vehicle/personnel operations. Use the prefix “taxi,” TAKEOFF.
“proceed,” or “hold,” as appropriate, for aircraft EXAMPLE-
instructions and “proceed” or “hold” for equipment/ “American Four Eighty Two, Runway Three Zero full
vehicles/personnel. length, position and hold.”
“Cherokee Five Sierra Whiskey, Runway Two Five Right
c. Intersection departures may be initiated by a full length, cleared for takeoff.”
controller or a controller may authorize an
NOTE-
intersection departure if a pilot requests. Issue the
The controller need not state the location of the aircraft
measured distance from the intersection to the departing the full length of the runway if there are no
runway end rounded “down” to the nearest 50 feet to aircraft holding for departure at an intersection for that
any pilot who requests and to all military aircraft, same runway.
unless use of the intersection is covered in REFERENCE-
appropriate directives. FAAO 7110.65, Taxi into Position and Hold (TIPH), Para 3-9-4.

NOTE-
Exceptions are authorized where specific military aircraft 3-7-2. TAXI AND GROUND MOVEMENT
routinely make intersection takeoffs and procedures are OPERATIONS
defined in appropriate directives. The authority exercising Issue, as required or requested, the route for the
operational control of such aircraft ensures that all pilots
aircraft/vehicle to follow on the movement area in
are thoroughly familiar with these procedures, including
the usable runway length from the applicable intersection. concise and easy to understand terms. When a taxi
clearance to a runway is issued to an aircraft, confirm
d. State the runway intersection when authorizing the aircraft has the correct runway assignment.
an aircraft to taxi into position to hold or when
NOTE-
clearing an aircraft for takeoff from an intersection.
1. A pilot's read back of taxi instructions with the runway
PHRASEOLOGY- assignment can be considered confirmation of runway
RUNWAY (number) AT (taxiway designator) (further assignment.
instructions as needed).
2. Movement of aircraft or vehicles on nonmovement
RUNWAY (number) AT (taxiway designator), POSITION areas is the responsibility of the pilot, the aircraft operator,
AND HOLD. or the airport management.

Taxi and Ground Movement Procedures 3-7-1

7110.65R 2/16/06

a. When authorizing a vehicle to proceed on the

movement area, or an aircraft to taxi to any point other “Taxi/continue taxiing/proceed straight ahead then via
than an assigned takeoff runway, absence of holding ramp to the hangar.”
instructions authorizes an aircraft/vehicle to cross all
“Taxi/continue taxiing/proceed on Taxiway Charlie, hold
taxiways and runways that intersect the taxi route. If
short of Runway Two Seven.”
it is the intent to hold the aircraft/vehicle short of any
given point along the taxi route, issue the route, if  or
necessary, then state the holding instructions.
NOTE- “Taxi/continue taxiing/proceed on Charlie, hold short of
Movement of aircraft or vehicles on nonmovement areas is Runway Two Seven.”
the responsibility of the pilot, the aircraft operator, or the b. When authorizing an aircraft to taxi to an
airport management. assigned takeoff runway and hold short instructions
PHRASEOLOGY- are not issued, specify the runway preceded by “taxi
HOLD POSITION. to,” and issue taxi instructions if necessary. This
authorizes the aircraft to “cross” all runways/taxi‐
HOLD FOR (reason) ways which the taxi route intersects except the
assigned takeoff runway. This does not authorize the
CROSS (runway/taxiway) aircraft to “enter” or “cross” the assigned takeoff
runway at any point.
 or
PHRASEOLOGY-
TAXI/CONTINUE TAXIING/PROCEED/VIA (route), TAXI TO RUNWAY (number) VIA . . ..
EXAMPLE-
 or “Taxi to Runway One Two.”
“Taxi to Runway Three Six via Taxiway Echo.”
ON (runway number or taxiways, etc.),  or
“Taxi to Runway Three Six via Echo.”
 or
c. Specify the runway for departure, any necessary
TO (location), taxi instructions, and hold short restrictions when an
aircraft will be required to hold short of a runway or
 or other points along the taxi route.
EXAMPLE-
(direction), “Runway Three Six Left, taxi via taxiway Alpha, hold short
of taxiway Charlie.”
 or
 or
ACROSS RUNWAY (number).
“Runway Three Six Left, taxi via Alpha, hold short of
 or Charlie.”
PHRASEOLOGY-
VIA (route), HOLD SHORT OF (location) RUNWAY (number),
TAXI/PROCEED VIA (route if necessary,
 or
HOLD SHORT OF (runway number)
FOLLOW (traffic) (restrictions as necessary)
or
 or
HOLD SHORT OF (location)
BEHIND (traffic).
EXAMPLE- or
“Cross Runway Two Eight Left.”
ON (taxi strip, runup, pad, etc.),
“Taxi/continue taxiing/proceed to the hangar.”

3-7-2 Taxi and Ground Movement Procedures

2/16/06 7110.65R

and if necessary, “OPS Three proceed via Charlie hold short of Runway Two
Seven.”
TRAFFIC (traffic information),
“OPS Three, Roger.”
or
“OPS Three, read back hold instructions.”
FOR (reason).
NOTE-
EXAMPLE- Read back hold instructions phraseology may be initiated
“Runway Three Six Left, taxi via taxiway Charlie, hold for any point on a movement area when the controller
short of Runway Two Seven Right.” believes the read back is necessary.
e. Issue progressive taxi/ground movement in‐
 or structions when:
“Runway Three Six Left, taxi via Charlie, hold short of 1. Pilot/operator requests.
Runway Two Seven Right.”
2. The specialist deems it necessary due to
“Runway Three Six Left, hold short of Runway Two Seven traffic or field conditions, e.g., construction or closed
Right.” taxiways.

d. Request a read back of runway hold short 3. As necessary during reduced visibility,
instructions when it is not received from the especially when the taxi route is not visible from the
pilot/vehicle operator. tower.
f. Progressive ground movement instructions
PHRASEOLOGY-
READ BACK HOLD INSTRUCTIONS. include step‐by‐step routing directions.
REFERENCE-
EXAMPLE- FAAO 7110.65, Runway Proximity, Para 3-7-4.
1. “American Four Ninety Two, Runway Three Six Left, FAAO 7110.65, Taxi and Ground Movement Operation, Para 3-11-1.
taxi via taxiway Charlie, hold short of Runway Two Seven g. Instructions to expedite a taxiing aircraft or a
Right.”
moving vehicle.
 or PHRASEOLOGY-
TAXI WITHOUT DELAY (traffic if necessary).
“American Four Ninety Two, Runway Three Six Left, taxi
via Charlie, hold short of Runway Two Seven Right.” EXIT/PROCEED/CROSS
(runway/taxiway) WITHOUT DELAY.
“American Four Ninety Two, Roger.”

“American Four Ninety Two, read back hold instructions.” 3-7-3. GROUND OPERATIONS

2. “Cleveland Tower, American Sixty Three is ready for WAKE TURBULENCE APPLICATION
departure.”

“American Sixty Three, hold short of Runway Two Three

Avoid clearances which require:
Left, traffic one mile final.” a. Heavy jet aircraft to use greater than normal
taxiing power.
“American Sixty Three, Roger.”
b. Small aircraft or helicopters to taxi in close
“American Sixty Three, read back hold instructions.” proximity to taxiing or hover‐taxi helicopters.
3. “OPS Three proceed via taxiway Charlie hold short of NOTE-
Runway Two Seven.” Use caution when taxiing smaller aircraft/helicopters in
the vicinity of larger aircraft.
  or REFERENCE-
AC 90-23, Aircraft Wake Turbulence, Para 10 and Para 11.

Taxi and Ground Movement Procedures 3-7-3

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3-7-4. RUNWAY PROXIMITY the OM when conditions are less than reported ceiling
800 feet or visibility less than 2 miles, except:
Hold a taxiing aircraft or vehicle clear of the runway
as follows: (1)  A preceding arriving aircraft on the
same or another runway that passes over or through
a. Instruct aircraft or vehicle to hold short of a the area while landing or exiting the runway.
specific runway.
(2)  A preceding departing aircraft or
b. Instruct aircraft or vehicle to hold at a specified missed approach on the same or another runway that
point. passes through or over the area.
c. Issue traffic information as necessary. (b) In addition to subpara a1(a), do not
authorize vehicles or aircraft operations in or over the
PHRASEOLOGY- area when an arriving aircraft is inside the middle
HOLD SHORT OF/AT (runway number or specific point), marker when conditions are less than reported ceiling
(traffic or other information).
200 feet or RVR 2,000 feet.
NOTE-
Establishing hold lines/signs is the responsibility of the
2. GLIDESLOPE CRITICAL AREA. Do not
airport manager. The standards for surface measurements, authorize vehicles or aircraft operations in or over the
markings, and signs are contained in AC150/5300-13, area when an arriving aircraft is inside the ILS OM or
Airport Design; AC 150/5340-1, Standards for Airport the fix used in lieu of the OM unless the arriving
Markings, and AC 150/5340-18, Standards for Airport aircraft has reported the runway in sight or is circling
Sign Systems. The operator is responsible for properly to land on another runway when conditions are less
positioning the aircraft, vehicle, or equipment at the than reported ceiling 800 feet or visibility less than
appropriate hold line/sign or designated point. The 2miles.
requirements in para 3-1-12, Visually Scanning Runways,
remain valid as appropriate. b. Air carriers commonly conduct “coupled” or
“autoland” operations to satisfy maintenance,
REFERENCE-
FAAO 7110.65, Taxi and Ground Movement Operations, Para 3-7-2. training, or reliability program requirements.
FAAO 7110.65, Altitude Restricted Low Approach, Para 3-10-10. Promptly issue an advisory if the critical area will not
FAAO 7110.65, Vehicles/Equipment/Personnel on Runways, Para 3-1-5.
be protected when an arriving aircraft advises that a
“coupled,” “CATIII,” “autoland,” or similar type
3-7-5. PRECISION APPROACH CRITICAL approach will be conducted and the weather is
AREA
reported ceiling of 800 feet or more, and the visibility
a. ILS critical area dimensions are described in is 2 miles or more.
FAAO 6750.16, Siting Criteria for Instrument PHRASEOLOGY-
Landing Systems. Aircraft and vehicle access to the ILS/MLS CRITICAL AREA NOT PROTECTED.
ILS/MLS critical area must be controlled to ensure c. The Department of Defense (DOD) is author‐
the integrity of ILS/MLS course signals whenever ized to define criteria for protection of precision
conditions are less than reported ceiling 800 feet or approach critical areas at military controlled airports.
visibility less than 2 miles. Do not authorize This protection is provided to all aircraft operating at
vehicles/aircraft to operate in or over the critical area, that military controlled airport. Waiver authority for
except as specified in subparaa1, whenever an DOD precision approach critical area criteria rests
arriving aircraft is inside the ILS outer marker (OM) with the appropriate military authority.
or the fix used in lieu of the OM unless the arriving NOTE-
aircraft has reported the runway in sight or is circling Signs and markings are installed by the airport operator to
to land on another runway. define the ILS/MLS critical area. No point along the
PHRASEOLOGY- longitudinal axis of the aircraft is permitted past the hold
HOLD SHORT OF (runway) ILS/MLS CRITICAL AREA. line for holding purposes. The operator is responsible to
properly position the aircraft, vehicle, or equipment at the
1. LOCALIZER CRITICAL AREA appropriate hold line/sign or designated point. The
requirements in para 3-1-12, Visually Scanning Runways,
(a)  Do not authorize vehicle or aircraft remain valid as appropriate.
operations in or over the area when an arriving REFERENCE-
aircraft is inside the ILS OM or the fix used in lieu of AC150/5340-1, Standards for Airport Markings.

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3-7-6. PRECISION OBSTACLE FREE ZONE para 3.4, United States Standards for Terminal Instrument
(POFZ) AND FINAL APPROACH OBSTACLE Procedures.
CLEARANCE SURFACES (OCS)
2. Vehicles that are less than 10 feet in height, necessary
a. Ensure the POFZ is clear of traffic (aircraft or for the maintenance of the airport and/or navigation
vehicles) when an aircraft on a vertically-guided facilities operating outside the movement area, are exempt.
final approach is within 2 miles of the runway c. If it is not possible to clear the POFZ or OCS
threshold and the reported ceiling is below 300 feet or prior to an aircraft reaching a point 2 miles from the
visibility is less than 3/4 SM to protect aircraft runway threshold and the weather is less than
executing a missed approach. described in subparas a or b above, issue traffic to the
NOTE- landing aircraft.
Only horizontal surfaces (e.g., the wings) can penetrate the NOTE-
POFZ, but not the vertical surfaces (e.g., fuselage or tail). The POFZ and/or OCS must be cleared as soon as
Three hundred feet (300) is used because ATC does not practical.
measure ceilings in fifty (50) foot increments.
PHRASEOLOGY-
b. Ensure the final approach OCS (e.g., ILS /LPV (ACID), IN THE EVENT OF MISSED APPROACH
W, X, and Y surfaces) are clear of aircraft/vehicles (issuetraffic).
when an aircraft on the vertically-guided approach is
within 2 miles of the runway threshold and the TAXIING AIRCRAFT/VEHICLE LEFT/RIGHT OF
RUNWAY.
reported ceiling is below 800 feet or visibility is less
than 2 SM to protect aircraft executing a missed EXAMPLE-
approach. “United 623, in the event of missed approach, taxiing
aircraft right of runway.”
NOTE-
1. The POFZ and the close-in portion of the final “Delta 1058, in the event of missed approach, vehicle left
approach obstacle clearance surfaces protect aircraft of runway.”
executing a missed approach. Their dimensions are REFERENCE-
described in FAAO 8260.3b, Volume III, Chapter 3, FAAO 7110.65, Traffic Information, Para 3-1-6.

Taxi and Ground Movement Procedures 3-7-5

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

3-7-6 Taxi and Ground Movement Procedures

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Section 8. Spacing and Sequencing

3-8-1. SEQUENCE/SPACING APPLICATION
or
Establish the sequence of arriving and departing
aircraft by requiring them to adjust flight or ground UNABLE (type of option), OTHER OPTIONS
operation, as necessary, to achieve proper spacing. APPROVED.

PHRASEOLOGY- NOTE-
CLEARED FOR TAKEOFF. 1. The “Cleared for the Option” procedure will permit an
instructor pilot/flight examiner/pilot the option to make a
CLEARED FOR TAKEOFF OR HOLD SHORT/HOLD IN touch‐and‐go, low approach, missed approach, stop‐
POSITION/TAXI OFF THE RUNWAY (traffic). and‐go, or full stop landing. This procedure will only be
used at those locations with an operational control tower
EXTEND DOWNWIND. and will be subject to ATC approval.

MAKE SHORT APPROACH. 2. For proper helicopter spacing, speed adjustments may
be more practical than course changes.
NUMBER (landing sequence number),
3. Read back of hold short instructions apply when hold
FOLLOW (description and location of traffic), instructions are issued to a pilot in lieu of a takeoff
clearance.
 or if traffic is utilizing another runway, REFERENCE-
FAAO 7110.65, Taxi and Ground Movement Operations, Para 3-7-2.
TRAFFIC (description and location) LANDING RUNWAY
(number of runway being used). 3-8-2. TOUCH‐AND‐GO OR STOP‐AND‐GO OR
LOW APPROACH
CIRCLE THE AIRPORT.
Consider an aircraft cleared for touch‐and‐go,
MAKE LEFT/RIGHT THREE-SIXTY/TWO SEVENTY. stop‐and‐go, or low approach as an arriving aircraft
until it touches down (for touch‐and‐go), or makes a
GO AROUND (additional instructions as necessary). complete stop (for stop‐and‐go), or crosses the
landing threshold (for low approach), and thereafter
CLEARED TO LAND.
as a departing aircraft.
CLEARED: REFERENCE-
FAAO 7110.65, Vehicles/Equipment/Personnel on Runways, Para 3-1-5.
  TOUCH-AND-GO, FAAO 7110.65, Wake Turbulence Separation for Intersection Departures,
Para 3-9-7.
 or

  STOP-AND-GO, 3-8-3. SIMULTANEOUS SAME DIRECTION

 or OPERATION

  LOW APPROACH. Authorize simultaneous, same direction operations

on parallel runways, on parallel landing strips, or on
CLEARED FOR THE OPTION, a runway and a parallel landing strip only when the
following conditions are met:
 or
a. Operations are conducted in VFR conditions
OPTION APPROVED, unless visual separation is applied.

 or b. Two‐way radio communication is maintained

with the aircraft involved and pertinent traffic
UNABLE OPTION, (alternate instructions). information is issued.

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7110.65R 2/16/06

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

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Section 9. Departure Procedures and Separation

3-9-1. DEPARTURE INFORMATION g. Issue braking action for the runway in use as

received from pilots or the airport management when
Provide current departure information, as appropri‐ Braking Action Advisories are in effect.
ate, to departing aircraft.
REFERENCE-
FAAO 7110.65, Altimeter Setting Issuance Below Lowest Usable FL,
a. Departure information contained in the ATIS Para 2-7-2.
broadcast may be omitted if the pilot states the FAAO 7110.65, Low Level Wind Shear/Microburst Advisories,
appropriate ATIS code. Para 3-1-8.
FAAO 7110.65, Braking Action Advisories, Para 3-3-5.
P/CG Term- Braking Action Advisories.
b. Issue departure information by including the
following:
3-9-2. DEPARTURE DELAY INFORMATION
1. Runway in use. (May be omitted if pilot states USA/USAF/USN NOT APPLICABLE
“have the numbers.”)
When gate‐hold procedures are in effect, issue the
2. Surface wind from direct readout dial, wind following departure delay information as appropri‐
shear detection system, or automated weather ate:
observing system information display. (May be REFERENCE-
omitted if pilot states “have the numbers.”) FAAO 7210.3, Gate Hold Procedures, Para 10-4-3.

3. Altimeter setting. (May be omitted if pilot a. Advise departing aircraft the time at which the
states “have the numbers.”) pilot can expect to receive engine startup advisory.
REFERENCE-
PHRASEOLOGY-
FAAO 7110.65, Current Settings, Para 2-7-1. GATE HOLD PROCEDURES ARE IN EFFECT. ALL
AIRCRAFT CONTACT (position) ON (frequency) FOR
c. Time, when requested. ENGINE START TIME. EXPECT ENGINE START/TAXI
(time).
d. Issue the official ceiling and visibility, when
available, to a departing aircraft before takeoff as b. Advise departing aircraft when to start engines
follows: and/or to advise when ready to taxi.
PHRASEOLOGY-
1. To a VFR aircraft when weather is below START ENGINES, ADVISE WHEN READY TO TAXI,
VFR conditions.
 or
2. To an IFR aircraft when weather is below
VFR conditions or highest takeoff minima, whichev- ADVISE WHEN READY TO TAXI.
er is greater.
c. If the pilot requests to hold in a delay absorbing
NOTE- area, the request shall be approved if space and traffic
Standard takeoff minimums are published in 14 CFR conditions permit.
Section91.175(f). Takeoff minima other than standard are
prescribed for specific airports/runways and published in d. Advise all aircraft on GC/FD frequency upon
a tabular form supplement to the FAA instrument approach termination of gate hold procedures.
procedures charts and appropriate FAA Forms8260. PHRASEOLOGY-
e. Taxi information, as necessary. You need not GATE HOLD PROCEDURES NO LONGER IN EFFECT.
issue taxi route information unless the pilot
specifically requests it. 3-9-3. DEPARTURE CONTROL INSTRUCTIONS

f. USAF NOT APPLICABLE. An advisory to Inform departing IFR, SVFR, VFR aircraft receiving
“check density altitude” when appropriate. radar service, and TRSA VFR aircraft of the
following:
REFERENCE-
FAAO 7210.3, Broadcast Density Altitude Advisory, Para 2-10-6. a. Before takeoff.

Departure Procedures and Separation 3-9-1

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1. Issue the appropriate departure control b. USN NOT APPLICABLE. First state the runway
frequency and beacon code. The departure control number followed by the taxi into position clearance
frequency may be omitted if a SID has been or will be when more than one runway is active.
assigned and the departure control frequency is
published on the SID. PHRASEOLOGY-
RUNWAY (number), POSITION AND HOLD.
PHRASEOLOGY-
DEPARTURE FREQUENCY (frequency), SQUAWK  Or, when only one runway is active:
(code).
POSITION AND HOLD.
2. Inform all departing IFR military turboprop/
turbojet aircraft (except transport and cargo types) to c. Do not issue a clearance to an aircraft requesting
change to departure control frequency. If the local a full-stop, touch-and-go, stop-and-go, option, or
controller has departure frequency override, transmit unrestricted low approach on the same runway with
urgent instructions on this frequency. If the override an aircraft that is holding in position, taxiing into
capability does not exist, transmit urgent instructions position or has been cleared to taxi into position and
on the emergency frequency. hold until the aircraft in position starts takeoff roll. Do
not clear an aircraft to TIPH if an aircraft has been
PHRASEOLOGY-
CHANGE TO DEPARTURE. cleared to land, touch-and-go, stop-and-go, option
or unrestricted low approach on the same runway.
3. USAF. USAF control towers are authorized
to inform all departing IFR military transport/cargo PHRASEOLOGY-
type aircraft operating in formation flight to change RUNWAY (number), CONTINUE, TRAFFIC HOLDING
IN POSITION,
to departure control frequency before takeoff.
b. After takeoff. or

1. When the aircraft is about 1/2 mile beyond the (when only one runway is active): CONTINUE, TRAFFIC
runway end, instruct civil aircraft, and military HOLDING IN POSITION.
transport, and cargo types to contact departure EXAMPLE-
control, provided further communication with you is “American 528, runway two three, continue, traffic
not required. holding in position.”

2. Do not request departing military turboprop/ or

turbojet aircraft (except transport and cargo types) to
make radio frequency or radar beacon changes before (when only one runway is active): “American 528,
the aircraft reaches 2,500 feet above the surface. continue, traffic holding in position.”
REFERENCE- 1. Landing clearance need not be withheld if the
FAAO 7110.65, Visual Separation, Para 7-2-1.
safety logic system is operating in full core alert
runway configuration.
3-9-4. TAXI INTO POSITION AND HOLD (TIPH)
2. Facilities without the safety logic system and
a. The intent of TIPH is to position aircraft for an facilities with the safety logic system in limited
imminent departure. Authorize an aircraft to taxi into configuration must withhold landing clearance until
position and hold, except as restricted in subpara g, the aircraft in position starts takeoff roll.
when takeoff clearance cannot be issued because of
REFERENCE-
traffic. Issue traffic information to any aircraft so FAAO 7110.65, Landing Clearance, Para 3-10-5.
authorized. Traffic information may be omitted when
the traffic is another aircraft which has landed on or d. When an aircraft is authorized to taxi into
is taking off the same runway and is clearly visible to position and hold, inform it of the closest traffic
the holding aircraft. Do not use conditional phrases requesting a full-stop, touch-and-go, stop-and-go,
such as “behind landing traffic” or “after the option or unrestricted low approach to the same
departing aircraft.” runway.

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EXAMPLE- j. USN. Do not authorize aircraft to taxi into

“United Five, runway one eight, position and hold. Traffic takeoff position to hold simultaneously on intersect‐
a Boeing Seven Thirty Seven, six mile final.” ing runways.
 Or, when only one runway is active: PHRASEOLOGY-
CONTINUE HOLDING,
“United Five, position and hold. Traffic a Boeing Seven
Thirty Seven, six mile final.”  or

e. USAF. When an aircraft is authorized to taxi TAXI OFF THE RUNWAY.

into takeoff position to hold, inform it of the closest REFERENCE-
traffic within 6 miles on final approach to the same FAAO 7110.65, Altitude Restricted Low Approach, Para 3-10-10.
runway. If the approaching aircraft is on a different
k. When aircraft are authorized to taxi into
frequency, inform it of the aircraft taxiing into
position and hold on runways that intersect, traffic
position.
must be exchanged between that aircraft and the
aircraft that is authorized to position and hold, depart,
f. Do not authorize an aircraft to taxi into position
or arrive to the intersecting runway(s).
and hold when the departure point is not visible from
the tower, unless the aircraft's position can be verified EXAMPLE-
by ASDE or the runway is used for departures only. “United Five, runway four, position and hold, traffic
holding runway three-one.”
g. An aircraft may be authorized to taxi into “Delta One, runway three-one, position and hold, traffic
position and hold at an intersection between sunset holding runway four.”
and sunrise. The procedure must be approved by the
 Or, when issuing traffic information to an arrival aircraft
appropriate Director, Terminal Operations (service and an aircraft that is holding on runway(s) that
area office) and by the Director, Terminal Safety and intersect(s):
Operations Support, and must be contained in a
facility directive. The following conditions must “Delta One, runway four, position and hold, traffic landing
apply: runway three-one.”
“United Five, runway three-one, cleared to land. Traffic
1. The runway must be used as a departure-only holding in position runway four.”
runway.
 Or, when issuing traffic information to a departing
aircraft and an aircraft that is holding on runway(s) that
2. Only one aircraft at a time is permitted to taxi
intersect(s):
into position and hold on the same runway.
“Delta One, runway three-one, position and hold, traffic
3. Document on FAA Form 7230-4, Daily departing runway four.”
Record of Facility Operation, the following: “TIPH “United Five, runway four, cleared for takeoff, traffic
at INT of RWY (number) and TWY (name) IN holding runway three-one.”
EFFECT” when using runway as a departure-only REFERENCE-
runway. “TIPH at INT of RWY (number) and TWY FAAO 7110.65, Intersecting Runway Separation, Para 3-9-8.
(name) SUSPENDED” when runway is not used as FAAO 7110.65, Intersecting Runway Separation, Para 3-10-4.
a departure-only runway. l. When a local controller delivers or amends an
ATC clearance to an aircraft awaiting departure and
h. Do not authorize an aircraft to taxi into position that aircraft is holding short of a runway or is holding
and hold at anytime when the intersection is not in position on a runway, an additional clearance shall
visible from the tower. be issued to prevent the possibility of the aircraft
inadvertently taxiing onto the runway and/or
i. Do not authorize aircraft to simultaneously taxi beginning takeoff roll. In such cases, append one of
into position and hold on the same runway, between the following ATC instructions as appropriate:
sunrise and sunset, unless the local assist/local
monitor position is staffed. 1. HOLD SHORT OF RUNWAY, or

Departure Procedures and Separation 3-9-3

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2. HOLD IN POSITION. 5. When the succeeding aircraft is a helicopter,

visual separation may be applied in lieu of using
m. USAF/USN. When issuing additional instruc‐
distance minima.
tions or information to an aircraft holding in takeoff
position, include instructions to continue holding or
FIG 3-9-1
taxi off the runway, unless it is cleared for takeoff.
Same Runway Separation
PHRASEOLOGY- [View 1]
CONTINUE HOLDING,

 or

TAXI OFF THE RUNWAY.

REFERENCE-
FAAO 7110.65, Altitude Restricted Low Approach, Para 3-10-10.

3-9-5. ANTICIPATING SEPARATION
Takeoff clearance needs not be withheld until
prescribed separation exists if there is a reasonable
assurance it will exist when the aircraft starts takeoff
roll. FIG 3-9-2

REFERENCE-
Same Runway Separation
P/CG Term- Clear of the Runway. [View 2]

3-9-6. SAME RUNWAY SEPARATION

Separate a departing aircraft from a preceding
departing or arriving aircraft using the same runway
by ensuring that it does not begin takeoff roll until:
a. The other aircraft has departed and crossed the
runway end or turned to avert any conflict. (See
FIG 3-9-1.) If you can determine distances by
reference to suitable landmarks, the other aircraft
needs only be airborne if the following minimum
distance exists between aircraft: (See FIG 3-9-2.) NOTE-
Aircraft same runway separation (SRS) categories are
1. When only Category I aircraft are involved- specified in Appendices A, B, and C and based upon the
3,000 feet. following definitions:
2. When a Category I aircraft is preceded by a
CATEGORY I- small aircraft weighing 12,500 lbs. or less,
Category II aircraft- 3,000 feet. with a single propeller driven engine, and all helicopters.
3. When either the succeeding or both are
Category II aircraft- 4,500 feet. CATEGORY II- small aircraft weighing 12,500 lbs. or
less, with propeller driven twin-engines.
4. When either is a Category III aircraft-
6,000feet. CATEGORY III- all other aircraft.

3-9-4 Departure Procedures and Separation

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b. A preceding landing aircraft is clear of the FIG 3-9-4

runway. (See FIG 3-9-3.) 2 Minute Separation

FIG 3-9-3
Preceding Landing Aircraft Clear of Runway

2. A parallel runway separated by less than

2,500 feet.
g. Separate an aircraft from a heavy jet/B757 when
REFERENCE- operating on a runway with a displaced landing
P/CG Term- Clear of the Runway. threshold if projected flight paths will cross-
2minutes when:
WAKE TURBULENCE APPLICATION 1. A departure follows a heavy jet/B757 arrival.
c. Do not issue clearances which imply or indicate 2. An arrival follows a heavy jet/B757
approval of rolling takeoffs by heavy jet aircraft departure.
except as provided in para 3-1-14, Ground h. Air traffic controllers shall not approve pilot
Operations When Volcanic Ash is Present. requests to deviate from the required wake turbulence
time interval if the preceding aircraft is a heavy
d. Do not issue clearances to a small aircraft to taxi jet/B757.
into position and hold on the same runway behind a
departing heavy jet aircraft to apply the necessary i. Separate a small aircraft behind a large aircraft
intervals. taking off or making a low/missed approach when
utilizing opposite direction takeoffs on the same
REFERENCE-
AC 90-23, Aircraft Wake Turbulence. runway by 3 minutes unless a pilot has initiated a
request to deviate from the 3-minute interval. In the
e. The minima in para 5-5-4, Minima, may be latter case, issue a wake turbulence advisory before
applied in lieu of the 2 minute requirement in clearing the aircraft for takeoff.
subparaf. When para 5-5-4, Minima, are applied,
NOTE-
ensure that the appropriate radar separation exists at 1. A request for takeoff does not initiate a waiver request.
or prior to the time an aircraft becomes airborne when 2. To initiate a waiver of the 3 minute rule, the request for
taking off behind a heavy jet/B757. takeoff must be accompanied by a request to deviate from
NOTE- the 3-minute rule.
The pilot may request additional separation; i.e., 2 minutes REFERENCE-
FAAO 7110.65, Aircraft Information: Appendix A, Appendix B, and
vs. 4 miles, but should make this request before taxiing on Appendix C.
the runway.
j. Separate aircraft behind a heavy jet/B757
f. Separate IFR/VFR aircraft taking off behind a departing or making a low/missed approach when
heavy jet/B757 departure by 2 minutes, when utilizing opposite direction takeoffs or landings on
departing: the same or parallel runways separated by less than
NOTE- 2,500 feet- 3 minutes.
Takeoff clearance to the following aircraft should not be k. Inform an aircraft when it is necessary to hold
issued until 2 minutes after the heavy jet/B757 begins in order to provide the required 3-minute interval.
takeoff roll.
PHRASEOLOGY-
1. The same runway. (See FIG 3-9-4.) HOLD FOR WAKE TURBULENCE.

Departure Procedures and Separation 3-9-5

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REFERENCE- NOTE-
FAAO 7110.65, Wake Turbulence Separation for Intersection Departures, A request for takeoff does not initiate a waiver request; the
Para 3-9-7.
request for takeoff must be accomplished by a request to
deviate from the 3-minute interval.
3-9-7. WAKE TURBULENCE SEPARATION FOR
2. USA NOT APPLICABLE. The intersection
INTERSECTION DEPARTURES
is 500 feet or less from the departure point of the
a. Apply the following wake turbulence criteria preceding aircraft and both aircraft are taking off in
for intersection departures: the same direction.
1. Separate a small aircraft taking off from an 3. Successive touch-and-go and stop-and-go
intersection on the same runway (same or opposite operations are conducted with a small aircraft
direction takeoff) behind a preceding departing large following another small aircraft weighing more than
aircraft by ensuring that the small aircraft does not 12,500 lbs. or a large aircraft in the pattern, or a small
start takeoff roll until at least 3 minutes after the large aircraft weighing more than 12,500 lbs. or a large
aircraft has taken off. aircraft departing the same runway, provided the pilot
of the small aircraft is maintaining visual separation/
2. Separate any aircraft taking off from an spacing behind the preceding large aircraft. Issue a
intersection on the same runway (same or opposite wake turbulence cautionary advisory and the position
direction takeoff), parallel runways separated by less of the large aircraft.
than 2,500 feet, and parallel runways separated by
EXAMPLE-
less than 2,500 feet with runway thresholds offset by
“Caution wake turbulence, DC-9 on base leg.”
500 feet or more, by ensuring that the aircraft does not
start takeoff roll until at least 3 minutes after a heavy 4. Successive touch‐and‐go and stop‐and‐go
aircraft/B757 has taken off. operations are conducted with any aircraft following
a heavy aircraft/B757 in the pattern, or heavy
NOTE- aircraft/B757 departing the same runway, provided
Parallel runways separated by less than 2,500 feet with
the pilot of the aircraft is maintaining visual
runway thresholds offset by less than 500 feet shall apply
para 3-9-6, Same Runway Separation, subpara f. separation/spacing behind the preceding heavy
aircraft/B757. Issue a wake turbulence cautionary
3. Separate a small aircraft weighing 12,500 lbs. advisory and the position of the heavy aircraft/B757.
or less taking off from an intersection on the same
EXAMPLE-
runway (same or opposite direction takeoff) behind a “Caution wake turbulence, heavy Lockheed C5A
preceding small aircraft weighing more than departing runway two three.”
12,500lbs. by ensuring the following small aircraft
does not start takeoff roll until at least 3 minutes after 5. If action is initiated to reduce the separation
the preceding aircraft has taken off. between successive touch‐and‐go or stop‐and‐go
operations, apply 3 minutes separation.
4. Inform an aircraft when it is necessary to hold c. When applying the provision of subpara b:
in order to provide the required 3-minute interval.
1. Issue a wake turbulence advisory before
PHRASEOLOGY-
clearing the aircraft for takeoff.
HOLD FOR WAKE TURBULENCE.
NOTE- 2. Do not clear the intersection departure for an
Aircraft conducting touch‐and‐go and stop‐and‐go immediate takeoff.
operations are considered to be departing from an 3. Issue a clearance to permit the trailing aircraft
intersection. to deviate from course enough to avoid the flight path
REFERENCE- of the preceding large departure when applying
FAAO 7110.65, Touch-and-Go or Stop-and-Go or Low Approach,
Para 3-8-2. subparab1 or b2.
b. The 3-minute interval is not required when: 4. Separation requirements in accordance with
para 3-9-6, Same Runway Separation, must also
1. A pilot has initiated a request to deviate from apply.
that interval unless the preceding departing aircraft is REFERENCE-
a heavy aircraft/B757. FAAO 7110.65, Same Runway Separation, Para 3-9-6.

3-9-6 Departure Procedures and Separation

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3-9-8. INTERSECTING RUNWAY SEPARATION FIG 3-9-6

Intersecting Runway Separation
a. Issue traffic information to each aircraft
operating on intersecting runways.
b. Separate departing aircraft from an aircraft
using an intersecting runway, or nonintersecting
runways when the flight paths intersect, by ensuring
that the departure does not begin takeoff roll until one
of the following exists:
REFERENCE-
FAAO 7110.65, Traffic Advisories, Para 2-1-21.

1. The preceding aircraft has departed and

passed the intersection, has crossed the departure
runway, or is turning to avert any conflict.
(See FIG 3-9-5 and FIG 3-9-6.)

FIG 3-9-5
Intersecting Runway Separation

2. A preceding arriving aircraft is clear of the

landing runway, completed the landing roll and will
hold 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 3-9-7
Intersecting Runway Separation

Departure Procedures and Separation 3-9-7

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FIG 3-9-8 (a) Crossing runways if projected flight paths

Intersecting Runway Separation will cross. (See FIG 3-9-9.)

FIG 3-9-9
Crossing Runways

(b) A parallel runway separated by 2,500 feet

or more if projected flight paths will cross.
(See FIG 3-9-10.)

FIG 3-9-10
Parallel Runway
WAKE TURBULENCE APPLICATION

3. Separate IFR/VFR aircraft taking off behind

a heavy jet/B757 departure by 2 minutes when
departing:

NOTE-
Takeoff clearance to the following aircraft should not be
issued until 2 minutes after the heavy jet/B757 begins
takeoff roll.

3-9-8 Departure Procedures and Separation

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4. Separate IFR/VFR aircraft departing behind NOTE-

a landing heavy jet/B757 on a crossing runway if the Turbine‐powered aircraft may be considered ready for
departure will fly through the airborne path of the takeoff when they reach the runway unless they advise
arrival- 2 minutes. (See FIG 3-9-11.) otherwise.
REFERENCE-
FAAO 7110.65, Departure Terminology, Para 4-3-1.
FIG 3-9-11 b. When more than one runway is active, first state
Departure on Crossing Runway the runway number followed by the takeoff
clearance.
PHRASEOLOGY-
RUNWAY (number), CLEARED FOR TAKEOFF.
EXAMPLE-
“RUNWAY TWO SEVEN, CLEARED FOR TAKEOFF.”
c. USA/USN. Issue surface wind and takeoff
clearance to aircraft.
PHRASEOLOGY-
WIND (surface wind in direction and velocity).
CLEARED FOR TAKEOFF.
d. USAF. When an aircraft is cleared for takeoff,
inform it of the closest traffic within 6 miles on final
approach to the same runway. If the approaching
aircraft is on a different frequency, inform it of the
5. Air traffic controllers shall not approve pilot departing aircraft.
requests to deviate from the required wake turbulence
time interval if the preceding aircraft is a heavy 3-9-10. CANCELLATION OF TAKEOFF
jet/B757. CLEARANCE
REFERENCE- Cancel a previously issued clearance for takeoff and
FAAO 7110.65, Successive or Simultaneous Departures, Para 5-8-3.
FAAO 7110.65, Departures and Arrivals on Parallel or Nonintersecting inform the pilot of the reason if circumstances
Diverging Runways, Para 5-8-5. require. Once an aircraft has started takeoff roll,
cancel the takeoff clearance only for the purpose of
safety.
3-9-9. TAKEOFF CLEARANCE
NOTE-
In no case should a takeoff clearance be canceled after an
a. When only one runway is active, issue takeoff
aircraft has started its takeoff roll solely for the purpose of
clearance. meeting traffic management requirements/EDCT.
PHRASEOLOGY- PHRASEOLOGY-
CLEARED FOR TAKEOFF. CANCEL TAKEOFF CLEARANCE (reason).

Departure Procedures and Separation 3-9-9

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Section 10. Arrival Procedures and Separation

3-10-1. LANDING INFORMATION h. Ceiling and visibility if either is below basic

VFR minima.
Provide current landing information, as appropriate,
to arriving aircraft. Landing information contained in i. Low level wind shear or microburst advisories
the ATIS broadcast may be omitted if the pilot states when available.
the appropriate ATIS code. Runway, wind, and
altimeter may be omitted if a pilot uses the phrase REFERENCE-
FAAO 7110.65, Low Level Wind Shear/Microburst Advisories,
“have numbers.” Issue landing information by Para3-1-8.
including the following:
j. Issue braking action for the runway in use as
NOTE-
Pilot use of “have numbers” does not indicate receipt of the received from pilots or the airport management when
ATIS broadcast. Braking Action Advisories are in effect.
a. Specific traffic pattern information (may be REFERENCE-
FAAO 7110.65, Braking Action Advisories, Para 3-3-5.
omitted if the aircraft is to circle the airport to the left).
PHRASEOLOGY-
ENTER LEFT/RIGHT BASE. 3-10-2. FORWARDING APPROACH
INFORMATION BY NONAPPROACH CONTROL
STRAIGHT-IN. FACILITIES

MAKE STRAIGHT-IN. a. Forward the following, as appropriate, to the

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

Arrival Procedures and Separation 3-10-1

7110.65R 2/16/06

3-10-3. SAME RUNWAY SEPARATION (b) When a Category II aircraft is landing

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

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

3-10-2 Arrival Procedures and Separation

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FIG 3-10-5 REFERENCE-

Same Runway Separation FAAO 7110.65, Traffic Advisories, Para 2-1-21.

1. The preceding aircraft has departed and

passed the intersection/flight path or is airborne and
turning to avert any conflict.
(See FIG 3-10-6 and FIG 3-10-7.)

FIG 3-10-6
Intersecting Runway Separation

3. When the succeeding aircraft is a helicopter,

visual separation may be applied in lieu of using
distance minima.

WAKE TURBULENCE APPLICATION

b. Issue wake turbulence advisories, and the

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

2. “Number two follow Boeing 757 on two‐mile final.

Caution wake turbulence.”

3-10-4. INTERSECTING RUNWAY SEPARATION

Issue traffic information to each aircraft operating on

intersecting runways.
a. Separate an arriving aircraft using one runway
from another aircraft using an intersecting runway or
a nonintersecting runway when the flight paths
intersect by ensuring that the arriving aircraft does
not cross the landing threshold or flight path of the
other aircraft until one of the following conditions
exists:

Arrival Procedures and Separation 3-10-3

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2. A preceding arriving aircraft is clear of the short of an intersecting taxiway or some other
landing runway, completed landing roll and will hold predetermined point such as an approach/departure
short of the intersection/flight path, or has passed the flight path using procedures specified in the current
intersection/flight path. LAHSO directive. The procedure shall be approved
(See FIG 3-10-8 and FIG 3-10-9.) by the air traffic manager and be in accordance with
a facility directive. The following conditions apply:
FIG 3-10-8
Intersection Runway Separation NOTE-
Application of these procedures does not relieve
controllers from the responsibility of providing other
appropriate 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 operation

shall only be conducted in VFR conditions.
2. Instruct the landing aircraft to hold short of
the intersecting runway being used by the aircraft
taking off. In the case of simultaneous landings and
no operational benefit is lost, restrict the aircraft of
the lesser weight category (if known). LAHSO
clearances shall only be issued to aircraft that are
listed in the current LAHSO directive, whose
FIG 3-10-9 Available Landing Distance (ALD) does not exceed
Intersection Runway Separation the landing distance requirement for the runway
condition.
PHRASEOLOGY-
HOLD SHORT OF RUNWAY (runway number), (traffic,
type aircraft or other information).
NOTE-
Pilots who prefer to use the full length of the runway or a
runway different from that specified are expected to advise
ATC prior to landing.
3. Issue traffic information to both aircraft
involved and obtain an acknowledgment from each.
Request a read back of hold short instructions when
they are not received from the pilot of the restricted
aircraft.
NOTE- EXAMPLE-
When visual separation is being applied by the tower, 1. “Runway one eight cleared to land, hold short of
appropriate control instructions and traffic advisories runway one four left, traffic, (type aircraft) landing runway
must be issued to ensure go around or missed approaches one four left.”
avert any conflict with the flight path of traffic on the other
runway. (When pilot of restricted aircraft responds with only
REFERENCE- acknowledgment):
FAAO 7110.65, Visual Separation, Para 7-2-1a2.
“Runway one four left cleared to land, traffic, (type
b. “USA/USAF/USN NOT APPLICABLE.” An
aircraft) landing runway one eight will hold short of the
aircraft may be authorized to takeoff from one intersection.”
runway while another aircraft lands simultaneously
on an intersecting runway or an aircraft lands on one “Read back hold short instructions.”
runway while another aircraft lands simultaneously
on an intersecting runway, or an aircraft lands to hold

3-10-4 Arrival Procedures and Separation

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2. “Runway three six cleared to land, hold short of runway FIG 3-10-10
three three, traffic, (type aircraft) departing runway three Intersecting Runway Separation
three.”

“Traffic, (type aircraft) landing runway three six will hold

short of the intersection, runway three three cleared for
takeoff.”
4. Issue the measured distance from the landing
threshold to the hold short point rounded “down” to
the nearest 50-foot increment if requested by either
aircraft.
EXAMPLE-
“Five thousand fifty feet available.”
5. The conditions in subparas b2, 3, and 4 shall
be met in sufficient time for the pilots to take other
action, if desired, and no later than the time landing
clearance is issued.
1. IFR/VFR aircraft landing on crossing
6. Land and Hold Short runways must be free of
runways behind a departing heavy jet/B757; if the
any contamination as described in the current
arrival flight path will cross the takeoff path behind
LAHSO directive, with no reports that braking action
the heavy jet/B757 and behind the heavy jet/B757
is less than good.
rotation point. (See FIG 3-10-11.)
7. There is no tailwind for the landing aircraft
restricted to hold short of the intersection. The wind FIG 3-10-11
may be described as “calm” when appropriate. Intersecting Runway Separation
REFERENCE-
FAAO 7110.65, Calm Wind Conditions, Para 2-6-5.

8. The aircraft required landing distances are

listed in the current LAHSO directive.
9. STOL aircraft operations are in accordance
with a letter of agreement with the aircraft
operator/pilot or the pilot confirms that it is a STOL
aircraft.

WAKE TURBULENCE APPLICATION

c. Separate IFR/VFR aircraft landing behind a

departing heavy jet/B757 on a crossing runway if the
arrival will fly through the airborne path of the
departure- 2 minutes or the appropriate radar
separation minima. (See FIG 3-10-10.)
d. Issue wake turbulence cautionary advisories,
the position, altitude if known, and direction of flight
of the heavy jet/B757 to: EXAMPLE-
REFERENCE- “Runway niner cleared to land. Caution wake turbulence,
AC 90-23, Aircraft Wake Turbulence, Pilot Responsibility, Para 12. heavy C-One Forty One departing runway one five.”

Arrival Procedures and Separation 3-10-5

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2. VFR aircraft landing on a crossing runway The landing clearance may be issued once the aircraft
behind an arriving heavy jet/B757 if the arrival flight in position has started takeoff roll.
path will cross. (See FIG 3-10-12.)
c. “USN NOT APPLICABLE.“ Inform the closest
aircraft that is requesting a full-stop, touch-and-go,
FIG 3-10-12
stop-and-go, option, or unrestricted low approaches
Intersecting Runway Separation when there is traffic authorized to taxi into position
and hold on the same runway.

EXAMPLE-
“Delta One, continue, traffic holding in position.”

 or

“Delta One, runway one eight, continue, traffic holding in

position.”

d. During same runway operations, while TIPH is

being applied, landing clearance need not be withheld
if the safety logic system to that runway is in full core
alert runway configuration.

EXAMPLE-
If the safety logic system is operating in full core alert
runway configuration:

“Delta One, cleared to land. Traffic holding in position.”

EXAMPLE-
 or
“Runway niner cleared to land. Caution wake turbulence,
Boeing Seven Fifty Seven landing runway three six.”
“Delta One, runway one eight, cleared to land. Traffic
REFERENCE- holding in position.”
FAAO 7110.65, Approaches to Multiple Runways, Para 7-4-4.
e. USA/USN. Issue surface wind when clearing an
aircraft to land, touch‐and‐go, stop‐and‐go, low
3-10-5. LANDING CLEARANCE approach, or the option. Restate the landing runway
whenever there is a possibility of a conflict with
a. Issue landing clearance. Restate the landing another aircraft which is using or is planning to use
runway whenever more than one runway is active, or another runway.
an instrument approach is being conducted to a closed
runway. PHRASEOLOGY-
WIND (surface wind direction and velocity), CLEARED
PHRASEOLOGY- TO LAND,
CLEARED TO LAND,
 or
 or
WIND (surface wind direction and velocity), RUNWAY
RUNWAY (designator) CLEARED TO LAND. (designator) CLEARED TO LAND.
b. Do not clear an aircraft for a full-stop, NOTE-
touch-and-go, stop-and-go, option, or unrestricted A clearance to land means that appropriate separation on
low approach when a departing aircraft has been the landing runway will be ensured. A landing clearance
instructed to taxi into position and hold, is taxiing into does not relieve the pilot from compliance with any
position, or is holding in position on the same runway. previously issued restriction.

3-10-6 Arrival Procedures and Separation

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3-10-6. ANTICIPATING SEPARATION 3-10-8. WITHHOLDING LANDING CLEARANCE

Do not withhold a landing clearance indefinitely even
a. Landing clearance to succeeding aircraft in a though it appears a violation of Title 14 of the Code
landing sequence need not be withheld if you observe of Federal Regulations has been committed. The
the positions of the aircraft and determine that apparent violation might be the result of an
prescribed runway separation will exist when the emergency situation. In any event, assist the pilot to
aircraft cross the landing threshold. Issue traffic the extent possible.
information to the succeeding aircraft if not
previously reported and appropriate traffic holding in
3-10-9. RUNWAY EXITING
position or departing prior to their arrival.
a. Instruct aircraft where to turn‐off the runway
EXAMPLE- after landing, when appropriate, and advise the
“American Two Forty-Five cleared to land, number two aircraft to hold short of a runway or taxiway if
following United Boeing Seven-Thirty-Seven two mile
required for traffic.
final, traffic will depart prior to your arrival.”
PHRASEOLOGY-
“American Two Forty-Five cleared to land, number two TURN LEFT/RIGHT (taxiway/runway),
following United Boeing Seven-Thirty-Seven two mile
final, traffic will be an MD 88 holding in position.”  or

“American Two Forty-Five cleared to land, following IF ABLE, TURN LEFT/RIGHT (taxiway/runway)
United Boeing Seven-Thirty-Seven two mile final, traffic
will depart prior to your arrival.” and if required

NOTE- HOLD SHORT OF (runway).

Landing sequence number is optional at tower facilities
NOTE-
where arrivals are sequenced by the approach control.
Runway exiting or taxi instructions should not normally be
issued to an aircraft prior to, or immediately after,
b. Anticipating separation must not be applied
touchdown.
when conducting TIPH operations, except as
restricted in para 3-10-5d. b. Taxi instructions shall be provided to the
aircraft by the local controller when:
REFERENCE-
FAAO 7110.65, Closed/Unsafe Runway Information, Para 3-3-2. 1. Compliance with ATC instructions will be
FAAO 7110.65, Landing Clearance, Para 3-10-5c, not required if required before the aircraft can change to ground
utilizing the provisions of Para 3-10-6.
P/CG Term- Clear of the Runway. control, or
2. The aircraft will be required to enter an active
runway in order to taxi clear of the landing runway.
3-10-7. LANDING CLEARANCE WITHOUT EXAMPLE-
VISUAL OBSERVATION “U.S. Air Ten Forty Two, turn right next taxiway, cross
runway two one, contact ground point seven.”
When an arriving aircraft reports at a position where
he/she should be seen but has not been visually “U.S. Air Ten Forty Two, turn right on Alfa/next taxiway,
observed, advise the aircraft as a part of the landing cross Bravo, hold short of Charlie, contact ground point
seven.”
clearance that it is not in sight and restate the landing
runway. NOTE-
1. An aircraft is expected to taxi clear of the runway unless
PHRASEOLOGY- otherwise directed by ATC. Pilots shall not exit the landing
NOT IN SIGHT, RUNWAY (number) CLEARED TO runway on to an intersecting runway unless authorized by
LAND. ATC. In the absence of ATC instructions, an aircraft should
taxi clear of the landing runway by clearing the hold
NOTE- position marking associated with the landing runway even
Aircraft observance on the CTRD satisfies the visually if that requires the aircraft to protrude into or enter another
observed requirement. taxiway/ramp area. This does not authorize an aircraft to

Arrival Procedures and Separation 3-10-7

7110.65R CHG 23
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8/30/07

cross a subsequent taxiway or ramp after clearing the more appropriate for heavy aircraft operating over
landing runway. unprotected personnel or small aircraft on or near the
runway.
REFERENCE- 2. This authorization includes altitude restricted low
P/CG Term- Clear of the Runway. approaches over preceding landing or taxiing aircraft.
Restricted low approaches are not authorized over aircraft
2. The pilot is responsible for ascertaining when the in takeoff position or departing aircraft.
aircraft is clear of the runway by clearing the runway
PHRASEOLOGY-
holding position marking associated with the landing
CLEARED LOW APPROACH AT OR ABOVE (altitude).
runway.
TRAFFIC (description and location).
c. Ground control and local control shall protect a REFERENCE-
taxiway/runway/ramp intersection if an aircraft is FAAO 7110.65, Vehicles/Equipment/Personnel on Runways, Para 3-1-5.
FAAO 7110.65, Traffic Information, Para 3-1-6.
required to enter that intersection to clear the landing FAAO 7110.65, Light Signals, Para 3-2-1.
runway. FAAO 7110.65, Timely Information, Para 3-3-3.
FAAO 7110.65, Taxi into Position and Hold (TIPH), Para 3-9-4.
REFERENCE- FAAO 7110.65, Same Runway Separation, Para 3-10-3.
FAAO 7210.3, Use of Active Runways, Para 10-1-7.

d. Request a read back of runway hold short 3-10-11. CLOSED TRAFFIC

instructions when not received from the pilot.
Approve/disapprove pilot requests to remain in
EXAMPLE-
closed traffic for successive operations subject to
“American Four Ninety-two, turn left at Taxiway Charlie,
hold short of Runway 27 Right.” local traffic conditions.
PHRASEOLOGY-
  or LEFT/RIGHT (if required) CLOSED TRAFFIC
APPROVED. REPORT (position if required),
“American Four Ninety-two, turn left at Charlie, hold
short of Runway 27 Right.”  or

“American Four Ninety Two, Roger.” UNABLE CLOSED TRAFFIC, (additional information
as required).
“American Four Ninety-two, read back hold
instructions.” NOTE-
Segregated traffic patterns for helicopters to runways and
NOTE- other areas may be established by letter of agreement or
Read back hold instructions phraseology may be initiated other local operating procedures.
for any point on a movement area when the controller
REFERENCE-
believes the read back is necessary. 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.
3-10-10. ALTITUDE RESTRICTED LOW
APPROACH
3-10-12. OVERHEAD MANEUVER
A low approach with an altitude restriction of not less
Issue the following to arriving aircraft that will
than 500 feet above the airport may be authorized
conduct an overhead maneuver:
except over an aircraft in takeoff position or a
departure aircraft. Do not clear aircraft for restricted a. Pattern altitude and direction of traffic. Omit
altitude low approaches over personnel unless airport either or both if standard or when you know the pilot
authorities have advised these personnel that the is familiar with a nonstandard procedure.
approaches will be conducted. Advise the approach‐
PHRASEOLOGY-
ing aircraft of the location of applicable ground
PATTERN ALTITUDE (altitude). RIGHT TURNS.
traffic, personnel, or equipment.
b. Request for report on initial approach.
NOTE-
1. The 500 feet restriction is a minimum. Higher altitudes PHRASEOLOGY-
should be used when warranted. For example, 1,000 feet is REPORT INITIAL.

3-10-8 Arrival Procedures and Separation

2/16/06
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7110.65R CHG 3

c. “Break” information and request for pilot EXAMPLE-

report. Specify the point of “break” only if “Air Force Three Six Eight, Runway Six, wind zero seven
nonstandard. Request the pilot to report “break” if zero at eight, pattern altitude six thousand, report initial.”
required for traffic or other reasons.
“Air Force Three Six Eight, break at midfield, report
PHRASEOLOGY- break.”
BREAK AT (specified point).
“Air Force Three Six Eight, cleared to land.”
REPORT BREAK.
d. Overhead maneuver patterns are developed at “Alfa Kilo Two Two, Runway Three One, wind three three
airports where aircraft have an operational need to zero at one four, right turns, report initial.”
conduct the maneuver. An aircraft conducting an
“Alfa Kilo Two Two, report break.”
overhead maneuver is on VFR and the IFR flight plan
is cancelled when the aircraft reaches the “initial “Alfa Kilo Two Two, cleared to land.”
point” on the initial approach portion of the
maneuver. The existence of a standard overhead e. Timely and positive controller action is required
maneuver pattern does not eliminate the possible to prevent a conflict when an overhead pattern could
requirement for an aircraft to conform to convention‐ extend into the path of a departing or a missed
al rectangular patterns if an overhead maneuver approach aircraft. Local procedures and/or coordina‐
cannot be approved. tion requirements should be set forth in an
appropriate letter of agreement, facility directive,
NOTE- base flying manual etc., when the frequency of
Aircraft operating to an airport without a functioning
occurrence warrants.
control tower must initiate cancellation of the IFR flight
plan prior to executing the overhead maneuver or after
landing. 3-10-13. SIMULATED FLAMEOUT (SFO)
FIG 3-10-13 APPROACHES/EMERGENCY LANDING
Overhead Maneuver PATTERN (ELP) OPERATIONS/PRACTICE
PRECAUTIONARY APPROACHES
a. Authorize military aircraft to make SFO/ELP/
practice precautionary approaches if the following
conditions are met:
1. A letter of agreement or local operating
procedure is in effect between the military flying
organization and affected ATC facility.
(a)  Include specific coordination, execution,
and approval procedures for the operation.
(b) The exchange or issuance of traffic
information as agreed to in any interfacility letter of
agreement is accomplished.

Arrival Procedures and Separation 3-10-9

7110.65R CHG 23
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8/30/07

(c)  Include a statement in the procedure that REFERENCE-

FAAO 7110.65, Low Approach and Touch‐and‐Go, Para 4-8-12.
clarifies at which points SFOs/ELPs may/may not be FAAO 7610.4, Simulated Flameout (SFO)/Emergency Landing Pattern
terminated. (See FIG 3-10-14 and FIG 3-10-16.) (ELP) Operations, Para 9-3-7.
b. For overhead SFO/ELP approaches:
2. Traffic information regarding aircraft in radio 1. Request a report at the entry point.
communication with or visible to tower controllers
PHRASEOLOGY-
which are operating within or adjacent to the
REPORT (high or low) KEY (as appropriate).
flameout maneuvering area is provided to the
SFO/ELP aircraft and other concerned aircraft. 2. Request a report at low key.
PHRASEOLOGY-
3. The high‐key altitude or practice precaution‐ REPORT LOW KEY.
ary approach maneuvering altitudes of the aircraft 3. At low key, issue low approach clearance or
concerned are obtained prior to approving the alternate instructions.
approach. (See FIG 3-10-14 and FIG 3-10-16.) REFERENCE-
FAAO 7110.65, Sequence/Spacing Application, Para 3-8-1.
FAAO 7110.65, Inflight Emergencies Involving Military Fighter‐type
NOTE- Aircraft, Para 10-1-7.
1. Practice precautionary/SFO/ELP approaches are FAAO 7610.4, Simulated Flameout (SFO)/Emergency Landing Pattern
authorized only for specific aircraft. Any aircraft, however, (ELP) Operations, Para 9-3-7.
might make precautionary approaches, when engine c. For straight-in simulation flameout
failure is considered possible. The practice precautionary approaches:
approach maneuvering area/altitudes may not conform to
the standard SFO/ELP maneuvering area/altitudes. 1. Request a position report from aircraft
conducting straight-in SFO approaches.
2. SFO/ELP approaches generally require high descent PHRASEOLOGY-
rates. Visibility ahead and beneath the aircraft is greatly REPORT (distance) MILE SIMULATED FLAMEOUT
restricted. FINAL.
3. Pattern adjustments for aircraft conducting SFOs and 2. At the appropriate position on final (normally
ELPs may impact the effectiveness of SFO and ELP no closer than 3 miles), issue low approach clearance
training. or alternate instruction. (See FIG 3-10-15.)

3-10-10 Arrival Procedures and Separation

2/16/06
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7110.65R CHG 3

FIG 3-10-14
Simulated Flameout [1]

Arrival Procedures and Separation 3-10-11

7110.65R CHG 23
7110.65R 2/16/06
3/15/07
8/30/07

FIG 3-10-15
Simulated Flameout [2]

3-10-12 Arrival Procedures and Separation

2/16/06
8/30/07 7110.65R
7110.65R CHG 3

FIG 3-10-16
Emergency Landing Pattern

Arrival Procedures and Separation 3-10-13

2/16/06 7110.65R

Section 11. Helicopter Operations

3-11-1. TAXI AND GROUND MOVEMENT PHRASEOLOGY-

OPERATION AIR‐TAXI:

a. When necessary for a wheeled helicopter to taxi VIA (direct, as requested, or specified route)
on the surface, use the phraseology in para3-7-2,
Taxi and Ground Movement Operations. TO (location, heliport, helipad, operating/movement area,
active/inactive runway).
NOTE- AVOID (aircraft/vehicles/personnel).
Ground taxiing uses less fuel than hover‐taxiing and If required,
minimizes air turbulence. However, under certain
conditions, such as rough, soft, or uneven terrain, it may REMAIN AT OR BELOW (altitude).
become necessary to hover/air‐taxi for safety considera‐
tions. Helicopters with articulating rotors (usually designs CAUTION (wake turbulence or other reasons above).
with three or more main rotor blades) are subject to
“ground resonance” and may, on rare occasions, suddenly LAND AND CONTACT TOWER,
lift off the ground to avoid severe damage or destruction.
or
b. When requested or necessary for a helicopter/
VTOL aircraft to proceed at a slow speed above the HOLD FOR (reason- takeoff clearance, release,
surface, normally below 20 knots and in ground landing/taxiing aircraft, etc.).
effect, use the following phraseology, supplemented NOTE-
as appropriate with the phraseology in para 3-7-2, Air‐taxi is the preferred method for helicopter movements
Taxi and Ground Movement Operations. on airports provided ground operations/conditions permit.
Air‐taxi authorizes the pilot to proceed above the surface
either via hover‐taxi or flight at speeds more than 20 knots.
PHRASEOLOGY-
Unless otherwise requested or instructed, the pilot is
HOVER‐TAXI (supplemented, as appropriate, from
expected to remain below 100 feet AGL. The pilot is solely
para3-7-2, Taxi and Ground Movement Operations.)
responsible for selecting a safe airspeed for the
altitude/operation being conducted.
CAUTION (dust, blowing snow, loose debris, taxiing light
REFERENCE-
aircraft, personnel, etc.). P/CG Term- Air Taxi.
AIM, VFR Helicopter Operations at Controlled Airports, Para 4-3-17.
NOTE-
Hover‐taxiing consumes fuel at a high burn rate, and WAKE TURBULENCE APPLICATION
helicopter downwash turbulence (produced in ground
d. Avoid clearances which require small aircraft or
effect) increases significantly with larger and heavier
helicopters.
helicopters to taxi in close proximity to taxiing or
hover‐taxi helicopters.
REFERENCE- REFERENCE-
P/CG Term- Hover Taxi. AC 90-23, Aircraft Wake Turbulence, Para 10 and Para 11.
AIM, VFR Helicopter Operations at Controlled Airports, Para 4-3-17.
3-11-2. HELICOPTER TAKEOFF CLEARANCE
c. When requested or necessary for a helicopter to a. Issue takeoff clearance from movement areas
proceed expeditiously from one point to another, other than active runways, or in diverse directions
normally below 100 feet AGL and at airspeeds above from active runways, with additional instructions, as
20 knots, use the following phraseology, supplemen‐ necessary. Whenever possible, issue takeoff clear‐
ted as appropriate with the phraseology in para ance in lieu of extended hover‐taxi or air‐taxi
3-7-2, Taxi and Ground Movement Operations. operations.

Helicopter Operations 3-11-1

7110.65R 2/16/06

PHRASEOLOGY- 3-11-3. HELICOPTER DEPARTURE

(Present position, taxiway, helipad, numbers) MAKE SEPARATION
RIGHT/LEFT TURN FOR (direction, points of compass, Separate a departing helicopter from other heli‐
heading, NAVAID radial) DEPARTURE/DEPARTURE copters by ensuring that it does not takeoff until one
ROUTE (number, name, or code), AVOID (aircraft/
of the following conditions exists:
vehicles/personnel),
NOTE-
or Helicopters performing air‐taxiing operations within the
boundary of the airport are considered to be taxiing
REMAIN (direction) OF (active runways, parking areas, aircraft.
passenger terminals, etc.). a. A preceding, departing helicopter has left the
takeoff area. (See FIG 3-11-1.)
CAUTION (power lines, unlighted obstructions, trees,
FIG 3-11-1
wake turbulence, etc.).
Helicopter Departure Separation
CLEARED FOR TAKEOFF.
b. If takeoff is requested from nonmovement areas
and, in your judgment, the operation appears to be
reasonable, use the following phraseology instead of
the takeoff clearance in subpara a.
PHRASEOLOGY-
PROCEED AS REQUESTED, USE CAUTION (reason
and additional instructions, as appropriate).
c. If takeoff is requested from an area not visible,
an area not authorized for helicopter use, an unlighted
nonmovement area at night, or an area off the airport,
and traffic is not a factor, use the following
phraseology.
PHRASEOLOGY- b. A preceding, arriving helicopter has taxied off
DEPARTURE FROM (requested location) WILL BE AT the landing area. (See FIG 3-11-2.)
YOUR OWN RISK (reason and additional instructions, as FIG 3-11-2
necessary).
Helicopter Departure Separation
d. Unless requested by the pilot, do not issue
downwind takeoffs if the tailwind exceeds 5 knots.
NOTE-
A pilot request to takeoff from a given point in a given
direction constitutes such a request.

3-11-2 Helicopter Operations

2/16/06 7110.65R

3-11-4. HELICOPTER ARRIVAL SEPARATION b. A preceding, departing helicopter has left the
landing area. (See FIG 3-11-5.)
Separate an arriving helicopter from other helicopters
by ensuring that it does not land until one of the FIG 3-11-5
following conditions exists: Helicopter Arrival Separation

a. A preceding, arriving helicopter has come to a

stop or taxied off the landing area.
(See FIG 3-11-3 and FIG 3-11-4.)

FIG 3-11-3
Helicopter Arrival Separation

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

Helicopter Operations 3-11-3

7110.65R 2/16/06

3-11-6. HELICOPTER LANDING CLEARANCE b. If landing is requested to nonmovement areas

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

3-11-4 Helicopter Operations

2/16/06 7110.65R

Section 12. Sea Lane Operations

3-12-1. APPLICATION FIG 3-12-2

Sea Lane Departure Operations
Where sea lanes are established and controlled, apply
the provisions of this section.

3-12-2. DEPARTURE SEPARATION
Separate a departing aircraft from a preceding
departing or arriving aircraft using the same sea lane
by ensuring that it does not commence takeoff until:
a. The other aircraft has departed and crossed the
end of the sea lane or turned to avert any conflict. (See
FIG 3-12-1). If you can determine distances by
reference to suitable landmarks, the other aircraft
need only be airborne if the following minimum
distance exists between aircraft:
1. When only Category I aircraft are involved- b. A preceding landing aircraft has taxied out of
1,500 feet. the sea lane.
2. When a Category I aircraft is preceded by a NOTE-
Category II aircraft- 3,000 feet. Due to the absence of braking capability, caution should be
exercised when instructing a float plane to hold a position
3. When either the succeeding or both are
as the aircraft will continue to move because of prop
Category II aircraft- 3,000 feet. generated thrust. Clearance to taxi into position and hold
4. When either is a Category III aircraft- should, therefore, be followed by takeoff or other clearance
6,000feet. (See FIG 3-12-2.) as soon as practicable.

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

Sea Lane Operations 3-12-1

7110.65R 2/16/06

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

FIG 3-12-5
Sea Lane Arrival Operations

2. When a Category II aircraft is landing behind

a Category I or II- 2,500 feet. (See FIG 3-12-4.)

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

FIG 3-12-6
Sea Lane Arrival Operations

b. The other aircraft has departed and crossed the

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

3-12-2 Sea Lane Operations

2/16/06 7110.65R

Chapter 4. IFR
Section 1. NAVAID Use Limitations

4-1-1. ALTITUDE AND DISTANCE LIMITATIONS TBL 4-1-4

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

TBL 4-1-2
L/MF Radio Beacon (RBN)
Usable Radius Distances for All Altitudes
FIG 4-1-2
Distance
Class Power (watts) Application of Altitude and Distance Limitations
(miles)
[Application 2]
CL Under 25 15
MH Under 50 25
H 50 - 1,999 50
HH 2,000 or more 75

TBL 4-1-3
ILS
Usable Height and Distance*
Height (feet) Distance
above transmitter (miles from transmitter)
4,500 10 (for glideslope)
4,500 18 (for localizer)
*Use the current flight check height/altitude limitations if
different from the above minima.

NAVAID Use Limitations 4-1-1

7110.65R CHG 2
7110.65R 2/16/06
3/15/07

4-1-2. EXCEPTIONS REFERENCE-
FAAO 7110.65, Methods, Para 5-6-2.
Altitude and distance limitations need not be applied
when any of the following conditions are met: 4-1-5. FIX USE
a. Routing is initiated by ATC or requested by the Request aircraft position reports only over fixes
pilot and the following is provided: shown on charts used for the altitude being flown,
1. Radar monitoring. except as follows:
NOTE-
2. As necessary, course guidance unless the
Waypoints filed in random RNAV routes automatically
aircraft is /E, /F, /G, or /R equipped. become compulsory reporting points for the flight unless
NOTE- otherwise advised by ATC.
1. Para 5-5-1, Application, requires radar separation be
a. Unless the pilot requests otherwise, use only
provided to RNAV aircraft on random (impromptu) routes
at FL 450 and below.
those fixes shown on high altitude en route charts,
high altitude instrument approach procedures charts,
2. When a clearance is issued beyond the altitude and/or and SID charts when clearing military turbojet
distance limitations of a NAVAID, in addition to being single‐piloted aircraft.
responsible for maintaining separation from other aircraft
and airspace, the controller is responsible for providing b. Except for military single‐piloted turbojet
aircraft with information and advice related to significant aircraft, unpublished fixes may be used if the name of
deviations from the expected flight path. the NAVAID and, if appropriate, the radial/course/
REFERENCE-
azimuth and frequency/channel are given to the pilot.
P/CG Term- Radar Monitoring. An unpublished fix is defined as one approved and
planned for publication which is not yet depicted on
b. Operational necessity requires and approval has
the charts or one which is used in accord with the
been obtained from the Frequency Management and
following:
Flight Inspection Offices to exceed them.
REFERENCE-
c. Requested routing is via an MTR. FAAO 7130.3, Holding Pattern Criteria.

REFERENCE- 1. Unpublished fixes are formed by the en route

FAAO 7110.65, Methods, Para 5-6-2.
radial and either a DME distance from the same
NAVAID or an intersecting radial from an off‐route
4-1-3. CROSSING ALTITUDE VOR/VORTAC/TACAN. DME shall be used in lieu
of off‐route radials, whenever possible.
Use an altitude consistent with the limitations of the
aid when clearing an aircraft to cross or hold at a fix. 2. Except where known signal coverage restric‐
REFERENCE- tions exist, an unpublished fix may be used for ATC
FAAO 7110.65, Methods, Para 5-6-2. purposes if its location does not exceed NAVAID
altitude and distance limitation, and when off‐route
4-1-4. VFR‐ON‐TOP radials are used, the angle of divergence meets the
criteria prescribed below.
Use a route not meeting service volume limitations
only if an aircraft requests to operate “VFR‐on‐top” NOTE-
Unpublished fixes should not negate the normal use of
on this route.
published intersections. Frequent routine use of an
NOTE- unpublished fix would justify establishing a fix.
Aircraft equipped with TACAN only are expected to: REFERENCE-
FAAO 7110.65, Altitude and Distance Limitations, Para 4-1-1.
 a. Define route of flight between TACAN or VORTAC
NAVAIDs in the same manner as VOR‐equipped aircraft. 3. Do not hold aircraft at unpublished fixes
below the lowest assignable altitude dictated by
 b. Except in Class A airspace, submit requests for terrain clearance for the appropriate holding pattern
“VFR‐on‐top” flight where insufficient TACAN or airspace area (template) regardless of the MEA for
VORTAC NAVAIDs exist to define the route. the route being flown.

4-1-2 NAVAID Use Limitations

2/16/06 7110.65R

4. When the unpublished fix is located on an shall increase 1/2 degree per NM; e.g., 130 NM would
off‐route radial and the radial providing course require 88 degrees.
guidance, it shall be used consistent with the
following divergence angles: c. Fixes contained in the route description of
MTRs are considered filed fixes.
(a) When holding operations are involved
with respect to subparas (b) and (c) below, the angle d. TACAN‐only aircraft (type suffix M, N, or P)
of divergence shall be at least 45 degrees. possess TACAN with DME, but no VOR or LF
navigation system capability. Assign fixes based on
(b) When both NAVAIDs involved are TACAN or VORTAC facilities only.
located within 30 NM of the unpublished fix, the
minimum divergence angle is 30 degrees. NOTE-
TACAN‐only aircraft can never be held overhead the
(c) When the unpublished fix is located over NAVAID, be it TACAN or VORTAC.
30 NM from the NAVAID generating the off‐course
radial, the minimum divergence angle shall increase e. DME fixes shall not be established within the
1 degree per NM up to 45 NM; e.g., 45 NM would no‐course signal zone of the NAVAID from which
require 45 degrees. inbound holding course information would be
derived.
(d) When the unpublished fix is located
REFERENCE-
beyond 45 NM from the NAVAID generating the FAAO 7110.65, NAVAID Fixes, Para 2-5-3.
off‐course radial, the minimum divergence angle FAAO 7110.65, Methods, Para 5-6-2.

NAVAID Use Limitations 4-1-3

2/16/06 7110.65R

Section 2. Clearances

4-2-1. CLEARANCE ITEMS 4-2-4. CLEARANCE RELAY

Issue the following clearance items, as appropriate, in Relay clearances verbatim.
the order listed below: REFERENCE-
FAAO 7110.65, Communications Failure, Para 10-4-4.
a. Aircraft identification.
b. Clearance limit. 4-2-5. ROUTE OR ALTITUDE AMENDMENTS

c. Standard Instrument Departure (SID). a. Amend route of flight in a previously issued

clearance by one of the following:
d. Route of flight including PDR/PDAR/PAR
1. State which portion of the route is being
when applied.
amended and then state the amendment.
e. Altitude data in the order flown. PHRASEOLOGY-
f. Mach number, if applicable. CHANGE (portion of route) TO READ (new portion of
route).
g. USAF. When issuing a clearance to an airborne 2. State the amendment to the route and then
aircraft containing an altitude assignment, do not state that the rest of the route is unchanged.
include more than one of the following in the same
transmission: PHRASEOLOGY-
(Amendment to route), REST OF ROUTE UNCHANGED.
1. Frequency change. 3. Issue a clearance “direct” to a point on the
2. Transponder change. previously issued route.
3. Heading. PHRASEOLOGY-
CLEARED DIRECT (fix).
4. Altimeter setting. NOTE-
5. Traffic information containing an altitude. Clearances authorizing “direct” to a point on a previously
issued route do not require the phrase “rest of route
h. Holding instructions. unchanged.” However, it must be understood where the
previously cleared route is resumed. When necessary, “rest
i. Any special information. of route unchanged” may be used to clarify routing.
j. Frequency and beacon code information. 4. Issue the entire route by stating the
REFERENCE- amendment.
FAAO 7110.65, IFR-VFR and VFR-IFR Flights, Para 4-2-8.
FAAO 7110.65, Altitude Information, Para 4-5-7.
EXAMPLE-
(Cessna 21A has been cleared to the Airville Airport via
V41 Delta VOR V174 Alfa VOR, direct Airville Airport,
4-2-2. CLEARANCE PREFIX maintain 9000. After takeoff, the aircraft is rerouted via
V41 Frank intersection, V71 Delta VOR, V174 Alfa VOR.
a. Prefix a clearance, information, or a request for
The controller issues one of the following as an amended
information which will be relayed to an aircraft clearance):
through a non-ATC facility by stating “A-T-C
clears,” “A-T-C advises,” or “A-T-C requests.” 1. “Cessna Two One Alfa change Victor Forty-One Delta
b. Flight service stations shall prefix a clearance to read Victor Forty-One Frank, Victor Seventy-One
Delta.”
with the appropriate phrase: “ATC clears,” “ATC
advises,” etc. 2. “Cessna Two One Alfa cleared via Victor Forty-One
Frank, Victor Seventy-One Delta, rest of route
4-2-3. DELIVERY INSTRUCTIONS unchanged.”

Issue specific clearance delivery instructions, if 3. “Cessna Two One Alfa cleared via Victor Forty-One
appropriate. Frank, Victor Seventy-One Delta, Victor One

Clearances 4-2-1
7110.65R CHG 2
7110.65R 2/16/06
3/15/07

Seventy-Four Alfa V-O-R, direct Airville airport, REFERENCE-

maintain Niner Thousand.” FAAO 7110.65, Operational Requests, Para 2-1-18.
FAAO 7110.65, Section 6, Vectoring, Methods, Para 5-6-2.
b. When route or altitude in a previously issued FAAO 7110.65, Section 7, Speed Adjustment, Methods, Para 5-7-2.
clearance is amended, restate all applicable altitude d. Air traffic control specialists should avoid route
restrictions. and/or altitude changes for aircraft participating in
EXAMPLE- the North American Route Program (NRP) and that
(A departing aircraft is cleared to cross Ollis intersection are displaying “NRP” in the remarks section of their
at or above 3,000; Gordonsville VOR at or above 12,000; flight plan. Specialists at facilities actively participat‐
maintain FL 200. Shortly after departure the altitude to be ing in the High Altitude Redesign (HAR) program
maintained is changed to FL 240. Because altitude should avoid route and/or altitude changes for aircraft
restrictions remain in effect, the controller issues an participating in full HAR and high altitude
amended clearance as follows):
Point-to-point (PTP), and that are displaying
“Amend altitude. Cross Ollis intersection at or above
“HAR,” or “PTP” in the remarks section of their
Three Thousand; cross Gordonsville V-O-R at or above flight plan.
One Two Thousand; maintain Flight Level Two Four NOTE-
Zero.” Air traffic control specialists retain the latitude necessary
to tactically resolve conflicts. Every effort should be made
(Shortly after departure, altitude restrictions are no longer to ensure the aircraft is returned to the original filed flight
applicable, the controller issues an amended clearance as plan/altitude as soon as conditions warrant.
follows):
REFERENCE-
FAAO 7110.65, Operational Priority, Para 2-1-4.
“Climb and maintain Flight Level Two Four Zero.” FAAO 7110.65, North American Route Program (NRP) Information,
Para2-2-15.
NOTE- FAAO 7110.65, En Route Data Entries, Para 2-3-2.
Restating previously issued altitude to “maintain” is an FAAO 7210.3, Chapter 17, Section 14, North American Route Program.
amended clearance. If altitude to “maintain” is changed or
restated, whether prior to departure or while airborne, and
previously issued altitude restrictions are omitted, altitude 4-2-6. THROUGH CLEARANCES
restrictions are canceled, including SID/FMSP/STAR
You may clear an aircraft through intermediate stops.
altitude restrictions if any.
PHRASEOLOGY-
c. Issue an amended clearance if a speed
CLEARED THROUGH (airport) TO (fix).
restriction is declined because it cannot be complied
with concurrently with a previously issued altitude
restriction. 4-2-7. ALTRV CLEARANCE
EXAMPLE- Use the phrase “via approved altitude reservation
(An aircraft is cleared to cross Gordonsville VOR at flight plan,” if the aircraft will operate in an approved
11,000. Shortly thereafter he/she is cleared to reduce ALTRV.
his/her airspeed to 300 knots. The pilot informs the
controller he/she is unable to comply with both clearances PHRASEOLOGY-
simultaneously. The controller issues an amended VIA APPROVED ALTITUDE RESERVATION (mission
clearance as follows): name) FLIGHT PLAN.
NOTE-
“Cross Gordonsville VOR at One One Thousand. Then, An ALTRV normally includes the departure, climb, cruise,
reduce speed to Three Zero Zero.” and arrival phases of flight up to and including holding
NOTE- pattern or point/time at which ATC provides separation
The phrase “do the best you can” or comparable phrases between aircraft.
are not valid substitutes for an amended clearance with REFERENCE-
altitude or speed restrictions. FAAO 7110.65, Abbreviated Departure Clearance, Para 4-3-3.

4-2-2 Clearances
2/16/06 7110.65R

4-2-8. IFR-VFR AND VFR-IFR FLIGHTS EXAMPLE-

“November Eight Seven Six, are you able to provide your
a. Clear an aircraft planning IFR operations for the own terrain and obstruction clearance between your
initial part of flight and VFR for the latter part to the present altitude and six thousand feet?”
fix at which the IFR part ends.
2. If the pilot is able to maintain terrain and
b. Treat an aircraft planning VFR for the initial obstruction separation, issue the appropriate clear‐
part of flight and IFR for the latter part as a VFR ance as prescribed in para 4-2-1, Clearance Items,
departure. Issue a clearance to this aircraft when it and para4-5-6, Minimum En Route Altitudes.
requests IFR clearance approaching the fix where it
proposes to start IFR operations. The phraseology 3. If unable to maintain terrain and obstruction
CLEARED TO (destination) AIRPORT AS FILED separation, instruct the pilot to maintain VFR and to
may be used with abbreviated departure clearance state intentions.
procedures. 4. If appropriate, apply the provisions of
REFERENCE- para 10-2-7, VFR Aircraft In Weather Difficulty, or
FAAO 7110.65, Abbreviated Departure Clearance, Para 4-3-3. para 10-2-9, Radar Assistance Techniques, as
c. When an aircraft changes from VFR to IFR, the necessary.
controller shall assign a beacon code to Mode‐C
equipped aircraft that will allow MSAW alarms. 4-2-9. CLEARANCE ITEMS
d. When a VFR aircraft, operating below the The following guidelines shall be utilized to facilitate
minimum altitude for IFR operations, requests an IFR the processing of airfile aircraft:
clearance and you are aware that the pilot is unable to a. Ensure the aircraft is within your area of
climb in VFR conditions to the minimum IFR jurisdiction unless otherwise coordinated.
altitude:
b. Obtain necessary information needed to
1. Before issuing a clearance, ask if the pilot is provide IFR service.
able to maintain terrain and obstruction clearance
during a climb to the minimum IFR altitude. c. Issue clearance to destination, short range
clearance, or an instruction to the pilot to contact a
NOTE-
Pilots of pop-up aircraft are responsible for terrain and FSS or AFSS if the flight plan cannot be processed.
obstacle clearance until reaching minimum instrument NOTE-
altitude (MIA) or minimum en route altitude (MEA). Pilot These procedures do not imply that the processing of
compliance with an approved FAA procedure or an ATC airfiles has priority over another ATC duty to be
instruction transfers that responsibility to the FAA; performed.
therefore, do not assign (or imply) specific course guidance REFERENCE-
that will (or could) be in effect below the MIA or MEA. FAAO 7110.65, Recording Information, Para 2-2-1.

Clearances 4-2-3
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3/15/07 7110.65R
7110.65R CHG 2

Section 3. Departure Procedures

4-3-1. DEPARTURE TERMINOLOGY NOTE-

Direction of takeoff and turn after takeoff can be
Avoid using the term “takeoff” except to actually obtained/solicited directly from the pilot, or relayed by an
clear an aircraft for takeoff or to cancel a takeoff FSS, dispatcher, etc., as obtained/solicited from the pilot.
clearance. Use such terms as “depart,” “departure,” or (c) At all other airports- Do not specify
“fly” in clearances when necessary. direction of takeoff/turn after takeoff. If necessary to
REFERENCE- specify an initial heading/azimuth to be flown after
FAAO 7110.65, Takeoff Clearance, Para 3-9-9. takeoff, issue the initial heading/azimuth so as to
FAAO 7110.65, Cancellation of Takeoff Clearance, Para 3-9-10.
apply only within controlled airspace.
2. Where only textually described instrument
4-3-2. DEPARTURE CLEARANCES
departure procedures (ODP) have been published for
Include the following items in IFR departure a location and pilot compliance is necessary to insure
clearances: separation, include the procedure as part of the ATC
clearance.
NOTE-
When considered necessary, controllers or pilots may EXAMPLE-
initiate read backs of a clearance. Some pilots may be “Depart via the (airport name) (runway number)
required by company rule to do so. departure procedure.”
NOTE-
a. Always include the airport of departure when IFR takeoff minimums and departure procedures are
issuing a departure clearance for relay to an aircraft prescribed for specific airports/runways and published in
by an FSS, dispatcher, etc. a tabular form supplement to the FAA instrument approach
procedure chart and appropriate FAA Form8260. These
b. Clearance Limit.  procedures are identified on instrument approach
procedure charts with a symbol:
1. Specify the destination airport when practic‐
able, even though it is outside controlled airspace.
Issue short range clearances as provided for in any
procedures established for their use.
3. Compatibility with a procedure issued may
2. For Air Force One (AF1) operations, do not be verified by asking the pilot if items obtained/soli‐
specify the destination airport. cited will allow him/her to comply with local traffic
NOTE- pattern, terrain, or obstruction avoidance.
Presidential detail is responsible for ensuring the accuracy PHRASEOLOGY-
of the destination airport. FLY RUNWAY HEADING.
PHRASEOLOGY-
DESTINATION AS FILED. DEPART (direction or runway).

c. Departure Procedures. TURN LEFT/RIGHT.

1. Specify direction of takeoff/turn or initial WHEN ENTERING CONTROLLED AIRSPACE

heading/azimuth to be flown after takeoff as follows: (instruction), FLY HEADING (degrees) UNTIL
REACHING (altitude, point, or fix) BEFORE
(a) Locations with Airport Traffic Control PROCEEDING ON COURSE.
Service- Specify these items as necessary.
FLY A (degree) BEARING/AZIMUTH FROM/TO (fix)
(b) Locations without Airport Traffic Control UNTIL (time),
Service, but within a Class E surface area- specify
these items if necessary. Obtain/solicit the pilot's or
concurrence concerning these items before issuing
them in a clearance. UNTIL REACHING (fix or altitude),

Departure Procedures 4-3-1

7110.65R CHG 2
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EXAMPLE-
and if required, “Stroudsburg One Departure. Cross Jersey intersection at
four thousand. Cross Range intersection at six thousand.”
BEFORE PROCEEDING ON COURSE.
“Engle Two RNAV departure. Cross Pilim waypoint at or
EXAMPLE-
above five thousand. Cross Engle waypoint at or above
“Verify right turn after departure will allow compliance
seven thousand. Cross Gorge waypoint at niner thousand.”
with local traffic pattern,”or “Verify this clearance will
allow compliance with terrain or obstruction avoidance.” d. Route of flight. Specify one or more of the
NOTE-
following:
If a published IFR departure procedure is not included in 1. Airway, route, course, heading, azimuth, arc,
an ATC clearance, compliance with such a procedure is the or vector.
pilot's prerogative.
2. The routing a pilot can expect if any part of
4. SIDs: the route beyond a short range clearance limit differs
from that filed.
(a) Assign a SID (including transition if
necessary). Assign a PDR or the route filed by the PHRASEOLOGY-
pilot, only when a SID is not established for the EXPECT FURTHER CLEARANCE VIA (airways, routes,
or fixes.)
departure route to be flown, or the pilot has indicated
that he/she does not wish to use a SID. e. Altitude. Use one of the following in the order
of preference listed:
PHRASEOLOGY-
(SID name and number) DEPARTURE. NOTE-
Turbojet aircraft equipped with afterburner engines may
(SID name and number) DEPARTURE, occasionally be expected to use afterburning during their
(transition name) TRANSITION. climb to the en route altitude. When so advised by the pilot,
the controller may be able to plan his/her traffic to
EXAMPLE- accommodate the high performance climb and allow the
“Stroudsburg One Departure.” pilot to climb to his/her planned altitude without
“Stroudsburg One Departure, Sparta Transition.” restriction.
“Stroudsburg One RNAV Departure.”
1. To the maximum extent possible, Air Force
NOTE- One will be cleared unrestricted climb to:
If a pilot does not wish to use a SID issued in an ATC
clearance, or any other SID published for that location, (a) 9,000' AGL or higher.
he/she is expected to advise ATC. (b) If unable 9,000' AGL or higher, then the
(b) If it is necessary to assign a crossing highest available altitude below 9,000' AGL.
altitude which differs from the SID altitude, repeat 2. Assign the altitude requested by the pilot.
the changed altitude to the pilot for emphasis.
3. Assign an altitude, as near as possible to the
PHRASEOLOGY- altitude requested by the pilot, and
(SID name) DEPARTURE, EXCEPT (revised altitude
information). I SAY AGAIN (revised altitude information). (a) Inform the pilot when to expect clearance
to the requested altitude unless instructions are
EXAMPLE- contained in the specified SID, or
“Stroudsburg One Departure, except cross Quaker at
fivethousand. I say again, cross Quaker at five thousand.” (b) If the requested altitude is not expected to
be available, inform the pilot what altitude can be
“Astoria Two RNAV Departure, except cross Astor expected and when/where to expect it.
waypoint at six thousand. I say again, cross Astor waypoint
NOTE-
at six thousand.”
1. 14 CFR Section 91.185, says that in the event of a
(c) Specify altitudes when they are not two‐way radio communication failure, in VFR conditions
included in the SID. or if VFR conditions are encountered after the failure, the
pilot shall continue the flight under VFR and land as soon
PHRASEOLOGY- as practicable. That section also says that when the failure
(SID name) DEPARTURE. CROSS (fix) AT (altitude). occurs in IFR conditions the pilot shall continue flight at

Departure Procedures
4-3-2
2/16/06 7110.65R

the highest of the following altitudes or flight levels for the 4-3-3. ABBREVIATED DEPARTURE
route segment being flown: CLEARANCE
  a. The altitude or flight level assigned in the last ATC
a. Issue an abbreviated departure clearance if its
clearance received.
  b. The minimum altitude (converted, if appropriate, to use reduces verbiage and the following conditions are
minimum flight level as prescribed in 14 CFR met:
Section91.121(c)) for IFR operations. (This altitude REFERENCE-
should be consistent with MEAs, MOCAs, etc.) FAAO 7110.65, IFR‐VFR and VFR‐IFR Flights, Para 4-2-8.
  c. The altitude or flight level ATC has advised may be 1. The route of flight filed with ATC has not
expected in a further clearance. been changed by the pilot, company, operations
2. If the expected altitude is the highest of the preceding officer, input operator, or in the stored flight plan
choices, the pilot should begin to climb to that expected program prior to departure.
altitude at the time or fix specified in the clearance. The
choice to climb to the expected altitude is not applicable if NOTE-
the pilot has proceeded beyond the specified fix or if the A pilot will not accept an abbreviated clearance if the route
time designated in the clearance has expired. of flight filed with ATC has been changed by him/her or the
company or the operations officer before departure.
PHRASEOLOGY- He/she is expected to inform the control facility on initial
CLIMB AND MAINTAIN (the altitude as near as possible radio contact if he/she cannot accept the clearance. It is the
to the pilot's requested altitude). EXPECT (the requested responsibility of the company or operations officer to
altitude or an altitude different from the requested altitude) inform the pilot when they make a change.
AT (time or fix), 2. All ATC facilities concerned have sufficient
route of flight information to exercise their control
and if applicable, responsibilities.
(pilot's requested altitude) IS NOT AVAILABLE. NOTE-
The route of flight information to be provided may be
EXAMPLE- covered in letters of agreement.
1. A pilot has requested flight level 350. Flight level 230 3. When the flight will depart IFR, destination
is immediately available and flight level 350 will be airport information is relayed between the facilities
available at the Appleton zero five zero radial 35 mile fix. concerned prior to departure.
The clearance will read:
“Climb and maintain flight level two three zero. Expect EXAMPLE-
flight level three five zero at Appleton zero five zero radial 1. A tower or flight service station relay of destination
three five mile fix.” airport information to the center when requesting
clearance:
2. A pilot has requested 9,000 feet. An altitude restriction  “Request clearance for United Four Sixty‐One to
is required because of facility procedures or requirements. O'Hare.”
Assign the altitude and advise the pilot at what fix/time the
pilot may expect the requested altitude. The clearance 2. A center relay to the tower or flight service station when
could read: initiating a clearance:
“Climb and maintain five thousand. Expect niner  “Clearance for United Four Sixty‐One to O'Hare.”
thousand one zero minutes after departure.” NOTE-
Pilots are expected to furnish the facility concerned with
3. A pilot has requested 17,000 feet which is unavailable. destination airport information on initial radio call‐up.
You plan 15,000 feet to be the pilot's highest altitude prior This will provide the information necessary for detecting
to descent to the pilot's destination but only 13,000 feet is any destination airport differences on facility relay.
available until San Jose VOR. Advise the pilot of the 4. The assigned altitude, according to the
expected altitude change and at what fix/time to expect
provisions in para 4-3-2, Departure Clearances,
clearance to 15,000 feet. The clearance will read:  “Climb
and maintain one three thousand. Expect one fivethousand subpara e, is stated in the clearance.
at San Jose. One seven thousand is not available.” b. If it is necessary to modify a filed route of flight
in order to achieve computer acceptance due, for
REFERENCE-
FAAO 7110.65, Abbreviated Departure Clearance, Para 4-3-3.
example, to incorrect fix or airway identification, the
FAAO 7110.65, Initial Heading, Para 5-8-2. contraction “FRC,” meaning “Full Route Clearance

Departure Procedures 4-3-3

7110.65R 2/16/06

Necessary,” or “FRC/(fix),” will be added to the “Cleared to Reynolds Airport as filed. Maintain niner
remarks. “FRC” or “FRC/(fix)” must always be the thousand. Expect flight level four one zero, one zero
first item of intra‐center remarks. When “FRC” or minutes after departure.”
“FRC/(fix)” appears on a flight progress strip, the NOTE-
controller issuing the ATC clearance to the aircraft 1. SIDs are excluded from “cleared as filed” procedures.
shall issue a full route clearance to the specified fix,
or, if no fix is specified, for the entire route. 2. If a pilot does not wish to accept an ATC clearance to
fly a SID, he/she is expected to advise ATC or state
EXAMPLE- “NOSID” in his/her flight plan remarks.
“Cleared to Missoula International Airport, Chief Two
Departure to Angley; direct Salina; then as filed; maintain
e. When a filed route will require revisions, the
one seven thousand.” controller responsible for initiating the clearance to
the aircraft shall either:
NOTE-
Changes, such as those made to conform with traffic flows 1. Issue a FRC/FRC until a fix; or
and preferred routings, are only permitted to be made by 2. If it reduces verbiage, state the phrase:
the pilot (or his/her operations office) or the controller
“Cleared to (destination) airport, (SID and SID
responsible for initiating the clearance to the aircraft.
transition, as appropriate), then as filed, except . . ..”
c. Specify the destination airport in the clearance. Specify the necessary revision, then the assigned
d. When no changes are required in the filed route, altitude; and if required, add any additional
state the phrase: “Cleared to (destination) airport, instructions or information. If a SID is not assigned,
(SID and SIDtransition, as appropriate); then, as state: “Cleared to (destination) airport as filed, except
filed.” If a SID is not assigned, follow with “As filed.” . . ..” Specify the necessary revision, the assigned
Specify the assigned altitude; and, if required, add altitude; and if required, add any additional
any additional instructions or information, including instructions or information.
final requested altitude if different than assigned PHRASEOLOGY-
except if Pre-Departure Clearance (PDC) is utilized. CLEARED TO (destination) AIRPORT;
PHRASEOLOGY- and as appropriate,
CLEARED TO (destination) AIRPORT;
(SID name and number) DEPARTURE,
and as appropriate,
(transition name) TRANSITION; THEN,
(SID name and number) DEPARTURE,
THEN AS FILED. AS FILED, EXCEPT CHANGE ROUTE TO READ
(amended route portion).
MAINTAIN (altitude); (additional instructions or
information). MAINTAIN (altitude);
If a SID is not assigned, and if required,
CLEARED TO (destination) AIRPORT AS FILED. (additional instructions or information).
MAINTAIN (altitude);
If a SID is not assigned,
and if required,
CLEARED TO (destination) AIRPORT AS FILED,
(additional instructions or information).
EXCEPT CHANGE ROUTE TO READ (amended route
EXAMPLE- portion).
“Cleared to Reynolds Airport; David Two RNAV
Departure, Kingham Transition; then, as filed. Maintain MAINTAIN (altitude);
niner thousand. Expect flight level four one zero, one zero
minutes after departure.” and if required,

(additional instructions or information).

Departure Procedures
4-3-4
2/16/06 7110.65R

EXAMPLE- instructions requiring the pilots to advise ATC of their

“Cleared to Reynolds Airport; South Boston One intentions no later than 30 minutes after the clearance
Departure; then, as filed, except change route to read void time if not airborne.
SouthBoston Victor Twenty Greensboro. Maintain
eightthousand, report leaving four thousand.” 2. The facility delivering a clearance void time
to a pilot shall issue a time check.
“Cleared to Reynolds Airport as filed, except change route
to read South Boston Victor Twenty Greensboro. Maintain PHRASEOLOGY-
eight thousand, report leaving four thousand.” CLEARANCE VOID IF NOT OFF BY (clearance void
time),
“Cleared to Reynolds Airport via Victor Ninety‐one
Albany, then as filed. Maintain six thousand.” and if required,

f. In a nonradar environment specify one, two, or IF NOT OFF BY (clearance void time), ADVISE (facility)
more fixes, as necessary, to identify the initial route NOT LATER THAN (time) OF INTENTIONS.
of flight.
TIME (time in hours, minutes, and the nearest quarter
EXAMPLE- minute).
The filed route of flight is from Hutchins V10 Emporia,
thence V10N and V77 to St. Joseph. The clearance will b. Hold For Release (HFR).
read:
“Cleared to Watson Airport as filed via Emporia, maintain 1. “Hold for release” instructions shall be used
Seven Thousand.” when necessary to inform a pilot or a controller that
a departure clearance is not valid until additional
g. Do not apply these procedures when a pilot
instructions are received.
requests a detailed clearance or to military operations
conducted within ALTRV, stereo routes, operations REFERENCE-
P/CG Term- Hold for Release.
above FL 600, and other military operations requiring
special handling. 2. When issuing hold for release instructions,
include departure delay information.
NOTE-
Departure clearance procedures and phraseology for PHRASEOLOGY-
military operations within approved altitude reservations, (Aircraft identification) CLEARED TO (destination)
military operations above FL 600, and other military AIRPORT AS FILED, MAINTAIN (altitude),
operations requiring special handling are contained in
separate procedures in this order or in a LOA, as and if required,
appropriate.
REFERENCE- (additional instructions or information).
FAAO 7110.65, ALTRV Clearance, Para 4-2-7.
FAAO 7110.65, Military Operations Above FL 600, Para 9-2-13. HOLD FOR RELEASE, EXPECT (time in hours and/or
minutes) DEPARTURE DELAY.
4-3-4. DEPARTURE RESTRICTIONS, 3. When conditions allow, release the aircraft as
CLEARANCE VOID TIMES, HOLD FOR
soon as possible.
RELEASE, AND RELEASE TIMES
PHRASEOLOGY-
Assign departure restrictions, clearance void times, To another controller,
hold for release, or release times when necessary to
separate departures from other traffic or to restrict or (aircraft identification) RELEASED.
regulate the departure flow.
REFERENCE- To a flight service specialist,
FAAO 7110.65, Overdue Aircraft, Para 10-3-1.
FAAO 7110.65, Traffic Restrictions, Para 10-4-1. ADVISE (aircraft identification) RELEASED FOR
FAAO 7110.65, Traffic Resumption, Para 10-4-3. DEPARTURE.
a. Clearance Void Times.
To a pilot at an airport not served by a control tower,
1. When issuing clearance void times at airports
not served by control towers, provide alternative (aircraft identification) RELEASED FOR DEPARTURE.

Departure Procedures 4-3-5

7110.65R CHG 1
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8/3/06

c. Release Times. NOTE-

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

Departure Procedures
4-3-6
2/16/06 7110.65R

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

4-3-9. VFR RELEASE OF IFR DEPARTURE 4-3-10. FORWARDING DEPARTURE TIMES

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

Departure Procedures 4-3-7

2/16/06
3/15/07 7110.65R
7110.65R CHG 2

Section 4. Route Assignment

4-4-1. ROUTE USE
(fix) AND (fix),
Clear aircraft via routes consistent with the altitude
stratum in which the operation is to be conducted by  or
one or more of the following:
RADIALS OF (ATS route) AND (ATS route).
NOTE-
Except for certain NAVAIDs/routes used by scheduled air
carriers or authorized for specific uses in the control of IFR c. DME arcs of VORTAC, MLS, or TACAN aids.
aircraft, Air Traffic Service (ATS) routes, and NAVAIDs d. Radials, courses, azimuths, and headings of
established for use at specified altitudes are shown on
departure or arrival routes.
U.S.government charts or DOD FLIP charts.
REFERENCE- e. SIDs/STARs/FMSPs.
FAAO 7110.65, NAVAID Terms, Para 2-5-2.
FAAO 7110.65, Exceptions, Para 4-1-2. f. Vectors.
FAAO 7110.65, Minimum En Route Altitudes, Para 4-5-6.
FAAO 7110.65, Application, Para 5-6-1. g. Fixes defined in terms of degree‐distance from
a. Designated ATS routes. NAVAIDs for special military operations.
PHRASEOLOGY- h. Courses, azimuths, bearings, quadrants, or
VIA: radials within a radius of a NAVAID.
VICTOR (color) (airway number)(the word Romeo when PHRASEOLOGY-
RNAV for existing Alaska routes), CLEARED TO FLY (general direction from NAVAID) OF
(NAVAID name and type) BETWEEN (specified)
 or COURSES TO/BEARINGS FROM/RADIALS (NAVAID
name when a NDB) WITHIN (number of miles) MILE
J (route number) (the word Romeo when RNAV for existing RADIUS,
Alaska routes),
 or
 or
CLEARED TO FLY (specified) QUADRANT OF (NAVAID
SUBSTITUTE (ATS route) FROM (fix) to (fix), name and type) WITHIN (number of miles) MILE RADIUS.

 or
 or
CLEARED TO FLY (general direction from MLS) OF
IR (route number). (name or MLS) BETWEEN (specified) AZIMUTHS
WITHIN/BETWEEN (number of miles) MILE RADIUS.
CROSS/JOIN VICTOR/(color) (airway number), (number EXAMPLE-
of miles) MILES (direction) OF (fix). 1. “Cleared to fly east of Allentown VORTAC between the
b. Radials, courses, azimuths, or direct to or from zero four five and the one three five radials within four zero
mile radius.”
NAVAIDs.
PHRASEOLOGY- 2. “Cleared to fly east of Crystal Lake radio beacon
DIRECT. between the two two five and the three one five courses to
Crystal Lake within three zero mile radius.”
VIA;
3. “Cleared to fly northeast quadrant of Philipsburg
(name of NAVAID) (specified) RADIAL/COURSE/ VORTAC within four zero mile radius.”
AZIMUTH, “Cleared to fly east of the Montgomery M-L-S runway two
eight left between the two seven zero and the two four zero
 or azimuth within a 5 mile radius.”

Route Assignment 4-4-1

7110.65R CHG 2
7110.65R 2/16/06
3/15/07

i. Fixes/waypoints defined in terms of: d. Clear departing or arriving aircraft directly to or

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

a. Vector aircraft to or from radials, courses, or (b) FL 180 and above- 260 miles; and
azimuths of the ATS route assigned. (c) For celestial navigation routes, all alti‐
tudes- 260 miles.
b. Assign a SID/STAR/FMSP.
4. Degree‐distance fixes used to define a route
c. Clear departing or arriving aircraft to climb or shall be considered compulsory reporting points
descend via radials, courses, or azimuths of the ATS except that an aircraft may be authorized by ATC to
route assigned. omit reports when traffic conditions permit.

4-4-2 Route Assignment

2/16/06 7110.65R

5. Military aircraft using degree‐distance route 4-4-4. ALTERNATIVE ROUTES

definition procedures shall conduct operations in
When any part of an airway or route is unusable
accordance with the following:
because of NAVAID status, clear aircraft other than
/E, /F, /G, or /R, via one of the following alternative
(a) Unless prior coordination has been routes:
effected with the appropriate air traffic control
facility, flight plan the departure and the arrival a. A route depicted on current U.S. Government
phases to conform with the routine flow of traffic charts/publications. Use the word “substitute”
when operating within 75 miles of the departure and immediately preceding the alternative route in
the arrival airport. Use defined routes or airways or issuing the clearance.
direct courses between NAVAIDs or as otherwise b. A route defined by specifying NAVAID radials,
required to conform to the normal flow of traffic. courses, or azimuths.

(b) Flight plans must be filed at least 2 hours c. A route defined as direct to or between
before the estimated time of departure. NAVAIDs.
d. Vectors.
b. The following special military operations are
NOTE-
authorized to define routes, or portions of routes, by
Inform area navigation aircraft that will proceed to the
degree‐distance fixes: NAVAID location of the NAVAID outage.

1. Airborne radar navigation, radar bomb

4-4-5. CLASS G AIRSPACE
scoring (RBS), and airborne missile programming
conducted by the USAF, USN, and RAF. Include routes through Class G airspace only when
requested by the pilot.
2. Celestial navigation conducted by the USAF, NOTE-
USN, and RAF. 1. Flight plans filed for random RNAV routes through
Class G airspace are considered a request by the pilot.
3. Target aircraft operating in conjunction with
air defense interceptors, and air defense interceptors 2. Flight plans containing MTR segments in/through
while en route to and from assigned airspace. Class G airspace are considered a request by the pilot.

4. Missions conducted above FL 450. 4-4-6. DIRECT CLEARANCES

a. Do not issue a routing clearance that will take an

5. USN fighter and attack aircraft operating in aircraft off of its flight plan route if the destination
positive control airspace. airport is included in a ground delay program (GDP),
ground stop (GS), or Playbook route, when known,
6. USN/USMC aircraft, TACAN equipped, unless operational necessity dictates.
operating within the Honolulu FIR/Hawaiian airways
b. EN ROUTE. Do not issue revised routing
area.
clearances that will take an aircraft off its flight plan
route past the last fix in your facility's airspace, unless
7. USAF/USN/USMC aircraft flight planned to requested by the pilot or operational necessity
operate on MTRs. dictates.
NOTE-
8. USAF Air Mobility Command (AMC)
Nothing in this paragraph shall preclude a controller from
aircraft operating on approved station‐keeping issuing a routing clearance that conforms to a letter of
equipment (SKE) routes in accordance with the agreement or standard operating procedure within their
conditions and limitations listed in FAA Exemption own facility or between facilities, is required to maintain
No. 4371 to 14CFR Section 91.177(a)(2) and separation or comply with traffic flow management
14CFR Section91.179(b)(1). initiatives.

Route Assignment 4-4-3

2/16/06 7110.65R

Section 5. Altitude Assignment and Verification

4-5-1. VERTICAL SEPARATION MINIMA TBL 4-5-1

Altitude Assignment
Separate instrument flight rules (IFR) aircraft using
On course
the following minima between altitudes: Aircraft
degrees Assign Examples
Operating
magnetic
a. Up to and including FL 410- 1,000 feet.
Below 3,000 Any course Any altitude
b. Apply 2,000 feet at or above FL 290 between feet above
surface
non-RVSM aircraft and all other aircraft at or above
At and below 0 through 179 Odd cardinal 3,000, 5,000,
FL290. FL410 altitude or FL310,
flight levels at FL330
c. Above FL 410- 2,000 feet, except: intervals of
2,000 feet
1. In oceanic airspace, above FL 450 between a
180 through 359 Even cardinal 4,000, 6,000,
supersonic and any other aircraft- 4,000 feet. altitude or FL320,
flight levels at FL340
2. Above FL 600 between military aircraft- intervals of
5,000 feet. 2,000 feet
Above FL410 0 through 179 Odd cardinal FL 450,
NOTE- flight levels at FL490,
Oceanic separation procedures are supplemented in intervals of FL530
Chapter 8; Section 7, Section 8, Section 9, and Section 10. 4,000 feet
beginning with
REFERENCE- FL450
FAAO 7110.65, Vertical Application, Para 5-5-5.
FAAO 7110.65, Application, Para 6-6-1. 180 through 359 Odd cardinal FL 430,
FAAO 7110.65, Military Operations Above FL 600, Para 9-2-13. flight levels at FL470,
intervals of FL510
4,000 feet
4-5-2. FLIGHT DIRECTION beginning with
FL430
Clear aircraft at altitudes according to the One way Any course Any cardinal FL 270,
TBL 4-5-1. routes (except altitude or FL280,
in composite flight level FL290,
systems) below FL410 FL300,
or any odd FL310,
cardinal flight FL410,
level above FL430,
FL410 FL450
Within an Any course Any altitude or
ALTRV flight level
In transition Any course Any odd or FL 280,
to/from or even cardinal FL 290,
within Oceanic flight level FL 300,
airspace where including those FL 310,
composite above FL 290 FL 320,
separation is FL 330,
authorized FL 340
In aerial Any course Altitude blocks 050B080,
refueling as requested. FL 180B220,
tracks and Any altitude or FL 280B310
anchors flight level
Aircraft within Any course Any FL 330,
Oceanic designated FL 340,
RVSM or cardinal FL 350,
RVSM altitude FL 360
transition
airspace

Altitude Assignment and Verification 4-5-1

7110.65R CHG 2
7110.65R 2/16/06
3/15/07

NOTE- d. For aircraft operational limitations, take this

Oceanic separation procedures are supplemented in action only if the pilot informs you the available
Chapter 8; Section 7, Section 8, Section 9, and Section 10. appropriate altitude exceeds the operational limita‐
REFERENCE- tions of his/her aircraft and only after you obtain prior
FAAO 7110.65, Exceptions, Para 4-5-3.
FAAO 7110.65, Altitude Assignments, Para 7-7-5.
approval from other affected positions or sectors
FAAO 7110.65, Separation Minima, Para 9-3-2. within your facility and, if necessary, from the
adjacent facility concerned.
4-5-3. EXCEPTIONS e. For mission requirements, take this action only
when the aircraft is operating on an MTR.
When traffic, meteorological conditions, or aircraft
REFERENCE-
operational limitations prevent assignment of FAAO 7110.65, Altitude Assignments, Para 7-7-5.
altitudes prescribed in para 4-5-2, Flight Direction, FAAO 7110.65, Separation Minima, Para 9-3-2.
assign any cardinal altitude or flight level below
FL410 or any odd cardinal flight level at or above 4-5-4. LOWEST USABLE FLIGHT LEVEL
FL410 without regard to direction of flight as
If a change in atmospheric pressure affects a usable
follows:
flight level in your area of jurisdiction, use
NOTE- TBL 4-5-2 to determine the lowest usable flight
See para 2-3-10, Control Symbology, for control level to clear aircraft at or above 18,000 feet MSL.
abbreviations and symbols to be used in conjunction with
this paragraph. TBL 4-5-2

a. For traffic conditions, take this action only if Lowest Usable FL

one of the following conditions exists: Altimeter Setting Lowest Usable FL

1. Aircraft remain within a facility's area and 29.92'' or higher 180

prior approval is obtained from other affected 29.91'' to 28.92'' 190
positions or sectors or the operations are covered in 28.91'' to 27.92'' 200
a Facility Directive. REFERENCE-
FAAO 7110.65, Separation Minima, Para 9-3-2.
2. Aircraft will proceed beyond the facility's
area and specific operations and procedures 4-5-5. ADJUSTED MINIMUM FLIGHT LEVEL
permitting random altitude assignment are covered in
a letter of agreement between the appropriate When the prescribed minimum altitude for IFR
facilities. operations is at or above 18,000 feet MSL and the
atmospheric pressure is less than 29.92”, add the
NOTE-
appropriate adjustment factor from TBL 4-5-3 to the
Those en route facilities using host software that provides
capability for passing interim altitude shall include the flight level equivalent of the minimum altitude in feet
specific operations and procedures for use of this to determine the adjusted minimum flight level.
procedure in a letter of agreement between the appropriate TBL 4-5-3
facilities.
Minimum FL Adjustment
b. Military aircraft are operating on random routes
and prior approval is obtained from the facility Altimeter Setting Adjustment Factor
concerned. 29.92'' or higher None
29.91'' to 29.42'' 500 feet
c. For meteorological conditions, take this action
29.41'' to 28.92'' 1,000 feet
only if you obtain prior approval from other affected
positions or sectors within your facility and, if 28.91'' to 28.42'' 1,500 feet
necessary, from the adjacent facility concerned. 28.41'' to 27.92'' 2,000 feet

4-5-2 Altitude Assignment and Verification

2/16/06 7110.65R

4-5-6. MINIMUM EN ROUTE ALTITUDES 1. If no MCA is specified, prior to or

immediately after passing the fix where the higher
Except as provided in subparas a and b below, assign MEA is designated. (See FIG 4-5-1.)
altitudes at or above the MEA for the route segment FIG 4-5-1
being flown. When a lower MEA for subsequent
segments of the route is applicable, issue the lower No MCA Specified
MEA only after the aircraft is over or past the
Fix/NAVAID beyond which the lower MEA applies
unless a crossing restriction at or above the higher
MEA is issued.

a. An aircraft may be cleared below the MEA but

not below the MOCA for the route segment being
flown if the altitude assigned is at least 300 feet above
the floor of controlled airspace and one of the
following conditions are met:
2. If a MCA is specified, prior to the fix so as to
NOTE- cross the fix at or above the MCA. (See FIG 4-5-2.)
Controllers must be aware that in the event of radio
communications failure, a pilot will climb to the MEA for FIG 4-5-2
the route segment being flown.
MCA Specified
1. Nonradar procedures are used only within
22miles of a VOR, VORTAC, or TACAN.

2. Radar procedures are used only when an

operational advantage is realized and the following
actions are taken:

(a) Radar navigational guidance is provided

until the aircraft is within 22 miles of the NAVAID,
and
d. Where MEAs have not been established, clear
(b) Lost communications instructions are an aircraft at or above the minimum altitude for IFR
issued. operations prescribed by 14 CFR Section 91.177.
REFERENCE-
FAAO 7110.65, IFR‐VFR and VFR‐IFR Flights, Para 4-2-8.
b. An aircraft may be cleared to operate on jet FAAO 7110.65, Route Use, Para 4-4-1.
routes below the MEA (but not below the prescribed FAAO 7110.65, Chapter 5, Section 6, Application, Para 5-6-1.
minimum altitude for IFR operations) or above the FAAO 7110.65, Altitude Assignments, Para 7-7-5.
maximum authorized altitude if, in either case, radar
service is provided. 4-5-7. ALTITUDE INFORMATION
Issue altitude instructions as follows:
NOTE-
REFERENCE-
Minimum en route and maximum authorized altitudes for FAAO 7110.65, Clearance Items, Para 4-2-1.
certain jet route segments have been established above the
floor of the jet route structure due to limitations on a. Altitude to maintain or cruise. When issuing
navigational signal coverage. cruise in conjunction with an airport clearance limit
and an unpublished route will be used, issue an
c. Where a higher altitude is required because of an appropriate crossing altitude to ensure terrain
MEA, the aircraft shall be cleared to begin climb to clearance until the aircraft reaches a fix, point, or
the higher MEA as follows: route where the altitude information is available to

Altitude Assignment and Verification 4-5-3

7110.65R 2/16/06

the pilot. When issuing a cruise clearance to an airport EXAMPLE-

which does not have a published instrument 1. “United Four Seventeen, climb to reach one three
approach, a cruise clearance without a crossing thousand at two two one five.”
restriction may be issued. “Time two two one one and one-quarter.”
The pilot is expected to be level at 13,000 feet at 2215 UTC.
PHRASEOLOGY- 2. Through Relay-“Speedbird Five, climb to reach flight
MAINTAIN/CRUISE (altitude). MAINTAIN (altitude) level three-five zero at one-two-one-five, time” (Issue a
UNTIL (time, fix, waypoint), time check).
REFERENCE-
FAAO 7110.65, Word Meanings, Para 1-2-1.
 or
FAAO 7110.65, Numbers Usage, Para 2-4-17.

(number of miles or minutes) MILES/MINUTES PAST (fix, PHRASEOLOGY-

waypoint). CLIMB/DESCEND AND MAINTAIN (altitude).

CROSS (fix, point, waypoint),  If required,

 or AFTER PASSING (fix, waypoint),

INTERCEPT (route) AT OR ABOVE (altitude), CRUISE  or

(altitude).
AT (time) (time in hours, minutes, and nearest quarter
NOTE- minute).
1. The crossing altitude must assure IFR obstruction
clearance to the point where the aircraft is established on CLIMB/DESCEND TO REACH (altitude)
a segment of a published route or instrument approach AT (time (issue time check) or fix, waypoint),
procedure.
 or
2. When an aircraft is issued a cruise clearance to an
airport which does not have a published instrument AT (time). CLIMB/DESCEND AND MAINTAIN (altitude)
approach procedure, it is not possible to satisfy the WHEN ESTABLISHED AT LEAST (number of miles or
requirement for a crossing altitude that will ensure terrain minutes) MILES/MINUTES PAST (fix, waypoint) ON THE
clearance until the aircraft reaches a fix, point, or route (NAVAID) (specified) RADIAL.
where altitude information is available to the pilot. Under CLIMB/DESCEND TO REACH (altitude) AT (time or fix,
those conditions, a cruise clearance without a crossing waypoint),
restriction authorizes a pilot to determine the minimum
IFR altitude as prescribed in 14 CFR Section 91.177 and  or
descend to it at pilot discretion if it is lower than the altitude
specified in the cruise clearance. A POINT (number of miles) MILES (direction) OF (name
of DME NAVAID),
b. Instructions to climb or descend including
restrictions, as required. Specify a time restriction  or
reference the UTC clock reading with a time check.
If you are relaying through an authorized communic‐ MAINTAIN (altitude) UNTIL (time (issue time check), fix,
waypoint), THEN CLIMB/DESCEND AND MAINTAIN
ations provider, such as ARINC, FSS, etc., advise the
(altitude).
radio operator to issue the current time to the aircraft
when the clearance is relayed. The requirement to Through relay:
issue a time check shall be disregarded if the
clearance is issued via Controller Pilot Data Link CLIMB TO REACH (altitude) AT (time) (issue a time
Communications (CPDLC). check).

4-5-4 Altitude Assignment and Verification

2/16/06 7110.65R

c. Specified altitude over a specified fix, waypo‐ NOTE-

int. The pilot is expected to promptly execute and complete
descent to FL 270 upon receipt of the clearance. After
PHRASEOLOGY- reaching FL 270, the pilot is authorized to descend “at
CROSS (fix, waypoint) AT (altitude). pilot's discretion” until reaching Lakeview VOR. The pilot
CROSS (fix, waypoint) AT OR ABOVE/BELOW (altitude). must comply with the clearance provision to cross
Lakeview VOR at or below 10,000 feet. After Lakeview
d. A specified altitude over a specified fix for that VOR, the pilot is expected to descend at the rates specified
portion of a descent clearance where descent at pilot's in the AIM until reaching 6,000 feet.
discretion is permissible. At any other time it is
practicable, authorize climb/descent at pilot's NOTE-
1. A descent clearance which specifies a crossing altitude
discretion.
authorizes descent at pilot's discretion for that portion of
PHRASEOLOGY- the flight to which the crossing altitude restriction applies.
CLIMB/DESCEND AT PILOT'S DISCRETION.
EXAMPLE- 2. Any other time that authorization to descend at pilot's
“United Four Seventeen, descend and maintain discretion is intended, it must be specifically stated by the
sixthousand.” controller.
NOTE-
The pilot is expected to commence descent upon receipt of 3. The pilot may need to know of any future restrictions
the clearance and to descend at the suggested rates that might affect the descent, including those that may be
specified in the AIM, para 4-4-9, Adherence to Clearance, issued in another sector, in order to properly plan a descent
until reaching the assigned altitude of 6,000 feet. at pilot's discretion.
EXAMPLE-
4. Controllers need to be aware that the descent rates in
“United Four Seventeen, descend at pilot's discretion,
the AIM are only suggested and aircraft will not always
maintain six thousand.”
descend at those rates.
NOTE- REFERENCE-
The pilot is authorized to conduct descent within the P/CG Term- Pilot's Discretion.
context of the term “at pilot's discretion” as described in
the AIM. e. When a portion of a climb/descent may be
authorized at the pilot's discretion, specify the
EXAMPLE- altitude the aircraft must climb/descend to followed
“United Four Seventeen cross Lakeview V-O-R at or
by the altitude to maintain at the pilot's discretion.
above flight level two zero zero, descend and maintain
sixthousand.” PHRASEOLOGY-
CLIMB/DESCEND NOW TO (altitude), THEN
NOTE-
CLIMB/DESCEND AT PILOT'S DISCRETION
The pilot is authorized to conduct descent “at pilot's
MAINTAIN (altitude).
discretion” until reaching Lakeview VOR. The pilot must
comply with the clearance provision to cross the Lakeview EXAMPLE-
VOR at or above FL 200, and after passing Lakeview VOR, “United Three Ten, descend now to flight level two eight
the pilot is expected to descend at the rates specified in the zero, then descend at pilot's discretion maintain flight level
AIM until reaching the assigned altitude of 6,000 feet. two four zero.”
EXAMPLE-
“United Four Seventeen, cross Lakeview V-O-R at and NOTE-
maintain six thousand.” 1. The pilot is expected to commence descent upon receipt
of the clearance and to descend at the suggested rates
NOTE-
specified in the AIM, para 4-4-9, Adherence to Clearance,
The pilot is authorized to conduct descent “at pilot's
until reaching FL 280. At that point, the pilot is authorized
discretion,” but must comply with the clearance provision
to continue descent to FL 240 within the context of the term
to cross Lakeview VOR at 6,000 feet.
“at pilot's discretion” as described in the AIM.
EXAMPLE-
“United Four Seventeen, descend now to flight level two 2. Controllers need to be aware that the descent rates in
seven zero, cross Lakeview V-O-R at or below one zero the AIM are only suggested and aircraft will not always
thousand, descend and maintain six thousand.” descend at those rates.

Altitude Assignment and Verification 4-5-5

7110.65R 2/16/06

f. When the “pilot's discretion” portion of a EXAMPLE-

climb/descent clearance is being canceled by assign‐ “Delta One Twenty One leaving FL 240, descending via
ing a new altitude, inform the pilot that the new the Civit One arrival.”
altitude is an “amended altitude.” REFERENCE-
AIM, Standard Terminal Arrival (STAR), Area Navigation (RNAV) STAR,
EXAMPLE- and Flight Management System Procedures (FMSP) for Arrivals,
“American Eighty Three, amend altitude, descend and Para 5-4-1a2.
maintain Flight Level two six zero.” 1. Assign an altitude to cross the waypoint/fix,
NOTE- if no altitude is depicted at the waypoint/fix, for
American Eighty Three, at FL 280, has been cleared to aircraft on a direct routing to a STAR/RNAV
descend at pilot's discretion to FL 240. Subsequently, the STAR/FMSP.
altitude assignment is changed to FL 260. Therefore, pilot's
discretion is no longer authorized. EXAMPLE-
“Proceed direct Luxor, cross Luxor at or above flight level
g. Altitude assignments involving more than one two zero zero, then descend via the Ksino One Arrival.”
altitude.
2. A descend via clearance shall not be used
PHRASEOLOGY- where procedures contain published “expect”
MAINTAIN BLOCK (altitude) THROUGH (altitude). altitude restrictions.
h. Instructions to vertically navigate on a STAR/ NOTE-
RNAV STAR/FMSP with published restrictions. Pilots are not expected to comply with published “expect”
PHRASEOLOGY- restrictions in the event of lost communications, unless
DESCEND VIA (STAR/RNAV STAR/FMSP name and ATC has specifically advised the pilot to expect these
number) restrictions as part of a further clearance.
TERMINAL: DESCEND VIA (STAR/RNAV STAR/FMSP 3. If it is necessary to assign a crossing altitude
name and number and runway number). which differs from the STAR/RNAV STAR/FMSP
EXAMPLE- altitude, emphasize the change to the pilot.
“Descend via the Mudde One Arrival.”
“Cross JCT at flight level two four zero, then descend via PHRASEOLOGY-
the Coast Two Arrival.” DESCEND VIA THE (STAR/FMSP) ARRIVAL EXCEPT
TERMINAL: “Descend via the Lendy One Arrival, CROSS (fix, point, waypoint) (revised altitude
Runway 22 left.” information).

NOTE- EXAMPLE-
Clearance to “descend via” authorizes pilots: “United 454 descend via the Haris One Arrival, except
1. To vertically and laterally navigate on a STAR/RNAV cross Haris at or above one six thousand.”
STAR/FMSP. NOTE-
2. When cleared to a waypoint depicted on a STAR/RNAV The aircraft should track laterally and vertically on the
STAR/FMSP, to descend from a previously assigned Haris One Arrival and should descend so as to cross Haris
altitude at pilot's discretion to the altitude depicted for that at or above 16,000; remainder of the arrival shall be flown
waypoint, and once established on the depicted arrival, to as published.
navigate laterally and vertically to meet all published
restrictions. ATC is responsible for obstacle clearance 4. If it is necessary to assign an interim altitude,
when issuing a “descend via” clearance from a previously or assign a final altitude not contained on a
assigned altitude. STAR/RNAV STAR/FMSP, the provisions of
REFERENCE- subpara4-5-7h may be used in conjunction with
FAAO 7110.65, Minimum En Route Altitudes, Para 4-5-6. subpara4-5-7a.
FAAO 7110.65, Separation From Obstructions, Para 5-5-9.
PHRASEOLOGY-
NOTE-
DESCEND VIA THE (STAR/RNAV STAR/FMSP)
3. Pilots navigating on a STAR/RNAV STAR/FMSP shall
ARRIVAL EXCEPT AFTER (fix) MAINTAIN (revised
maintain last assigned altitude until receiving clearance to
altitude information).
“descend via.”
4. Pilots cleared for vertical navigation using the EXAMPLE-
phraseology “descend via” shall inform ATC upon initial “United 454 descend via the Haris One Arrival, except
contact. after Bruno, maintain one zero thousand.”

4-5-6 Altitude Assignment and Verification

2/16/06 7110.65R

NOTE- REFERENCE-
The aircraft should track laterally and vertically on the FAAO 7110.65, IFR Flight Progress Data, Para 2-2-6.
Haris One Arrival and should descend so as to comply with
all speed and altitude restrictions until reaching Bruno and
then maintain 10,000. Upon reaching 10,000, aircraft
should maintain 10,000 until cleared by ATC to continue to 4-5-9. ALTITUDE CONFIRMATION-
descend. NONRADAR

REFERENCE-
FAAO 7110.65 Clearance Information, Para 4-7-1. a. Request a pilot to confirm assigned altitude on
AIM, Standard Terminal Arrival (STAR), Area Navigation (RNAV) STAR, initial contact and when position reports are received
and Flight Management System Procedures (FMSP) for Arrivals,
Para 5-4-1.
unless:

i. When a pilot is unable to accept a clearance, NOTE-

issue revised instructions to ensure positive control For the purpose of this paragraph, “initial contact” means
and standard separation. a pilot's first radio contact with each sector/position.

NOTE- 1. The pilot states the assigned altitude, or

1. 14 CFR Section 91.123 states that a pilot is not allowed
to deviate from an ATC clearance “that has been 2. You assign a new altitude to a climbing or
obtained...unless an amended clearance is obtained”
descending aircraft, or
(except when an emergency exists).

2. A pilot is therefore expected to advise the controller if 3. TERMINAL. The aircraft was transferred to
a clearance cannot be accepted when the clearance is you from another sector/position within your facility
issued. “We will try” and other such acknowledgements do (intrafacility).
not constitute pilot acceptance of an ATC clearance.
PHRASEOLOGY-
3. Controllers are expected to issue ATC clearances which (In level flight situations),
conform with normal aircraft operational capabilities and
do not require “last minute” amendments to ensure VERIFY AT (altitude/flight level).
standard separation.
(In climbing/descending situations),
4. “Expedite” is not to be used in lieu of appropriate
restrictions to ensure separation. (if aircraft has been assigned an altitude below the lowest
useable flight level),
REFERENCE-
FAAO 7110.65, Providing Assistance, Para 10-1-3.
VERIFY ASSIGNED ALTITUDE (altitude).

4-5-8. ANTICIPATED ALTITUDE CHANGES (If aircraft has been assigned a flight level at or above the
lowest useable flight level),
If practicable, inform an aircraft when to expect climb
or descent clearance or to request altitude change VERIFY ASSIGNED FLIGHT LEVEL (flight level).
from another facility.
b. USA. Reconfirm all pilot altitude read backs.
PHRASEOLOGY-
EXPECT HIGHER/LOWER IN (number of miles or PHRASEOLOGY-
minutes) MILES/MINUTES, (If altitude read back is correct),
AFFIRMATIVE (altitude).
 or
(If altitude read back is not correct),
AT (fix). REQUEST ALTITUDE/FLIGHT LEVEL NEGATIVE. CLIMB/DESCEND AND MAINTAIN
CHANGE FROM (name of facility). (altitude),

 If required,  or

AT (time, fix, or altitude). NEGATIVE. MAINTAIN (altitude).

Altitude Assignment and Verification 4-5-7

2/16/06 7110.65R

Section 6. Holding Aircraft

4-6-1. CLEARANCE TO HOLDING FIX PHRASEOLOGY-

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

Holding Aircraft 4-6-1

7110.65R 2/16/06

delay time and the reason for the delay cannot immediately PHRASEOLOGY-
be determined; i.e., disabled aircraft on the runway, VIA LAST ROUTING CLEARED.
terminal or center sector saturation, weather below
3. Assigned altitude if different from present
landing minimums, etc. In any event, every attempt should
be made to provide the pilot with the best possible estimate altitude.
of his/her delay time and the reason for the delay. NOTE-
Controllers/supervisors should consult, as appropriate, Except in the event of a two‐way communications failure,
with personnel (other sectors, weather forecasters, the when a clearance beyond a fix has not been received, pilots
airport management, other facilities, etc.) who can best are expected to hold as depicted on U.S. Government or
provide this information. commercially produced (meeting FAA requirements)
PHRASEOLOGY- low/high altitude en route and area or STAR charts. If no
DELAY INDEFINITE, (reason if known), EXPECT holding pattern is charted and holding instructions have
FURTHER CLEARANCE (time). (After determining the not been issued, pilots should ask ATC for holding
reason for the delay, advise the pilot as soon as possible.) instructions prior to reaching the fix. If a pilot is unable to
obtain holding instructions prior to reaching the fix, the
EXAMPLE- pilot is expected to hold in a standard pattern on the course
“Cleared to Drewe, hold west, as published, expect further on which the aircraft approached the fix and request
clearance via direct Sidney V-O-R one three one five, further clearance as soon as possible.
anticipate additional two zero minute delay at Woody.”
4-6-3. DELAYS
“Cleared to Aston, hold west on Victor two twenty‐five,
seven mile leg, left turns, expect further clearance one a. Advise your supervisor or flow controller as
niner two zero, anticipate additional one five minute soon as possible when you delay or expect to delay
terminal delay.” aircraft.
“Cleared to Wayne, no delay expected.” b. When arrival delays reach or are anticipated to
reach 30 minutes, take the following action:
“Cleared to Wally, hold north, as published, delay
indefinite, snow removal in progress, expect further
1. EN ROUTE. The center responsible for
clearance one one three zero.” transferring control to an approach control facility or,
for a nonapproach control destination, the center in
whose area the aircraft will land shall issue total delay
4-6-2. CLEARANCE BEYOND FIX information as soon as possible after the aircraft
a. If no delay is expected, issue a clearance beyond enters the center's area. Whenever possible, the delay
the clearance limit as soon as possible and, whenever information shall be issued by the first center
possible, at least 5 minutes before the aircraft reaches controller to communicate with the aircraft.
the fix. 2. TERMINAL. When tower en route control
b. Include the following items when issuing service is being provided, the approach control
clearance beyond a clearance limit: facility whose area contains the destination airport
shall issue total delay information as soon as possible
1. Clearance limit or approach clearance. after the aircraft enters its approach control area.
Whenever possible, the delay information shall be
2. Route of flight. Specify one of the following:
issued by the first terminal controller to communicate
(a) Complete details of the route (airway, with the aircraft.
route, course, fix(es), azimuth course, heading, arc, or 3. Unless a pilot requests delay information, the
vector.) actions specified in subparas 1 and 2 above may be
(b) The phrase “via last routing cleared.” Use omitted when total delay information is available to
this phrase only when the most recently issued pilots via ATIS.
routing to the new clearance limit is valid and PHRASEOLOGY-
verbiage will be reduced. (Airport) ARRIVAL DELAYS (time in minutes/hours).

4-6-2 Holding Aircraft

2/16/06 7110.65R

4-6-4. HOLDING INSTRUCTIONS EXAMPLE-

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

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

 If direction of turn is specified, Separate an aircraft holding at an unmonitored

NAVAID from any other aircraft occupying the
LEFT/RIGHT TURNS. course which the holding aircraft will follow if it does
NOTE- not receive signals from the NAVAID.
It is mandatory for the controller to issue left or right turns
every time a holding pattern is issued for MLS. 4-6-8. ILS PROTECTION/CRITICAL AREAS
f. Issue maximum holding airspeed advisories When conditions are less than reported ceiling
when an aircraft is: 800feet or visibility of 2 miles, do not authorize
aircraft to hold below 5,000 feet AGL inbound
1. Approved to exceed the maximum airspeed toward the airport on or within 1 statute mile of the
of a pattern, and is cleared into a holding pattern that localizer between the ILS OM or the fix used in lieu
will protect for the greater speed; or of the OM and the airport. USAF. The holding
2. Observed deviating from the holding pattern restriction applies only when an arriving aircraft is
airspace area; or between the ILS OM or the fix used in lieu of the OM
and the runway.
3. Cleared into an airspeed restricted holding REFERENCE-
pattern in which the icon has not been published. FAAO 7130.3, Holding Pattern Criteria, Para 54 and FIG 20.

Holding Aircraft 4-6-3

3/15/07
2/16/06 7110.65R
7110.65R CHG 2

Section 7. Arrival Procedures

4-7-1. CLEARANCE INFORMATION EXAMPLE-

“Bayview Three R-NAV Arrival, Helen Transition,
Clear an arriving aircraft to a clearance limit by maintain Flight Level Three Three Zero.”
specifying the following: “Descend via the Civit One Arrival.”
“Descend via the Lendy One R-NAV Arrival, Runway22
a. Name of fix or airport. left.”
“Cross JCT at Flight Level Two Four Zero.”
b. Route of flight including a STAR/RNAV “Descend via the Coast Two Arrival.”
STAR/FMSP and STAR/RNAV STAR/FMSP trans‐ “Civit One Arrival, Descend and Maintain Flight
ition, if appropriate. Assign a STAR/RNAV STAR/ LevelTwo Four Zero.”
FMSP and STAR/RNAV STAR/FMSP transition to REFERENCE-
any aircraft in lieu of other routes; e.g., airways or FAAO 7110.65, Altitude Information, Para 4-5-7.
AIM, Standard Terminal Arrival (STAR), Area Navigation (RNAV) STAR,
preferential arrival routes when the routings are the and Flight Management System Procedures (FMSP) for Arrivals,
same. The clearance shall include the name and Para 5-4-1.
transition, if necessary, of the STAR/RNAV d. Issue holding instructions, EFC, and additional
STAR/FMSP to be flown. delay information as required.
TERMINAL: When the STAR/RNAV STAR/FMSP e. Instructions regarding further communications
transition is designed to provide course guidance to as appropriate.
multiple runways, the facility shall state intended REFERENCE-
runway number on initial contact, or as soon as FAAO 7110.65, Radio Communications Transfer, Para 2-1-17.

practical. If the runway assignment, or any sub‐

4-7-2. ADVANCE DESCENT CLEARANCE
sequent runway change, is not issued prior to 10NM
from the runway transition waypoint, radar vectors to EN ROUTE
final shall be provided. Take the following action when exercising control of
PHRASEOLOGY- aircraft landing at an airport located in an adjacent
(STAR/RNAV STAR/FMSP name and number) ARRIVAL. center's control area near the common boundary:
(STAR/RNAV STAR/FMSP name and number) ARRIVAL, a. Coordinate with the receiving facility for a
(transition name) TRANSITION.
lower altitude and issue a clearance to the aircraft as
CHANGE/AMEND TRANSITION TO (runway number).
CHANGE/AMEND TRANSITION TO (runway number)
appropriate.
TURN LEFT/RIGHT or HEADING (heading) FOR b. Initiate this action at a distance sufficient from
VECTOR TO FINAL APPROACH COURSE. destination to allow for normal descent and speed
EXAMPLE- reduction.
“Rosewood One arrival.”
“Rosewood One arrival, Delta transition.” 4-7-3. SINGLE FREQUENCY APPROACHES
“Change transition to Runway 09 right.” (SFA)
“Amend transition to Runway 22 left, turn right heading
TERMINAL
180 for vector to final approach course.”
Where SFA procedures for military single‐piloted
NOTE-
If a civil pilot does not wish to use a STAR or FMSP issued
turbojet aircraft on an IFR flight plan are contained in
in an ATC clearance or any other STAR or FMSP published a letter of agreement, do not require a radio frequency
for that location, the pilot is expected to advise ATC. change after the aircraft begins approach or after
initial contact during an en route descent until a
c. Altitude instructions, as follows: landing or low approach has been completed except
under the following conditions:
1. Assigned altitude; or
REFERENCE-
FAAO 7610.4, Special Operations, Single Frequency Approach (SFA),
2. Instructions to vertically navigate on the Para 9-3-6.
STAR/FMSP or STAR/FMSP transition. P/CG Term- Single‐Piloted Aircraft.

Arrival Procedures 4-7-1

7110.65R 2/16/06

a. During daylight hours while the aircraft is in 2. The aircraft reports able to proceed by visual
VFR conditions. reference to the surface.
b. On pilot request. 3. The aircraft requests and is cleared for a
contact approach.
c. When pilot cancels IFR flight plan.
4. The aircraft is cleared for a visual approach.
d. In an emergency situation.
f. Avoid making frequency/radar beacon changes
e. When aircraft is cleared for visual approach. after an aircraft begins a high altitude approach.
g. In the event of a missed approach, do not require
4-7-4. RADIO FREQUENCY AND RADAR a frequency/radar beacon change before the aircraft
BEACON CHANGES FOR MILITARY AIRCRAFT
reaches the missed approach altitude, the MEA, or the
When military single‐piloted turbojet aircraft will MVA.
conduct an approach wholly or partly in IFR REFERENCE-
conditions or at night, take the following action: FAAO 7110.65, Function Code Assignments, Para 5-2-6.

NOTE- 4-7-5. MILITARY TURBOJET EN ROUTE

It is known that the mental distraction and the inadvertent DESCENT
movement of aircraft controls resulting from the pilot's
turning, reaching, or leaning to change frequencies can Provide military turbojet aircraft the same arrival
induce spatial disorientation (vertigo). procedures that are provided for nonmilitary turbojet
aircraft except:
a. Avoid radio frequency and radar beacon
changes to the maximum extent that communications NOTE-
It is the responsibility of the pilot to request a high altitude
capabilities and traffic will permit. However, when
approach if he/she does not want normal arrival handling.
changes are required:
a. An en route descent may be used in a nonradar
1. Give instructions early enough to allow the environment; however, radar capability should exist
change before the aircraft reaches the approach fix or which will permit the aircraft to be vectored to the
handoff point. final approach course of a published high altitude
2. Keep frequency/radar beacon changes to a instrument approach procedure or PAR/ASR
minimum below 2,500 feet above the surface. approach. Do not use this procedure if other than
normal vectoring delays are anticipated.
3. Avoid requiring frequency/radar beacon
changes during the time the aircraft is making a turn. b. Prior to issuance of a descent clearance below
the highest initial approach fix altitude established for
b. When traffic volume requires, a frequency any high altitude instrument approach procedure for
other than the one used by aircraft making approaches the destination airport inform the aircraft:
may be assigned for use in transferring control to the
approach control facility. 1. Type of approach to expect.
EXAMPLE-
TERMINAL “Expect V-O-R approach to runway three two.”
c. If practicable, use a frequency common to both 2. Radar vectors will be provided to the final
the GCA unit and approach control to minimize approach course.
frequency changes. EXAMPLE-
d. When a GCA unit is not able to communicate on “Expect surveillance/precision approach to runway one
a common frequency, a change to a GCA frequency seven; radar vectors to final approach course.”
may be authorized. 3. Current weather whenever the ceiling is
below 1,000 feet (USAF: 1,500 feet) or the highest
e. When a nonradar approach will be made,
circling minimum whichever is greater, or when the
aircraft may be instructed to change to tower
visibility is less than 3 miles.
frequency when:
EXAMPLE-
1. The reported ceiling is at or above 1,500 feet “Expect ILS/MLS approach to runway eight; radar vectors
and visibility is 5 statute miles or more. to localizer/azimuth course. Weather (reported weather).”

4-7-2 Arrival Procedures

2/16/06 7110.65R

c. If ATIS is provided and the pilot advises he/she NOTE-

has received the current ATIS broadcast before the Transfer points are usually specified in a letter of
descent clearance in subpara b is issued, omit those agreement.
items in subpara b that are contained in the broadcast. 1. Aircraft identification.
d. To avoid requiring an aircraft to fly at low 2. Type of aircraft and appropriate aircraft
altitudes for an excessive distance, descent clearance equipment suffix.
should be issued at a point determined by adding 10
3. ETA or actual time, and proposed or actual
to the first two digits of the flight level.
altitude over clearance limit. The ETA need not be
EXAMPLE- given if the arrival information is being forwarded
For FL 370, 37 ) 10 = 47 miles. during a radar handoff.
NOTE- 4. Clearance limit (when other than the
Turbojet en route descents are based on a rate of descent
destination airport) and EFC issued to the aircraft.
of 4,000 to 6,000 feet per minute.
Clearance limit may be omitted when provided for in
e. Do not terminate the en route descent of an a letter of agreement.
aircraft without the consent of the pilot except as
5. Time, fix, or altitude when control responsib‐
required by radar outage or an emergency situation.
ility is transferred to the approach control facility.
REFERENCE- This information may be omitted when provided for
FAAO 7110.65, Altitude Assignment for Military High Altitude
Instrument Approaches, Para 4-8-4. in a letter of agreement.
PHRASEOLOGY-
(Identification), (type of aircraft), ESTIMATED/OVER
4-7-6. ARRIVAL INFORMATION
(clearance limit), (time), (altitude), EFC (time).
EN ROUTE
 If required,
a. Forward the following information to nonap‐
proach control towers soon enough to permit YOUR CONTROL,
adjustment of the traffic flow or to FSSs soon enough
 or
to provide local airport advisory where applicable:
1. Aircraft identification. YOUR CONTROL AT (time, fix or altitude).

2. Type of aircraft. 4-7-7. WEATHER INFORMATION

3. ETA. EN ROUTE
4. Type of instrument approach procedure the When an available official weather report indicates
aircraft will execute; or weather conditions are below a 1,000-foot
(USAF:1,500-foot) ceiling or below the highest
5. For SVFR, the direction from which the circling minimum, whichever is higher, or less than
aircraft will enter Class B, Class C, Class D, or three‐miles visibility for the airport concerned,
ClassE surface area and any altitude restrictions that transmit the weather report and changes classified as
were issued; or special weather observations to an arriving aircraft
6. For aircraft executing a contact approach the prior to or as part of the approach clearance when:
position of the aircraft. a. It is transmitted directly to the pilot via center
NOTE- controller‐to‐pilot communications.
Specific time requirements are usually stated in a letter of
b. It is relayed through a communications station
agreement.
other than an air carrier company radio or through a
b. Forward the following information to approach nonapproach control facility. You may do this by
control facilities before transfer of control jurisdic‐ telling the station or nonapproach control facility to
tion: issue current weather.

Arrival Procedures 4-7-3

7110.65R 2/16/06

4-7-8. BELOW MINIMA REPORT BY PILOT REFERENCE-

FAAO 7110.65, Chapter 2, Section 7, Altimeter Settings.
If an arriving aircraft reports weather conditions are
b. Upon pilot request, controllers shall inform
below his/her landing minima:
pilots of the frequency where automated weather data
NOTE- may be obtained and, if appropriate, that airport
Determination that existing weather/visibility is adequate weather is not available.
for approach/landing is the responsibility of the
pilot/aircraft operator. PHRASEOLOGY-
(Airport) AWOS/ASOS WEATHER AVAILABLE ON
a. Issue appropriate instructions to the aircraft to (frequency).
hold or proceed to another airport.
1. ASOS/AWOS shall be set to provide one
b. Adjust, as necessary, the position in the landing minute weather at uncontrolled airports that are
sequence of any other aircraft desiring to make without ground-to-air weather broadcast capability
approaches and issue approach clearances by a CWO, NWS or FSS observer.
accordingly.
2. Controllers will consider the long-line
disseminated weather from an automated weather
4-7-9. TRANSFER OF JURISDICTION
system at an uncontrolled airport as trend information
Transfer radio communications and control respons‐ only and shall rely on the pilot for the current weather
ibility early enough to allow the receiving facility to information for that airport.
clear an aircraft beyond the clearance limit before the
aircraft reaches it. 3. Controllers shall issue the last long-line
disseminated weather to the pilot if the pilot is unable
to receive the ASOS/AWOS broadcast.
4-7-10. APPROACH INFORMATION
NOTE-
a. Both en route and terminal approach control Aircraft destined to uncontrolled airports, which have
sectors shall provide current approach information to automated weather data with broadcast capability, should
aircraft destined to airports for which they provide monitor the ASOS/AWOS frequency to ascertain the
approach control services. This information shall be current weather at the airport. The pilot should advise the
provided on initial contact or as soon as possible controller when he/she has received the broadcast weather
thereafter. Approach information contained in the and state his/her intentions.
ATIS broadcast may be omitted if the pilot states the c. Issue any known changes classified as special
appropriate ATIS code. For pilots destined to an weather observations as soon as possible. Special
airport without ATIS, items 3-5 below may be weather observations need not be issued after they are
omitted after the pilot advises receipt of the included in the ATIS broadcast and the pilot states the
automated weather; otherwise, issue approach appropriate ATIS code.
information by including the following:
d. Advise pilots when the ILS/MLS on the runway
1. Approach clearance or type approach to be in use is not operational if that ILS/MLS is on the
expected if two or more approaches are published and same frequency as an operational ILS/MLS serving
the clearance limit does not indicate which will be another runway.
used.
EXAMPLE-
2. Runway if different from that to which the “Expect visual approach runway two five right,
instrument approach is made. runwaytwo five right I-L-S not operational.”
REFERENCE-
3. Surface wind. FAAO 7110.65, Altimeter Setting Issuance Below Lowest Usable FL,
Para 2-7-2.
4. Ceiling and visibility if the reported ceiling at FAAO 7110.65, Approach Information, Para 5-10-2.
the airport of intended landing is below 1,000 feet or 14 CFR Section 91.129 Operations in Class D Airspace, Subpara (d)(2).
below the highest circling minimum, whichever is
e. TERMINAL: If multiple runway transitions are
greater, or the visibility is less than 3 miles.
depicted on a STAR procedure, advise pilots of the
5. Altimeter setting for the airport of intended runway assignment on initial contact or as soon as
landing. possible thereafter.

4-7-4 Arrival Procedures

2/16/06 7110.65R

4-7-11. ARRIVAL INFORMATION BY d. Forward the following information to centers:

APPROACH CONTROL FACILITIES
1. Where two or more instrument approach
TERMINAL procedures are published for the airport, the
particular procedure which an aircraft can expect or
a. Forward the following information to nonap‐ that it will be vectored toward the airport for a visual
proach control towers soon enough to permit approach.
adjustment of the traffic flow or to FSSs soon enough
to provide local airport advisory where applicable: 2. Highest altitude being used by the approach
control facility at the holding fix.
1. Aircraft identification.
3. Average time interval between successive
2. Type of aircraft. approaches.
3. ETA. 4. Arrival time of aircraft over the holding fix or,
if control has been transferred to you before an
4. Type of instrument approach procedure the aircraft has reached the fix, a statement or other
aircraft will execute; or indication acknowledging receipt of control respons‐
ibility.
5. For SVFR, the direction from which the
aircraft will enter Class B, Class C, Class D, or 5. Revised EFC if different by 10 minutes or
ClassE surface area and any altitude restrictions that more from that issued by the center.
were issued; or 6. Missed approaches if they affect center
6. For aircraft executing a contact approach, the operations.
position of the aircraft. 7. Information relating to an unreported or
NOTE- overdue aircraft.
Specific time requirements are usually stated in a letter of
agreement. 4-7-12. AIRPORT CONDITIONS

b. Forward the following information to the tower a. EN ROUTE. Before issuing an approach
when the tower and TRACON are part of the same clearance or en route descent, and subsequently as
facility: changes occur, inform an aircraft of any abnormal
operation of approach and landing aids and of
1. Aircraft identification. destination airport conditions that you know of which
might restrict an approach or landing.
2. Type aircraft if required for separation
purposes. b. TERMINAL. On first contact or as soon as
possible thereafter, and subsequently as changes
3. Type of instrument approach procedure occur, inform an aircraft of any abnormal operation
and/or runway if differing from that in use. of approach and landing aids and of destination
NOTE- airport conditions that you know of which might
The local controller has the responsibility to determine restrict an approach or landing. This information may
whether or not conditions are adequate for the use of ATTS be omitted if it is contained in the ATIS broadcast and
data on the CTRD where a facility directive authorizes its the pilot states the appropriate ATIS code.
use for the transfer of arrival data. REFERENCE-
REFERENCE- FAAO 7110.65, Chapter 3, Section 3, Airport Conditions.
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.
c. TERMINAL. Where RCRs are provided, trans‐
mit this information to USAF and ANG aircraft in
c. Where the collocated or satellite tower has accordance with one of the following. Issue the RCR
ATTS data displayed on its CTRD, the ATTS modify to other aircraft upon pilot request.
or quick look functions may be used to forward
arrival data provided that a facility directive at the 1. Before or when an approach clearance is
collocated tower or a letter of agreement with the issued.
satellite tower exists which outlines procedures for 2. Before an en route descent clearance is
using ATTS for transferring this data. issued.

Arrival Procedures 4-7-5

7110.65R 2/16/06

3. Prior to departure. 2. USAF offices furnish RCR information at airports

serving USAF and ANG aircraft.
REFERENCE-
4. As soon as possible after receipt of any FAAO 7110.65, Landing Area Condition, Para 3-3-1.
subsequent changes in previously issued RCR
information. 4-7-13. SWITCHING ILS/MLS RUNWAYS
TERMINAL
NOTE-
1. USAF has established RCR procedures for determining When a change is made from one ILS to another or
the average deceleration readings of runways under from one MLS to another at airports equipped with
conditions of water, slush, ice, or snow. The use of RCR multiple systems which are not used simultaneously,
code is dependent upon the pilot having a “stopping coordinate with the facilities which use the fixes
capability chart” specifically applicable to his/her formed by reference to these NAVAIDs.
aircraft.

4-7-6 Arrival Procedures

2/16/06 7110.65R

Section 8. Approach Clearance Procedures

4-8-1. APPROACH CLEARANCE EXAMPLE-

“Cleared Approach.”
a. Clear aircraft for “standard” or “special” “Cleared V-O-R Approach.”
instrument approach procedures only. To require an “Cleared V-O-R Runway Three Six Approach.”
aircraft to execute a particular instrument approach “Cleared F-M-S Approach.”
procedure, specify in the approach clearance the “Cleared F-M-S Runway Three Six Approach.”
name of the approach as published on the approach “Cleared I-L-S Approach.”
chart. Where more than one procedure is published on “Cleared Localizer Back Course Runway One Three
a single chart and a specific procedure is to be flown, Approach.”
“Cleared R-NAV Runway Two Two Approach.”
amend the approach clearance to specify execution of
“Cleared GPS Runway Two Approach.”
the specific approach to be flown. If only one “Cleared BRANCH ONE R-NAV Arrival and R-NAV
instrument approach of a particular type is published, Runway One Three Approach.”
the approach needs not be identified by the runway “Cleared I-L-S Runway Three Six Approach, glideslope
reference. An aircraft conducting an ILS/MLS unusable.”
approach when the glideslope/glidepath is reported “Cleared M-L-S Approach.”
out of service shall be advised at the time an approach “Cleared M-L-S Runway Three Six Approach.”
clearance is issued. Standard Instrument Approach “Cleared M-L-S Runway Three Six Approach, glidepath
Procedures shall commence at an Initial Approach unusable.”
Fix or an Intermediate Approach Fix if there is not an NOTE-
Initial Approach Fix. Area Navigation (RNAV) 1. Clearances authorizing instrument approaches are
Standard Instrument Approach Procedures may issued on the basis that, if visual contact with the ground
begin at an Intermediate Approach Fix for aircraft is made before the approach is completed, the entire
that have filed an Advanced RNAV equipment suffix approach procedure will be followed unless the pilot
when the conditions of subpara b4 are met. Where receives approval for a contact approach, is cleared for a
adequate radar coverage exists, radar facilities may visual approach, or cancels their IFR flight plan.
vector aircraft to the final approach course in
accordance with para5-9-1, Vectors to Final 2. Approach clearances are issued based on known traffic.
Approach Course. The receipt of an approach clearance does not relieve the
pilot of his/her responsibility to comply with applicable
PHRASEOLOGY- Parts of Title 14 of the Code of Federal Regulations and the
CLEARED (type) APPROACH. notations on instrument approach charts which levy on the
pilot the responsibility to comply with or act on an
(For a straight‐in‐approach- IFR), instruction; e.g., “Straight‐in minima not authorized at
night,” “Procedure not authorized when glideslope/
CLEARED STRAIGHT‐IN (type) APPROACH. glidepath not used,” “Use of procedure limited to aircraft
authorized to use airport,” or “Procedure not authorized
(To authorize a pilot to execute his/her choice of instrument at night.”
approach),
3. The name of the approach, as published, is used to
CLEARED APPROACH. identify the approach, even though a component of the
approach aid, other than the localizer on an ILS or the
(Where more than one procedure is published on a single azimuth on an MLS is inoperative. Where more than one
chart and a specific procedure is to be flown), procedure to the same runway is published on a single
chart, each must adhere to all final approach guidance
CLEARED (specific procedure to be flown) APPROACH. contained on that chart, even though each procedure will
be treated as a separate entity when authorized by ATC.
(To authorize a pilot to execute an ILS/MLS approach when For example, Instrument Approach Procedures published
the glideslope/glidepath is out of service), on a chart as either HI-VOR/DME or TACAN 1 would be
stated as either “HI V-O-R/D-M-E 1 Runway Six Left
CLEARED (type) APPROACH, GLIDESLOPE/ Approach” or “HI TACAN 1 Runway Six Left Approach.”
GLIDEPATH UNUSABLE. The use of numerical identifiers in the approach name, or

Approach Clearance Procedures 4-8-1

7110.65R 2/16/06

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

4. 14 CFR Section 91.175(j) requires a pilot to receive a

clearance for a procedure turn when vectored to a final
approach fix or position, conducting a timed approach, or
when the procedure specifies “NO PT.”

5. An aircraft which has been cleared to a holding fix and

prior to reaching that fix is issued a clearance for an
approach, but not issued a revised routing; i.e., “proceed
direct to . . ..” may be expected to proceed via the last
assigned route, a feeder route (if one is published on the
approach chart), and then to commence the approach as
published. If, by following the route of flight to the holding
fix, the aircraft would overfly an IAF or the fix associated EXAMPLE-
with the beginning of a feeder route to be used, the aircraft Aircraft 2: The aircraft is inbound to the VOR on an
is expected to commence the approach using the published unpublished direct route at 7,000 feet. The minimum IFR
feeder route to the IAF or from the IAF as appropriate; altitude for IFR operations (14 CFR Section 91.177) along
i.e.,the aircraft would not be expected to overfly and return this flight path to the VOR is 5,000 feet. “Cross the Redding
to the IAF or feeder route. V-O-R at or above five thousand, cleared V-O-R Runway
Three Four Approach.”
6. Approach name items contained within parenthesis;
NOTE-
e.g., RNAV (GPS) Rwy 04, are not included in approach
1. The altitude assigned must assure IFR obstruction
clearance phraseology.
clearance from the point at which the approach clearance
REFERENCE- is issued until established on a segment of a published route
FAAO 8260.3, United States Standard for Terminal Instrument or instrument approach procedure.
Procedures (TERPS).

b. For aircraft operating on unpublished routes, 2. If the altitude assignment is VFR‐on‐top, it is
issue the approach clearance only after the aircraft is: conceivable that the pilot may elect to remain high until
arrival over the final approach fix which may require the
(See FIG 4-8-1.)
pilot to circle to descend so as to cross the final approach
fix at an altitude that would permit landing.
1. Established on a segment of a published route
or instrument approach procedure. 3. Established on a heading or course that will
intercept the initial segment at the initial approach fix,
EXAMPLE- or intermediate segment at the intermediate fix when
Aircraft 1: The aircraft is established on a segment of a
no initial approach fix is published, for a GPS or
published route at 5,000 feet. “Cleared V-O-R Runway
Three Four Approach.” RNAV instrument approach procedure at an angle not
greater than 90 degrees. Angles greater than
2. Assigned an altitude to maintain until the 90degrees may be used when a hold in lieu of
aircraft is established on a segment of a published procedure turn pattern is depicted at the fix for the
route or instrument approach procedure. instrument approach procedure. (See FIG 4-8-2.)

4-8-2 Approach Clearance Procedures

2/16/06 7110.65R

FIG 4-8-2 (a) The instrument approach procedure is a

Approach Clearance Example
GPS or RNAV approach.
For RNAV Aircraft
(b) Radar monitoring is provided to the
Intermediate Fix.

(c) The aircraft has filed an Advanced RNAV

equipment suffix.

(d) The pilot is advised to expect clearance

direct to the Intermediate Fix at least 5 miles from the
fix.

(e) The aircraft is assigned an altitude to

maintain until the Intermediate Fix.

(f) The aircraft is on a course that will

intercept the intermediate segment at an angle not
greater than 90 degrees and is at an altitude that will
permit normal descent from the Intermediate Fix to
the Final Approach Fix.
NOTE-
Controllers should expect aircraft to descend at
approximately 300 feet per NM when applying guidance in
subpara 4(f) above.

c. Except when applying radar procedures, timed

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

Approach Clearance Procedures 4-8-3

7110.65R 2/16/06

FIG 4-8-3

Basic “T” and TAA Design

4-8-4 Approach Clearance Procedures

2/16/06 7110.65R

f. For GPS UNRELIABLE NOTAMs, inform 4-8-4. ALTITUDE ASSIGNMENT FOR MILITARY

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

Approach Clearance Procedures 4-8-5

7110.65R 2/16/06

NOTE- approach procedure depicted for the instrument

Where standard instrument approach procedures (SIAPs) approach being flown. An alternate missed approach
authorize circling approaches, they provide a basic procedure as published on the appropriate FAA
minimum of 300 feet of obstacle clearance at the MDA Form8260 or appropriate military form may be
within the circling area considered. The dimensions of
assigned when necessary. Once an aircraft com‐
these areas, expressed in distances from the runways, vary
for the different approach categories of aircraft. In some
mences a missed approach, it may be radar vectored.
cases a SIAP may otherwise restrict circling approach NOTE-
maneuvers. 1. Alternate missed approach procedures are published on
c. Do not issue clearances, such as “extend the appropriate FAA Form 8260 or appropriate military
form and require a detailed clearance when they are issued
downwind leg,” which might cause an aircraft to
to the pilot.
exceed the circling approach area distance from the
runways within which required circling approach 2. In the event of a missed approach involving a turn,
obstacle clearance is assured. unless otherwise cleared, the pilot will proceed to the
missed approach point before starting that turn.
4-8-7. SIDE-STEP MANEUVER REFERENCE-
FAAO 7110.65, Practice Approaches, Para 4-8-11.
TERMINAL FAAO 7110.65, Vectors Below Minimum Altitude, Para 5-6-3.
FAAO 7110.65, Successive or Simultaneous Departures, Para 5-8-3.
Side‐step Maneuver. When authorized by an instru‐ FAAO 8260.19, Flight Procedures and Airspace, Paras 404 and 815.
FAAO 8260.3, United States Standard for Terminal Instrument
ment approach procedure, you may clear an aircraft Procedures (TERPS), Paras 275, 278, 943, 957, and 997.
for an approach to one runway and inform the aircraft
that landing will be made on a parallel runway.
4-8-10. APPROACH INFORMATION
EXAMPLE-
“Cleared I-L-S Runway seven left approach. Side‐step to Specify the following in the approach clearance when
runway seven right.” the pilot says he/she is unfamiliar with the procedure:
NOTE-
a. Initial approach altitude.
Side‐step maneuvers require higher weather minima/
MDA. These higher minima/MDA are published on the b. Direction and distance from the holding fix
instrument approach charts. within which procedure turn is to be completed.
REFERENCE-
FAAO 7110.65, Closed/Unsafe Runway Information, Para 3-3-2. c. Altitude at which the procedure turn is to be
P/CG Term- Side-step Maneuver. made.

4-8-8. COMMUNICATIONS RELEASE d. Final approach course and altitude.

If an IFR aircraft intends to land at an airport not e. Missed approach procedures if considered
served by a tower or FSS, approve a change to the necessary.
advisory service frequency when you no longer PHRASEOLOGY-
require direct communications. INITIAL APPROACH AT (altitude), PROCEDURE TURN
PHRASEOLOGY- AT (altitude), (number) MINUTES/MILES (direction),
CHANGE TO ADVISORY FREQUENCY APPROVED. FINAL APPROACH ON (name of NAVAID) (specified)
COURSE/RADIAL/AZIMUTH AT (altitude).
NOTE-
An expeditious frequency change permits the aircraft to
receive timely local airport traffic information in 4-8-11. PRACTICE APPROACHES
accordance with AC 90-42, Traffic Advisory Practices at
Airports Without Operating Control Towers. Except for military aircraft operating at military
airfields, ensure that neither VFR nor IFR practice
approaches disrupt the flow of other arriving and
4-8-9. MISSED APPROACH
departing IFR or VFR aircraft. Authorize, withdraw
Except in the case of a VFR aircraft practicing an authorization, or refuse to authorize practice
instrument approach, an approach clearance automat‐ approaches as traffic conditions require. Normally,
ically authorizes the aircraft to execute the missed approaches in progress should not be terminated.

4-8-6 Approach Clearance Procedures

2/16/06 7110.65R

NOTE- 5. All VFR aircraft shall be instructed to

The priority afforded other aircraft over practice maintain VFR on initial contact or as soon as possible
instrument approaches is not intended to be so rigidly thereafter.
applied that it causes grossly inefficient application of
services. NOTE-
This advisory is intended to remind the pilot that even
a. Separation. though ATC is providing IFR‐type instructions, the pilot is
responsible for compliance with the applicable parts of the
1. IFR aircraft practicing instrument ap‐ CFR governing VFR flight.
proaches shall be afforded standard separation in
accordance with Chapter 3, Chapter 4, Chapter 5, b. Missed Approaches.
Chapter 6, and Chapter 7 minima until: 1. Unless alternate instructions have been
issued, IFR aircraft are automatically authorized to
(a) The aircraft lands, and the flight is
execute the missed approach depicted for the
terminated, or
instrument approach being flown.
(b) The pilot cancels the flight plan. REFERENCE-
FAAO 7110.65, Missed Approach, Para 4-8-9.
2. Where procedures require application of IFR
2. VFR aircraft are not automatically authorized
separation to VFR aircraft practicing instrument
to execute the missed approach procedure. This
approaches, standard IFR separation in accordance
authorization must be specifically requested by the
with Chapter 3, Chapter 4, Chapter 5, Chapter 6, and
pilot and approved by the controller. When a missed
Chapter 7 shall be provided. Controller responsibility
approach has been approved, separation shall be
for separation begins at the point where the approach
provided throughout the missed approach.
clearance becomes effective. Except for heavy
aircraft/B757, 500 feet vertical separation may be REFERENCE-
FAAO 7110.65, Visual Separation, Para 7-2-1.
applied between VFR aircraft and between a VFR
and an IFR aircraft.
REFERENCE- 4-8-12. LOW APPROACH AND
FAAO 7210.3, Practice Instrument Approaches, Para 6-4-4. TOUCH‐AND‐GO
FAAO 7210.3, Practice Instrument Approaches, Para 10-4-5.
Consider an aircraft cleared for a touch‐and‐go, low
3. Where separation services are not provided to approach, or practice approach as an arriving aircraft
VFR aircraft practicing instrument approaches, the until that aircraft touches down or crosses the landing
controller shall; threshold; thereafter, consider the aircraft as a
departing aircraft. Before the aircraft begins its final
(a) Instruct the pilot to maintain VFR.
descent, issue the appropriate departure instructions
(b) Advise the pilot that separation services the pilot is to follow upon completion of the approach
are not provided. (in accordance with para 4-3-2, Departure Clear‐
ances). Climb‐out instructions must include a
PHRASEOLOGY- specific heading or a route of flight and altitude,
“(Aircraft identification) MAINTAIN VFR, PRACTICE except when the aircraft will maintain VFR and
APPROACH APPROVED, NO SEPARATION SERVICES contact the tower.
PROVIDED.”
EXAMPLE-
(c) Provide traffic information or advise the “After completing low approach, climb and maintain six
pilot to contact the appropriate facility. thousand. Turn right, heading three six zero.”

4. If an altitude is assigned, including at or “Maintain VFR, contact tower.”

above/below altitudes, the altitude specified must
meet MVA, minimum safe altitude, or minimum IFR (Issue other instructions as appropriate.)
altitude criteria. NOTE-
REFERENCE- Climb‐out instructions may be omitted after the first
FAAO 7110.65, Altitude Assignments, Para 7-7-5. approach if instructions remain the same.

Approach Clearance Procedures 4-8-7

2/16/06 7110.65R

Chapter 5. Radar
Section 1. General

5-1-1. PRESENTATION AND EQUIPMENT EN ROUTE

PERFORMANCE
d. Radar Data Processing (RDP) alignment
Provide radar service only if you are personally checking is accomplished by the operational program
satisfied that the radar presentation and equipment as part of the certification procedures for system
performance is adequate for the service being startup and then on a real-time basis during
provided. operational hours.

NOTE- e. Ensure the situation display center and altitude

The provision of radar service is not limited to the distance limits for the system are appropriate for the operating
and altitude parameters obtained during the commission‐ position.
ing flight check. REFERENCE-
FAAO 7110.65, Selected Altitude Limits, Para 5-14-5.

5-1-2. ALIGNMENT ACCURACY CHECK 5-1-3. RADAR USE

During relief briefing, or as soon as possible after Use radar information derived from primary and
assuming responsibility for a control position, check secondary radar systems.
the operating equipment for alignment accuracy and REFERENCE-
display acceptability. Recheck periodically FAAO 7110.65, Beacon Range Accuracy, Para 5-1-4.
FAAO 7110.65, Inoperative or Malfunctioning Interrogator,
throughout the watch. Para 5-2-15.
REFERENCE- a. Secondary radar may be used as the sole display
FAAO 7210.3, Chapter 3, Chapter 8, Chapter 9, Chapter 10, and
Chapter11.
source as follows:
Comparable Military Directives.
1. In Class A airspace.
TERMINAL REFERENCE-
FAAO 7110.65, Failed Transponder in Class A Airspace, Para 5-2-16.
a. Check the alignment of the radar video display 14 CFR Section 91.135, Operations in Class A Airspace.

by assuring that the video/digital map or overlay is 2. Outside Class A airspace, or where mix of
properly aligned with a permanent target of known ClassA airspace/non-Class A airspace exists, only
range and azimuth on the radar display. Where when:
possible, check one permanent target per quadrant.
(a) Additional coverage is provided by
b. Accuracy of the radar video display shall be secondary radar beyond that of the primary radar, or
verified for digitized radar systems by using the (b) The primary radar is temporarily unusable
moving target indicator (MTI) reflectors, fixed or out of service. Advise pilots when these conditions
location beacon transponders (Parrots), beacon exist, or
real-time quality control (RTQC) symbols or
calibration performance monitor equipment (CPME) (c) A secondary radar system is the only
beacon targets. source of radar data for the area of service. When the
system is used for separation, beacon range accuracy
REFERENCE- is assured, as provided in para 5-1-4, Beacon Range
FAAO 7210.3, Tolerance for Radar Fix Accuracy, Para 3-8-1.
Accuracy. Advise pilots when these conditions exist.
c. In Digital Terminal Automation Systems PHRASEOLOGY-
(DTAS) conducts continuous self-monitoring of PRIMARY RADAR UNAVAILABLE (describe location).
alignment accuracy; therefore, controller alignment RADAR SERVICES AVAILABLE ON TRANSPONDER
checks are not required. EQUIPPED AIRCRAFT ONLY.

General 5-1-1
7110.65R CHG 2
7110.65R 2/16/06
3/15/07

NOTE- 5-1-5. ELECTRONIC ATTACK (EA) ACTIVITY

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

REFERENCE-  or
FAAO 7110.65, Radar Use, Para 5-1-3.

5-1-2 General
2/16/06 7110.65R

STOP BUZZER ON (frequency band or channel). 5-1-8. MERGING TARGET PROCEDURES

To resume EA activity: a. Except while they are established in a holding

pattern, apply merging target procedures to all radar
RESUME STREAM/BURST, identified:

 or 1. Aircraft at 10,000 feet and above.

2. Turbojet aircraft regardless of altitude.
RESUME BUZZER ON (frequency band or channel).
REFERENCE-
P/CG Term- Turbojet Aircraft.
5-1-6. SERVICE LIMITATIONS
3. Presidential aircraft regardless of altitude.
a. When radar mapping is not available, limit
radar services to: b. Issue traffic information to those aircraft listed
in subpara a whose targets appear likely to merge
1. Separating identified aircraft targets. unless the aircraft are separated by more than the
2. Vectoring aircraft to intercept a PAR final appropriate vertical separation minima.
approach course. EXAMPLE-
“Traffic twelve o'clock, seven miles, eastbound, MD-80, at
3. Providing radar service in areas that ensure no one seven thousand.”
confliction with traffic on airways, other ATC areas
of jurisdiction, restricted or prohibited areas, terrain, “United Sixteen and American Twenty‐five, traffic
etc. twelveo'clock, one zero miles, opposite direction,
eastbound seven twenty seven at flight level three three
b. EN ROUTE. When the position symbol zero, westbound MD-Eighty at flight level three one zero.”
associated with the full data block falls more than one
history behind the actual aircraft target or there is no c. When both aircraft in subpara b are in RVSM
target symbol displayed, the Mode C information in airspace, and vertically separated by 1,000 feet, if
the full data block shall not be used for the purpose of either pilot reports they are unable to maintain RVSM
determining separation. due to turbulence or mountain wave, vector either
aircraft to avoid merging with the target of the other
c. Report radar malfunctions immediately for aircraft.
corrective action and for dispatch of a Notice to
Airmen. Advise adjacent ATC facilities when EXAMPLE-
“Delta One Twenty Three, fly heading two niner zero,
appropriate.
vector for traffic. Traffic twelve o'clock, one zero miles,
REFERENCE- opposite direction, MD-80 eastbound at flight level three
FAAO 7110.65, Reporting Essential Flight Information, Para 2-1-9. two zero.”
FAAO 7210.3, Chapter 3, Chapter 7, Chapter 10 Section 5, and
Chapter11 Section 2. d. If the pilot requests, vector his/her aircraft to
avoid merging with the target of previously issued
5-1-7. ELECTRONIC CURSOR traffic.
TERMINAL NOTE-
Aircraft closure rates are so rapid that when applying
a. An electronic cursor may be used to aid in merging target procedures, controller issuance of traffic
identifying and vectoring an aircraft and to give finer must be commenced in ample time for the pilot to decide if
delineation to a video map. Do not use it as a a vector is necessary.
substitute for a video map or map overlay; e.g., to
e. If unable to provide vector service, inform the
form intersections, airway boundaries, final approach
pilot.
courses, etc.
NOTE-
b. Fixed electronic cursors may be used to form The phraseology “Unable RVSM due turbulence (or
the final approach course for surveillance approaches mountain wave)” is only intended for severe turbulence or
conducted by military operated mobile radar other weather encounters with altitude deviations of
facilities. approximately 200 feet or more.

General 5-1-3
7110.65R 2/16/06

5-1-9. HOLDING PATTERN SURVEILLANCE (Number of miles) MILES (direction) OF (fix, airway, or

location).
Provide radar surveillance of outer fix holding pattern
airspace areas, or any portions thereof, shown on your CROSSING/JOINING/DEPARTING (airway or route).
radar scope (displayed on the video map or scribed on
the map overlay) whenever aircraft are holding there. INTERCEPTING/CROSSING (name of NAVAID)
Attempt to detect any aircraft that stray outside the (specified) RADIAL.
area. If you detect an aircraft straying outside the area,
assist it to return to the assigned airspace. 5-1-13. RADAR SERVICE TERMINATION

a. Inform aircraft when radar service is termin‐

5-1-10. DEVIATION ADVISORIES ated.
Inform an aircraft when it is observed in a position PHRASEOLOGY-
and on a track which will obviously cause the aircraft RADAR SERVICE TERMINATED (nonradar routing if
to deviate from its protected airspace area. If required).
necessary, assist the aircraft to return to the assigned b. Radar service is automatically terminated and
protected airspace. the aircraft needs not be advised of termination when:
REFERENCE-
FAAO 7110.65, Route or Altitude Amendments, Para 4-2-5. NOTE-
FAAO 7110.65, Methods, Para 7-9-3. 1. Termination of radar monitoring when conducting
simultaneous ILS/MLS approaches is prescribed in
para5-9-7, Simultaneous Independent ILS/MLS
5-1-11. RADAR FIX POSTING
Approaches- Dual & Triple.
EN ROUTE
2. Termination of radar monitoring where PAR equipment
A controller is required to manually record at least is used to monitor approaches is prescribed in
once the observed or reported time over a fix for each para5-13-3, Monitor Information.
controlled aircraft in their sector of responsibility 1. An aircraft cancels its IFR flight plan, except
only when the flight progress recording components within Class B airspace, Class C airspace, TRSA, or
of the EAS FDP are not operational. where basic radar service is provided.
REFERENCE-
FAAO 7210.3, Flight Progress Strip Usage, Para 6-1-6. 2. An aircraft conducting an instrument, visual,
FAAO 7210.3, Flight Progress Strip Usage, Para 10-1-8. or contact approach has landed or has been instructed
to change to advisory frequency.
5-1-12. POSITION REPORTING 3. At tower‐controlled airports where radar
If necessary, you may request an aircraft to provide an coverage does not exist to within 1/2 mile of the end
estimate or report over a specific fix. After an aircraft of the runway, arriving aircraft shall be informed
receives the statement “radar contact” from ATC, it when radar service is terminated.
discontinues reporting over compulsory reporting REFERENCE-
points. It resumes normal position reporting when FAAO 7210.3, Radar Tolerances, Para 10-5-6.
ATC informs it “radar contact lost” or “radar service 4. TERMINAL. An arriving VFR aircraft re‐
terminated.” ceiving radar service to a tower‐controlled airport
REFERENCE- within Class B airspace, Class C airspace, TRSA, or
P/CG Term- Radar Contact. where basic radar service is provided has landed, or
a. When required, inform an aircraft of its position to all other airports, is instructed to change to tower
with respect to a fix or airway. or advisory frequency.
PHRASEOLOGY- 5. TERMINAL. An aircraft completes a radar
OVER/PASSING (fix). approach.
REFERENCE-
(Number of miles) MILES FROM (fix). FAAO 7110.65, Service Provided When Tower is Inoperative,
Para7-6-12.

5-1-4 General
2/16/06 7110.65R

Section 2. Beacon Systems

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

Beacon Systems 5-2-1

7110.65R 2/16/06

NOTE- (a) Within NBCAP airspace- Code 0100 to

In a mixed code environment, a situation may exist where Code 0400 inclusive or any other code authorized by
a discrete‐equipped position/sector exchanges control of the appropriate service area office.
aircraft with nondiscrete‐equipped facilities or vice versa.
(b) Outside NBCAP airspace- Code 1000 or
b. When discrete beacon code capability exists in one of the codes from 0100 to 0700 inclusive or any
your area of responsibility: other code authorized by the appropriate service area
1. Comply with the procedures specified in office.
para5-2-2, Discrete Environment, and b. Assign codes to en route IFR aircraft as follows:
2. Unless otherwise coordinated at the time of NOTE-
handoff, assign aircraft that will enter the area of 1. FL 180 may be used in lieu of FL 240 where the base of
responsibility of a nondiscrete‐equipped position/ Class A airspace and the base of the operating sector are
sector an appropriate nondiscrete function code from at FL 180, and for inter‐facility handoff the receiving
the codes specified in para 5-2-6, Function Code sector is also stratified at FL 180.
Assignments, prior to initiating a handoff.
2. The provisions of subparas b2(b) and (c) may be
REFERENCE- modified by facility directive or letter of agreement when
FAAO 7110.65, IFR‐VFR and VFR‐IFR Flights, Para 4-2-8.
FAAO 7110.65, VFR Code Assignments, Para 5-2-9. operational complexities or simplified sectorization
FAAO 7110.65, Beacon Identification Methods, Para 5-3-3. indicate. Letters of agreement are mandatory when the
operating sectors of two facilities are not stratified at
identical levels. The general concept of utilizing
5-2-5. RADAR BEACON CODE CHANGES
Codes2100 through 2500 within Class A airspace should
Unless otherwise specified in a directive or a letter of be adhered to.
agreement or coordinated at the time of handoff, do 1. Aircraft operating below FL 240 or when
not request an aircraft to change from the code it was control is transferred to a controller whose area
squawking in the transferring facility's area until the includes the stratum involved.
aircraft is within your area of responsibility.
(a) Code 1000 may be assigned to aircraft
REFERENCE-
FAAO 7110.65, IFR‐VFR and VFR‐IFR Flights, Para 4-2-8.
changing altitudes.
FAAO 7110.65, Beacon Identification Methods, Para 5-3-3.
(b) Code 1100 to an aircraft operating at an
assigned altitude below FL 240. Should an additional
5-2-6. FUNCTION CODE ASSIGNMENTS code be operationally desirable, Code 1300 shall be
Unless otherwise specified by a directive or a letter of assigned.
agreement, make nondiscrete code assignments from 2. Aircraft operating at or above FL 240 or when
the following categories: control is transferred to a controller whose area
a. Assign codes to departing IFR aircraft as includes the stratum involved.
follows: (a) Code 2300 may be assigned to aircraft
1. Code 2000 to an aircraft which will climb to changing altitudes.
FL240 or above or to an aircraft which will climb to (b) Code 2100 to an aircraft operating at an
FL180 or above where the base of Class A airspace assigned altitude from FL 240 to FL 330 inclusive.
and the base of the operating sector are at FL 180, and Should an additional code be operationally desirable,
for inter‐facility handoff the receiving sector is also Code 2200 shall be assigned.
stratified at FL180. The en route code shall not be
assigned until the aircraft is established in the high (c) Code 2400 to an aircraft operating at an
altitude sector. assigned altitude from FL 350 to FL 600 inclusive.
Should an additional code be operationally desirable,
2. Code 1100 to an aircraft which will remain Code 2500 shall be assigned.
below FL 240 or below FL 180 as above.
3. Code 4000 when aircraft are operating on a
3. For handoffs from terminal facilities when so flight plan specifying frequent or rapid changes in
specified in a letter of agreement as follows: assigned altitude in more than one stratum or other

5-2-2 Beacon Systems

2/16/06 7110.65R

conditions of flight not compatible with a stratified b. After radio and radar contact have been estab‐
code assignment. lished, you may request other than single‐piloted
NOTE- helicopters and single‐piloted turbojet aircraft to
1. Categories of flight that can be assigned Code 4000 change from Code 7700 to another code appropriate
include certain flight test aircraft, MTR missions, aerial for your radar beacon code environment.
refueling operation requiring descent involving more than NOTE-
one stratum, ALTRVs where continuous monitoring of ATC 1. The code change, based on pilot concurrence, the
communications facilities is not required and frequent nature of the emergency, and current flight conditions will
altitude changes are approved, and other aircraft signify to other radar facilities that the aircraft in distress
operating on flight plans requiring special handling by is identified and under ATC control.
ATC.
2. Pilots of single‐piloted helicopters and single‐piloted
2. Military aircraft operating VFR or IFR in restricted/ turbojet aircraft may be unable to reposition transponder
warning areas or VFR on VR routes will adjust their controls during the emergency.
transponders to reply on Code 4000 unless another code
PHRASEOLOGY-
has been assigned by ATC or coordinated, if possible, with
RADAR CONTACT (position). IF FEASIBLE, SQUAWK
ATC.
(code).
c. Assign the following codes to arriving IFR REFERENCE-
aircraft, except military turbojet aircraft as specified FAAO 7110.65, Beacon Identification Methods, Para 5-3-3.
in para4-7-4, Radio Frequency and Radar Beacon c. The following shall be accomplished on a
Changes for Military Aircraft: Mode C equipped VFR aircraft which is in
NOTE- emergency but no longer requires the assignment of
FL 180 may be used in lieu of FL 240 where the base of Code 7700:
ClassA airspace and the base of the operating sector are
1. TERMINAL. Assign a beacon code that will
at FL180, and for inter‐facility handoff the receiving
sector is also stratified at FL 180.
permit terminal minimum safe altitude warning
(MSAW) alarm processing.
1. Code 2300 may be assigned for descents
while above FL 240. 2. EN ROUTE. An appropriate keyboard entry
shall be made to ensure en route MSAW (EMSAW)
2. Code 1500 may be assigned for descents into alarm processing.
and while within the strata below FL 240, or with
prior coordination the specific code utilized by the 5-2-8. RADIO FAILURE
destination controller, or the code currently assigned
when descent clearance is issued. When you observe a Code 7600 display, apply the
procedures in para 10-4-4, Communications Failure.
3. The applicable en route code for the holding
NOTE-
altitude if holding is necessary before entering the Should a transponder‐equipped aircraft experience a loss
terminal area and the appropriate code in subparas 1 of two‐way radio communications capability, the pilot can
or 2. be expected to adjust his/her transponder to Code7600.
REFERENCE- REFERENCE-
FAAO 7110.65, IFR‐VFR and VFR‐IFR Flights, Para 4-2-8. FAAO 7110.65, Beacon Identification Methods, Para 5-3-3.
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. 5-2-9. VFR CODE ASSIGNMENTS
FAAO 7110.65, Beacon Identification Methods, Para 5-3-3.
a. For VFR aircraft receiving radar advisories,
assign an appropriate function code or computer‐as‐
5-2-7. EMERGENCY CODE ASSIGNMENT signed code for the code environment in which you
Assign codes to emergency aircraft as follows: are providing service.
a. Code 7700 when the pilot declares an NOTE-
1. Para 5-2-2, Discrete Environment; para 5-2-3,
emergency and the aircraft is not radar identified.
Nondiscrete Environment, and para 5-2-4, Mixed
PHRASEOLOGY- Environment, specify code assignment procedures to
SQUAWK MAYDAY ON 7700. follow for the three code environments.

Beacon Systems 5-2-3

7110.65R CHG 2
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2. Para 5-2-6, Function Code Assignments, specifies the 5-2-10. BEACON CODE FOR PRESSURE SUIT
function code allocation from which an appropriate code FLIGHTS AND FLIGHTS ABOVE FL 600
for the aircraft indicated in subpara a should be selected.
In the terminal environment, additional function codes may a. Mode 3/A, Code 4400, and discrete
be authorized by the appropriate service area office. Codes4401 through 4477 are reserved for use by
R-71, F-12, U-2, B-57, pressure suit flights, and
1. If the aircraft is outside of your area of aircraft operations above FL 600.
responsibility and an operational benefit will be NOTE-
gained by retaining the aircraft on your frequency for The specific allocation of the special use codes in
the purpose of providing services, ensure that subset4400 is in FAAO 7110.66, National Beacon Code
coordination has been effected: Allocation Plan.
b. Ensure that aircraft remain on Code 4400 or one
(a) As soon as possible after positive
of the special use discrete codes in the 4400 subset if
identification, and
filed as part of the flight plan. Except when
unforeseen events, such as weather deviations,
(b) Prior to issuing a control instruction or
equipment failure, etc., cause more than one aircraft
providing a service other than a safety alert/traffic
with same Mode 3/A discrete beacon codes to be in
advisory.
the same or adjacent ARTCC's airspace at the same
NOTE- time, a controller may request the pilot to make a code
Safety alerts/traffic advisories may be issued to an aircraft change, squawk standby, or to stop squawk as
prior to coordination if an imminent situation may be appropriate.
averted by such action. Coordination should be effected as
NOTE-
soon as possible thereafter.
Due to the inaccessibility of certain equipment to the flight
crews, Code 4400 or a discrete code from the 4400 subset
b. Instruct IFR aircraft which cancel an IFR flight
is preset on the ground and will be used throughout the
plan and are not requesting radar advisory service and flight profile including operations below FL 600.
VFR aircraft for which radar advisory service is being Controllers should be cognizant that not all aircraft may be
terminated to squawk the VFR code. able to accept the transponder changes identified in the
exception. Emergency Code 7700, however, can be
PHRASEOLOGY- activated.
SQUAWK VFR.
REFERENCE-
FAAO 7110.65, Beacon Identification Methods, Para 5-3-3.
 or

SQUAWK 1200. 5-2-11. AIR DEFENSE EXERCISE BEACON

CODE ASSIGNMENT
NOTE-
1. Aircraft not in contact with an ATC facility may squawk EN ROUTE
1255 in lieu of 1200 while en route to/from or within the
Ensure exercise FAKER aircraft remain on the
designated fire fighting area(s).
exercise flight plan filed discrete beacon code.
2. VFR aircraft which fly authorized SAR missions for the NOTE-
USAF or USCG may be advised to squawk 1277 in lieu of 1. NORAD will ensure exercise FAKER aircraft flight
1200 while en route to/from or within the designated search plans are filed containing discrete beacon codes from the
area. Department of Defense code allocation specified in
FAAO7610.4, Special Operations, Appendix 8.
REFERENCE-
FAAO 7110.66, National Beacon Code Allocation Plan.
2. NORAD will ensure that those FAKER aircraft assigned
c. When an aircraft changes from VFR to IFR, the the same discrete beacon code are not flight planned in the
controller shall assign a beacon code to Mode C same or any adjacent ARTCC's airspace at the same time.
(Simultaneous assignment of codes will only occur when
equipped aircraft that will allow MSAW alarms.
operational requirements necessitate.)
REFERENCE- REFERENCE-
FAAO 7110.65, Beacon Identification Methods, Para 5-3-3. FAAO 7110.65, Beacon Identification Methods, Para 5-3-3.

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2/16/06 7110.65R

5-2-12. STANDBY OR LOW SENSITIVITY ring‐around or excessive VFR target presentations

OPERATION derogate the separation of IFR traffic, the monitoring
You may instruct an aircraft operating on an assigned of VFR Code 1200, Code 1255, and Code 1277 may
code to change transponder to “standby” or “low be temporarily discontinued.
sensitivity” position: b. Positions of operation which contain a
NOTE- restricted or warning area or VR route within or
National standards no longer require improved immediately adjacent to their area of jurisdiction
transponder to be equipped with the low sensitivity feature. shall monitor Code 4000 and any other code used in
Therefore, aircraft with late model transponders will be lieu of 4000 within the warning/restricted area or
unable to respond to a request to “squawk low.” VRroute. If by local coordination with the restricted/
a. When approximately 15 miles from its warning area or VR route user a code other than 4000
destination and you no longer desire operation of the is to be exclusively used, then this code shall be
transponder. monitored.
c. If a normally assigned beacon code disappears,
b. When necessary to reduce clutter in a
check for a response on the following codes in the
multi‐target area, or to reduce “ring‐around” or other
order listed and take appropriate action:
phenomena, provided you instruct the aircraft to
return to “normal sensitivity” position as soon as NOTE-
possible thereafter. When Codes 7500 and/or 7600 have been preselected, it
will be necessary for the ID-SEL-OFF switches for these
PHRASEOLOGY- codes to be left in the off position so that beacon target for
SQUAWK STANDBY, an aircraft changing to one of these codes will disappear,
thereby alerting the controller to make the check. This
 or check will not be required if automatic alerting capability
exists.
SQUAWK LOW/NORMAL.
1. Code 7500 (hijack code).
REFERENCE-
FAAO 7110.65, Beacon Identification Methods, Para 5-3-3. REFERENCE-
FAAO 7110.65, Hijacked Aircraft, Para 10-2-6.
2. Code 7600 (loss of radio communications
5-2-13. CODE MONITOR
code).
Continuously monitor the Mode 3/A radar beacon
codes assigned for use by aircraft operating within 5-2-14. FAILURE TO DISPLAY ASSIGNED
your area of responsibility when nonautomated BEACON CODE OR INOPERATIVE/
beacon decoding equipment (e.g., 10-channel MALFUNCTIONING TRANSPONDER
decoder) is used to display the target symbol. a. Inform an aircraft with an operable transponder
REFERENCE- that the assigned beacon code is not being displayed.
FAAO 7110.65, Function Code Assignments, Para 5-2-6.
PHRASEOLOGY-
NOTE- (Identification) RESET TRANSPONDER, SQUAWK
In addition to alphanumeric and control symbology (appropriate code).
processing enhancements, the MEARTS, STARS, and the
b. Inform an aircraft when its transponder appears
TPX-42 systems are equipped with automatic beacon
decoders. Therefore, in facilities where the automatic to be inoperative or malfunctioning.
beacon decoders are providing the control slash video, PHRASEOLOGY-
there is no requirement to have the nonautomated decoding (Identification) YOUR TRANSPONDER APPEARS
equipment operating simultaneously. INOPERATIVE/MALFUNCTIONING, RESET,
REFERENCE- SQUAWK (appropriate code).
FAAO 7210.3, Monitoring of Mode 3/A Radar Beacon Codes, c. Ensure that the subsequent control position in
Para3-7-4.
the facility or the next facility, as applicable, is
a. This includes the appropriate IFR code actually notified when an aircraft transponder is malfunction‐
assigned and, additionally, Code 1200, Code 1255, ing/inoperative.
and Code 1277 unless your area of responsibility REFERENCE-
includes only Class A airspace. During periods when FAAO 7110.65, Beacon Identification Methods, Para 5-3-3.

Beacon Systems 5-2-5

7110.65R 2/16/06

5-2-15. INOPERATIVE OR MALFUNCTIONING 2. You receive a continuous readout from an

INTERROGATOR aircraft on the airport and the readout varies by less
than 300 feet from the field elevation, or
Inform aircraft concerned when the ground interrog‐
ator appears to be inoperative or malfunctioning. NOTE-
A continuous readout exists only when the altitude filter
PHRASEOLOGY- limits are set to include the field elevation.
(Name of facility or control function) BEACON REFERENCE-
INTERROGATOR INOPERATIVE/MALFUNCTIONING. FAAO 7110.65, Altitude Filters, Para 5-2-23.
FAAO 7110.65, Selected Altitude Limits, Para 5-14-5.
REFERENCE- FAAO 7210.3, Display Data, Para 11-2-3.
FAAO 7110.65, Radar Use, Para 5-1-3.
FAAO 7110.65, Beacon Identification Methods, Para 5-3-3. 3. You have correlated the altitude information
in your data block with the validated information in
a data block generated in another facility (by verbally
5-2-16. FAILED TRANSPONDER IN CLASS A
coordinating with the other controller) and your
AIRSPACE
readout is exactly the same as the readout in the other
Disapprove a request or withdraw previously issued data block.
approval to operate in Class A airspace with a failed b. When unable to validate the readout, do not use
transponder solely on the basis of traffic conditions or the Mode C altitude information for separation.
other operational factors.
c. Whenever you observe an invalid Mode C
REFERENCE- readout below FL 180:
FAAO 7110.65, Radar Use, Para 5-1-3.
FAAO 7110.65, Beacon Identification Methods, Para 5-3-3. 1. Issue the correct altimeter setting and confirm
the pilot has accurately reported the altitude.
5-2-17. VALIDATION OF MODE C READOUT PHRASEOLOGY-
(Location) ALTIMETER (appropriate altimeter), VERIFY
Ensure that Mode C altitude readouts are valid after ALTITUDE.
accepting an interfacility handoff, initial track start, 2. If the altitude readout continues to be invalid:
track start from coast/suspend tabular list, missing, or
unreasonable Mode C readouts. For TPX-42 and (a) Instruct the pilot to turn off the altitude‐
equivalent systems ensure that altitude readout is reporting part of his/her transponder and include the
valid immediately after identification. (TCDD-/ reason; and
BANS-equipped tower cabs are not required to (b) Notify the operations supervisor‐in‐
validate ModeC readouts after receiving interfacility charge of the aircraft call sign.
handoffs from TRACONs according to the proced‐
ures in para5-4-3, Methods, subpara a4.) PHRASEOLOGY-
STOP ALTITUDE SQUAWK. ALTITUDE DIFFERS BY
a. Consider an altitude readout valid when: (number of feet) FEET.
d. Whenever you observe an invalid Mode C
1. It varies less than 300 feet from the pilot readout at or above FL 180, unless the aircraft is
reported altitude, or descending below Class A airspace:
PHRASEOLOGY- 1. Confirm that the pilot is using 29.92 inches of
(If aircraft is known to be operating below the lowest
mercury as the altimeter setting and has accurately
useable flight level),
reported the altitude.
SAY ALTITUDE. PHRASEOLOGY-
CONFIRM USING TWO NINER NINER TWO AS YOUR
 or ALTIMETER SETTING.

(If aircraft is known to be operating at or above the lowest (If aircraft is known to be operating at or above the lowest
useable flight level), useable flight level),

SAY FLIGHT LEVEL. VERIFY FLIGHT LEVEL.

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2/16/06 7110.65R

2. If the Mode C readout continues to be invalid: 5-2-19. ALTITUDE CONFIRMATION-

NON-MODE C
(a) Instruct the pilot to turn off the altitude‐
reporting part of his/her transponder and include the a. Request a pilot to confirm assigned altitude on
reason; and initial contact unless:
NOTE-
(b) Notify the operational supervisor‐in‐ For the purpose of this paragraph, “initial contact” means
charge of the aircraft call sign. a pilot's first radio contact with each sector/position.
PHRASEOLOGY- 1. The pilot states the assigned altitude, or
STOP ALTITUDE SQUAWK. ALTITUDE DIFFERS BY 2. You assign a new altitude to a climbing or a
(number of feet) FEET. descending aircraft, or
e. Whenever possible, inhibit altitude readouts on 3. TERMINAL. The aircraft was transferred to
all consoles when a malfunction of the ground you from another sector/position within your facility
equipment causes repeated invalid readouts. (intrafacility).
PHRASEOLOGY-
5-2-18. ALTITUDE CONFIRMATION- MODE C (In level flight situations),VERIFY AT (altitude/flight
level).
Request a pilot to confirm assigned altitude on initial
contact unless: (In climbing/descending situations),VERIFY ASSIGNED
ALTITUDE/FLIGHT LEVEL (altitude/flight level).
NOTE-
b. USA. Reconfirm all pilot altitude read backs.
For the purpose of this paragraph, “initial contact” means
a pilot's first radio contact with each sector/position. PHRASEOLOGY-
(If the altitude read back is correct),
a. The pilot states the assigned altitude, or
AFFIRMATIVE (altitude).
b. You assign a new altitude to a climbing or a
descending aircraft, or (If the altitude read back is not correct),
c. The Mode C readout is valid and indicates that
NEGATIVE. CLIMB/DESCEND AND MAINTAIN
the aircraft is established at the assigned altitude, or (altitude),
d. TERMINAL. The aircraft was transferred to
 or
you from another sector/position within your facility
(intrafacility). NEGATIVE. MAINTAIN (altitude).
PHRASEOLOGY- REFERENCE-
(In level flight situations),VERIFY AT (altitude/flight FAAO 7110.65, Beacon Identification Methods, Para 5-3-3.
level).
5-2-20. AUTOMATIC ALTITUDE REPORTING
(In climbing/descending situations), Inform an aircraft when you want it to turn on/off the
automatic altitude reporting feature of its transpon‐
(if aircraft has been assigned an altitude below the lowest
der.
useable flight level),
PHRASEOLOGY-
VERIFY ASSIGNED ALTITUDE (altitude). SQUAWK ALTITUDE,

 or  or

(If aircraft has been assigned a flight level at or above the STOP ALTITUDE SQUAWK.
lowest useable flight level), NOTE-
Controllers should be aware that not all aircraft have a
VERIFY ASSIGNED FLIGHT LEVEL (flight level). capability to disengage the altitude squawk independently
REFERENCE- from the beacon code squawk. On some aircraft both
FAAO 7110.65, Beacon Identification Methods, Para 5-3-3. functions are controlled by the same switch.

Beacon Systems 5-2-7

7110.65R 2/16/06

REFERENCE- 3. Suggest that the aircraft provide a VFR route

FAAO 7110.65, Validation of Mode C Readout, Para 5-2-17.
FAAO 7110.65, Beacon Identification Methods, Para 5-3-3. of flight and maintain radio contact with ATC.
P/CG Term- Automatic Altitude Report.
d. Do not approve an inflight deviation unless the
aircraft has filed an IFR flight plan or a VFR route of
5-2-21. INFLIGHT DEVIATIONS FROM flight is provided and radio contact with ATC is
TRANSPONDER/MODE C REQUIREMENTS maintained.
BETWEEN 10,000 FEET AND 18,000 FEET
e. You may approve an inflight deviation request
Apply the following procedures to requests to deviate which includes airspace outside your jurisdiction
from the Mode C transponder requirement by aircraft without the prior approval of the adjacent ATC
operating in the airspace of the 48 contiguous states sector/facility providing a transponder/Mode C status
and the District of Columbia at and above 10,000 feet report is forwarded prior to control transfer.
MSL and below 18,000 feet MSL, excluding the
f. Approve or disapprove inflight deviation
airspace at and below 2,500 feet AGL.
requests within a reasonable period of time or advise
NOTE- when approval/disapproval can be expected.
1. 14 CFR Section 91.215(b) provides, in part, that all U.S. REFERENCE-
registered civil aircraft must be equipped with an operable, FAAO 7110.65, Beacon Identification Methods, Para 5-3-3.
coded radar beacon transponder when operating in the
altitude stratum listed above. Such transponders shall have 5-2-22. BEACON TERMINATION
a Mode 3/A 4096 code capability, replying to Mode 3/A
interrogation with the code specified by ATC, or a Mode S Inform an aircraft when you want it to turn off its
capability, replying to Mode 3/A interrogations with the transponder.
code specified by ATC. The aircraft must also be equipped PHRASEOLOGY-
with automatic pressure altitude reporting equipment
having a Mode C capability that automatically replies to STOP SQUAWK.
Mode C interrogations by transmitting pressure altitude
information in 100-foot increments. (For a military aircraft when you do not know if the military
service requires that it continue operating on another
2. The exception to 14 CFR Section 91.215 (b) is 14 CFR mode),
Section 91.215(b)(5) which states: except balloons,
gliders, and aircraft without engine-driven electrical STOP SQUAWK (mode in use).
systems. REFERENCE-
REFERENCE- FAAO 7110.65, Beacon Identification Methods, Para 5-3-3.
FAAO 7210.3, Chapter 19, Temporary Flight Restrictions.
5-2-23. ALTITUDE FILTERS
a. Except in an emergency, do not approve inflight
requests for authorization to deviate from 14 CFR TERMINAL
Section91.215(b)(5)(i) requirements originated by Set altitude filters to display Mode C altitude readouts
aircraft without transponder equipment installed. to encompass all altitudes within the controller's
b. Approve or disapprove other inflight deviation jurisdiction. Set the upper limits no lower than
requests, or withdraw approval previously issued to 1,000feet above the highest altitude for which the
such flights, solely on the basis of traffic conditions controller is responsible. In those stratified positions,
and other operational factors. set the lower limit to 1,000 feet or more below the
lowest altitude for which the controller is responsible.
c. Adhere to the following sequence of action When the position's area of responsibility includes
when an inflight VFR deviation request is received down to an airport field elevation, the facility will
from an aircraft with an inoperative transponder or normally set the lower altitude filter limit to
Mode C, or is not Mode C equipped: encompass the field elevation so that provisions of
para 2-1-6, Safety Alert, and para5-2-17, Valida‐
1. Suggest that the aircraft conduct its flight in
tion of Mode C Readout, subparaa2 may be applied.
airspace unaffected by the CFRs.
Air traffic managers may authorize temporary
2. Suggest that the aircraft file an IFR flight suspension of this requirement when target clutter is
plan. excessive.

5-2-8 Beacon Systems

2/16/06 7110.65R

Section 3. Radar Identification

5-3-1. APPLICATION and azimuth have been determined by supervisory

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

Radar Identification 5-3-1

7110.65R 2/16/06

b. Request the aircraft to change to a specific appear in the data block: “CST”, “NAT”, “NT”,
discrete or nondiscrete code, as appropriate, and then “AMB”, “OLD”, “NB”, “TU”, “AM”, or “OL”.
observe the target or code display change. If a code b. Use the data block to maintain target identity
change is required in accordance with Section 2, unless it is in a coast status or displaced from the
Beacon Systems, of this chapter, use the codes appropriate target.
specified therein.
c. A displaced data block shall be updated at all
c. Request the aircraft to change transponder to times.
“standby.” After you observe the target disappear for
REFERENCE-
sufficient scans to assure that loss of target resulted FAAO 7110.65, Use of Tower Radar Displays, Para 3-1-9.
from placing the transponder in “standby” position,
request the aircraft to return transponder to normal 5-3-5. QUESTIONABLE IDENTIFICATION
operation and then observe the reappearance of the
a. Use more than one method of identification
target.
when proximity of targets, duplication of observed
PHRASEOLOGY- action, or any other circumstances cause doubt as to
SQUAWK STANDBY, target identification.
then b. If identification is questionable for any reason,
take immediate action to reidentify the aircraft or
SQUAWK NORMAL. terminate radar service. Identify the aircraft as
follows:
d. EN ROUTE. During narrowband operations,
an aircraft may be considered identified when the full 1. As described in para 5-3-2, Primary Radar
data block is automatically associated with the Identification Methods, or para 5-3-3, Beacon
beacon target symbol of an aircraft that is squawking Identification Methods.
a discrete code assigned by the computer. 2. En route. Ensure that all primary targets are
PHRASEOLOGY- displayed when radar identification is lost or is
SQUAWK (4 digit discrete code), AND IF YOUR questionable.
ALTITUDE REPORTING EQUIPMENT IS TURNED REFERENCE-
OFF, SQUAWK ALTITUDE. FAAO 7110.65, Methods, Para 5-4-3.
NOTE-
The AIM informs pilots to adjust Mode C transponders with 5-3-6. POSITION INFORMATION
altitude reporting capability activated unless deactivation Inform an aircraft of its position whenever radar
is requested by ATC. Squawk altitude is included to provide
identification is established by means of identifying
applicable phraseology.
turns or by any of the beacon identification methods
REFERENCE-
FAAO 7110.65, Use of Tower Radar Displays, Para 3-1-9.
outlined in para 5-3-3, Beacon Identification
FAAO 7110.65, Position Information, Para 5-3-6. Methods. Position information need not be given
when identification is established by position
5-3-4. TERMINAL AUTOMATION SYSTEMS correlation or when a departing aircraft is identified
IDENTIFICATION METHODS within 1 mile of the takeoff runway end.

TERMINAL 5-3-7. IDENTIFICATION STATUS

a. Consider an auto‐acquired aircraft as identified a. Inform an aircraft of radar contact when:
when the data block is displayed and is visible to you,
1. Initial radar identification in the ATC system
and one of the following conditions exist:
is established.
1. The radar or beacon identification procedures 2. Subsequent to loss of radar contact or
have been used to confirm the identity of the tagged terminating radar service, radar identification is
target. reestablished.
2. The aircraft is being handed off using a NAS PHRASEOLOGY-
automated system and one of the following does not RADAR CONTACT (position if required).

5-3-2 Radar Identification

2/16/06 7110.65R

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

Radar Identification 5-3-3

2/16/06 7110.65R

Section 4. Transfer of Radar Identification

5-4-1. APPLICATION of coordinating separation action. Traffic is normally

issued:
To provide continuous radar service to an aircraft and
facilitate a safe, orderly, and expeditious flow of 1. In response to a handoff or point out;
traffic, it is often necessary to transfer radar 2. In anticipation of a handoff or point out; or
identification of an aircraft from one controller to
another. This section describes the terms, methods, 3. In conjunction with a request for control of an
and responsibilities associated with this task. aircraft.
Interfacility and intrafacility transfers of radar f. Traffic Observed. The term used to inform the
identification shall be accomplished in all areas of controller issuing the traffic restrictions that the
radar surveillance except where it is not operationally traffic is identified and that the restrictions issued are
feasible. Where such constraints exist, they shall be: understood and will be complied with.
a. Covered in letters of agreement which clearly
state that control will not be based upon a radar 5-4-3. METHODS
handoff, or a. Transfer the radar identification of an aircraft by
b. Coordinated by the transferring and receiving at least one of the following methods:
controllers for a specified period of time. 1. Physically point to the target on the receiving
REFERENCE- controller's display.
FAAO 7110.65, Coordination with Receiving Facility, Para 4-3-8.
2. Use landline voice communications.

5-4-2. TERMS 3. Use automation capabilities.

NOTE-
a. Handoff. An action taken to transfer the radar EN ROUTE. Interfacility handoff capabilities are
identification of an aircraft from one controller to available that can be manually initiated and accepted
another controller if the aircraft will enter the when operating on the backup RDP while FDP is
receiving controller's airspace and radio communica‐ available. The backup RDP by itself does not have the
tions with the aircraft will be transferred. capabilities for interfacility handoffs. Therefore, handoffs
between facilities must be made via landline voice
b. Radar Contact. The term used to inform the communications when operating with the backup RDP
controller initiating a handoff that the aircraft is only.
identified and approval is granted for the aircraft to 4. TERMINAL. Use the “Modify” or “Quick
enter the receiving controller's airspace. Look” functions for data transfer between the
c. Point Out. A physical or automated action TRACON and tower cab only if specific procedures
taken by a controller to transfer the radar identifica‐ are established in a facility directive. The local
tion of an aircraft to another controller if the aircraft controller has the responsibility to determine whether
will or may enter the airspace or protected airspace of or not conditions are adequate for the use of
another controller and radio communications will not ARTS/STARS data on the BRITE/DBRITE/TDW.
be transferred. REFERENCE-
FAAO 7210.3, Use of Modify and Quick Look Functions, Para 11-2-4.
d. Point Out Approved. The term used to inform FAAO 7210.3, Use of Stars Quick Look Functions, Para 11-8-4.
the controller initiating a point out that the aircraft is b. When making a handoff, point‐out, or issuing
identified and that approval is granted for the aircraft traffic restrictions, relay information to the receiving
to enter the receiving controller's airspace, as controller in the following order:
coordinated, without a communications transfer or
the appropriate automated system response. 1. The position of the target relative to a fix, map
symbol, or radar target known and displayed by both
e. Traffic. A term used to transfer radar identifica‐ the receiving and transferring controller. Mileage
tion of an aircraft to another controller for the purpose from the reference point may be omitted when

Transfer of Radar Identification 5-4-1

7110.65R 2/16/06

relaying the position of a target if a full data block

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

5-4-2 Transfer of Radar Identification

2/16/06 7110.65R

when such coordination is the receiving controller's route initiated by ATC that exceeds usable NAVAID
responsibility as stated in para 5-4-6, Receiving distances.
Controller Handoff, and unless otherwise specified
l. Issue restrictions to the receiving controller
by a LOA or a facility directive.
which are necessary to maintain separation from
3. Restrictions issued to ensure separation are other aircraft within your area of jurisdiction before
passed to the receiving controller. releasing control of the aircraft.
d. After transferring communications, continue to m. Consider the target being transferred as
comply with the requirements of subparas c1 and 2. identified on the receiving controller's display when
the receiving controller acknowledges receipt
e. Comply with restrictions issued by the receiving
verbally or has accepted an automated handoff.
controller unless otherwise coordinated.
n. Accomplish the necessary coordination with
f. Comply with the provisions of para 2-1-17,
any intervening controllers whose area of jurisdiction
Radio Communications Transfer, subparas a and b.
is affected by the receiving controller's delay in the
To the extent possible, transfer communications
climb or the descent of an aircraft through the vertical
when the transfer of radar identification has been
limits of your area of jurisdiction when the receiving
accepted.
controller advises you of that delay before accepting
NOTE- the transfer of radar identification unless otherwise
Before the ARTS/STARS “modify/quick look” function is specified by a LOA or a facility directive.
used to transfer radar identification, a facility directive
which specifies communication transfer points is required.
5-4-6. RECEIVING CONTROLLER HANDOFF
g. Advise the receiving controller of pertinent
information not contained in the data block or flight The receiving controller shall:
progress strip unless covered in a LOA or facility a. Ensure that the target position corresponds with
directive. Pertinent information includes: the position given by the transferring controller or
1. Assigned heading. that there is an appropriate association between an
automated data block and the target being transferred
2. Air speed restrictions. before accepting a handoff.
3. Altitude information issued. REFERENCE-
FAAO 7110.65, Coordinate Use of Airspace, Para 2-1-14.
4. Observed track or deviation from the last FAAO 7110.65, Control Transfer, Para 2-1-15.
route clearance. FAAO 7110.65, Transferring Controller Handoff, Para 5-4-5.

b. Issue restrictions that are needed for the aircraft

5. The beacon code if different from that
to enter your sector safely before accepting the
normally used or previously coordinated.
handoff.
6. Any other pertinent information.
c. Comply with restrictions issued by the initiating
h. Ensure that the data block is associated with the controller unless otherwise coordinated.
appropriate target.
d. Before you issue control instructions directly to
i. Initiate verbal coordination to verify the position an aircraft that is within another controller's area of
of primary or nondiscrete targets when using the jurisdiction that will change that aircraft's heading,
automated handoff functions except for intrafacility route, speed, altitude, or beacon code, ensure that
handoffs using single‐sensor systems or multisensor coordination has been accomplished with each of the
systems operating in a mosaic RDP mode. controllers listed below whose area of jurisdiction is
affected by those instructions unless otherwise
j. Initiate verbal coordination before transferring
specified by a LOA or a facility directive:
control of a track when “CST”, “FAIL”, “NONE”,
“NB”, “NX”, “IF”, or “NT” is displayed in the data NOTE-
block. Those en route facilities using host software that provides
capability for passing interim altitude shall include the
k. Advise the receiving controller that radar specific operations and procedures for use of this
monitoring is required when the aircraft is on a direct procedure in a LOA between the appropriate facilities.

Transfer of Radar Identification 5-4-3

7110.65R 2/16/06

1. The controller within whose area of jurisdic‐ computer and that declared by your ARTS/PIDP/
tion the control instructions will be issued. STARS system.

2. Any intervening controller(s) through whose 2. When an automated interfacility handoff

area of jurisdiction the aircraft will pass. action is initiated and “NAT,” “NT,” or “TU” is
displayed in the full data block, advise the other
e. After accepting a handoff from another facility if a disparity exists between the position
controller, confirm the identity of primary target by declared by their computer and the actual target
advising the aircraft of its position, and of a beacon position.
target by observing a code change, an “ident” reply, h. Advise the transferring controller, prior to
or a “standby” squawk unless one of these was used accepting the transfer of radar identification, that you
during handoff. These provisions do not apply at will delay the climb or the descent of an aircraft
those towers and GCAs which have been delegated through the vertical limits of the transferring
the responsibility for providing radar separation controller's area of jurisdiction, unless otherwise
within designated areas by the parent approach specified in a LOA or a facility directive.
control facility and the aircraft identification is
assured by sequencing or positioning prior to the NOTE-
handoff. Those en route facilities using HOST software that
provides capability for passing interim altitude shall
REFERENCE- include the specific operations and procedures for use of
FAAO 7110.65, Approach Separation Responsibility, Para 5-9-5. this procedure in a LOA between the appropriate facilities.
f. When using appropriate equipment, consider a i. If you decide, after accepting the transfer of
discrete beacon target's identity to be confirmed radar identification, to delay the aircraft's climb or
when: descent through the vertical limits of the transferring
controller's area of jurisdiction, advise the transfer‐
1. The data block associated with the target ring controller of that decision as soon as possible.
being handed off indicates the computer assigned You now have the responsibility to ensure that the
discrete beacon code is being received, or necessary coordination is accomplished with any
intervening controller(s) whose area of jurisdiction is
2. You observe the deletion of a discrete code
affected by that delay, unless otherwise specified in a
that was displayed in the data block, or
LOA or a facility directive.
NOTE- NOTE-
When the aircraft generated discrete beacon code does not Those en route facilities using HOST software that
match the computer assigned beacon code, the code provides capability for passing interim altitude shall
generated will be displayed in the data block. When the include the specific operations and procedures for use of
aircraft changes to the assigned discrete code, the code this procedure in a LOA between the appropriate facilities.
disappears from the data block. In this instance, the
observance of code removal from the data block satisfies
confirmation requirements. 5-4-7. POINT OUT

3. You observe the numeric display of a discrete a. The transferring controller shall:
code that an aircraft has been instructed to squawk or 1. Obtain verbal approval before permitting an
reports squawking. aircraft to enter the receiving controller's delegated
airspace. TERMINAL. Automated approval may be
g. Initiate verbal coordination prior to accepting utilized in lieu of verbal, provided the appropriate
control of a track when “CST”, “NAT”, “NT”, automation software is operational (automated point
“NONE”, “NB”, “NX”, “OLD”, “OL”, “AMB”, out function), and the procedures are specified in a
“AM”, or “TU” is displayed in the data block. facility directive/LOA.
1. When an automated interfacility handoff 2. Obtain the receiving controller's approval
action is initiated and “AMB” or “AM” is displayed before making any changes to an aircraft's flight path,
in the full data block, advise the other facility that a altitude, or data block information after the point out
disparity exists between the position declared by their has been approved.

5-4-4 Transfer of Radar Identification

2/16/06 7110.65R

NOTE- a. During radar handoff; and

Those en route facilities using HOST software that
b. Via information displayed in full data blocks;
provides capability for passing interim altitude shall
include the specific operations and procedures for use of and
this procedure in a LOA between the appropriate facilities. c. On aircraft at assigned altitude in level flight;
3. Comply with restrictions issued by the and
receiving controller unless otherwise coordinated. d. Only the first sector within the receiving facility
shall utilize the procedure; and
4. Be responsible for subsequent radar handoffs
and communications transfer, including flight data e. When following procedures specified in your
revisions and coordination, unless otherwise agreed facility AIT directive and LOA.
to by the receiving controller or as specified in a LOA.
5-4-10. PREARRANGED COORDINATION
b. The receiving controller shall: Prearranged coordination allowing aircraft under
1. Ensure that the target position corresponds your control to enter another controller's area of
with the position given by the transferring controller jurisdiction may only be approved provided
or that there is an association between a computer procedures are established and published in a facility
data block and the target being transferred prior to directive/LOA in accordance with FAAO 7210.3,
approving a point out. para 3-7-7, Prearranged Coordination.
NOTE-
2. Be responsible for separation between point
Under no circumstances may one controller permit an
out aircraft and other aircraft for which he/she has aircraft to enter another's airspace without proper
separation responsibility. coordination. Coordination can be accomplished by
3. Issue restrictions necessary to provide several means; i.e., radar handoff, automated information
transfer, verbal, point-out, and by prearranged
separation from other aircraft within his/her area of
coordination procedures identified in a facility directive
jurisdiction. that clearly describe the correct application. Airspace
boundaries should not be permitted to become barriers to
5-4-8. AUTOMATED INFORMATION TRANSFER the efficient movement of traffic. In addition, complete
(AIT) coordination, awareness of traffic flow, and understanding
of each position's responsibility concerning penetration of
Transfer radar identification, altitude control, and/or another's airspace cannot be overemphasized.
en route fourth line control information, without REFERENCE-
verbal coordination under the following conditions: FAAO 7110.65, Coordinate Use of Airspace, Para 2-1-14.
FAAO 7110.65, Transfer of Radar Identification, Methods, Para 5-4-3.
a. During radar handoff; and FAAO 7110.65, Automated Information Transfer (AIT), Para 5-4-8.
FAAO 7210.3, Prearranged Coordination, Para 3-7-7.
b. Via information displayed in full data blocks;
and 5-4-11. EN ROUTE FOURTH LINE DATA BLOCK
USAGE
c. Within the same facility, except as provided in
a. The en route fourth line data block shall be used
para 5-4-9, Interfacility Automated Information
to forward only the specified control information
Transfer; and
listed below. Any additional control information shall
d. When following procedures specified in your be forwarded via other communication methods.
facility AIT directive. Enroute fourth line data block free text area may be
REFERENCE- used by individual sector teams for recording any
FAAO 7110.65, En Route Fourth Line Data Block Usage, Para5-4-11. additional information the team deems appropriate
for managing the sector, but shall be removed prior to
5-4-9. INTERFACILITY AUTOMATED initiation of identification transfer.
INFORMATION TRANSFER REFERENCE-
FAAO 7110.65, Transferring Controller Handoff, Para 5-4-5b.
EN ROUTE
b. The en route fourth line data block area shall be
Transfer radar identification without verbal coordin‐ used for coordination purposes only in association
ation under the following conditions: with radar identified aircraft.

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c. When automated information transfer (AIT) EXAMPLE-

procedures are applied, en route fourth line usage for S210, S250, S250+, S280-
transfer of control information shall be specifically h. Aircraft assigned a Mach number shall use the
defined within facility AIT directive. designation “M” preceding the two-digit assigned
REFERENCE- value.
FAAO 7110.65, Automated Information Transfer (AIT), Para5-4-8.
FAAO 7210.3, Automated Information Transfer (AIT), Para4-3-8. EXAMPLE-
d. Coordination format for assigned headings M80, M80+, M80-
shall use the designation character “H” preceding a REFERENCE-
FAAO 7110.65, En Route Fourth Line Data Block Usage,
three-digit number. Para5-4-11gNOTE.
EXAMPLE- i. Aircraft authorized to conduct celestial naviga‐
H080, H270 tion training within 30 NM of the route centerline
e. Aircraft assigned a heading until receiving a fix specified within the en route clearance.
or joining a published route shall be designated with EXAMPLE-
assigned heading format followed by the fix or route. CELNAV
EXAMPLE-
j. Coordination format for aircraft requesting an
H080/ALB, 080/J121, PH/ALB
altitude change shall use the designation characters
NOTE- “RQ” preceding a three-digit number.
1. The notation “PH” may be used to denote present
heading. EXAMPLE-
RQ170, RQ410
2. The character “H” may be omitted as a prefix to the
k. Coordination format for aircraft requesting a
heading assignment only if necessary due to character field
limitations, and it does not impede understanding.
route change shall use the designation “RQ/”
preceding a specific fix identifier.
f. Aircraft authorized specific weather deviation
or lateral weather deviation until able to proceed EXAMPLE-
RQ/LAX, RQ/NEUTO
direct to a fix shall be designated with the identified
characters: D-deviation, L-left, R-right, N-north, l. The acceptance of a handoff by the receiving
E-east, S-south, W-west. controller shall constitute receipt of the information
EXAMPLE- contained within the en route fourth line data block.
DN, D20L, DR/ATL, D30R/ATL It is the responsibility of the receiving controller to
advise the transferring controller if any information
g. Coordination format for assigned airspeeds is not understood, or needs to be revised.
shall use the designation character “S” preceding a
three-digit number. NOTE-
Due to system and character limitations the usage of these
NOTE- standardized entries may require additional support via
A “+” notation may be added to denote an assigned speed facility directive in order to provide complete coordination.
at or greater than the displayed value. A “-” notation may
be added to denote an assigned speed at or less than the m. All other control information shall be
displayed value. coordinated via other methods.

5-4-6 Transfer of Radar Identification

2/16/06 7110.65R

Section 5. Radar Separation

5-5-1. APPLICATION not superimposed prior to issuing the clearance to

a. Radar separation shall be applied to all RNAV climb/descend.
aircraft operating on a random (impromptu) route at REFERENCE-
FAAO 7110.65, Exceptions, Para 4-1-2.
or below FL 450 and to all published Q routes in the FAAO 7110.65, Route Use, Para 4-4-1.
conterminous United States. FAAO 7110.65, Application, Para 5-3-1.
FAAO 7110.65, Additional Separation for Formation Flights,
b. Radar separation may be applied between: Para5-5-8.
FAAO 7110.65, Approach Separation Responsibility, Para 5-9-5.
1. Radar identified aircraft.
2. An aircraft taking off and another radar 5-5-2. TARGET SEPARATION
identified aircraft when the aircraft taking off will be a. Apply radar separation:
radar‐identified within 1 mile of the runway end.
1. Between the centers of primary radar targets;
3. A radar‐identified aircraft and one not however, do not allow a primary target to touch
radar‐identified when either is cleared to climb/ another primary target or a beacon control slash.
descend through the altitude of the other provided:
2. Between the ends of beacon control slashes.
(a) The performance of the radar system is
adequate and, as a minimum, primary radar targets or NOTE-
ASR-9/Full Digital Radar Primary Symbol targets At TPX-42 sites, the bracket video feature must be
activated to display the beacon control slash.
are being displayed on the display being used within
the airspace within which radar separation is being 3. Between the end of a beacon control slash and
applied; and the center of a primary target.
(b) Flight data on the aircraft not radar‐identi‐ 4. All-digital displays. Between the centers of
fied indicate it is a type which can be expected to give digitized targets. Do not allow digitized targets to
adequate primary/ASR-9/Full Digital Radar Primary touch.
Symbol return in the area where separation is applied; REFERENCE-
and FAAO 7110.65, Simultaneous Independent ILS/MLS Approaches-
Dual& Triple, Para 5-9-7.
(c) The airspace within which radar separa‐
tion is applied is not less than the following number 5-5-3. TARGET RESOLUTION
of miles from the edge of the radar display:
a. A process to ensure that correlated radar targets
(1) When less than 40 miles from the or digitized targets do not touch.
antenna- 6 miles;
b. Mandatory traffic advisories and safety alerts
(2) When 40 miles or more from the shall be issued when this procedure is used.
antenna- 10 miles;
NOTE-
(3) Narrowband radar operations- This procedure shall not be provided utilizing mosaic radar
10miles; and systems.
(d) Radar separation is maintained between c. Target resolution shall be applied as follows:
the radar‐identified aircraft and all observed primary,
1. Between the edges of two primary targets or
ASR-9/Full Digital Radar Primary Symbol, and
the edges of primary digitized targets.
secondary radar targets until nonradar separation is
established from the aircraft not radar identified; and 2. Between the end of the beacon control slash
and the edge of a primary target or primary digitized
(e) When the aircraft involved are on the same
target.
relative heading, the radar‐identified aircraft is
vectored a sufficient distance from the route of the 3. Between the ends of two beacon control
aircraft not radar identified to assure the targets are slashes.

Radar Separation 5-5-1

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5-5-4. MINIMA (b) The leading aircraft is and will remain

Separate aircraft by the following minima: faster than the following aircraft; and

a. Broadband Radar System or Digital Terminal (c) Separation constantly increasing and the
Automation System (DTAS): first center controller will establish 5 NM or other
appropriate form of separation prior to the aircraft
NOTE- departing the first center sector; and
Includes single sensor long range radar mode.
(d) The procedure is covered by a letter of
1. When less than 40 miles from the antenna-
agreement between the facilities involved and limited
3miles.
to specified routes and/or sectors/positions.
2. When 40 miles or more from the antenna-
5miles. c. MEARTS Mosaic Mode:
NOTE-
3. TERMINAL. For single sensor ASR-9 with 1. Sensor Mode displays information from the radar input
Mode S, when less than 60 miles from the antenna - of a single site.
3 miles.
NOTE- 2. Procedures to convert MEARTS Mosaic Mode to
Wake turbulence procedures specify increased separation MEARTS Sensor Mode at each PVD/MDM will be
minima required for certain classes of aircraft because of established by facility directive.
the possible effects of wake turbulence. 1. When less than 40 miles from the antenna-
b. Stage A/DARC, MEARTS Mosaic Mode, 3miles.
Terminal Mosaic/Multi-Sensor Mode:
2. When 40 miles or more from the antenna-
NOTE- 5miles.
Mosaic/Multi-Sensor Mode combines radar input from 2
to 16 sites into a single picture utilizing a mosaic grid d. STARS Multi-Sensor Mode:
composed of radar sort boxes. NOTE-
1. Below FL 600- 5 miles. 1. In Multi-Sensor Mode, STARS displays targets as filled
and unfilled boxes, depending upon the target's distance
2. At or above FL 600- 10 miles. from the radar site providing the data. Since there is
presently no way to identify which specific site is providing
3. For areas meeting all of the following
data for any given target, utilize separation standards for
conditions: targets 40 or more miles from the antenna.
(a) Radar site adaptation is set to single
sensor. 2. When operating in STARS Single Sensor Mode, if TRK
appears in the data block, handle in accordance with
(b) Significant operational advantages can be para5-3-7, Identification Status, subpara b, and take
obtained. appropriate steps to establish nonradar separation.
(c) Within 40 miles of the antenna. 3. TRK appears in the data block whenever the aircraft is
(d) Below FL 180. being tracked by a radar site other than the radar currently
selected. Current equipment limitations preclude a target
(e) Facility directives specifically define the from being displayed in the single sensor mode; however,
area where the separation can be applied. Facility a position symbol and data block, including altitude
directives may specify 3 miles. information, will still be displayed. Therefore, low altitude
REFERENCE-
alerts shall be provided in accordance with para 2-1-6,
FAAO 7210.3, Single Site Coverage Stage A Operations, Para 8-2-1. Safety Alert.
FAAO 7210.3, Single Site Coverage ATTS Operations, Para 11-8-15.

4. When transitioning from terminal to en route WAKE TURBULENCE APPLICATION

control, 3 miles increasing to 5 miles or greater,
e. Separate aircraft operating directly behind, or
provided:
directly behind and less than 1,000 feet below, or
(a) The aircraft are on diverging routes/ following an aircraft conducting an instrument
courses, and/or approach by:

5-5-2 Radar Separation

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7110.65R CHG 3

NOTE- REFERENCE-
1. When applying wake turbulence separation criteria, FAAO 7110.65, Use of Tower Radar Displays, Para 3-1-9.
directly behind means an aircraft is operating within 5. Turnoff points are visible from the control
2500feet of the flight path of the leading aircraft over the tower.
surface of the earth.
REFERENCE-
FAAO 7110.65, Wake Turbulence, Para 2-1-19.
2. Consider parallel runways less than 2,500 feet apart as FAAO 7110.65, Same Runway Separation, Para 3-9-6.
a single runway because of the possible effects of wake FAAO 7110.65, Passing or Diverging, Para 5-5-7.
turbulence. FAAO 7110.65, Separation from Obstructions, Para 5-5-9.
FAAO 7110.65, Successive or Simultaneous Departures, Para 5-8-3.
1. Heavy behind heavy- 4 miles. FAAO 7110.65, Approach Separation Responsibility, Para 5-9-5.
FAAO 7110.65, Sequencing, Para 7-6-7.
2. Large/heavy behind B757- 4 miles. FAAO 7110.65, Separation, Para 7-7-3.
FAAO 7110.65 Separation, Para 7-8-3.
3. Small behind B757- 5 miles. FAAO 7210.3, Reduced Separation on Final, Para 10-4-8.

4. Small/large behind heavy - 5 miles.

5-5-5. VERTICAL APPLICATION
WAKE TURBULENCE APPLICATION Aircraft not laterally separated, may be vertically
f. TERMINAL. In addition to subpara e, separate separated by one of the following methods:
an aircraft landing behind another aircraft on the a. Assign altitudes to aircraft, provided valid
same runway, or one making a touch‐and‐go, Mode C altitude information is monitored and the
stop‐and‐go, or low approach by ensuring the applicable separation minima is maintained at all
following minima will exist at the time the preceding times.
aircraft is over the landing threshold: REFERENCE-
NOTE- FAAO 7110.65, Vertical Separation Minima, Para 4-5-1.
FAAO 7110.65, Validation of Mode C Readout, Para 5-2-17.
Consider parallel runways less than 2,500 feet apart as a FAAO 7110.65, Separation, Para 7-7-3.
single runway because of the possible effects of wake FAAO 7110.65, Separation, Para 7-8-3.
turbulence. FAAO 7110.65, Separation, Para 7-9-4.

1. Small behind large- 4 miles. b. Assign an altitude to an aircraft after the aircraft
previously at that altitude has been issued a
2. Small behind B757- 5 miles.
climb/descent clearance and is observed (valid
3. Small behind heavy- 6 miles. ModeC), or reports leaving the altitude.
g. TERMINAL. 2.5 nautical miles (NM) separa‐ NOTE-
tion is authorized between aircraft established on the 1. Consider known aircraft performance characteristics,
final approach course within 10 NM of the landing pilot furnished and/or Mode C detected information which
runway when operating in single sensor slant range indicate that climb/descent will not be consistent with the
mode and aircraft remains within 40 miles of the rates recommended in the AIM.
antenna and:
2. It is possible that the separation minima described in
1. The leading aircraft's weight class is the same para 4-5-1, Vertical Separation Minima, para7-7-3,
or less than the trailing aircraft; Separation, para 7-8-3, Separation, or para7-9-4,
Separation, might not always be maintained using
2. Heavy aircraft and the Boeing 757 are subparab. However, correct application of this procedure
permitted to participate in the separation reduction as will ensure that aircraft are safely separated because the
the trailing aircraft only; first aircraft must have already vacated the altitude prior
to the assignment of that altitude to the second aircraft.
3. An average runway occupancy time of
REFERENCE-
50seconds or less is documented; FAAO 7110.65, Procedural Preference, Para 2-1-3.
FAAO 7110.65,Vertical Separation Minima, Para 4-5-1.
4. CTRDs are operational and used for quick FAAO 7110.65,Validation of Mode C Readout, Para 5-2-17.
glance references; FAAO 7110.65, Application, Para 6-6-1.

Radar Separation 5-5-3

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5-5-6. EXCEPTIONS opposite courses as defined in para 1-2-2, Course

Definitions; and
a. Do not use Mode C to effect vertical separation
with an aircraft on a cruise clearance, contact 1. You are in communications with both aircraft
approach, or as specified in para 5-15-4, System involved; and
Requirements, subpara e3.
2. You tell the pilot of one aircraft about the
REFERENCE- other aircraft, including position, direction, type; and
FAAO 7110.65, Exceptions, Para 6-6-2.
FAAO 7110.65, Contact Approach, Para 7-4-6. 3. One pilot reports having seen the other
P/CG Term- Cruise.
aircraft and that the aircraft have passed each other;
b. Assign an altitude to an aircraft only after the and
aircraft previously at that altitude is observed at or
passing through another altitude separated from the 4. You have observed that the radar targets have
first by the appropriate minima when: passed each other; and
5. You have advised the pilots if either aircraft
1. Severe turbulence is reported.
is classified as a heavy jet/B757 aircraft.
2. Aircraft are conducting military aerial 6. Although vertical separation may be discon‐
refueling. tinued, the requirements of para 5-5-4, Minima,
REFERENCE- subparas e and f must be applied when operating
FAAO 7110.65, Military Aerial Refueling, Para 9-2-12. behind a heavy jet/B757.
3. The aircraft previously at that altitude has EXAMPLE-
been issued a climb/descent at pilot's discretion. “Traffic, twelve o'clock, Boeing Seven Twenty Seven,
opposite direction. Do you have it in sight?”

5-5-7. PASSING OR DIVERGING (If the answer is in the affirmative):

a. TERMINAL. In accordance with the following “Report passing the traffic.”

criteria, all other approved separation may be
discontinued, and passing or diverging separation (When pilot reports passing the traffic and the radar
applied when: targets confirm that the traffic has passed, issue
appropriate control instructions.)
1. Aircraft are on opposite/reciprocal courses
and you have observed that they have passed each
5-5-8. ADDITIONAL SEPARATION FOR
other; or aircraft are on same or crossing courses and
FORMATION FLIGHTS
one aircraft has crossed the projected course of the
other and the angular difference between their Because of the distance allowed between formation
courses is at least 15 degrees. aircraft and lead aircraft, additional separation is
necessary to ensure the periphery of the formation is
2. The tracks are monitored to ensure that the adequately separated from other aircraft, adjacent
primary targets, beacon control slashes, or full digital airspace, or obstructions. Provide supplemental
terminal system primary and/or beacon target separation for formation flights as follows:
symbols will not touch.
REFERENCE-
a. Separate a standard formation flight by adding
FAAO 7110.65, Course Definitions, Para 1-2-2. 1 mile to the appropriate radar separation minima.
NOTE- REFERENCE-
Although all other approved separation may be FAAO 7110.65, Formation Flights, Para 2-1-13.
FAAO 7110.65, Application, Para 5-5-1.
discontinued, the requirements of para 5-5-4, Minima, FAAO 7110.65, Separation, Para 7-7-3.
subparas e and f shall apply when operating behind a P/CG Term- Formation Flight.
heavy jet/B757.
b. Separate two standard formation flights from
b. EN ROUTE. Vertical separation between each other by adding 2 miles to the appropriate
aircraft may be discontinued when they are on separation minima.

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c. Separate a nonstandard formation flight by 2. When 40 miles or more from the antenna-
applying the appropriate separation minima to the 2 1/2 miles.
perimeter of the airspace encompassing the nonstand‐
ard formation or from the outermost aircraft of the 3. En route Stage A/DARC or Stage A/EDARC:
nonstandard formation whichever applies. (a) Below Flight Level 600- 2 1/2 miles.
d. If necessary for separation between a nonstand‐ (b) Flight Level 600 and above- 5 miles.
ard formation and other aircraft, assign an
appropriate beacon code to each aircraft in the b. Separate radar‐controlled aircraft from the
formation or to the first and last aircraft in‐trail. boundary of airspace in which nonradar separation is
being used by the following minima:
NOTE-
The additional separation provided in para 5-5-8, 1. When less than 40 miles from the antenna-
Additional Separation for Formation Flights, is not 3miles.
normally added to wake turbulence separation when a
formation is following a heavier aircraft since none of the 2. When 40 miles or more from the antenna-
formation aircraft are likely to be closer to the heavier 5miles.
aircraft than the lead aircraft (to which the prescribed
wake turbulence separation has been applied). 3. En route Stage A/DARC or Stage A/EDARC:
REFERENCE-
FAAO 7110.65, Military Aerial Refueling, Para 9-2-12. (a) Below Flight Level 600- 5 miles.
(b) Flight Level 600 and above- 10 miles.
5-5-9. SEPARATION FROM OBSTRUCTIONS
c. The provisions of subparas a and b do not apply
a. Except in En Route Stage A/DARC or to VFR aircraft being provided Class B, Class C, or
StageA/EDARC, separate aircraft from obstructions TRSA services. Ensure that the targets of these
depicted on the radar display by the following aircraft do not touch the boundary of adjacent
minima: airspace.
1. When less than 40 miles from the antenna- d. VFR aircraft approaching Class B, Class C,
3miles. Class D, or TRSA airspace which is under the
2. When 40 miles or more from the antenna- control jurisdiction of another air traffic control
5miles. facility should either be provided with a radar handoff
or be advised that radar service is terminated, given
b. Except in En Route Stage A/DARC or their position in relation to the Class B, Class C,
StageA/EDARC, vertical separation of aircraft ClassD, or TRSA airspace, and the ATC frequency,
above an obstruction depicted on the radar display if known, for the airspace to be entered. These actions
may be discontinued after the aircraft has passed it. should be accomplished in sufficient time for the pilot
c. En Route Stage A/DARC or Stage A/EDARC, to obtain the required ATC approval prior to entering
apply the radar separation minima specified in the airspace involved, or to avoid the airspace.
para5-5-4, Minima, subpara b1.
5-5-11. EDGE OF SCOPE
5-5-10. ADJACENT AIRSPACE
Separate a radar‐controlled aircraft climbing or
a. If coordination between the controllers descending through the altitude of an aircraft that has
concerned has not been effected, separate been tracked to the edge of the scope/display by the
radar‐controlled aircraft from the boundary of following minima until nonradar separation has been
adjacent airspace in which radar separation is also established:
being used by the following minima:
a. When less than 40 miles from the antenna-
REFERENCE-
FAAO 7110.65, Coordinate Use of Airspace, Para 2-1-14. 3miles from edge of scope.
1. When less than 40 miles from the antenna- b. When 40 miles or more from the antenna-
1 1/2 miles. 5miles from edge of scope.

Radar Separation 5-5-5

7110.65R CHG 23
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3/15/07
8/30/07

c. En route Stage A/DARC or Stage A/EDARC: REFERENCE-

FAAO 7210.3, Monitoring of Mode 3/A Radar Beacon Codes,
1. Below Flight Level 600- 5 miles. Para3-7-4.

2. Flight Level 600 and above- 10 miles.

5-5-13. GPA 102/103 CORRECTION FACTOR
5-5-12. BEACON TARGET DISPLACEMENT When using a radar display whose primary radar
When using a radar target display with a previously video is processed by the GPA 102/103 modification
specified beacon target displacement to separate a to a joint‐use radar system, apply the following
beacon target from a primary target, adjacent correction factors to the applicable minima:
airspace, obstructions, or terrain, add a 1 mile a. If less than 40 miles from the antenna- add
correction factor to the applicable minima. The 1mile.
maximum allowable beacon target displacement
which may be specified by the facility air traffic b. If 40 miles or more but not over 200 miles from
manager is 1/2 mile. the antenna- add 3 miles.

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7110.65R CHG 2

Section 6. Vectoring

5-6-1. APPLICATION PHRASEOLOGY-
TURN LEFT/RIGHT HEADING (degrees).
Vector aircraft:
FLY HEADING (degrees).
a. In controlled airspace for separation, safety,
noise abatement, operational advantage, or when a FLY PRESENT HEADING.
pilot requests. Allow aircraft operating on an RNAV
route to remain on their own navigation to the extent DEPART (fix) HEADING (degrees).
possible.
2. The number of degrees, in group form, to turn
b. In Class G airspace only upon pilot request and and the direction of turn, or
as an additional service. PHRASEOLOGY-
c. At or above the MVA or the minimum IFR TURN (number of degrees) DEGREES LEFT/RIGHT.
altitude except as authorized for radar approaches, 3. For NO‐GYRO procedures, the type of
special VFR, VFR operations, or by para 5-6-3, vector, direction of turn, and when to stop turn.
Vectors Below Minimum Altitude.
PHRASEOLOGY-
NOTE- THIS WILL BE A NO‐GYRO VECTOR,
VFR aircraft not at an altitude assigned by ATC may be
vectored at any altitude. It is the responsibility of the pilot TURN LEFT/RIGHT.
to comply with the applicable parts of CFR Title 14.
REFERENCE-
STOP TURN.
FAAO 7110.65, Minimum En Route Altitudes, Para 4-5-6.
FAAO 7110.65, Priority, Para 7-5-2.
b. When initiating a vector, advise the pilot of the
FAAO 7110.65, Altitude Assignment, Para 7-5-4. purpose.
FAAO 7110.65, Altitude Assignments, Para 7-7-5.
14 CFR Section 91.119, Minimum Safe Altitudes: General. PHRASEOLOGY-
VECTOR TO (fix or airway).
d. In airspace for which you have control
jurisdiction, unless otherwise coordinated. VECTOR TO INTERCEPT (name of NAVAID) (specified)
RADIAL.
e. So as to permit it to resume its own navigation
within radar coverage. VECTOR FOR SPACING.
f. Operating special VFR only within Class B,
VECTOR TO FINAL APPROACH COURSE,
Class C, Class D, or Class E surface areas.
g. Operating VFR at those locations where a or if the pilot does not have knowledge of the type of
special program is established, or when a pilot approach,
requests, or you suggest and the pilot concurs.
VECTOR TO (approach name) FINAL APPROACH
REFERENCE- COURSE.
FAAO 7110.65, Route Use, Para 4-4-1.
FAAO 7110.65, Visual Separation, Para 7-2-1. NOTE-
FAAO 7110.65, Separation, Para 7-5-3. Determine optimum routing based on factors such as wind,
FAAO 7110.65, Application, Para 7-6-1. weather, traffic, pilot requests, noise abatement, adjacent
FAAO 7110.65, Separation Minima, Para 9-4-4.
FAAO 7210.3, Chapter 11, Section 1, Terminal VFR Radar Services.
sector requirement, and letters of agreement.
c. Issue with the vector an altitude to maintain and
5-6-2. METHODS all appropriate altitude restrictions when:

a. Vector aircraft by specifying: 1. The vector will take the aircraft off an
assigned procedure which contains altitude instruc‐
1. Direction of turn, if appropriate, and tions, i.e., instrument approach, nonradar SID, FMSP,
magnetic heading to be flown, or etc.

Vectoring 5-6-1
7110.65R CHG 2
7110.65R 2/16/06
3/15/07

2. The previously issued clearance included g. Aircraft vectored off an RNAV route shall be
crossing restrictions. recleared to the next waypoint or as requested by the
REFERENCE-
pilot.
FAAO 7110.65, Route or Altitude Amendments, Para 4-2-5.
h. During stage A operation, update the route of
d. If appropriate, advise the pilot what to expect flight in the computer unless an operational
when the vector is completed. advantage is gained and coordination is accom‐
PHRASEOLOGY- plished.
EXPECT TO RESUME (Route, SID, STAR, FMSP, etc.).
NOTE- i. Inform the pilot when a vector will take the
You must ensure that the pilot is made aware if he/she is aircraft across a previously assigned nonradar route.
expected to resume a previously issued route procedure.
PHRASEOLOGY-
e. Provide radar navigational guidance until the EXPECT VECTOR ACROSS (NAVAID radial)(airway/
aircraft is: route/course) FOR (purpose).
REFERENCE-
1. Established within the airspace to be FAAO 7110.65, Application, Para 7-6-1.
protected for the nonradar route to be flown, or
2. On a heading that will, within a reasonable
distance, intercept the nonradar route to be flown, and 5-6-3. VECTORS BELOW MINIMUM ALTITUDE

3. Informed of its position unless the aircraft is Except in en route automated environments in areas
RNAV, FMS, or DME equipped and being vectored where more than 3 miles separation minima is
toward a VORTAC/TACAN or waypoint and within required, you may vector a departing IFR aircraft, or
the service volume of the NAVAID. one executing a missed approach, within 40 miles of
PHRASEOLOGY- the antenna and before it reaches the minimum
(Position with respect to course/fix along route), altitude for IFR operations if separation from
RESUME OWN NAVIGATION, prominent obstructions shown on the radar scope is
applied in accordance with the following:
 or
a. If the flight path is 3 miles or more from the
FLY HEADING (degrees). WHEN ABLE, PROCEED obstruction and the aircraft is climbing to an altitude
DIRECT (name of fix), at least 1,000 feet above the obstruction, vector the
aircraft to maintain at least 3 miles separation from
 or the obstruction until the aircraft reports leaving an
altitude above the obstruction.
RESUME ( name/number FMSP/SID/transition/STAR/pro‐
cedure).
b. If the flight path is less than 3 miles from the
REFERENCE- obstruction, and the aircraft is climbing to an altitude
FAAO 7110.65, Chapter 4, Section 1, NAVAID Use Limitations.
at least 1,000 feet above the obstruction, vector the
f. Aircraft instructed to resume a procedure which aircraft to increase lateral separation from the
contains restrictions (SID/STAR/FMSP, etc.) shall be obstruction until the 3 mile minimum is achieved or
issued/reissued all applicable restrictions or shall be until the aircraft reports leaving an altitude above the
advised to comply with those restrictions. obstruction.
PHRASEOLOGY-
RESUME ( name/number FMSP/SID/transition/STAR), c. At those locations where diverse vector areas
COMPLY WITH RESTRICTIONS. (DVA) have been established, terminal radar
facilities may vector aircraft below the MVA/MIA
EXAMPLE-
within those areas and along those routes described in
“Resume the Mudde One Arrival, comply with
restrictions.”
facility directives.
“Cleared direct Luxor, resume the Ksino One arrival, REFERENCE-
comply with restrictions.” FAAO 7210.3, Establishing Diverse Vector Area/s (DVA), Para 3-9-5.

5-6-2 Vectoring
2/16/06 7110.65R

Section 7. Speed Adjustment

5-7-1. APPLICATION (3) Clean configurations.

Keep speed adjustments to the minimum necessary to (d) Ensure that aircraft are allowed to operate
achieve or maintain required or desired spacing. in a clean configuration as long as circumstances
Avoid adjustments requiring alternate decreases and permit.
increases. Permit pilots to resume normal speed when
previously specified adjustments are no longer (e) Keep the number of speed adjustments per
needed. aircraft to the minimum required to achieve and
maintain spacing.
NOTE-
It is the pilot's responsibility and prerogative to refuse b. Do not assign speed adjustment to aircraft:
speed adjustment that he/she considers excessive or
1. At or above FL 390 without pilot consent.
contrary to the aircraft's operating specifications.
2. Executing a published high altitude instru‐
a. Consider the following when applying speed ment approach procedure.
control: 3. In a holding pattern.
1. Determine the interval required and the point REFERENCE-
at which the interval is to be accomplished. FAAO 7110.65, Holding Instructions, Para 4-6-4.

2. Implement speed adjustment based on the 4. Inside the final approach fix on final or a point
5 miles from the runway, whichever is closer to the
following principles.
runway.
(a) Priority of speed adjustment instructions
is determined by the relative speed and position of the c. At the time approach clearance is issued,
aircraft involved and the spacing requirement. previously issued speed adjustments shall be restated
if required.
(b) Speed adjustments are not achieved
instantaneously. Aircraft configuration, altitudes, d. Approach clearances cancel any previously
and speed determine the time and distance required to assigned speed adjustment. Pilots are expected to
accomplish the adjustment. make their own speed adjustments to complete the
approach unless the adjustments are restated.
3. Use the following techniques in speed control
situations: e. Express speed adjustments in terms of knots
based on indicated airspeed (IAS) in 10-knot
(a) Compensate for compression when as‐ increments. At or above FL 240, speeds may be
signing air speed adjustment in an in‐trail situation by expressed in terms of Mach numbers in 0.01incre‐
using one of the following techniques: ments for turbojet aircraft with Mach meters
(1) Reduce the trailing aircraft first. (i.e.,Mach 0.69, 0.70, 0.71, etc.).
(2) Increase the leading aircraft first. NOTE-
1. Pilots complying with speed adjustment instructions
(b) Assign a specific airspeed if required to should maintain a speed within plus or minus 10 knots or
maintain spacing. 0.02 Mach number of the specified speed.
(c) Allow increased time and distance to 2. When assigning speeds to achieve spacing between
achieve speed adjustments in the following situ‐ aircraft at different altitudes, consider that ground speed
ations: may vary with altitude. Further speed adjustment may be
(1) Higher altitudes. necessary to attain the desired spacing.
REFERENCE-
(2) Greater speed. FAAO 7110.65, Methods, Para 5-7-2.

Speed Adjustment 5-7-1

7110.65R 2/16/06

5-7-2. METHODS 2. Speed restrictions of 250 knots do not apply to aircraft

operating beyond 12 NM from the coastline within the
a. Instruct aircraft to: U.S.Flight Information Region, in offshore Class E
airspace below 10,000 feet MSL. However, in airspace
1. Maintain present/specific speed.
underlying a Class B airspace area designated for an
2. Maintain specified speed or greater/less. airport, or in a VFR corridor designated through such as
a Class B airspace area, pilots are expected to comply with
3. Maintain the highest/lowest practical speed. the 200knot speed limit specified in 14 CFR
Section91.117(c). (See 14 CFR Sections 91.117(c) and
4. Increase or reduce to a specified speed or by 91.703.)
a specified number of knots.
PHRASEOLOGY- 3. The phrases “maintain maximum forward speed” and
SAY AIRSPEED. “maintain slowest practical speed” are primarily intended
for use when sequencing a group of aircraft. As the
SAY MACH NUMBER. sequencing plan develops, it may be necessary to
determine the specific speed and/or make specific speed
MAINTAIN PRESENT SPEED. assignments.
b. To obtain pilot concurrence for a speed
MAINTAIN (specific speed) KNOTS. adjustment at or above FL 390, as required by
para5-7-1, Application, use the following phraseo‐
MAINTAIN (specific speed) KNOTS OR GREATER.
logy.
DO NOT EXCEED (speed) KNOTS. PHRASEOLOGY-
(Speed adjustment), IF UNABLE ADVISE.
MAINTAIN MAXIMUM FORWARD SPEED. EXAMPLE-
“Reduce speed to one niner zero, if unable advise.”
MAINTAIN SLOWEST PRACTICAL SPEED.
c. Simultaneous speed reduction and descent can
INCREASE/REDUCE SPEED: be extremely difficult, particularly for turbojet
aircraft. Specifying which action is to be accom‐
TO (specified speed in knots), plished first removes any doubt the pilot may have as
to controller intent or priority. Specify which action is
or expected first when combining speed reduction with
a descent clearance.
TO MACH (Mach number),
1. Speed reductions prior to descent.
or PHRASEOLOGY-
REDUCE SPEED:
(number of knots) KNOTS.
EXAMPLE- TO (specified speed),
“Increase speed to Mach point seven two.”
“Reduce speed to two five zero.” or
“Reduce speed twenty knots.”
“Maintain two eight zero knots.” (number of knots) KNOTS.
“Maintain maximum forward speed.”
THEN, DESCEND AND MAINTAIN (altitude).
NOTE-
1. A pilot operating at or above 10,000 feet MSL on an 2. Speed reduction following descent.
assigned speed adjustment greater than 250 knots is PHRASEOLOGY-
expected to comply with 14 CFR Section 91.117(a) when DESCEND AND MAINTAIN (altitude).
cleared below 10,000 feet MSL, within domestic airspace,
without notifying ATC. Pilots are expected to comply with THEN, REDUCE SPEED:
the other provisions of 14 CFR Section 91.117 without
notification. TO (specified speed in knots),

or

5-7-2 Speed Adjustment

2/16/06 7110.65R

2. If a pilot is unable to comply with the speed assignment,

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

Speed Adjustment 5-7-3

2/16/06 7110.65R

Section 8. Radar Departures

5-8-1. PROCEDURES
2. Consider known aircraft performance characteristics
Use standard departure routes and channelized when applying initial separation to successive departing
altitudes whenever practical to reduce coordination. aircraft.
Do not, however, assign these routes solely to provide
for possible radar or communication failure. 3. When one or both of the departure surfaces is a helipad,
use the takeoff course of the helicopter as a reference,
5-8-2. INITIAL HEADING comparable to the centerline of a runway and the helipad
center as the threshold.
Before departure, assign the initial heading to be
flown if a departing aircraft is to be vectored
a. Between aircraft departing the same runway/
immediately after takeoff.
helipad or parallel runways/helicopter takeoff
PHRASEOLOGY- courses separated by less than 2,500 feet- 1 mile if
FLY RUNWAY HEADING. courses diverge immediately after departure.
TURN LEFT/RIGHT, HEADING (degrees). (See FIG 5-8-1, FIG 5-8-2, and FIG 5-8-3.)
NOTE-
TERMINAL. A purpose for the heading is not necessary, FIG 5-8-1
since pilots operating in a radar environment associate Successive Departures
assigned headings with vectors to their planned route of
flight.
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 SIMULTANEOUS
DEPARTURES
TERMINAL
Separate aircraft departing from the same airport/
heliport or adjacent airports/heliports in accordance
with the following minima provided radar identifica‐ FIG 5-8-2
tion with the aircraft will be established within 1 mile Simultaneous Departures
of the takeoff runway end/helipad and courses will
diverge by 15 degrees or more.
NOTE-
1. FAAO 8260.19, Flight Procedures and Airspace,
establishes guidelines for IFR departure turning
procedures which assumes a climb to 400 feet above the
airport elevation before a turn is commenced.
FAAO8260.3, United States Standard for Terminal
Instrument Procedures (TERPS), the ILS missed approach
criteria, requires a straight climb of 400 feet be specified
where turns greater than 15 degrees are required.

Radar Departures 5-8-1

7110.65R 2/16/06

FIG 5-8-3 2. Intersecting runways and/or helicopter

Simultaneous Departures takeoff courses which diverge by 15 degrees or
more. Authorize takeoff of a succeeding aircraft
when the preceding aircraft has passed the point of
runway and/or takeoff course intersection. When
applicable, apply the procedure in para 3-9-5,
Anticipating Separation. (See FIG 5-8-5 and
FIG 5-8-6.)
FIG 5-8-5

Intersecting Runway Departures

NOTE-
This procedure does not apply when a small aircraft is
taking off from an intersection on the same runway behind
a large aircraft or when an aircraft is departing behind a
heavy jet/B757.
REFERENCE-
FAAO 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 diverging

runways:
1. Nonintersecting runways. Authorize simul‐ NOTE-
taneous takeoffs if runways diverge by 15 degrees or This procedure does not apply when aircraft are departing
more. (See FIG 5-8-4.) behind a heavy jet/B757.
FIG 5-8-6
FIG 5-8-4
Intersecting Helicopter Course Departures
Nonintersecting Runway Departures

5-8-2 Radar Departures

2/16/06 7110.65R

c. Between aircraft departing in the same direction NOTE-

from parallel runways/helicopter takeoff courses. 1. This procedure permits a departing aircraft to be
Authorize simultaneous takeoffs if the centerlines/ released so long as an arriving aircraft is no closer than
takeoff courses are separated by at least 2,500feet 2miles from the runway at the time. This separation is
determined at the time the departing aircraft commences
and courses diverge by 15 degrees or more
takeoff roll.
immediately after departure. (See FIG 5-8-7 and
FIG 5-8-8.) 2. Consider the effect surface conditions, such as ice,
snow, and other precipitation, may have on known aircraft
FIG 5-8-7 performance characteristics, and the influence these
conditions may have on the pilot's ability to commence
Parallel Runway Departures takeoff roll in a timely manner.

5-8-5. DEPARTURES AND ARRIVALS ON

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

Parallel Thresholds are Even

5-8-4. DEPARTURE AND ARRIVAL

TERMINAL. Except as provided in para 5-8-5,

Departures and Arrivals on Parallel or Nonintersect‐
ing Diverging Runways, separate a departing aircraft
from an arriving aircraft on final approach by a
minimum of 2 miles if separation will increase to a
minimum of 3 miles (5 miles when 40 miles or more
from the antenna) within 1 minute after takeoff.

Radar Departures 5-8-3

7110.65R 2/16/06

FIG 5-8-10 FIG 5-8-12

Parallel Thresholds are Staggered

Parallel Thresholds are Even

b. When parallel runway thresholds are staggered NOTE-

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

5-8-4 Radar Departures

2/16/06 7110.65R

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

Radar Departures 5-8-5

2/16/06 7110.65R

Section 9. Radar Arrivals

5-9-1. VECTORS TO FINAL APPROACH 2. The maximum range selected on the radar

COURSE display is 150 NM; or
Except as provided in para 7-4-2, Vectors for Visual 3. An adjacent radar display is set at 125 NM or
Approach, vector arriving aircraft to intercept the less, configured for the approach in use, and is
final approach course: utilized for the vector to the final approach course.
a. At least 2 miles outside the approach gate unless 4. If unable to comply with subparas 1, 2, or 3
one of the following exists: above, issue the clearance in accordance with
para4-8-1, Approach Clearance.
1. When the reported ceiling is at least 500 feet
REFERENCE-
above the MVA/MIA and the visibility is at least FAAO 7110.65, Approach Clearance, Para 4-8-1.
3miles (report may be a PIREP if no weather is FAAO 7110.65, Final Approach Course Interception, Para 5-9-2.
reported for the airport), aircraft may be vectored to
intercept the final approach course closer than 2 miles 5-9-2. FINAL APPROACH COURSE
outside the approach gate but no closer than the INTERCEPTION
approach gate.
a. Assign headings that will permit final approach
2. If specifically requested by the pilot, aircraft course interception on a track that does not exceed the
may be vectored to intercept the final approach interception angles specified in TBL 5-9-1.
course inside the approach gate but no closer than the
TBL 5-9-1
final approach fix.
Approach Course Interception Angle
EXCEPTION. Conditions 1 and 2 above do not
Distance from interception Maximum interception
apply to RNAV aircraft being vectored for a GPS or point to approach gate angle
RNAV approach.
Less than 2 miles or triple 20 degrees
b. For a precision approach, at an altitude not simultaneous ILS/MLS
approaches in use
above the glideslope/glidepath or below the
minimum glideslope intercept altitude specified on 2 miles or more 30 degrees
(45 degrees for helicopters)
the approach procedure chart.
c. For a nonprecision approach, at an altitude b. If deviations from the final approach course are
which will allow descent in accordance with the observed after initial course interception, apply the
published procedure. following:

NOTE- 1. Outside the approach gate: apply procedures

A pilot request for an “evaluation approach,” or a in accordance with subpara a, if necessary, vector the
“coupled approach,” or use of a similar term, indicates the aircraft for another approach.
pilot desires the application of subparas a and b.
2. Inside the approach gate: inform the pilot of
d. EN ROUTE. The following provisions are the aircraft's position and ask intentions.
required before an aircraft may be vectored to the PHRASEOLOGY-
final approach course: (Ident) (distance) MILE(S) FROM THE AIRPORT,
1. The approach gate and a line (solid or (distance) MILE(S) RIGHT/LEFT OF COURSE, SAY
INTENTIONS.
broken), depicting the final approach course starting
at or passing through the approach gate and extending NOTE-
away from the airport, be displayed on the radar The intent is to provide for a track course intercept angle
judged by the controller to be no greater than specified by
scope; for a precision approach, the line length shall
this procedure.
extend at least the maximum range of the localizer;
REFERENCE-
for a nonprecision approach, the line length shall FAAO 7110.65, Chapter 5, Section 9, Radar Arrivals, and Section 10,
extend at least 10NM outside the approach gate; and Radar Approaches- Terminal.

Radar Arrivals 5-9-1

7110.65R 2/16/06

c. EN ROUTE. When using a radar scope range 1. Established on a segment of a published route
above 125 NM, the controller shall solicit and receive or instrument approach procedure, or see FIG 5-9-1
a pilot report that the aircraft is established on the Example 1.
final approach course. If the pilot has not reported
FIG 5-9-1
established by the final approach gate, inform the
pilot of his/her observed position and ask intentions. Arrival Instructions

NOTE-
It may be difficult to accurately determine small distances
when using very large range settings.

5-9-3. VECTORS ACROSS FINAL APPROACH

COURSE

Inform the aircraft whenever a vector will take it

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

5-9-4. ARRIVAL INSTRUCTIONS

Issue all of the following to an aircraft before it

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

5-9-2 Radar Arrivals

2/16/06 7110.65R

EXAMPLE- FIG 5-9-2

1. Aircraft 1 was vectored to the final approach course but Arrival Instructions
clearance was withheld. It is now at 4,000 feet and
established on a segment of the instrument approach
procedure. “Seven miles from X‐RAY. Cleared I-L-S
runway three six approach.” (See FIG 5-9-1.)

2. Aircraft 2 is being vectored to a published segment of

the final approach course, 4 miles from LIMA at 2,000 feet.
The MVA for this area is 2,000 feet. “Four miles from
LIMA. Turn right heading three four zero. Maintain
twothousand until established on the localizer. Cleared
I-L-S runway three six approach.” (See FIG 5-9-1.)

3. Aircraft 3 is being vectored to intercept the final

approach course beyond the approach segments, 5 miles
from Alpha at 5,000 feet. the MVA for this area is 4,000 feet.
“Five miles from Alpha. Turn right heading three three
zero. Cross Alpha at or above four thousand. Cleared
I-L-S runway three six approach.” (See FIG 5-9-1.)

4. Aircraft 4 is established on the final approach course

beyond the approach segments, 8 miles from Alpha at
6,000feet. The MVA for this area is 4,000 feet. “Eight miles
from Alpha. Cross Alpha at or above four thousand.
Cleared I-L-S runway three six approach.”
(See FIG 5-9-1.)
2. Assigned an altitude to maintain until the
aircraft is established on a segment of a published
route or instrument approach procedure.
(See FIG 5-9-2 thru FIG 5-9-4.)

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

Radar Arrivals 5-9-3

7110.65R 2/16/06

FIG 5-9-3 FIG 5-9-5

Arrival Instructions Arrival Instructions

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

EXAMPLE-
The aircraft is being vectored to the intermediate fix
FORRE for an RNAV approach. “Seven miles from
FOORE, cleared direct FORRE, cross FORRE at or above
four thousand, cleared RNAV runway one eight
approach.”
NOTE-
1. The altitude assigned must assure IFR obstruction
clearance from the point at which the approach clearance
is issued until established on a segment of a published route
or instrument approach procedure.

2. If the altitude assignment is VFR‐on‐top, it is

conceivable that the pilot may elect to remain high until
EXAMPLE- arrival over the final approach fix which may require the
The aircraft is being vectored to an MLS curved approach, pilot to circle to descend so as to cross the final approach
3 miles from X‐ray at 3,000 feet. “Three miles from X‐ray. fix at an altitude that would permit landing.
Turn right heading three three zero. Maintain
threethousand until established on the azimuth course. 3. Aircraft being vectored to the intermediate fix in
Cleared M-L-S runway one eight approach.” FIG 5-9-5 must meet all the provisions described in
(See FIG 5-9-4.) subpara 4-8-1b4.

5-9-4 Radar Arrivals

2/16/06 7110.65R

d. Instructions to do one of the following: EXAMPLE-

1. Aircraft 1: The aircraft is in the straight in area of the
NOTE- TAA. “Seven miles from CENTR, Cleared R-NAV Runway
The principal purpose of this paragraph is to ensure that One Eight Approach.''
frequency changes are made prior to passing the final
approach fix. However, at times it will be desirable to retain 2. Aircraft 2: The aircraft is in the left base area of the TAA.
an aircraft on the approach control frequency to provide a
“One five miles from LEFTT, Cleared GPS Runway One
single‐frequency approach or other radar services. When
Eight Approach.''
this occurs, it will be necessary to relay tower clearances
or instructions to preclude changing frequencies prior to
3. Aircraft 3: The aircraft is in the right base area of the
landing or approach termination.
TAA. “Four miles from WRITE, Cleared FMS Runway One
1. Monitor local control frequency, reporting to Eight Approach.”
the tower when over the approach fix.
5-9-5. APPROACH SEPARATION
2. Contact the tower on local control frequency. RESPONSIBILITY
REFERENCE-
FAAO 7110.65, Communications Release, Para 4-8-8.
a. The radar controller performing the approach
control function is responsible for separation of radar
3. Contact the final controller on the appropriate arrivals unless visual separation is provided by the
frequency if radar service will be provided on final on tower, or a letter of agreement/facility directive
a different frequency. authorizes otherwise. Radar final controllers ensure
REFERENCE- that established separation is maintained between
FAAO 7110.65, Final Controller Changeover, Para 5-10-8. aircraft under their control and other aircraft
4. When radar is used to establish the final established on the same final approach course.
approach fix, inform the pilot that after being advised NOTE-
that he/she is over the fix he/she is to contact the tower The radar controller may be a controller in an ARTCC, a
on local control frequency. terminal facility, or a tower controller when authorized to
perform the approach control function in a terminal area.
EXAMPLE-
REFERENCE-
“Three miles from final approach fix. Turn left heading FAAO 7110.65, Wake Turbulence, Para 2-1-19.
zero one zero. Maintain two thousand until established on FAAO 7110.65, Section 5, Radar Separation, Application, Para 5-5-1.
the localizer. Cleared I-L-S runway three six approach. I FAAO 7110.65, Visual Separation, Para 7-2-1.
will advise when over the fix.” FAAO 7110.65, Minima, Para 5-5-4.
FAAO 7210.3, Authorization for Separation Services by Towers,
Para2-1-15.
“Over final approach fix. Contact tower one one eight
point one.” b. When timed approaches are being conducted,
the radar controller shall maintain the radar
NOTE-
separation specified in para 6-7-5, Interval Minima,
ARSR may be used for establishment of initial approach
and intermediate approach fixes only. ASR must be used to until the aircraft is observed to have passed the final
establish the final approach fix. approach fix inbound (nonprecision approaches) or
the OM or the fix used in lieu of the outer marker
REFERENCE-
FAAO 7110.65, Final Approach Course Interception, Para 5-9-2. (precision approaches) and is within 5 miles of the
FAAO 7110.65, Simultaneous Independent ILS/MLS Approaches- runway on the final approach course or until visual
Dual& Triple, Para 5-9-7.
separation can be provided by the tower.
e. Where a Terminal Arrival Area (TAA) has been REFERENCE-
established to support RNAV approaches, inform the FAAO 7110.65, Receiving Controller Handoff, Para 5-4-6.
FAAO 7110.65, Final Approach Course Interception, Para 5-9-2.
aircraft of its position relative to the appropriate IAF FAAO 7110.65, Parallel Dependent ILS/MLS Approaches, Para 5-9-6.
and issue the approach clearance. (See FIG 5-9-6.) FAAO 7110.65, Approach Sequence, Para 6-7-2.

Radar Arrivals 5-9-5

7110.65R 2/16/06

FIG 5-9-6

Basic “T” Design

Plan view

#1
CENTR

WRITE IF(IAF) LEFTT

IAF IAF
#3

FAF

MAP
Runway 18
#2

Missed Approach Holding Fix

5-9-6 Radar Arrivals

2/16/06 7110.65R

5-9-6. PARALLEL DEPENDENT ILS/MLS FIG 5-9-8

APPROACHES Parallel Dependent ILS/MLS Approaches

TERMINAL

a. Apply the following minimum separation when

conducting parallel dependent ILS, MLS, or ILS and
MLS approaches:

1. Provide a minimum of 1,000 feet vertical or

a minimum of 3 miles radar separation between
aircraft during turn on.

2. Provide a minimum of 1.5 miles radar

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

FIG 5-9-7

Parallel Dependent ILS/MLS Approaches

EXAMPLE-
In FIG 5-9-8, Aircraft 2 is 2 miles from heavy Aircraft 1.
Aircraft 3 is a small aircraft and is 6 miles from Aircraft1.
*The resultant separation between Aircrafts 2 and 3 is
4.2miles.
4. Provide the minimum applicable radar
separation between aircraft on the same final
approach course.
REFERENCE-
FAAO 7110.65, Section 5, Radar Separation, Minima, Para 5-5-4.
b. The following conditions are required when
applying the minimum radar separation on adjacent
localizer/azimuth courses allowed in subpara a:
1. Apply this separation standard only after
aircraft are established on the parallel final approach
course.
2. Straight‐in landings will be made.
3. Missed approach procedures do not conflict.
4. Aircraft are informed that approaches to both
runways are in use. This information may be provided
EXAMPLE- through the ATIS.
In FIG 5-9-7, Aircraft 2 is 1.5 miles from Aircraft 1, and
Aircraft 3 is 1.5 miles or more from Aircraft 2. The resultant 5. Approach control shall have the interphone
separation between Aircrafts 1 and 3 is at least 2.5 miles. capability of communicating directly with the local
controller at locations where separation responsibil‐
3. Provide a minimum of 2 miles radar ity has not been delegated to the tower.
separation diagonally between successive aircraft on NOTE-
adjacent localizer/azimuth courses where runway The interphone capability is an integral part of this
centerlines are more than 4,300 feet but no more than procedure when approach control has the sole separation
9,000 feet apart. responsibility.

Radar Arrivals 5-9-7

7110.65R 2/16/06

REFERENCE- (b) Triple parallel approaches to airports

FAAO 7110.65, Approach Separation Responsibility, Para 5-9-5.
FAAO 7210.3, Authorization for Separation Services by Towers, where the airport field elevation is 1,000 feet MSL or
Para2-1-15. more require the high resolution color monitor with
alert algorithms and an approved FAA aeronautical
c. Consideration should be given to known factors
study.
that may in any way affect the safety of the instrument
approach phase of flight, such as surface wind 5. Provide the minimum applicable radar
direction and velocity, wind shear alerts/reports, separation between aircraft on the same final
severe weather activity, etc. Closely monitor weather approach course.
activity that could impact the final approach course. REFERENCE-
Weather conditions in the vicinity of the final FAAO 7110.65, Minima, Para 5-5-4.
approach course may dictate a change of approach in b. The following conditions are required when
use. applying the minimum separation on adjacent dual or
REFERENCE- triple ILS/MLS courses allowed in subpara a:
FAAO 7110.65, Final Approach Course Interception, Para 5-9-2.
1. Straight‐in landings will be made.
2. ILS, MLS, radar, and appropriate frequencies
5-9-7. SIMULTANEOUS INDEPENDENT
ILS/MLS APPROACHES- DUAL & TRIPLE
are operating normally.
3. Inform aircraft that simultaneous ILS/MLS
TERMINAL approaches are in use prior to aircraft departing an
a. Apply the following minimum separation when outer fix. This information may be provided through
conducting simultaneous independent ILS, MLS, or the ATIS.
ILS and MLS approaches: 4. Clear the aircraft to descend to the
appropriate glideslope/glidepath intercept altitude
1. Provide a minimum of 1,000 feet vertical or
soon enough to provide a period of level flight to
a minimum of 3 miles radar separation between
dissipate excess speed. Provide at least 1 mile of
aircraft during turn‐on to parallel final approach.
straight flight prior to the final approach course
NOTE- intercept.
1. During triple parallel approaches, no two aircraft will NOTE-
be assigned the same altitude during turn‐on. All Not applicable to curved and segmented MLS approaches.
threeaircraft will be assigned altitudes which differ by a
minimum of 1,000 feet. Example: 3,000, 4,000, 5,000; 5. An NTZ at least 2,000 feet wide is established
7,000, 8,000, 9,000. an equal distance between extended runway final
approach courses and shall be depicted on the
2. Communications transfer to the tower controller's monitor display. The primary responsibility for
frequency shall be completed prior to losing vertical navigation on the final approach course rests with the
separation between aircraft. pilot. Control instructions and information are issued
2. Dual parallel runway centerlines are at least only to ensure separation between aircraft and to
4,300 feet apart. prevent aircraft from penetrating the NTZ.

3. Triple parallel runway centerlines are at least 6. Monitor all approaches regardless of weather.
5,000 feet apart and the airport field elevation is less Monitor local control frequency to receive any
than 1,000 feet MSL. aircraft transmission. Issue control instructions as
necessary to ensure aircraft do not enter the NTZ.
4. A high‐resolution color monitor with alert NOTE-
algorithms, such as the final monitor aid or that 1. Separate monitor controllers, each with transmit/re‐
required in the precision runway monitor program ceive and override capability on the local control
shall be used to monitor approaches where: frequency, shall ensure aircraft do not penetrate the
depicted NTZ. Facility directives shall define responsibil‐
(a) Triple parallel runway centerlines are at ity for providing the minimum applicable longitudinal
least 4,300 but less than 5,000 feet apart and the separation between aircraft on the same final approach
airport field elevation is less than 1,000 feet MSL. course.

5-9-8 Radar Arrivals

2/16/06 7110.65R

conducted to parallel runways. Factors include but

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

Radar Arrivals 5-9-9

7110.65R 2/16/06

dissipate excess speed. Provide at least 1 mile of

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

5-9-10 Radar Arrivals

2/16/06
3/15/07 7110.65R
7110.65R CHG 2

5-9-9. SIMULTANEOUS OFFSET INSTRUMENT NOTE-

APPROACHES (SOIA)- HIGH UPDATE RADAR Not applicable to curved and segmented MLS approaches.
TERMINAL 5. A No Transgression Zone (NTZ) at least
a. Simultaneous offset independent approaches 2,000feet wide is established an equal distance
between extended runway final approach courses and
(SOIA) may be conducted at FAA designated airports
shall be depicted on the monitor display. The NTZ
that have an authorization issued by the Director,
begins prior to the point where adjacent inbound
Terminal Safety and Operations Support in coordina‐
aircraft first lose vertical separation and extends to a
tion with AFS with parallel runways that have
point coincident with the location of the LDA MAP.
centerlines separated by less than 3,000 feet with
The primary responsibility for navigation on the final
onelocalizer offset by 2.5 to 3.0degrees using a high
update rate surveillance system with a 1.0-second approach course rests with the pilot. Control
instructions and information are issued only to ensure
radar update; and
separation between aircraft and to prevent aircraft
1. Provide a minimum of 1,000 feet vertical or from penetrating the NTZ.
a minimum of 3 miles radar separation between
aircraft during turn-on to final approaches. 6. Monitor all approaches regardless of weather.
Monitor local control frequency to receive any
NOTE-
aircraft transmission. Issue control instructions as
Communications transfer to the tower controller's
frequency shall be completed prior to losing vertical necessary to ensure aircraft do not enter the NTZ.
separation between aircraft.
7. Separate monitor controllers, each with
2. Provide the minimum applicable radar transmit/receive and override capability on the local
separation between aircraft on the same final control frequency, shall ensure aircraft do not
approach course. penetrate the depicted NTZ. Facility directives shall
3. Provide the minimum applicable radar define the responsibility for providing the minimum
separation between the LDA aircraft of a leading applicable longitudinal separation between aircraft
SOIA pair and the ILS aircraft in the subsequent on the same final approach course and the minimum
SOIA pair when the parallel runways have applicable longitudinal separation between the LDA
centerlines separated by less than 2500 feet. aircraft of a leading SOIA pair and the ILS aircraft in
the subsequent SOIA pair when the parallel runways
REFERENCE- have centerlines separated by less than 2500feet.
FAAO 7110.65, Minima, Para 5-5-4.

b. The following conditions are required when NOTE-

applying the minimum separation on ILS/MLS and The aircraft is considered the center of the digitized target
offset LDA with glideslope courses authorized in for that aircraft for the purposes of ensuring an aircraft
does not penetrate the NTZ.
subpara a above:
1. Straight-in landings will be made. c. The following procedures shall be used by the
final monitor controllers:
2. ILS, MLS, LDA, glideslope, DME, radar, and
appropriate frequencies are operating normally. 1. A controller shall provide position informa‐
tion to an aircraft that is (left/right) of the depicted
3. Inform aircraft that closely spaced simultan‐
localizer centerline, and in their opinion is continuing
eous ILS/MLS approaches are in use prior to aircraft
on a track that may penetrate the NTZ.
departing an outer fix. This information may be
provided through the ATIS. PHRASEOLOGY-
(Aircraft call sign) I SHOW YOU (left/right) OF THE
4. Clear the aircraft to descend to the FINAL APPROACH COURSE.
appropriate glideslope/glidepath intercept altitude
soon enough to provide a period of level flight to 2. Instruct the aircraft to return immediately to
dissipate excess speed. Provide at least 1 mile of the correct final approach course when aircraft are
straight flight prior to the final approach course observed to overshoot the turn-on or continue on a
intercept. track which will penetrate the NTZ.

Radar Arrivals 5-9-11

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3/15/07

PHRASEOLOGY- in sight; and the pilot has the runway environment in sight.
YOU HAVE CROSSED THE FINAL APPROACH Otherwise, it is the pilot's responsibility to execute a missed
COURSE. TURN (left/right) IMMEDIATELY AND approach at the LDA MAP.
RETURN TO LOCALIZER/AZIMUTH COURSE. e. Ensure that the LDA aircraft is positioned to
facilitate the flight crew's ability to see the ILS traffic
 or
from the nominal clear-of-clouds point to the LDA
TURN (left/right) AND RETURN TO THE MAP so that the flight crew can remain separated
LOCALIZER/AZIMUTH COURSE. from that traffic visually from the LDA MAP to the
runway threshold.
3. Instruct aircraft on the adjacent final
approach course to alter course to avoid the deviating NOTE-
After accepting a clearance for and LDA PRM approach,
aircraft when an aircraft is observed penetrating or in
pilots must remain on the LDA course until passing the
the controller's judgment will penetrate the NTZ. LDA MAP prior to alignment with the runway centerline.
NOTE- Between the LDA MAP and the runway threshold, the pilot
An instruction that may include a descent to avoid the of the LDA aircraft assumes visual separation
deviating aircraft should only be used when there is no responsibility from the aircraft on the ILS approach, which
other reasonable option available to the controller. In such means maneuvering the aircraft as necessary to avoid the
a case, the descent shall not put the aircraft below the MVA. ILS traffic until landing, and providing wake turbulence
avoidance, if necessary.
PHRASEOLOGY-
TRAFFIC ALERT, (call sign), TURN (left/right) f. In the visual segment between the LDA MAP
IMMEDIATELY HEADING (DEGREES), CLIMB AND and the runway threshold, if the pilot of the LDA
MAINTAIN (altitude). aircraft loses visual contact with the ILS traffic, the
4. Terminate radar monitoring when one of the pilot must advise ATC as soon as practical and follow
following occurs: the published missed approach procedure. If
necessary, issue alternate missed approach instruc‐
(a) The ILS aircraft passes the end of the NTZ tions.
nearest the runway threshold.
g. Wake turbulence requirements between aircraft
(b) The LDA aircraft passes the end of the on adjacent final approach courses inside the LDA
NTZ nearest the runway threshold and has reported MAP are as follows (standard in-trail wake
the ILS aircraft in sight. separation shall be applied between aircraft on the
same approach course):
(c) The aircraft begins the visual segment of
the approach. 1. When runways are at least 2,500 feet apart,
there are no wake turbulence requirements between
5. Do not inform the aircraft when radar aircraft on adjacent final approach courses.
monitoring is terminated.
2. For runways less than 2,500 feet apart,
6. Do not apply the provisions of para 5-13-1, whenever the ceiling is greater than or equal to
Monitor on PAR Equipment, for simultaneous ILS, 500feet above the MVA, wake vortex spacing
MLS, ILS and MLS, or SOIA approaches. between aircraft on adjacent final approach courses
d. Advise the pilot of the LDA aircraft of traffic on need not be applied.
the adjacent ILS approach course, if that traffic will 3. For runways less than 2,500 feet apart,
be a factor in the visual segment of the approach. The whenever the ceiling is less than 500 feet above the
provisions of para 7-2-1, Visual Separation, MVA, wake vortex spacing between aircraft on
subparaa2 concerning visual separation between adjacent final approach courses, as described in
aircraft being provided by the tower shall not be para5-5-4, Minima, shall be applied unless
applied to aircraft conducting SOIAs. acceptable mitigating techniques and operational
NOTE- procedures have been documented and verified by an
Once advised, the pilot is authorized to continue past the AFS safety assessment and authorized by Director,
LDA MAP if all of the following conditions are met: Terminal Safety and Operations Support. The wake
Thepilot has the ILS traffic in sight and expects the traffic turbulence mitigation techniques employed will be
to remain in sight; the pilot advises ATC that the traffic is based on each airport's specific runway geometry and

5-9-12 Radar Arrivals

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3/15/07 7110.65R
7110.65R CHG 2

meteorological conditions and implemented through approach phase of flight when conducting SOIA to
local facility directives. parallel runways. Factors include but are not limited
4. Issue all applicable wake turbulence to wind direction/velocity, wind-shear alerts/reports,
advisories. severe weather activity, etc. Closely monitor weather
activity that could impact the final approach course.
REFERENCE-
FAAO 8260.49, Wake Turbulence Requirements, Para 13.0. Weather conditions in the vicinity of the final
FAAO 7210.3, Simultaneous ILS/MLS Approaches, Para 10-4-6. approach course may dictate a change of the approach
FAAO 7110.65, Wake Turbulence Cautionary Advisories,
Para 2-1-20.
in use.
FAAO 7110.65, Minima, Para 5-5-4.
REFERENCE-
h. Consideration should be given to known factors FAAO 7110.65, Radar Service Termination, Para 5-1-13.
that may in any way affect the safety of the instrument FAAO 7110.65, Final Approach Course Interception, Para 5-9-2.

Radar Arrivals 5-9-13

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Section 10. Radar Approaches- Terminal

5-10-1. APPLICATION 3. Issue any known changes classified as special

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

Radar Approaches- Terminal 5-10-1

7110.65R 2/16/06

PHRASEOLOGY-
 or TURN LEFT/RIGHT.
STOP TURN.
(airport name) AIRPORT, RUNWAY (runway number),
c. After turn on to final approach has been made
 or and prior to the aircraft reaching the approach gate,
instruct the aircraft to make half‐standard rate turns.
(airport name) AIRPORT/HELIPORT. PHRASEOLOGY-
2. For surveillance approaches, specify the MAKE HALF‐STANDARD RATE TURNS.
location of the MAP in relation to the runway/ REFERENCE-
FAAO 7110.65, Final Approach Course Interception, Para 5-9-2.
airport/heliport. FAAO 7110.65, Elevation Failure, Para 5-12-10.
PHRASEOLOGY-
MISSED APPROACH POINT IS (distance) MILE(S) 5-10-4. LOST COMMUNICATIONS
FROM RUNWAY/AIRPORT/HELIPORT,
When weather reports indicate that an aircraft will
 or for a point‐in‐space approach, likely encounter IFR weather conditions during the
approach, take the following action as soon as
A MISSED APPROACH POINT (distance) MILE(S) possible after establishing radar identification and
(direction from landing area) OF (airport name) radio communications (may be omitted after the first
AIRPORT/HELIPORT. approach when successive approaches are made and
EXAMPLE- the instructions remain the same):
Helicopter point‐in‐space approach: NOTE-
Air traffic control facilities at U.S. Army and U.S. Air Force
“Army copter Zulu Two, this will be a surveillance installations are not required to transmit lost communica‐
approach to a missed approach point, three point five miles tions instructions to military aircraft. All military facilities
south of Creedon Heliport.” will issue specific lost communications instructions to civil
REFERENCE- aircraft when required.
FAAO 7110.65, Elevation Failure, Para 5-12-10.
a. If lost communications instructions will require
c. Inform an aircraft making an approach to an the aircraft to fly on an unpublished route, issue an
airport not served by a tower that no traffic or landing appropriate altitude to the pilot. If the lost
runway information is available for that airport. communications instructions are the same for both
PHRASEOLOGY- pattern and final, the pattern/vector controller shall
NO TRAFFIC OR LANDING RUNWAY INFORMATION issue both. Advise the pilot that if radio communica‐
AVAILABLE FOR THE AIRPORT. tions are lost for a specified time interval (not more
REFERENCE- than 1 minute) on vector to final approach, 15 seconds
FAAO 7110.65, Altimeter Setting Issuance Below Lowest Usable FL,
Para 2-7-2. on a surveillance final approach, or 5 seconds on a
FAAO 7110.65, Final Approach Course Interception, Para 5-9-2. PAR final approach to:
1. Attempt contact on a secondary or a tower
5-10-3. NO‐GYRO APPROACH
frequency.
When an aircraft will make a no‐gyro surveillance or 2. Proceed in accordance with visual flight rules
a PAR approach: if possible.
a. Before issuing a vector, inform the aircraft of 3. Proceed with an approved nonradar ap‐
the type of approach. proach, or execute the specific lost communications
PHRASEOLOGY- procedure for the radar approach being used.
THIS WILL BE A NO‐GYRO SURVEILLANCE/P-A-R
NOTE-
APPROACH.
The approved procedures are those published on the FAA
b. Instruct the aircraft when to start and stop turn. Forms 8260 or applicable military document.

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2/16/06 7110.65R

PHRASEOLOGY- REFERENCE-
IF NO TRANSMISSIONS ARE RECEIVED FOR (time FAAO 7110.65, Final Approach Course Interception, Para 5-9-2.
FAAO 7110.65, Approach Information, Para 5-10-2.
interval) IN THE PATTERN OR FIVE/FIFTEEN FAAO 7110.65, Elevation Failure, Para 5-12-10.
SECONDS ON FINAL APPROACH, ATTEMPT
CONTACT ON (frequency), AND 5-10-5. RADAR CONTACT LOST
if the possibility exists, If radar contact is lost during an approach and the
aircraft has not started final approach, clear the
PROCEED VFR. IF UNABLE: aircraft to an appropriate NAVAID/fix for an
instrument approach.
if approved,
REFERENCE-
FAAO 7110.65, Final Approach Course Interception, Para 5-9-2.
PROCEED WITH (nonradar approach), MAINTAIN FAAO 7110.65, Final Approach Abnormalities, Para 5-10-14.
(altitude) UNTIL ESTABLISHED ON/OVER FIX/ FAAO 7110.65, Elevation Failure, Para 5-12-10.
NAVAID/APPROACH PROCEDURE,
5-10-6. LANDING CHECK
 or
USA/USN. Advise the pilot to perform landing
(alternative instructions). check while the aircraft is on downwind leg and in
time to complete it before turning base leg. If an
PHRASEOLOGY- incomplete pattern is used, issue this before handoff
USN. For ACLS operations using Mode I, IA, and II, to the final controller for a PAR approach, or before
starting descent on final approach for surveillance
IF NO TRANSMISSIONS ARE RECEIVED FOR approach.
FIVESECONDS AFTER LOSS OF DATA LINK,
ATTEMPT CONTACT ON (frequency), AND PHRASEOLOGY-
PERFORM LANDING CHECK.
if the possibility exists, REFERENCE-
FAAO 7110.65, Final Approach Course Interception, Para 5-9-2.
FAAO 7110.65, Elevation Failure, Para 5-12-10.
PROCEED VFR. IF UNABLE:

if approved, 5-10-7. POSITION INFORMATION

Inform the aircraft of its position at least once before
PROCEED WITH (nonradar approach), MAINTAIN starting final approach.
(altitude) UNTIL ESTABLISHED ON/OVER FIX/
NAVAID/APPROACH PROCEDURE, PHRASEOLOGY-
(Number) MILES (direction) OF (airport name)
 or AIRPORT,

(alternative instructions).  or

b. If the final approach lost communications (number) MILES (direction) OF (airport name) AIRPORT
instructions are changed, differ from those for the ON DOWNWIND/BASE LEG.
pattern, or are not issued by the pattern controller, REFERENCE-
FAAO 7110.65, Final Approach Course Interception, Para 5-9-2.
they shall be issued by the final controller. FAAO 7110.65, Elevation Failure, Para 5-12-10.

c. If the pilot states that he/she cannot accept a lost 5-10-8. FINAL CONTROLLER CHANGEOVER
communications procedure due to weather condi‐
When instructing the aircraft to change frequency for
tions or other reasons, request the pilot's intention.
final approach guidance, include the name of the
NOTE- facility.
The pilot is responsible for determining the adequacy of PHRASEOLOGY-
lost communications procedures with respect to aircraft CONTACT (name of facility) FINAL CONTROLLER ON
performance, equipment capability, or reported weather. (frequency).

Radar Approaches- Terminal 5-10-3

7110.65R 2/16/06

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

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2/16/06 7110.65R

5-10-14. FINAL APPROACH ABNORMALITIES REFERENCE-

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

Radar Approaches- Terminal 5-10-5

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Section 11. Surveillance Approaches- Terminal

5-11-1. ALTITUDE INFORMATION NOTE-

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

Surveillance Approaches- Terminal 5-11-1

7110.65R 2/16/06

PHRASEOLOGY- c. When approach guidance is discontinued in

HEADING (heading), accordance with subpara a and the aircraft has
reported the runway or approach/runway lights in
ON COURSE, sight, advise the aircraft of its position and to proceed
visually.
 or

SLIGHTLY/WELL LEFT/RIGHT OF COURSE. PHRASEOLOGY-

(Distance) MILE(S) FROM RUNWAY/AIRPORT/
NOTE-
HELIPORT,
Controllers should not key the radio transmitter
continuously during radar approaches to preclude a
 or
lengthy communications block. The decision on how often
transmitters are unkeyed is the controller's prerogative.
OVER MISSED APPROACH POINT.
b. Issue trend information, as required, to indicate
target position with respect to the extended runway PROCEED VISUALLY (additional instructions/clearance
centerline and to describe the target movement as as required.)
appropriate corrections are issued. Trend information
may be modified by the terms “RAPIDLY” and d. When approach guidance is discontinued in
“SLOWLY” as appropriate. accordance with subpara a above and the aircraft has
EXAMPLE- not reported the runway or approach/runway lights in
“Going left/right of course.” sight, advise the aircraft of its position and to execute
“Left/right of course and holding/correcting.” a missed approach unless the runway or approach/
c. Inform the aircraft of its distance from the runway lights are in sight or, if a “point‐in‐space”
runway, airport/heliport, or MAP, as appropriate, approach, unless able to proceed visually.
each mile on final.
PHRASEOLOGY- PHRASEOLOGY-
(Number) MILE(S) FROM RUNWAY/AIRPORT/ (Distance) MILE(S) FROM RUNWAY,
HELIPORT OR MISSED APPROACH POINT.
d. Recommended altitudes shall be furnished, if  or
requested, in accordance with para 5-11-1, Altitude
OVER MISSED APPROACH POINT.
Information. IF RUNWAY,
PHRASEOLOGY-
If requested,  or

ALTITUDE SHOULD BE (altitude). APPROACH/RUNWAY LIGHTS NOT IN SIGHT,

EXECUTE MISSED APPROACH/(missed approach
5-11-6. APPROACH GUIDANCE TERMINATION
instructions). (Additional instructions/clearance, as
a. Discontinue surveillance approach guidance required.)
when:
1. Requested by the pilot. (Distance and direction) FROM AIRPORT/HELIPORT/
MISSED APPROACH POINT.
2. In your opinion, continuation of a safe
approach to the MAP is questionable. IF UNABLE TO PROCEED VISUALLY, EXECUTE
3. The aircraft is over the MAP. MISSED APPROACH. (Additional instructions/
clearance, if required.)
b. Surveillance approach guidance may be
discontinued when the pilot reports the runway or NOTE-
approach/runway lights in sight or if a “point‐in‐ Terminal instrument approach procedures and flight
space” approach, he/she reports able to proceed to the inspection criteria require establishment of a MAP for each
landing area by visual reference to a prescribed procedure including the point to which satisfactory radar
surface route. guidance can be provided.

5-11-2 Surveillance Approaches- Terminal

2/16/06 7110.65R

Section 12. PAR Approaches- Terminal

5-12-1. GLIDEPATH NOTIFICATION elevation cursors and to describe target movement as

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

5-12-3. DESCENT INSTRUCTION 5-12-5. DISTANCE FROM TOUCHDOWN

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

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

PAR Approaches- Terminal 5-12-1

7110.65R 2/16/06

REFERENCE- REFERENCE-
FAAO 7110.65, Final Approach Abnormalities, Para 5-10-14. FAAO 7110.65, Radio Communications Transfer, Para 2-1-17.

5-12-8. APPROACH GUIDANCE TERMINATION

5-12-10. ELEVATION FAILURE
a. Discontinue precision approach guidance
when:
a. If the elevation portion of PAR equipment fails
1. Requested by the pilot. during a precision approach:
2. In your opinion, continuation of a safe
1. Discontinue PAR instructions and tell the
approach to the landing threshold is questionable.
aircraft to take over visually or if unable, to execute
3. The aircraft passes over landing threshold. a missed approach. If the aircraft executes a missed
approach, apply subpara 2 below.
4. The pilot reports the runway/approach lights
in sight and requests to or advises that he/she will PHRASEOLOGY-
proceed visually. NO GLIDEPATH INFORMATION AVAILABLE. IF
NOTE- RUNWAY, APPROACH/RUNWAY LIGHTS, NOT IN
A pilot's report of “runway in sight” or “visual” is not a SIGHT, EXECUTE MISSED APPROACH/(alternative
request to proceed visually. instructions).

b. When precision approach guidance is discon‐ 2. If a surveillance approach, ASR or PAR
tinued in accordance with subpara a, advise the without glide slope, is established for the same
aircraft of its position and to proceed visually. runway, inform the aircraft that a surveillance
PHRASEOLOGY- approach can be given. Use ASR or the azimuth
(Distance) MILE(S) FROM TOUCHDOWN, PROCEED portion of the PAR to conduct the approach and apply
VISUALLY (additional instructions/clearance as Chapter 5, Radar, Section 11, Surveillance Ap‐
required). proaches- Terminal. When the PAR azimuth is used,
c. After a pilot has reported the runway/approach inform the pilot that mileage information will be from
lights in sight and requested to or advised that he/she touchdown, and at those runways where specific
will proceed visually, and has been instructed to minima have been established for PAR without
proceed visually, all PAR approach procedures shall glideslope, inform the pilot that the PAR azimuth will
be discontinued. be used for the approach.

d. Continue to monitor final approach and EXAMPLE-

frequency. Pilots shall remain on final controller's 1. Approach information when PAR azimuth used:
frequency until touchdown or otherwise instructed. “This will be a surveillance approach to runway three six.
Mileages will be from touchdown.”
REFERENCE-  or
FAAO 7110.65, Final Approach Abnormalities, Para 5-10-14.
“This will be a surveillance approach to runway three six
using P-A-R azimuth. Mileages will be from touchdown.”
5-12-9. COMMUNICATION TRANSFER
Issue communications transfer instructions. 2. Descent Instructions:
“Five miles from touchdown, descend to your minimum
PHRASEOLOGY- descent altitude/minimum altitude.”
CONTACT (terminal control function) (frequency, if
required) AFTER LANDING. REFERENCE-
FAAO 7110.65, Approach Information, Para 5-10-2.
NOTE- FAAO 7110.65, Descent Instructions, Para 5-11-4.
Communications transfer instructions should be delayed
slightly until the aircraft is on the landing roll‐out to b. If the elevation portion of the PAR equipment is
preclude diversion of the pilot's attention during transition inoperative before starting a precision approach,
and touchdown. apply subpara a2.

5-12-2 PAR Approaches- Terminal

2/16/06 7110.65R

5-12-11. SURVEILLANCE UNUSABLE NOTE-

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

PAR Approaches- Terminal 5-12-3

2/16/06 7110.65R

Section 13. Use of PAR for

Approach Monitoring- Terminal

5-13-1. MONITOR ON PAR EQUIPMENT the reason and issue alternate procedures as

appropriate.
USAF not applicable. Aircraft conducting precision
or nonprecision approaches shall be monitored by PHRASEOLOGY-
(Reason), RADAR MONITORING NOT AVAILABLE,
PAR equipment if the PAR final approach course
(alternative instructions).
coincides with the NAVAID final approach course
from the final approach fix to the runway and one of NOTE-
Approach monitoring is a vital service, but during the
the following conditions exists: approach, the controller acts primarily as a safety observer
NOTE- and does not actually guide the aircraft. Loss of the radar
1. The provisions of this section do not apply to monitoring monitoring capability (and thus availability) is no reason
simultaneous ILS, MLS, or ILS and MLS approaches. to terminate an otherwise good instrument approach.
Advise the pilot that radar contact has been lost (or other
2. This procedure is used in PAR facilities operated by the reason as appropriate), that radar monitoring is not
FAA and other military services at joint‐use civil/military available, and of actions for the pilot to take in either
locations and military installations during the operational proceeding with or breaking off the approach; i.e., contact
hours of the PAR. tower, remain on PAR frequency, etc.

a. The reported weather is below basic VFR 5-13-3. MONITOR INFORMATION

minima.
When approaches are monitored, take the following
b. USA Not applicable. At night. action:
c. Upon request of the pilot. a. Advise the pilot executing a nonprecision
approach that glidepath advisories are not provided.
REFERENCE- Do this prior to the pilot beginning the final descent.
FAAO 7110.65, Simultaneous Independent ILS/MLS Approaches- Dual
& Triple, Para 5-9-7. PHRASEOLOGY-
GLIDEPATH ADVISORIES WILL NOT BE PROVIDED.
5-13-2. MONITOR AVAILABILITY b. Inform the aircraft when passing the final
approach fix (nonprecision approaches) or when
a. Inform the aircraft of the frequency on which passing the outer marker or the fix used in lieu of the
monitoring information will be transmitted if it will outer marker (precision approaches).
not be the same as the communication frequency used PHRASEOLOGY-
for the approach. PASSING (FIX).
PHRASEOLOGY- c. Advise the pilot of glidepath trend information
RADAR MONITORING ON LOCALIZER VOICE (precision approaches) and course trend information
(frequency), to indicate target position and movement with respect
to the elevation or azimuth cursor when the aircraft
and if applicable,
target corresponds to a position of well above/below
CONTACT (terminal control function) (frequency, if the glidepath or well left/right of course and
required) AFTER LANDING. whenever the aircraft exceeds the radar safety limits.
Repeat if no correction is observed.
b. If the approach is not monitored, inform the
EXAMPLE-
aircraft that radar monitoring is not available. Course trend information:
PHRASEOLOGY- “(Ident), well right/left of P-A-R course, drifting further
RADAR MONITORING NOT AVAILABLE. right/left.”

c. If conditions prevent continued monitor after Glidepath trend information:

the aircraft is on final approach, advise the pilot. State “(Ident), well above/below P-A-R glidepath.”

Use of PAR for Approach Monitoring- Terminal 5-13-1

7110.65R 2/16/06

REFERENCE- e. Provide monitor information until the aircraft is

FAAO 7110.65, Glidepath and Course Information, Para 5-12-4.
over the landing threshold or commences a circling
d. If, after repeated advisories, the aircraft is approach.
observed proceeding outside the safety limits or a
radical target deviation is observed, advise the f. Provide azimuth monitoring only at locations
aircraft if unable to proceed visually, to execute a where the MLS glidepath and the PAR glidepath are
missed approach. Issue a specific altitude and not coincidental.
heading if a procedure other than the published REFERENCE-
missed approach is to be executed. FAAO 7110.65, Radar Service Termination, Para 5-1-13.

PHRASEOLOGY-
(Position with respect to course or glidepath). IF NOT
VISUAL, ADVISE YOU EXECUTE MISSED APPROACH
(alternative instructions).

5-13-2 Use of PAR for Approach Monitoring- Terminal

2/16/06 7110.65R

Section 14. Automation- En Route

5-14-1. CONFLICT ALERT (CA) AND MODE C 5-14-2. EN ROUTE MINIMUM SAFE ALTITUDE
INTRUDER (MCI) ALERT WARNING (E‐MSAW)

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

Automation- En Route 5-14-1

7110.65R 2/16/06

NOTE- b. 2,200 feet above the highest and below the

A facility directive may be published deleting the interim lowest flight level of the sector where 2,000 feet
altitude computer entry requirements of subpara b. The vertical separation is applicable.
directive would apply to those conditions where heavy
traffic or sector complexity preclude meeting these entry NOTE-
requirements. 1. The data block, for purposes of this paragraph, must
contain the beacon code and Mode C altitude at a
REFERENCE-
FAAO 7210.3, Waiver to Interim Altitude Requirements, Para 8-2-7. minimum.
a. The new assigned altitude if the aircraft will 2. Exception to these requirements may be authorized for
(climb or descend to and) maintain the new altitude, specific altitudes in certain ARTCC sectors if defined in
or appropriate facility directives and approved by the
EnRoute and Oceanic Operations Area Director.
b. An interim altitude if the aircraft will (climb or
REFERENCE-
descend to and) maintain the new altitude for a short FAAO 7110.65, Alignment Accuracy Check, Para 5-1-2.
period of time and subsequently be recleared to the
altitude in the flight plan database or a new altitude or 5-14-6. SECTOR ELIGIBILITY
a new interim altitude.
The use of the OK function is allowed to override
NOTE-
Use of the interim altitude function will ensure that the data
sector eligibility only when one of the following
block reflects the actual status of the aircraft and eliminate conditions is met:
superfluous altitude updates. a. Prior coordination is effected.

5-14-4. ENTRY OF REPORTED ALTITUDE

b. The flight is within the control jurisdiction of
the sector.
Whenever Mode C altitude information is either not
available or is unreliable, enter reported altitudes into 5-14-7. COAST TRACKS
the computer as follows:
Do not use coast tracks in the application of either
NOTE-
radar or nonradar separation criteria.
Altitude updates are required to assure maximum accuracy
in applying slant range correction formulas.
5-14-8. CONTROLLER INITIATED COAST
a. When an aircraft reaches the assigned altitude. TRACKS
b. When an aircraft at an assigned altitude is issued a. Initiate coast tracks only in Flight Plan Aided
a clearance to climb or descend. Tracking (FLAT) mode, except “free” coast tracking
c. A minimum of each 10,000 feet during climb to may be used as a reminder that aircraft without
or descent from FL 180 and above. corresponding computer‐stored flight plan informa‐
tion are under your control.
5-14-5. SELECTED ALTITUDE LIMITS NOTE-
1. To ensure tracks are started in FLAT mode, perform a
The display of Mode C targets and limited data blocks start track function at the aircraft's most current reported
is necessary for application of Merging Target position, then immediately “force” the track into coast
Procedures. Sectors shall ensure the display of tracking by performing another start function with “CT”
ModeC targets and data blocks by entering option in field 64. Making amendments to the stored route
appropriate altitude limits and display filters to with trackball entry when the aircraft is rerouted, and
include, as a minimum, the altitude stratum of the repositioning the data block to coincide with the aircraft's
sector plus: position reports are methods of maintaining a coast track
in FLAT mode.
a. 1,200 feet above the highest and below the
lowest altitude or flight level of the sector where 2. DARC does not have the capability to initiate coast
1,000 feet vertical separation is applicable; and tracks.

5-14-2 Automation- En Route

2/16/06 7110.65R

b. Prior to initiating a coast track, ensure the NOTE-

following: FTPD is an automation parameter, normally set to
15miles, that is compared with the tracked target's
1. A departure message or progress report perpendicular distance from the stored flight plan route. If
corresponding with the aircraft's current position is the track is within the parameter miles, it is eligible for
entered into the computer. “FLAT tracking.” PTUI is an automation parameter,
normally set to 3 minutes, that is compared against the
2. The track being started is within the Posted difference between the calculated time of arrival and the
Time Update Interval (PTUI) of the aircraft's actual time of arrival over a fix. If the difference is greater
computer‐estimated position and the Flight Plan than PTUI, the flight plan's stored data will be revised and
Track Position Difference (FTPD) distance of the fix‐time update messages will be generated.
aircraft's flight plan route. c. As soon as practicable after the aircraft is in
radar surveillance, initiate action to cause radar
tracking to begin on the aircraft.

Automation- En Route 5-14-3

2/16/06 7110.65R

Section 15. Automated Radar Terminal

Systems (ARTS)- Terminal

5-15-1. APPLICATION a. Inform all appropriate positions before termin‐

ating or reinstating use of the terminal automation
ARTS/STARS may be used for identifying aircraft
system at a control position. When terminating the
assigned a discrete beacon code, maintaining identity
use of terminal automation systems, all pertinent
of targets, and performing handoffs of these targets
flight data of that position shall be transferred or
between controllers.
terminated.
NOTE-
USAF/USN. Where PIDP/DAIR equipment is capable of b. Inform other interfaced facilities of scheduled
performing the functions described in this section, it may and unscheduled shutdowns.
be used accordingly. c. Initiate a track/tag on all aircraft to the
maximum extent possible. As a minimum, aircraft
5-15-2. RESPONSIBILITY identification should be entered, and automated
handoff functions should be used.
This equipment does not relieve the controller of the
responsibility to ensure proper identification, main‐ d. Assigned altitude, if displayed, shall be kept
tenance of identity, handoff of the correct target current at all times. Climb and descent arrows, where
associated with the alphanumeric data, and separa‐ available, shall be used to indicate other than level
tion of aircraft. flight.
e. The automatic altitude readout of an aircraft
5-15-3. FUNCTIONAL USE under another controller's jurisdiction may be used
for vertical separation purposes without verbal
In addition to other uses specified herein, terminal coordination provided:
automation may be used for the following functions:
1. Operation is conducted using single site radar
a. Tracking. coverage.
b. Tagging. 2. Prearranged coordination procedures are
c. Handoff. contained in a facility directive in accordance with
para5-4-10, Prearranged Coordination, and
d. Altitude information. FAAO7210.3, para 3-7-7, Prearranged Coordina‐
REFERENCE- tion.
FAAO 7110.65, Altitude Filters, Para 5-2-23.
3. Do not use Mode C to effect vertical
e. Coordination. separation within a Mosaic radar configuration.
f. Ground speed.
5-15-5. INFORMATION DISPLAYED
g. Identification.
a. Two‐letter ICAO designators or three‐letter
designators, as appropriate, shall be used unless
5-15-4. SYSTEM REQUIREMENTS
program limitations dictate the use of a single letter
Use terminal automation systems as follows: alpha prefix.
NOTE- b. Use of the inhibit/select functions to remove
Locally developed procedures, operating instructions, and displayed information no longer required shall be in
training material are required because of differences in accordance with local directives, which should
equipment capability. Such locally developed procedures ensure maximum required use of the equipment.
shall be supplemental to those contained in this section and
shall be designed to make maximum use of the ARTS c. Information displayed shall be in accordance
equipment. with national orders and specified in local directives.

Automated Radar Terminal Systems (ARTS)- Terminal 5-15-1

7110.65R 2/16/06

5-15-6. CA/MCI 4. CA/MCI alert may not be suppressed or

inhibited at or for another control position without
a. When a CA or MCI alert is displayed, evaluate
being coordinated.
the reason for the alert without delay and take
appropriate action.
5-15-7. INHIBITING MINIMUM SAFE ALTITUDE
REFERENCE-
FAAO 7110.65, Safety Alert, Para 2-1-6.
WARNING (MSAW)

b. If another controller is involved in the alert, a. Inhibit MSAW processing of VFR aircraft and
initiate coordination to ensure an effective course of aircraft that cancel instrument flight rules (IFR) flight
action. Coordination is not required when immediate plans unless the pilot specifically requests otherwise.
action is dictated. REFERENCE-
FAAO 7110.65, VFR Aircraft in Weather Difficulty, Para 10-2-7.
c. Suppressing/Inhibiting CA/MCI alert. FAAO 7110.65, Radar Assistance to VFR Aircraft in Weather Difficulty,
Para 10-2-8.
1. The suppress function may be used to b. A low altitude alert may be suppressed from the
suppress the display of a specific CA/MCI alert. control position. Computer entry of the suppress
2. The inhibit function shall only be used to message constitutes an acknowledgment for the alert
inhibit the display of CA for aircraft routinely and indicates that appropriate action has or will be
engaged in operations where standard separation taken.
criteria do not apply.
NOTE- 5-15-8. TRACK SUSPEND FUNCTION
Examples of operations where standard separation criteria Use the track suspend function only when data block
do not apply are ADC practice intercept operations and air overlap in holding patterns or in proximity of the final
shows.
approach create an unworkable situation. If necessary
3. Computer entry of a message suppressing a to suspend tracks, those which are not displaying
CA/MCI alert constitutes acknowledgment for the automatic altitude readouts shall be suspended. If the
alert and signifies that appropriate action has or will condition still exists, those displaying automatic
be taken. altitude readouts may then be suspended.

5-15-2 Automated Radar Terminal Systems (ARTS)- Terminal

2/16/06 7110.65R

Section 16. TPX-42- Terminal

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

Each TPX-42 facility shall utilize the equipment to Use the TPX-42 system as follows:
the maximum extent possible consistent with local a. TPX-42 facilities shall inform adjacent facilit‐
operating conditions. ies of scheduled and unscheduled shutdowns.
b. To the maximum extent practicable, tags should
5-16-2. RESPONSIBILITY be utilized for all controlled aircraft.
This equipment does not relieve the controller of the
5-16-5. INFORMATION DISPLAYED
responsibility to ensure proper identification, main‐
tenance of identity, handoff of the correct radar a. Inhibiting portions of the tag shall be in
beacon target associated with numeric data, and the accordance with facility directives, which shall
separation of aircraft. ensure maximum required use of the equipment.
b. Mode C altitude information shall not be
5-16-3. FUNCTIONAL USE inhibited unless a ground malfunction causes
repeated discrepancies of 300 feet or more between
TPX-42 may be used for the following functions: the automatic altitude readouts and pilot reported
altitudes.
a. Tagging.
b. Altitude information. 5-16-6. INHIBITING LOW ALTITUDE ALERT
SYSTEM (LAAS)
REFERENCE-
FAAO 7110.65, Altitude Filters, Para 5-2-23. Assign a beacon code to a VFR aircraft or to an
c. Coordination. aircraft that has canceled its IFR flight plan to inhibit
LAAS processing unless the aircraft has specifically
d. Target identity confirmation. requested LAAS.

TPX-42- Terminal 5-16-1

2/16/06
8/3/06 7110.65R
7110.65R CHG 1

Chapter 6. Nonradar
Section 1. General

6-1-1. DISTANCE FIG 6-1-1

Adjacent Airport Operation -- Arrival
Use mileage-based (DME and/or ATD) procedures and
minima only when direct pilot/controller communic‐
ations are maintained.

6-1-2. NONRECEIPT OF POSITION REPORT

When a position report affecting separation is not

received, take action to obtain the report no later than
5 minutes after the aircraft was estimated over the fix.
FIG 6-1-2
REFERENCE- Adjacent Airport Operation -- Departure
FAAO 7110.65, IFR Military Training Routes, Para 9-2-7.

6-1-3. DUPLICATE POSITION REPORTS

Do not require an aircraft to make the same position

report to more than one facility.

6-1-4. ADJACENT AIRPORT OPERATION

6-1-5. ARRIVAL MINIMA
TERMINAL
TERMINAL

WAKE TURBULENCE APPLICATION WAKE TURBULENCE APPLICATION

Separate IFR aircraft landing behind an arriving

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

General 6-1-1
7110.65R 2/16/06

c. A crossing runway if projected flight paths will

cross. (See FIG 6-1-3.)
FIG 6-1-3
Arrival Minima
Landing Behind an Arriving Heavy Jet/B757

6-1-2 General
2/16/06
8/3/06 7110.65R
7110.65R CHG 1

Section 2. Initial Separation of Successive

Departing Aircraft

6-2-1. MINIMA ON DIVERGING COURSES 2. Within 5 minutes after takeoff- 2 minutes

Separate aircraft that will fly courses diverging by until courses diverge. (See FIG 6-2-2.)
45degrees or more after departing the same or
adjacent airports by use of one of the following FIG 6-2-2

minima: Minima on Diverging Courses

NOTE-
1. Consider known aircraft performance characteristics
when applying initial separation to successive departing
aircraft.

2. When one or both of the departure surfaces is a helipad,

use the takeoff course of the helicopter as a reference,
comparable to the centerline of a runway and the helipad
center as the threshold.
a. When aircraft will fly diverging courses:
1. Immediately after takeoff - 1 minute until
courses diverge. (See FIG 6-2-1.)
3. Within 13 miles DME/ATD after takeoff -
FIG 6-2-1 3miles until courses diverge. (See FIG 6-2-3.)
Minima on Diverging Courses
FIG 6-2-3
Minima on Diverging Courses

Initial Separation of Successive Departing Aircraft 6-2-1

7110.65R 2/16/06

b. TERMINAL. Between aircraft departing in the FIG 6-2-5

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

FIG 6-2-4

Minima on Diverging Courses

2. Intersecting runways. Authorize takeoff of a

succeeding aircraft when the preceding aircraft has
passed the point of runway intersection, and
(a) The runways diverge by 30 degrees or
more. (See FIG 6-2-6.)
c. TERMINAL. Between aircraft that will fly FIG 6-2-6
diverging courses immediately after takeoff from Minima on Diverging Courses
diverging runways: (See FIG 6-2-5.)
1. Nonintersecting runways. Authorize simul‐
taneous takeoffs when either of the following
conditions exist:
(a) The runways diverge by 30 degrees or
more.
(b) The distance between runway centerlines
at and beyond the points where takeoffs begin is at
least:
(1) 2,000 feet and the runways diverge by
15 to 29 degrees inclusive.
(2) 3,500 feet and the runways diverge by
less than 15 degrees.

6-2-2 Initial Separation of Successive Departing Aircraft

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

FIG 6-2-7 Minima on Same Course

Minima on Diverging Courses

FIG 6-2-9
Minima on Same Course

6-2-2. MINIMA ON SAME COURSE

Separate aircraft that will fly the same course when

the following aircraft will climb through the altitude
assigned to the leading aircraft by using a minimum
of 3 minutes until the following aircraft passes
through the assigned altitude of the leading aircraft;
or 5 miles between DME equipped aircraft; RNAV
equipped aircraft using ATD; and between DME and
ATD aircraft provided the DME aircraft is either

Initial Separation of Successive Departing Aircraft 6-2-3

2/16/06 7110.65R

Section 3. Initial Separation of Departing

and Arriving Aircraft

6-3-1. SEPARATION MINIMA e. When takeoff direction is other than in

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

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

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Section 4. Longitudinal Separation

6-4-1. APPLICATION 1. A departing aircraft follows a preceding

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

CROSS (fix) AT OR AFTER (time).

c. Hold at a fix until a specified time.

d. Change altitude at a specified time or fix.

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

a. When the leading aircraft maintains a speed at

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

Longitudinal Separation 6-4-1

7110.65R CHG 1
7110.65R 2/16/06
8/3/06

3. An en route aircraft follows a preceding en 2. A departing aircraft follows a preceding
route aircraft which has reported over the same fix. enroute aircraft which has reported over a fix serving
(See FIG 6-4-3.) the departure airport. (See FIG 6-4-5.)
FIG 6-4-3
FIG 6-4-5
Minima on Crossing Courses
44 Knots or More Separation Minima on Converging Courses
22 Knots or More Separation

b. When the leading aircraft maintains a speed at

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

6-4-2 Longitudinal Separation

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

FIG 6-4-7 FIG 6-4-9

Descending Through Another Aircraft's Descending Through Another
Altitude DME Separation Aircraft's Altitude Timed Separation

FIG 6-4-8
Climbing Through Another Aircraft's
Altitude DME Separation

FIG 6-4-10
Climbing Through Another
Aircraft's Altitude Timed Separation

2. Between other aircraft- 5 minutes, if all of the

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

Longitudinal Separation 6-4-3

7110.65R CHG 1
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8/3/06

d. When the conditions of subparas a, b, or c FIG 6-4-14

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

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

FIG 6-4-12
Minima for Crossing Courses Separation

FIG 6-4-16
Descending Through Another Aircraft's Altitude
Separation

FIG 6-4-13
Minima for Same Course Separation

6-4-4 Longitudinal Separation

2/16/06
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7110.65R CHG 1

e. Between aircraft, when one aircraft is using FIG 6-4-19

DME/ATD and the other is not- 30 miles if both the Minima for Opposite Courses Separation
following conditions are met:
(See FIG 6-4-17 and FIG 6-4-18.)

FIG 6-4-17
Minima for Same Course Separation

NOTE-
RNAV route segments that have been expanded in the
proximity to reference facilities for slant‐range effect are
not to be considered “expanded” for purposes of applying
separation criteria in this paragraph.
a. Both aircraft have reported passing NAVAIDs,
FIG 6-4-18 DME fixes, or waypoints indicating they have passed
Minima for Crossing Courses Separation each other. (See FIG 6-4-20.)
FIG 6-4-20
Minima for Opposite Courses Separation

NOTE-
It is not intended to limit application of this procedure only
1. The aircraft using DME/ATD derives dis‐ to aircraft operating in opposite directions along the same
tance information by reference to the same NAVAID airway or radial. This procedure may also be applied to
or waypoint over which the aircraft not using aircraft established on diverging airways or radials of the
DME/ATD has reported. same NAVAID.
2. The aircraft not using DME/ATD is within b. Both aircraft have reported passing the same
15minutes of the NAVAID. intersection/waypoint and they are at least 3 minutes
apart.

6-4-3. MINIMA ON OPPOSITE COURSES c. Two RNAV aircraft have reported passing the
same position and are at least 8 miles apart if
Separate aircraft traveling opposite courses by operating along a route that is 8 miles or less in width;
assigning different altitudes consistent with the or 18 miles apart if operating along an expanded
approved vertical separation from 10 minutes before, route; except that 30 miles shall be applied if
until 10minutes after they are estimated to pass. operating along that portion of any route segment
Vertical separation may be discontinued after one of defined by a navigation station requiring extended
the following conditions is met: (See FIG 6-4-19.) usable distance limitations beyond 130 miles.

Longitudinal Separation 6-4-5

7110.65R CHG 1
7110.65R 2/16/06
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d. An aircraft utilizing RNAV and an aircraft aircraft provided the DME aircraft is either
utilizing VOR have reported passing the same 10,000feet or below or outside of 10 miles from the
position and the RNAV aircraft is at least 4 miles DME NAVAID.
beyond the reported position when operating along a
PHRASEOLOGY-
route that is 8 miles or less in width; 9 miles beyond MAINTAIN AT LEAST ONE ZERO MINUTES/
the point when operating along an expanded route; TWOZERO MILES SEPARATION FROM (ident).
except that 15 miles shall be applied if operating
along that portion of any route segment defined by a
navigation station requiring extended usable distance 6-4-5. RNAV AIRCRAFT ALONG VOR
limitation beyond 130 miles; or 3 minutes apart AIRWAYS/ROUTES
whichever is greater. Advise the pilot to use DME distances when applying
DME separation to an RNAV aircraft operating along
6-4-4. SEPARATION BY PILOTS VOR airways/routes.
When pilots of aircraft on the same course in direct PHRASEOLOGY-
radio communication with each other concur, you USE DME DISTANCES.
may authorize the following aircraft to maintain NOTE-
longitudinal separation of 10 minutes; or 20 miles ATD derived from area navigation devices having
between DME equipped aircraft; RNAV equipped slant‐range correction will not coincide with the direct
aircraft using ATD; and between DME and ATD DME readout.

6-4-6 Longitudinal Separation

2/16/06 7110.65R

Section 5. Lateral Separation

6-5-1. SEPARATION METHODS separation until reaching the 6-mile point. Reversing

direction, the same aircraft would require vertical
Separate aircraft by one of the following methods: separation before passing the 6-mile point. Due to the
a. Clear aircraft on different airways or routes nature of GPS equipment, issue crossing restrictions in
reference to the next waypoint, since the pilot receives
whose widths or protected airspace do not overlap.
tracking “to” data rather than tracking “from” the last
b. Clear aircraft below 18,000 to proceed to and waypoint.
report over or hold at different geographical locations b. Use TBL 6-5-1 and TBL 6-5-2 to determine
determined visually or by reference to NAVAIDs. the distance required for various divergence angles to
c. Clear aircraft to hold over different fixes whose clear the airspace to be protected. For divergence that
holding pattern airspace areas do not overlap each falls between two values, use the lesser divergence
other or other airspace to be protected. value to obtain the distance.
d. Clear departing aircraft to fly specified TBL 6-5-1
headings which diverge by at least 45 degrees. Non-DME Divergence
Distance Minima
6-5-2. MINIMA ON DIVERGING RADIALS Divergence (Degrees) Distance (NM)
a. Consider separation to exist between aircraft: 15 16
20 12
1. Established on radials of the same NAVAID
25 10
that diverge by at least 15 degrees when either aircraft
is clear of the airspace to be protected for the other 30 8
aircraft. 35 7
45 6
2. With non-VOR/DME based navigational
55 5
equipment established on tracks of the same
waypoint that diverge by at least 15 degrees when 90 4
either aircraft is clear of the airspace to be protected NOTE: This table is for non-DME application only.
for the other aircraft.
TBL 6-5-2
FIG 6-5-1 Divergence
Minima on Diverging Radials Distance Minima

Divergence Distance (NM)

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

Lateral Separation 6-5-1

7110.65R 2/16/06

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

REFERENCE-
FAAO 7110.65, NAVAID Terms, Para 2-5-2.

a. Between different arcs about a NAVAID

regardless of direction of flight:
1. At 35 miles or less from the NAVAID-
10miles.
2. More than 35 miles from the NAVAID-
20miles.
b. Between an arc about a NAVAID and other
airspace to be protected: (See FIG 6-5-3.) REFERENCE-
P/CG Term- Airway.
FIG 6-5-3
P/CG Term- Route.
DME Arc Minima a. Direct courses and course changes of 15 degrees
or less:
1. Via NAVAIDs or radials FL 600 and below-
4miles on each side of the route to a point 51 miles
from the NAVAID, then increasing in width on a
41/2degree angle to a width of 10 miles on each side
of the route at a distance of 130 miles from the
NAVAID.
2. Via degree‐distance fixes for aircraft author‐
ized under para 4-4-3, Degree-Distance Route
Definition for Military Operations.
(a) Below FL 180- 4 miles on each side of the
route.

6-5-2 Lateral Separation

2/16/06 7110.65R

(b) FL 180 to FL 600 inclusive- 10 miles on 1. Below FL 180- same as subparas a1 or 2.

each side of the route.
2. FL 180 to FL 230 inclusive- 14 miles.
3. Via degree‐distance fixes for RNAV flights 3. Above FL 230 to FL 600 inclusive- 17 miles.
above FL 450- 10 miles on each side of the route. c. When course change is 91 degrees through
180degrees, protect the airspace on the overflown
NOTE-
Degree‐distance RNAV flight (random routes) at FL 450
side beginning at the point where the course changes
and below are provided radar separation. as follows: (See FIG 6-5-6.)
1. Below FL 180- same as subparas a1 or 2.
b. When course change is 16 degrees through
90degrees, protect the airspace on the overflown side 2. FL 180 to FL 230 inclusive- 28 miles.
beginning at the point where the course changes as 3. Above FL 230 to FL 600 inclusive- 34miles.
follows: (See FIG 6-5-5.)
FIG 6-5-6
Overflown Side Minima
FIG 6-5-5 91 to 180 Degrees
Overflown Side Minima
16 to 90 Degrees

d. After the course changes specified in sub‐

parasb or c have been completed and the aircraft is
back on course, the appropriate minima in subpara a
may be used.
REFERENCE-
FAAO 7110.65, Military Operations Above FL 600, Para 9-2-13.

Lateral Separation 6-5-3

7110.65R 2/16/06

6-5-5. RNAV MINIMA- DIVERGING/CROSSING a. When operating along a route that is 8 miles or

COURSES less in width- 4 miles.
Consider lateral separation to exist when an RNAV b. When operating along an expanded route-
aircraft is beyond the point where the lateral protected 9miles, except that 15 miles shall be applied along
airspace of that aircraft has ceased to overlap the that portion of any route segment requiring extended
lateral protected airspace of another by at least: usable distance limitation beyond 130 miles of the
(See FIG 6-5-7 and FIG 6-5-8.) reference facility.
FIG 6-5-7 FIG 6-5-8
RNAV Minima RNAV Minima

6-5-4 Lateral Separation

2/16/06 7110.65R

Section 6. Vertical Separation

6-6-1. APPLICATION 6-6-2. EXCEPTIONS
Assign an altitude to an aircraft after the aircraft Assign an altitude to an aircraft only after the aircraft
previously at that altitude has reported leaving the previously at that altitude has reported at or passing
altitude. through another altitude separated from the first by
PHRASEOLOGY- the appropriate minimum when:
REPORT LEAVING/REACHING (altitude/flight level).
a. Severe turbulence is reported.
REPORT LEAVING ODD/EVEN ALTITUDES/FLIGHT b. Aircraft are conducting military aerial refuel‐
LEVELS. ing.
(If aircraft is known to be operating below the lowest REFERENCE-
useable flight level), FAAO 7110.65, Military Aerial Refueling, Para 9-2-12.

c. The aircraft previously at the altitude has been:

SAY ALTITUDE.
1. Issued a clearance permitting climb/descent
 or at pilot's discretion.

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

Vertical Separation 6-6-1

2/16/06 7110.65R

Section 7. Timed Approaches

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

2. Proceed in the direction of the airport along the FIG 6-7-1

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

Timed Approaches 6-7-1

7110.65R 2/16/06

b. If an alternative missed approach procedure is applied, clear the second aircraft for an approach
not available and weather conditions are less than early enough to allow at least 1 minute of level flight
required by para 6-7-1, Application, subpara c, clear before crossing the final approach fix/outer marker or
the succeeding aircraft for an approach when the the fix used in lieu of the outer marker.
preceding aircraft has landed or canceled its IFR
flight plan. 6-7-5. INTERVAL MINIMA
FIG 6-7-2 Use a 2-minute or a 5-mile radar interval (except for
Timed Approach Procedures Using a Bearing on an a small aircraft behind a heavy aircraft: use a
NDB and Longitudinal and Vertical Separation 3-minute or a 6-mile radar interval) as the minimum
between successive approaches and increase the
interval, as necessary, taking into account the:
NOTE-
Increased separation is required for small aircraft behind
heavy aircraft because of the possible effects of wake
turbulence.
REFERENCE-
FAAO 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 the
NOTE-
airport.
FIG 6-7-2 depicts the application of timed approach d. Type of approach being made.
procedures using a holding/approach fix on a bearing of an
NDB and applying a combination of longitudinal and
vertical separation. The #3 aircraft has been instructed to 6-7-6. TIME CHECK
descend to 2,000 after the #2 aircraft has reported Issue a time check to an aircraft before specifying a
departing the holding/approach fix inbound and leaving time to leave the approach fix inbound unless the
2,000 at point A. The #2 aircraft has departed the aircraft is vectored to the final approach course.
holding/approach fix inbound at the designated time,
maintaining 2,000 until cleared for approach at point A.
The #1 aircraft has been sighted, enabling the controller to 6-7-7. MISSED APPROACHES
issue approach clearance to the #2 aircraft at point A.
a. If weather conditions are such that an aircraft
c. Release the aircraft to the tower before it reaches will likely miss an approach, issue an alternative
the final approach fix. missed approach procedure to the next aircraft.
b. If an aircraft misses an approach, allow the next
6-7-3. SEQUENCE INTERRUPTION aircraft to continue the approach if it has been
assigned an alternative missed approach procedure.
Interrupt the established timed approach sequence if
Retain radar control or hold any remaining aircraft at
necessary to allow an aircraft to execute a different
assigned altitudes until traffic conditions permit the
type of approach.
issuance of approach clearances.

6-7-4. LEVEL FLIGHT RESTRICTION

c. When para 6-7-2, Approach Sequence,
subpara b is applied and the first aircraft misses an
If the weather report indicates an aircraft will be in approach, retain radar control or clear the second
IFR conditions over the final approach fix aircraft to maintain the last assigned altitude
(nonprecision approach) or the outer marker or the fix (minimum holding altitude) and return to the
used in lieu of the outer marker (precision approach) holding/approach fix to hold until traffic conditions
when para 6-7-2, Approach Sequence, subpara b is permit the issuance of approach clearances.

6-7-2 Timed Approaches

2/16/06 7110.65R

Chapter 7. Visual

Section 1. General

7-1-1. CLASS A AIRSPACE RESTRICTIONS 7-1-3. APPROACH CONTROL SERVICE FOR

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

CLIMB/DESCEND VFR, 7-1-4. VISUAL HOLDING OF VFR AIRCRAFT

TERMINAL
and if required,
When it becomes necessary to hold VFR aircraft at
BETWEEN (altitude) AND (altitude) visual holding fixes, take the following actions:

 or a. Clear aircraft to hold at selected, prominent

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

General 7-1-1
7110.65R 2/16/06

b. Issue traffic information to aircraft cleared to

hold at the same fix.
PHRASEOLOGY-
HOLD AT (location) UNTIL (time or other condition),

TRAFFIC (description) HOLDING AT (fix, altitude if

known),

 or

PROCEEDING TO (fix) FROM (direction or fix).

REFERENCE-
FAAO 7110.65, Holding, Para 7-6-5.

7-1-2 General
2/16/06 7110.65R

Section 2. Visual Separation

7-2-1. VISUAL SEPARATION (c) Instruct the pilot to maintain visual

separation from that aircraft.
Aircraft may be separated by visual means, as
provided in this paragraph, when other approved (d) Advise the pilot if the radar targets appear
separation is assured before and after the application likely to converge.
of visual separation. To ensure that other separation
will exist, consider aircraft performance, wake NOTE-
turbulence, closure rate, routes of flight, and known Issue this advisory in conjunction with the instruction to
weather conditions. Reported weather conditions maintain visual separation, or thereafter if the controller
must allow the aircraft to remain within sight until subsequently becomes aware that the targets are merging.
other separation exists. Do not apply visual (e) If the aircraft are on converging courses,
separation between successive departures when inform the other aircraft of the traffic and that visual
departure routes and/or aircraft performance pre‐ separation is being applied.
clude maintaining separation.
REFERENCE- (f) If the pilot advises he/she has the traffic in
FAAO 7110.65, Wake Turbulence Cautionary Advisories, Para 2-1-20. sight and will maintain visual separation from it (the
FAAO 7110.65, Traffic Advisories, Para 2-1-21. pilot must use that entire phrase), the controller need
FAAO 7110.65, Use of Tower Radar Displays, Para 3-1-9.
FAAO 7110.65, Approach Separation Responsibility, Para 5-9-5. only “approve” the operation instead of restating the
FAAO 7110.65, Visual Approach, Para 7-4-1. instructions.
FAAO 7110.65, Vectors for Visual Approach, Para 7-4-2.
FAAO 7110.65, Approaches to Multiple Runways, Para 7-4-4. PHRASEOLOGY-
P/CG Term- Visual Approach.
P/CG Term- Visual Separation. TRAFFIC, (clock position and distance),
(direction)‐BOUND, (type of aircraft), (intentions and
a. TERMINAL. Visual separation may be applied other relevant information).
between aircraft under the control of the same facility
within the terminal area up to but not including If applicable,
FL180, provided:
ON CONVERGING COURSE.
1. Communication is maintained with at least
one of the aircraft involved or the capability to DO YOU HAVE IT IN SIGHT?
communicate immediately as prescribed in
para3-9-3, Departure Control Instructions, If the answer is in the affirmative,
subparaa2 is available, and:
MAINTAIN VISUAL SEPARATION.
2. The aircraft are visually observed by the
tower and visual separation is maintained between If the pilot advises he/she has the traffic in sight and will
the aircraft by the tower. The tower shall not provide maintain visual separation from it (pilot must use that
visual separation between aircraft when wake entire phrase):
turbulence separation is required or when the lead
aircraft is a B757. APPROVED.

3. A pilot sees another aircraft and is instructed If aircraft are on converging courses, advise the other
to maintain visual separation from the aircraft as aircraft:
follows:
TRAFFIC, (clock position and distance),
(a) Tell the pilot about the other aircraft (direction)‐BOUND, (type of aircraft), HAS YOU IN
including position, direction and, unless it is obvious, SIGHT AND WILL MAINTAIN VISUAL SEPARATION.
the other aircraft's intention.
b. EN ROUTE. Visual separation may be used up
(b) Obtain acknowledgment from the pilot to but not including FL 180 when the following
that the other aircraft is in sight. conditions are met:

Visual Separation 7-2-1

7110.65R 2/16/06

1. Direct communication is maintained with one

of the aircraft involved and there is an ability to If aircraft are on converging courses, advise the other
communicate with the other. aircraft:

2. A pilot sees another aircraft and is instructed TRAFFIC, (clock position and distance),
to maintain visual separation from it as follows: (direction)-BOUND, (type of aircraft), HAS YOU IN
SIGHT AND WILL MAINTAIN VISUAL SEPARATION.
(a) Tell the pilot about the other aircraft
including position, direction and unless it is obvious, REFERENCE-
FAAO 7110.65, Visual Approach, Para 7-4-1.
the other aircraft's intentions. FAAO 7110.65, Vectors for Visual Approach, Para 7-4-2.

(b) Obtain acknowledgment from the pilot c. Nonapproach control towers may be authorized
that the other aircraft is in sight. to provide visual separation between aircraft within
(c) Instruct the pilot to maintain visual surface areas or designated areas provided other
separation from that aircraft. separation is assured before and after the application
of visual separation. This may be applied by the
(d) Advise the pilot if the radar targets appear nonapproach control tower providing the separation
likely to converge. or by a pilot visually observing another aircraft and
(e) If the aircraft are on converging courses, being instructed to maintain visual separation with
inform the other aircraft of the traffic and that visual that aircraft.
separation is being applied. PHRASEOLOGY-
(f) Advise the pilots if either aircraft is a VISUAL SEPARATION APPROVED BETWEEN
heavy. (identification) AND (identification),

(g) Traffic advisories and wake turbulence and for departing aircraft,

cautionary advisories shall be issued in accordance
with para 2-1-20, Wake Turbulence Cautionary (departing/succeeding aircraft) RELEASED YOUR
Advisories, and para 2-1-21, Traffic Advisories. DISCRETION.

(h) If the pilot advises he/she has the traffic in NOTE-

sight and will maintain visual separation from it (the Separation of IFR aircraft before and after application of
visual separation is an IFR control function (Approach/
pilot must use that entire phrase), the controller need Departure/En Route). A nonapproach control tower by
only “approve” the operation instead of restating the accepting authorization for visual separation becomes
instructions. responsible for ensuring that separation. Separation
PHRASEOLOGY- requirements also apply to VFR aircraft when IFR,
TRAFFIC, (clock position and distance), ClassB, Class C or TRSA separation is prescribed.
(direction)-BOUND, (type of aircraft), (intentions and REFERENCE-
other relevant information). FAAO 7110.65, Practice Approaches, Para 4-8-11.
FAAO 7110.65, Application, Para 5-6-1.
FAAO 7110.65, Vectors for Visual Approach, Para 7-4-2.
If applicable,
FAAO 7110.65, Application, Para 7-6-1.
FAAO 7110.65, Application, Para 7-7-1.
ON CONVERGING COURSE. FAAO 7110.65, Issuance of EFC, Para 7-7-2.
FAAO 7110.65, Separation, Para 7-7-3.
FAAO 7110.65, Helicopter Traffic, Para 7-7-4.
DO YOU HAVE IT IN SIGHT?
FAAO 7110.65, Altitude Assignments, Para 7-7-5.
FAAO 7110.65, Approach Interval, Para 7-7-6.
If the answer is in the affirmative, 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.
MAINTAIN VISUAL SEPARATION.
FAAO 7110.65, Establishing Two-Way Communications, Para 7-8-4.
FAAO 7110.65, Altitude Assignments, Para 7-8-5.
If the pilot advises he/she has the traffic in sight and will FAAO 7110.65, Exceptions, Para 7-8-6.
maintain visual separation from it (pilot must use that FAAO 7110.65, Application, Para 7-9-1.
FAAO 7110.65, Methods, Para 7-9-3.
entire phrase):
FAAO 7110.65, Separation, Para 7-9-4.
FAAO 7110.65, Helicopter Traffic, Para 7-9-6.
(Call Sign) APPROVED. FAAO 7110.65, Altitude Assignments, Para 7-9-7.

7-2-2 Visual Separation

2/16/06 7110.65R

Section 3. VFR‐on‐top

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

VFR‐on-top 7-3-1
7110.65R 2/16/06

7-3-2. ALTITUDE FOR DIRECTION OF FLIGHT Magnetic courses 0-179- odd cardinal altitudes plus
500feet; e.g., 3,500, 5,500.
Inform an aircraft maintaining “VFR‐on‐top” when
a report indicates the pilot is not complying with Magnetic courses 180-359- even cardinal altitudes plus
14CFR Section 91.159(a). 500 feet; e.g., 4,500, 8,500.
NOTE- PHRASEOLOGY-
As required by 14 CFR Section 91.159(a), the appropriate VFR‐ON‐TOP CRUISING LEVELS FOR YOUR
VFR altitudes for aircraft (not in a holding pattern of DIRECTION OF FLIGHT ARE:
2minutes or less, or turning) operating more than
3,000feet above the surface to and including 18,000 feet more than 3,000 feet above the surface to FL 180:
MSL:
ODD/EVEN ALTITUDES/FLIGHT LEVELS PLUS
FIVEHUNDRED FEET.

7-3-2 VFR‐on-top
2/16/06 7110.65R

Section 4. Approaches

7-4-1. VISUAL APPROACH 7-4-3. CLEARANCE FOR VISUAL APPROACH

ARTCCs and approach controls may clear aircraft for
A visual approach is an ATC authorization for an visual approaches using the following procedures:
aircraft on an IFR flight plan to proceed visually to the
airport of intended landing; it is not an instrument NOTE-
Towers may exercise this authority when authorized by a
approach procedure. Also, there is no missed
LOA with the facility that provides the IFR service, or by
approach segment. An aircraft unable to complete a a facility directive at collocated facilities.
visual approach shall be handled as any go‐around
and appropriate separation must be provided. a. Controllers may initiate, or pilots may request,
a visual approach even when an aircraft is being
REFERENCE- vectored for an instrument approach and the pilot
FAAO 7110.65, Wake Turbulence Cautionary Advisories, Para 2-1-20. subsequently reports:
FAAO 7110.65, Forwarding Approach Information by Nonapproach
Control Facilities, Para 3-10-2. 1. The airport or the runway in sight at airports
FAAO 7110.65, Visual Separation, Para 7-2-1.
FAAO 7110.65, Approaches to Multiple Runways, Para 7-4-4. with operating control towers.
2. The airport in sight at airports without a
control tower.
7-4-2. VECTORS FOR VISUAL APPROACH b. Resolve potential conflicts with all other
aircraft, advise an overtaking aircraft of the distance
A vector for a visual approach may be initiated if the to the preceding aircraft and speed difference, and
reported ceiling at the airport of intended landing is ensure that weather conditions at the airport are VFR
at least 500 feet above the MVA/MIA and the or that the pilot has been informed that weather is not
visibility is 3 miles or greater. At airports without available for the destination airport. Upon pilot
weather reporting service there must be reasonable request, advise the pilot of the frequency to receive
assurance (e.g. area weather reports, PIREPs, etc.) weather information where AWOS/ASOS is avail‐
that descent and flight to the airport can be made able.
visually, and the pilot must be informed that weather PHRASEOLOGY-
information is not available. (Ident) (instructions) CLEARED VISUAL APPROACH
RUNWAY (number);
PHRASEOLOGY-
(Ident) FLY HEADING OR TURN RIGHT/LEFT  or
HEADING (degrees) VECTOR FOR VISUAL
APPROACH TO (airport name). (ident) (instructions) CLEARED VISUAL APPROACH TO
(airport name)
(If appropriate)
(and if appropriate)
WEATHER NOT AVAILABLE.
WEATHER NOT AVAILABLE OR VERIFY THAT YOU
NOTE-
HAVE THE (airport) WEATHER.
At airports where weather information is not available, a
pilot request for a visual approach indicates that descent REFERENCE-
FAAO 7110.65, Visual Separation, Para 7-2-1.
and flight to the airport can be made visually and clear of
clouds. c. Clear an aircraft for a visual approach when:
REFERENCE- 1. The aircraft is number one in the approach
FAAO 7110.65, Vectors to Final Approach Course, Para 5-9-1. sequence, or
FAAO 7110.65, Visual Separation, Para 7-2-1.
FAAO 7110.65, Clearance for Visual Approach, Para 7-4-3. 2. The aircraft is to follow a preceding aircraft
FAAO 7110.65, Approaches to Multiple Runways, Para 7-4-4.
FAAO 7110.65, Sequencing, Para 7-6-7.
and the pilot reports the preceding aircraft in sight and
FAAO 7110.65, Separation, Para 7-7-3. is instructed to follow it, or

Approaches 7-4-1
7110.65R 2/16/06

NOTE- para 7-4-3, Clearance for Visual Approach, the

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

7-4-4. APPROACHES TO MULTIPLE RUNWAYS (b) Visual approaches may be conducted to

one runway while visual or instrument approaches
a. All aircraft must be informed that approaches are conducted simultaneously to the other runway,
are being conducted to parallel/intersecting/conver‐ provided the conditions of subpara (a) are met.
ging runways. This may be accomplished through use
of the ATIS. (c) Provided aircraft flight paths do not
intersect, and when the provisions of subparas (a) and
b. When conducting visual approaches to multiple (b) are met, it is not necessary to apply any other type
runways ensure the following: of separation with aircraft on the adjacent final
1. Do not permit the respective aircrafts' approach course.
primary radar returns to merge unless visual 3. Parallel runways separated by 4,300 feet or
separation is being applied. more.
2. When the aircraft flight paths intersect,
(a) When aircraft flight paths do not intersect,
ensure standard separation is maintained until visual
visual approaches may be conducted simultaneously,
separation is provided.
provided standard separation is maintained until one
c. In addition to the requirements in para 7-2-1, of the aircraft has been issued and the pilot has
Visual Separation, para 7-4-1, Visual Approach, acknowledged receipt of the visual approach
para 7-4-2, Vectors for Visual Approach, and clearance.

7-4-2 Approaches
2/16/06 7110.65R

(b) Visual approaches may be conducted to d. An aircraft not following another aircraft on the
one runway while visual or instrument approaches approach reports sighting a charted visual landmark,
are conducted simultaneously to the other runway, or reports sighting a preceding aircraft landing on the
provided the conditions of subpara (a) are met. same runway and has been instructed to follow that
aircraft.
(c) Provided the aircraft flight paths do not
intersect, when the provisions of subparas (a) and (b) PHRASEOLOGY-
are met, it is not necessary to apply any other type of (Ident) CLEARED (name of CVFP) APPROACH.
separation with aircraft on the adjacent final approach
course.
7-4-6. CONTACT APPROACH
4. Intersecting and converging runways. Visual
approaches may be conducted simultaneously with Clear an aircraft for a contact approach only if the
visual or instrument approaches to another runway, following conditions are met:
provided:
a. The pilot has requested it.
(a) Standard separation is maintained until
NOTE-
the aircraft conducting the visual approach has been When executing a contact approach, the pilot is
issued and the pilot has acknowledged receipt of the responsible for maintaining the required flight visibility,
visual approach clearance. cloud clearance, and terrain/obstruction clearance.
Unless otherwise restricted, the pilot may find it necessary
(b) When aircraft flight paths intersect, radar to descend, climb, and/or fly a circuitous route to the
separation must be maintained until visual separation airport to maintain cloud clearance and/or terrain/
is provided. obstruction clearance. It is not in any way intended that
NOTE- controllers will initiate or suggest a contact approach to a
Although simultaneous approaches may be conducted to pilot.
intersecting runways, staggered approaches may be b. The reported ground visibility is at least
necessary to meet the airport separation requirements
1statute mile.
specified in para 3-10-4, Intersecting Runway Separation.
REFERENCE- c. A standard or special instrument approach
FAAO 7110.79, Charted Visual Flight Procedures.
FAAO 7110.65,Charted Visual Flight Procedures (CVFP). USA/USN Not
procedure has been published and is functioning for
Applicable, Para 7-4-5. the airport of intended landing.
FAAO 7110.65, Separation, Para 7-7-3.
d. Approved separation is applied between
7-4-5. CHARTED VISUAL FLIGHT aircraft so cleared and other IFR or SVFR aircraft.
PROCEDURES (CVFP). USA/USN NOT When applying vertical separation, do not assign a
APPLICABLE fixed altitude but clear the aircraft at or below an
altitude which is at least 1,000 feet below any IFR
Clear an aircraft for a CVFP only when the following traffic but not below the minimum safe altitude
conditions are met: prescribed in 14 CFR Section 91.119.
a. There is an operating control tower. NOTE-
b. The published name of the CVFP and the 14 CFR Section 91.119 specifies the minimum safe altitude
to be flown:
landing runway are specified in the approach
 (a) Anywhere.
clearance, the reported ceiling at the airport of  (b) Over congested areas.
intended landing is at least 500 feet above the  (c) Other than congested areas. To provide for an
MVA/MIA, and the visibility is 3 miles or more, emergency landing in the event of power failure and
unless higher minimums are published for the without undue hazard to persons or property on the
particular CVFP. surface.
 (d) Helicopters. May be operated at less than the
c. When using parallel or intersecting/converging minimums prescribed in paras (b) and (c) above if the
runways, the criteria specified in para 7-4-4, operation is conducted without hazard to persons or
Approaches to Multiple Runways, are applied. property on the surface.

Approaches 7-4-3
7110.65R 2/16/06

e. An alternative clearance is issued when weather

conditions are such that a contact approach may be
impracticable.
PHRASEOLOGY-
CLEARED CONTACT APPROACH,

And if required,
AT OR BELOW (altitude) (routing).

IF NOT POSSIBLE, (alternative procedures), AND

ADVISE.

7-4-4 Approaches
2/16/06 7110.65R

Section 5. Special VFR (SVFR)

7-5-1. AUTHORIZATION b. SVFR operations may be authorized for aircraft

operating in or transiting a Class B, Class C, Class D,
a. SVFR operations in weather conditions less or Class E surface area when the primary airport is
than basic VFR minima are authorized: reporting VFR but the pilot advises that basic VFR
REFERENCE- cannot be maintained.
FAAO 7110.65, Operational Priority, Para 2-1-4.
NOTE-
1. At any location not prohibited by 14 CFR The basic requirements for issuance of a SVFR clearance
Part 91, Appendix D or when an exemption to in subpara a apply with the obvious exception that weather
14CFR Part 91 has been granted and an associated conditions at the controlling airport are not required to be
LOA established. 14 CFR Part 91 does not prohibit less than basic VFR minima.
SVFR helicopter operations.
7-5-2. PRIORITY
2. Only within the lateral boundaries of ClassB,
Class C, Class D, or Class E surface areas, below a. SVFR flights may be approved only if arriving
10,000 feet MSL. and departing IFR aircraft are not delayed.
3. Only when requested by the pilot. EXAMPLE-
1. A SVFR aircraft has been cleared to enter a Class B,
4. On the basis of weather conditions reported at Class C, Class D, or Class E surface area and subsequently
the airport of intended landing/departure. an IFR aircraft is ready to depart or is in position to begin
an approach. Less overall delay might accrue to the IFR
REFERENCE-
FAAO 7110.65, Climb to VFR, Para 7-5-6. aircraft if the SVFR aircraft is allowed to proceed to the
FAAO 7110.65, Ground Visibility Below One Mile, Para 7-5-7. airport and land, rather than leave, a Class B, Class C,
Class D, or Class E surface area or be repositioned to
5. When weather conditions are not reported at provide IFR priority.
the airport of intended landing/departure and the pilot
advises that VFR cannot be maintained and requests 2. A SVFR aircraft is number one for takeoff and located
SVFR. in such a position that the number two aircraft, an IFR
flight, cannot taxi past to gain access to the runway. Less
PHRASEOLOGY-
overall delay might accrue to the IFR aircraft by releasing
CLEARED TO ENTER/OUT OF/THROUGH, (name)
the SVFR departure rather than by having the aircraft taxi
SURFACE AREA
down the runway to a turnoff point so the IFR aircraft could
be released first.
and if required,
NOTE-
(direction) OF (name) AIRPORT (specified routing), The priority afforded IFR aircraft over SVFR aircraft is not
and intended to be so rigidly applied that inefficient use of
airspace results. The controller has the prerogative of
MAINTAIN SPECIAL V-F-R CONDITIONS, permitting completion of a SVFR operation already in
progress when an IFR aircraft becomes a factor if better
and if required, overall efficiency will result.
b. Inform an aircraft of the anticipated delay when
AT OR BELOW (altitude below 10,000 feet MSL)
a SVFR clearance cannot be granted because of IFR
 or as applicable under an exemption from 14 CFR traffic. Do not issue an EFC or expected departure
Part91, time.
PHRASEOLOGY-
CLEARED FOR (coded arrival or departure procedure) EXPECT (number) MINUTES DELAY, (additional
ARRIVAL/DEPARTURE, (additional instructions as instructions as necessary).
required).
REFERENCE-
REFERENCE- FAAO 7110.65, Operational Priority, Para 2-1-4.
FAAO 7110.65, Airspace Classes, 2-4-22. FAAO 7110.65, Application, Para 5-6-1.

Special VFR (SVFR) 7-5-1

7110.65R 2/16/06

7-5-3. SEPARATION 7-5-4. ALTITUDE ASSIGNMENT

Do not assign a fixed altitude when applying vertical
a. Apply approved separation between:
separation, but clear the SVFR aircraft at or below an
1. SVFR aircraft. altitude which is at least 500 feet below any
conflicting IFR traffic but not below the MSA
2. SVFR aircraft and IFR aircraft. prescribed in 14 CFR Section 91.119.
PHRASEOLOGY-
NOTE- MAINTAIN SPECIAL V-F-R CONDITIONS AT OR
Approved separation between SVFR fixed-wing aircraft, BELOW (altitude).
and between SVFR fixed-wing aircraft and IFR fixed-wing
aircraft, is prescribed in Chapter 6 and Chapter 7, NOTE-
para7-5-4, Altitude Assignment. Radar vectors are 1. SVFR aircraft are not assigned fixed altitudes to
authorized as prescribed in para 5-6-1, Application, maintain because of the clearance from clouds
subpara f. requirement.

b. Alternate SVFR helicopter separation minima 2. The MSAs are:

may be established when warranted by the volume  (a) Over congested areas, an altitude at least 1,000feet
above the highest obstacle, and
and/or complexity of local helicopter operations.
 (b) Over other than congested areas, an altitude at least
Alternate SVFR helicopter separation minima shall 500 feet above the surface.
be established with an LOA with the helicopter  (c) Helicopters may be operated at less than the
operator which shall specify, as a minimum, that minimum altitudes prescribed in (a) and (b) above.
SVFR helicopters are to maintain visual reference to REFERENCE-
the surface and adhere to the following aircraft FAAO 7110.65, Operational Priority, Para 2-1-4.
separation minima: FAAO 7110.65, Application, Para 5-6-1.
14 CFR Section 91.119, Minimum Safe Altitudes: General.

1. Between a SVFR helicopter and an arriving

or departing IFR aircraft: 7-5-5. LOCAL OPERATIONS
a. Authorize local SVFR operations for a specified
(a) 1/2 mile. If the IFR aircraft is less than
period (series of landings and takeoffs, etc.) upon
1mile from the landing airport.
request if the aircraft can be recalled when traffic or
weather conditions require. Where warranted, LOAs
(b) 1 mile. If the IFR aircraft is 1 mile or
may be consummated.
more from the airport.
PHRASEOLOGY-
2. 1 mile between SVFR helicopters. This LOCAL SPECIAL V-F-R OPERATIONS IN THE
separation may be reduced to 200 feet if: IMMEDIATE VICINITY OF (name) AIRPORT ARE
AUTHORIZED UNTIL (time). MAINTAIN SPECIAL
(a) Both helicopters are departing simultan‐ V-F-R CONDITIONS.
eously on courses that diverge by at least 30 degrees REFERENCE-
FAAO 7210.3, Appropriate Subjects, Para 4-3-2.
and:
b. Control facilities may also authorize an FSS to
(1) The tower can determine this separation transmit SVFR clearances so that only one aircraft at
by reference to surface markings; or a time operates in the Class B, Class C, Class D, or
Class E surface areas unless pilots agree that they
(2) One of the departing helicopters is will maintain visual separation with other aircraft
instructed to remain at least 200 feet from the other. operating in the Class B, Class C, Class D, or ClassE
surface areas. Such authorization concerning visual
NOTE- separation by pilots shall be contained in a LOA
Radar vectors are authorized as prescribed in para 5-6-1, between the control facility and the FSS.
Application.
REFERENCE-
REFERENCE- FAAO 7210.3, Developing LOA, Para 4-3-3.
FAAO 7110.65, Operational Priority, Para 2-1-4. FAAO 7110.65, Operational Priority, Para 2-1-4.

7-5-2 Special VFR (SVFR)

2/16/06 7110.65R

7-5-6. CLIMB TO VFR encountering an inflight emergency requiring immediate

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

Special VFR (SVFR) 7-5-3

7110.65R 2/16/06

NOTE- sunset are not required to be instrument rated, and the

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

7-5-4 Special VFR (SVFR)

2/16/06 7110.65R

Section 6. Basic Radar Service

to VFR Aircraft- Terminal

7-6-1. APPLICATION c. Radar sequencing to the primary airport, when

local procedures have been developed, shall be
a. Basic radar services for VFR aircraft shall provided unless the pilot states that the service is not
include: requested. Arriving aircraft are assumed to want
radar service unless the pilot states “Negative radar
1. Safety alerts. service,” or makes a similar comment.
2. Traffic advisories.
7-6-3. INITIAL CONTACT
3. Limited radar vectoring when requested by An aircraft sighted by the local controller at the time
the pilot. of first radio contact may be positioned in the landing
sequence after coordination with approach control.
4. Sequencing at locations where procedures
have been established for this purpose and/or when
covered by a LOA. 7-6-4. IDENTIFICATION
Identify the aircraft before taking action to position it
b. Apply the procedures contained in para 7-1-3, in the approach sequence.
Approach Control Service for VFR Arriving Aircraft,
when arriving VFR aircraft are handled by approach 7-6-5. HOLDING
control and provide vectoring service in accordance
with Chapter 5, Radar, Section 7, Speed Adjustment, Hold VFR aircraft over the initial reporting fix or a fix
in addition to the radar services prescribed in near the airport when holding is required to establish
para 5-6-1, Application, and para5-6-2, Methods. an approach sequence.
REFERENCE-
REFERENCE- FAAO 7110.65, Visual Holding of VFR Aircraft, Para 7-1-4.
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. 7-6-6. APPROACH SEQUENCE
AIM, Terminal Radar Services for VFR Aircraft, Para 4-1-17.
Do not assign landing sequence numbers, when
establishing aircraft in the approach sequence, unless
7-6-2. SERVICE AVAILABILITY this responsibility has been delegated in a LOA or
facility directive.
a. Inform aircraft on initial contact whenever this NOTE-
service cannot be provided because of radar outage The landing sequence is ordinarily established by the
and apply para 7-1-3, Approach Control Service for tower.
VFR Arriving Aircraft.
7-6-7. SEQUENCING
b. Provide the service, to the extent possible using
an available frequency, if an aircraft desires the a. Establish radar contact before instructing a VFR
service but cannot communicate on the appropriate aircraft to enter the traffic pattern at a specified point
frequencies. Aircraft which do not desire radar or vectoring the aircraft to a position in the approach
service may be fitted into the landing sequence by the sequence. Inform the pilot of the aircraft to follow
tower. Coordination of these aircraft shall be when the integrity of the approach sequence is
accomplished with the approach control unless a dependent on following a preceding aircraft. Ensure
facility directive/LOA prescribes otherwise. Nonpar‐ visual contact is established with the aircraft to follow
ticipating aircraft shall, to the extent possible, be and provide instruction to follow that aircraft.
given the same landing sequence they would have PHRASEOLOGY-
received had they been sequenced by radar vectors. FOLLOW (description) (position, if necessary).

Basic Radar Service to VFR Aircraft- Terminal 7-6-1

7110.65R 2/16/06

b. Direct a VFR aircraft to a point near the airport 7-6-9. ABANDONED APPROACH

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

7-6-2 Basic Radar Service to VFR Aircraft- Terminal

2/16/06 7110.65R

7-6-12. SERVICE PROVIDED WHEN TOWER IS 2. Traffic information.

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

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

2/16/06 7110.65R

Section 7. Terminal Radar Service

Area (TRSA)- Terminal

7-7-1. APPLICATION 7-7-5. ALTITUDE ASSIGNMENTS

Apply TRSA procedures within the designated a. Altitude information contained in a clearance,
TRSA in addition to the basic services described in instruction, or advisory to VFR aircraft shall meet
Chapter 7, Visual, Section 6, Basic Radar Service to MVA, MSA, or minimum IFR altitude criteria.
VFR Aircraft- Terminal. REFERENCE-
FAAO 7110.65, Flight Direction, Para 4-5-2.
REFERENCE- FAAO 7110.65, Exceptions, Para 4-5-3.
FAAO 7110.65, Visual Separation, Para 7-2-1. FAAO 7110.65, Minimum En Route Altitudes, Para 4-5-6.
b. If required, issue altitude assignments, consist‐
7-7-2. ISSUANCE OF EFC ent with the provisions of 14 CFR Section 91.119.
Inform the pilot when to expect further clearance NOTE-
when VFR aircraft are held either inside or outside the The MSAs are:
TRSA.  (1) Over congested areas, an altitude at least 1,000 feet
REFERENCE-
above the highest obstacle; and
FAAO 7110.65, Visual Separation, Para 7-2-1.
 (2) Over other than congested areas, an altitude at least
7-7-3. SEPARATION 500 feet above the surface.
c. When necessary to assign an altitude for
Separate VFR aircraft from VFR/IFR aircraft by any separation purposes to VFR aircraft contrary to
one of the following: 14CFR Section 91.159, advise the aircraft to resume
a. Visual separation, as specified in para 7-2-1, altitudes appropriate for the direction of flight when
Visual Separation, para 7-4-2, Vectors for Visual the altitude assignment is no longer needed for
Approach, and para 7-6-7, Sequencing. separation or when leaving the TRSA.
NOTE- PHRASEOLOGY-
Issue wake turbulence cautionary advisories in RESUME APPROPRIATE VFR ALTITUDES.
accordance with para 2-1-20, Wake Turbulence REFERENCE-
Cautionary Advisories. FAAO 7110.65, Practice Approaches, Para 4-8-11.
FAAO 7110.65, Application, Para 5-6-1.
b. 500 feet vertical separation. FAAO 7110.65, Visual Separation, Para 7-2-1.

c. Target resolution when using broadband radar 7-7-6. APPROACH INTERVAL

systems. The application of target resolutions at
The tower shall specify the approach interval.
locations not using broadband radar will be
REFERENCE-
individually approved by the Director of Terminal FAAO 7110.65, Visual Separation, Para 7-2-1.
Safety and Operations Support.
NOTE- 7-7-7. TRSA DEPARTURE INFORMATION
Apply the provisions of para 5-5-4, Minima, subparas e a. At controlled airports within the TRSA, inform
and f when wake turbulence separation is required. a departing aircraft proposing to operate within the
REFERENCE- TRSA when to contact departure control and the
FAAO 7110.65, Visual Separation, Para 7-2-1.
frequency to use. If the aircraft is properly equipped,
ground control or clearance delivery shall issue the
7-7-4. HELICOPTER TRAFFIC
appropriate beacon code.
NOTE-
Helicopters need not be separated from other Departing aircraft are assumed to want TRSA service
helicopters. Traffic information shall be exchanged, unless the pilot states, “negative TRSA service,” or makes
as necessary. a similar comment. Pilots are expected to inform the
REFERENCE- controller of intended destination and/or route of flight and
FAAO 7110.65, Visual Separation, Para 7-2-1. altitude.

Terminal Radar Service Area (TRSA)- Terminal 7-7-1

7110.65R 2/16/06

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

and as appropriate, e. Procedures for handling aircraft departing

uncontrolled satellite airports must be advertised in a
RESUME OWN NAVIGATION, REMAIN THIS facility bulletin and service provided accordingly.
FREQUENCY FOR TRAFFIC ADVISORIES, RADAR
SERVICE TERMINATED, SQUAWK ONE TWO ZERO REFERENCE-
ZERO. FAAO 7110.65, Visual Separation, Para 7-2-1.

7-7-2 Terminal Radar Service Area (TRSA)- Terminal

2/16/06 7110.65R

Section 8. Class C Service- Terminal

7-8-1. APPLICATION 7-8-3. SEPARATION
Separate VFR aircraft from IFR aircraft by any one of
Apply Class C service procedures within the
the following:
designated Class C airspace and the associated outer
area. Class C services are designed to keep ATC a. Visual separation as specified in para 7-2-1,
informed of all aircraft within Class C airspace, not Visual Separation, para 7-4-2, Vectors for Visual
to exclude operations. Two‐way radio communica‐ Approach, and para 7-6-7, Sequencing.
tions and operational transponder are normally NOTE-
required for operations within Class C airspace, but Issue wake turbulence cautionary advisories in
operations without radio communications or accordance with para 2-1-20, Wake Turbulence
transponder can be conducted by LOA, facility Cautionary Advisories.
directive, or special arrangement with Class C b. 500 feet vertical separation;
airspace controlling facility.
c. Target resolution when using broadband radar
REFERENCE- systems. The application of target resolution at
FAAO 7110.65, Visual Separation, Para 7-2-1. locations not using broadband radar will be
14 CFR Section 91.215, ATC Transponder and Altitude Reporting
Equipment and Use. individually approved by the Director of Terminal
Safety and Operations Support.
NOTE-
7-8-2. CLASS C SERVICES Apply the provisions of para 5-5-4, Minima, when wake
turbulence separation is required.
a. Class C services include the following: REFERENCE-
FAAO 7110.65, Visual Separation, Para 7-2-1.

1. Sequencing of all aircraft to the primary

7-8-4. ESTABLISHING TWO‐WAY
airport.
COMMUNICATIONS
2. Standard IFR services to IFR aircraft. Class C service requires pilots to establish two‐way
radio communications before entering Class C
3. Separation, traffic advisories, and safety airspace. If the controller responds to a radio call
alerts between IFR and VFR aircraft. with, “(a/c call sign) standby,” radio communications
have been established and the pilot can enter Class C
4. Mandatory traffic advisories and safety alerts airspace. If workload or traffic conditions prevent
between VFR aircraft. immediate provision of Class C services, inform the
pilot to remain outside Class C airspace until
b. Provide Class C services to all aircraft operating conditions permit the services to be provided.
within Class C airspace.
PHRASEOLOGY-
c. Provide Class C services to all participating (A/c call sign) REMAIN OUTSIDE CHARLIE AIRSPACE
AND STANDBY.
aircraft in the outer area.
REFERENCE-
FAAO 7110.65, Visual Separation, Para 7-2-1.
d. Aircraft should not normally be held. However,
if holding is necessary, inform the pilot of the 7-8-5. ALTITUDE ASSIGNMENTS
expected length of delay.
a. When necessary to assign altitudes to VFR
e. When a radar outage occurs, advise aircraft that aircraft, assign altitudes that meet the MVA, MSA, or
Class C services are not available and, if appropriate, minimum IFR altitude criteria.
when to contact the tower. b. Aircraft assigned altitudes which are contrary to
REFERENCE-
14 CFR Section 91.159 shall be advised to resume
FAAO 7110.65, Visual Separation, Para 7-2-1. altitudes appropriate for the direction of flight when

Class C Service- Terminal 7-8-1

7110.65R 2/16/06

the altitude is no longer needed for separation, when airport. Procedures for handling this situation shall be
leaving the outer area, or when terminating Class C covered in a LOA or a facility directive, as appropri‐
service. ate.
PHRASEOLOGY- b. Aircraft departing uncontrolled airports within
RESUME APPROPRIATE VFR ALTITUDES. Class C airspace shall be handled using procedures
REFERENCE- advertised in a Letter to Airmen.
FAAO 7110.65, Visual Separation, Para 7-2-1.

7-8-8. TERMINATION OF SERVICE
7-8-6. EXCEPTIONS
Unless aircraft are landing at secondary airports or
a. VFR helicopters need not be separated from have requested termination of service while in the
IFR helicopters. Traffic information and safety alerts outer area, provide services until the aircraft departs
shall be issued as appropriate. the associated outer area. Terminate Class C service
b. Hot air balloons need not be separated from IFR to aircraft landing at other than the primary airport at
aircraft. Traffic information and safety alerts shall be a sufficient distance from the airport to allow the pilot
issued as appropriate. to change to the appropriate frequency for traffic and
airport information.
7-8-7. ADJACENT AIRPORT OPERATIONS PHRASEOLOGY-
CHANGE TO ADVISORY FREQUENCY APPROVED,
a. Aircraft that will penetrate Class C airspace
after departing controlled airports within or adjacent  or
to ClassC airspace shall be provided the same
services as those aircraft departing the primary CONTACT (facility identification).

7-8-2 Class C Service- Terminal

2/16/06 7110.65R

Section 9. Class B Service Area- Terminal

7-9-1. APPLICATION b. Approve/deny requests from VFR aircraft to

operate in Class B airspace based on workload,
Apply Class B services and procedures within the
operational limitations and traffic conditions.
designated Class B airspace.
c. Inform the pilot when to expect further
a. No person may operate an aircraft within clearance when VFR aircraft are held either inside or
ClassB airspace unless: outside Class B airspace.
1. The aircraft has an operable two‐way radio d. Inform VFR aircraft when leaving Class B
capable of communications with ATC on appropriate airspace.
frequencies for that Class B airspace.
PHRASEOLOGY-
2. The aircraft is equipped with the applicable LEAVING (name) BRAVO AIRSPACE,
operating transponder and automatic altitude report‐
ing equipment specified in para (a) of 14 CFR and as appropriate,
Section91.215, except as provided in para (d) of that
section. RESUME OWN NAVIGATION, REMAIN THIS
FREQUENCY FOR TRAFFIC ADVISORIES, RADAR
SERVICE TERMINATED, SQUAWK ONE TWO ZERO
7-9-2. VFR AIRCRAFT IN CLASS B AIRSPACE ZERO.

a. VFR aircraft must obtain an ATC clearance to 7-9-3. METHODS

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

Class B Service Area- Terminal 7-9-1

7110.65R 2/16/06

REFERENCE- REFERENCE-
FAAO 7110.65, Operational Requests, Para 2-1-18. P/CG Term- Lateral Separation.
P/CG Term- Radar Separation.
P/CG Term- Target Resolution.
7-9-4. SEPARATION P/CG Term- Visual Separation.

a. Standard IFR services to IFR aircraft. 7-9-5. TRAFFIC ADVISORIES

b. VFR aircraft shall be separated from VFR/IFR a. Provide mandatory traffic advisories and safety
aircraft that weigh more than 19,000 pounds and alerts, between all aircraft.
turbojets by no less than:
b. Apply merging target procedures in accordance
1. 1 1/
2 miles separation, or with para 5-1-8, Merging Target Procedures.

2. 500 feet vertical separation, or 7-9-6. HELICOPTER TRAFFIC

NOTE-
VFR helicopters need not be separated from VFR or
Apply the provisions of para 5-5-4, Minima, when wake
turbulence separation is required. IFR helicopters. Traffic advisories and safety alerts
shall be issued as appropriate.
3. Visual separation, as specified in para 7-2-1,
Visual Separation, para 7-4-2, Vectors for Visual 7-9-7. ALTITUDE ASSIGNMENTS
Approach, and para 7-6-7, Sequencing.
a. Altitude information contained in a clearance,
NOTE- instruction, or advisory to VFR aircraft shall meet
Issue wake turbulence cautionary advisories in
MVA, MSA, or minimum IFR altitude criteria.
accordance with para 2-1-20, Wake Turbulence
Cautionary Advisories. b. Issue altitude assignments, if required, consist‐
c. VFR aircraft shall be separated from all ent with the provisions of 14 CFR Section 91.119.
VFR/IFR aircraft which weigh 19,000 pounds or less NOTE-
by a minimum of: The MSAs are:
 1. Over congested areas, an altitude at least 1,000 feet
1. Target resolution, or above the highest obstacle,
 2. Over other than congested areas, an altitude at least
2. 500 feet vertical separation, or 500 feet above the surface.
NOTE- REFERENCE-
1. Apply the provisions of para 5-5-4, Minima, when FAAO 7110.65, Flight Direction, Para 4-5-2.
FAAO 7110.65, Exceptions, Para 4-5-3.
wake turbulence separation is required. FAAO 7110.65, Minimum En Route Altitudes, Para 4-5-6.

2. Aircraft weighing 19,000 pounds or less include all c. Aircraft assigned altitudes which are contrary to
aircraft in SRS Categories I and II plus G73, STAR, S601, 14 CFR Section 91.159 shall be advised to resume
BE30, SW3, B190 and C212. altitudes appropriate for the direction of flight when
the altitude assignment is no longer required or when
3. Visual separation, as specified in para 7-2-1, leaving Class B airspace.
Visual Separation, para 7-4-2, Vectors for Visual
Approach, and para 7-6-7, Sequencing. PHRASEOLOGY-
RESUME APPROPRIATE VFR ALTITUDES.
NOTE-
Issue wake turbulence cautionary advisories in 7-9-8. APPROACH INTERVAL
accordance with para 2-1-20, Wake Turbulence
Cautionary Advisories. The tower shall specify the approach interval.

7-9-2 Class B Service Area- Terminal

2/16/06 7110.65R

Chapter 8. Offshore/Oceanic Procedures

Section 1. General

8-1-1. ATC SERVICE d. Radar separation, as specified in Chapter 5,

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

8-1-3. VFR FLIGHT PLANS 8-1-7. OCEANIC NAVIGATIONAL ERROR

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

8-1-4. TYPES OF SEPARATION 8-1-8. USE OF CONTROL ESTIMATES

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

General 8-1-1
2/16/06 7110.65R

Section 2. Coordination

8-2-1. GENERAL is estimated to cross the control boundary or at such

other point or time agreed upon by the two units.
ARTCCs shall:
c. The transferring unit shall forward to the
a. Forward to appropriate ATS facilities, as a flight
accepting unit any changed flight plan or control data
progresses, current flight plan and control informa‐
which are pertinent to the transfer.
tion.
d. The accepting unit shall notify the transferring
b. Coordinate flight plan and control information unit if it is unable to accept control under the terms
in sufficient time to permit the receiving facility to specified, or it shall specify the changes or conditions
analyze the data and to effect any necessary required so that the aircraft can be accepted.
additional coordination. This may be specified in a
letter of agreement. e. The accepting unit shall not alter the clearance
of an aircraft that has not yet reached the transfer of
c. Coordinate with adjacent ATS facilities when control point without the prior approval of the
airspace to be protected will overlap the common transferring unit.
boundary.
f. Where nonradar separation minima are being
d. Forward revisions of estimates of 3 minutes or applied, the transfer of air‐ground communications
more to the appropriate ATS facility. with an aircraft shall be made 5 minutes before the
e. Coordinate with adjacent facilities on IFR and time at which the aircraft is estimated to reach the
VFR flights to ensure the continuation of appropriate boundary unless otherwise agreed to by the control
air traffic services. and/or communication units concerned.

8-2-3. AIR TRAFFIC SERVICES INTERFACILITY

8-2-2. TRANSFER OF CONTROL AND
DATA COMMUNICATIONS (AIDC)
COMMUNICATIONS
Where interfacility data communications capability
a. Only one air traffic control unit shall control an
has been implemented, its use for ATC coordination
aircraft at any given time.
should be accomplished in accordance with regional
b. The control of an aircraft shall be transferred Interface Control Documents, and supported by
from one control unit to another at the time the aircraft letters of agreement between the facilities concerned.

Coordination 8-2-1
2/16/06 7110.65R

Section 3. Longitudinal Separation

8-3-1. APPLICATION FIG 8-3-1

Same Courses
a. Longitudinal separation shall be applied so that
the spacing between the estimated positions of the
aircraft being separated is never less than a prescribed
minimum.

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

b. In situations where one aircraft requires a

different time-based longitudinal standard than
another, apply the larger of the two standards between
the aircraft concerned.

c. Longitudinal separation expressed in distance

may be applied as prescribed in Chapter 6, Nonradar.

d. In situations where an update to a control

estimate indicates that the minimum being applied no 2. Crossing tracks. Ensure that the estimated
longer exists, controllers shall ensure that separation spacing at the point of intersection is not less than the
is reestablished. Issue traffic information as neces‐ applicable minimum required. (See FIG 8-3-2.)
sary.
FIG 8-3-2

Crossing Courses

8-3-2. SEPARATION METHODS

a. For the purpose of application of longitudinal

separation, the terms same track shall be considered
identical to same course, reciprocal tracks shall be
considered identical to reciprocal courses, and
crossing tracks, shall be considered identical to
crossing courses.

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

b. Separate aircraft longitudinally in accordance

with the following:

1. Same track. Ensure that the estimated

spacing between aircraft is not less than the
applicable minimum required. (See FIG 8-3-1.)

Longitudinal Separation 8-3-1

7110.65R CHG 2
7110.65R 2/16/06
3/15/07

3. Reciprocal tracks: b. Routes:

(a) Ensure that aircraft are vertically separ‐ 1. The aircraft follow the same track or
ated for a time interval equal to the applicable continuously diverging tracks, and
minimum required before and after the aircraft are
estimated to pass. (See FIG 8-3-3.) 2. The aircraft concerned have reported over a
common point; or
FIG 8-3-3

Reciprocal Courses
3. If the aircraft have not reported over a
common point, the appropriate time interval being
applied between aircraft exists and will exist at the
common point; or,
4. If a common point does not exist, the
appropriate time interval being applied between
aircraft exists and will exist at significant points along
each track.
c. Altitudes: The aircraft concerned are in level,
climbing or descending flight.

(b) Vertical separation may be discontinued d. Mach Number Assignment:

after one of the following conditions are met: 1. A Mach number (or, when appropriate, a
(1) Both aircraft have reported passing a range of Mach numbers) shall be issued to each
significant point and the aircraft are separated by at aircraft unless otherwise prescribed on the basis of
least the applicable minimum required for the same ICAO regional agreement.
direction longitudinal spacing; (See FIG 8-3-4.) or NOTE-
FIG 8-3-4 1. The application of Mach number technique requires
pilots to strictly adhere to the last assigned Mach number
Vertical Separation (or range of Mach numbers), even during climbs and
descents, unless revised by ATC. Turbojet aircraft shall
request ATC approval before making any changes. If it is
essential to make an immediate temporary change in the
Mach number (e.g., due to turbulence), ATC shall be
notified as soon as possible that such a change has been
made.

2. When it is necessary to issue crossing restrictions to

(2) Both aircraft have reported passing ensure the appropriate time interval, it may be impossible
ground‐based NAVAIDs or DME fixes indicating for an aircraft to comply with both the clearance to meet the
that they have passed each other. crossing restrictions and the clearance to maintain a
single, specific Mach number.
REFERENCE-
8-3-3. MACH NUMBER TECHNIQUE ICAO DOC 9426-AN/924, Part II, Section 2, Para 2.3.4, Para 2.4.7, and
Para 2.5.3.
The use of Mach number technique allows for the
application of reduced longitudinal separation EXAMPLE-
minima. The following conditions shall be met when “Maintain Mach point eight four or greater.”
the Mach number technique is being applied: “Maintain Mach point eight three or less.”
“Maintain Mach point eight two or greater; do not exceed
a. Aircraft Types: Turbojet aircraft only. Mach point eight four.”

8-3-2 Longitudinal Separation

2/16/06 7110.65R

e. Longitudinal Minima: (b) 8 minutes, if the preceding aircraft is

Mach0.03 faster than the following aircraft;
When the Mach number technique is applied,
minimum longitudinal separation shall be: (c) 7 minutes, if the preceding aircraft is
Mach0.04 faster than the following aircraft;
1. 10 minutes, provided that:
(d) 6 minutes, if the preceding aircraft is
(a) The preceding aircraft maintains a Mach Mach0.05 faster than the following aircraft;
number equal to, or greater than that maintained by
(e) 5 minutes, if the preceding aircraft is
the following aircraft; or
Mach0.06 faster than the following aircraft.
(b) When the following aircraft is faster than NOTE-
the preceding aircraft, at least 10 minutes exists until A “rule-of-thumb” may be applied to assist in providing
another form of separation is achieved; or the required estimated spacing over the oceanic exit point
when either conflict probe is not in use or when requested
2. Between 9 and 5 minutes inclusive, provided by another facility. This rule-of-thumb can be stated as
that the preceding aircraft is maintaining a Mach follows: For each 600 NM in distance between the entry
number greater than the following aircraft in and exit points of the area where the Mach Number
accordance with the following: Technique is used, add 1 minute for each 0.01 difference in
Mach number for the two aircraft concerned to compensate
(a) 9 minutes, if the preceding aircraft is for the fact that the second aircraft is overtaking the first
Mach0.02 faster than the following aircraft; aircraft. (See TBL 8-3-1.)

TBL 8-3-1

Application of the Mach Number Technique When the Following Aircraft is Faster

Distance to Fly and Separation (in Minutes) Required at Entry Point

Difference in
001-600 NM 601-1200 NM 1201-1800 NM 1801-2400 NM 2401-3000 NM
Mach
0.01 . . . . . . . . . . 11 12 13 14 15
0.02 . . . . . . . . . . 12 14 16 18 20
0.03 . . . . . . . . . . 13 16 19 22 25
0.04 . . . . . . . . . . 14 18 22 26 30
0.05 . . . . . . . . . . 15 20 25 30 35
0.06 . . . . . . . . . . 16 22 28 34 40
0.07 . . . . . . . . . . 17 24 31 38 45
0.08 . . . . . . . . . . 18 26 34 42 50
0.09 . . . . . . . . . . 19 28 37 46 55
0.10 . . . . . . . . . . 20 30 40 50 60

Longitudinal Separation 8-3-3

2/16/06 7110.65R

Section 4. Lateral Separation

8-4-1. APPLICATION 2. When reduced route protected airspace is

applicable, and the protected airspace of the flight
Separate aircraft by assigning different flight paths
paths do not overlap; or (See FIG 8-4-2.)
whose widths or protected airspace do not overlap.
FIG 8-4-2
Within that portion of the Gulf of Mexico Low Separation Methods
Offshore airspace controlled by Houston ARTCC,
use 12 NM between aircraft whose flight paths are
defined by published Grid System waypoints.
NOTE-
1. The Grid System is defined as those waypoints
contained within the Gulf of Mexico Low Offshore airspace
and published on the IFR Vertical Flight Reference Chart.

2. Lateral separation minima is contained in:

Section 7, North Atlantic ICAO Region.
Section 8, Caribbean ICAO Region.
Section 9, Pacific ICAO Region.
3. When aircraft are crossing an oceanic
Section 10, North American ICAO Region- Arctic
CTA. boundary and are entering an airspace with a larger
lateral minimum than the airspace being exited; and

8-4-2. SEPARATION METHODS (a)  The smaller separation exists at the

boundary; and
Lateral separation exists for:
(b) Flight paths diverge by 15_ or more until
a. Nonintersecting flight paths: the larger minimum is established. (See FIG 8-4-3.)
1. When the required distance is maintained FIG 8-4-3
between the flight paths; or (See FIG 8-4-1.) Separation Methods

FIG 8-4-1
Separation Methods

Lateral Separation 8-4-1

7110.65R 2/16/06

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

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

FIG 8-4-6
Separation Methods

c. Intersecting flight paths with constant but

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

FIG 8-4-5
Separation Methods

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

8-4-2 Lateral Separation

2/16/06 7110.65R

FIG 8-4-7 FIG 8-4-8

Separation Methods Reduction of Route Protected Airspace

b. At and above FL 240, reduce the width of the

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

8-4-3. REDUCTION OF ROUTE PROTECTED

AIRSPACE

When routes have been satisfactorily flight checked

and notice has been given to users, reduction in route
protected airspace may be made as follows:

a. Below FL 240, reduce the width of the protected

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

Lateral Separation 8-4-3

7110.65R 2/16/06

8-4-4. TRACK SEPARATION 2. NDB:

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

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

8-4-4 Lateral Separation

2/16/06 7110.65R

(b) Clear aircraft navigating on NDB facilit‐ c. Dead Reckoning (DR):

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

Lateral Separation 8-4-5

2/16/06 7110.65R

Section 5. Offshore/Oceanic Transition

Procedures

8-5-1. ALTITUDE/FLIGHT LEVEL TRANSITION b. The aircraft are horizontally radar separated and
When vertical separation is applied between aircraft separation is increasing at the edge of known radar
crossing the offshore/oceanic airspace boundary coverage.
below FL 180, control action shall be taken to ensure
that differences between the standard altimeter 8-5-3. OPPOSITE DIRECTION
setting (QNE) and local altimeter setting (QNH) do
not compromise separation. (See FIG 8-5-1.) When transitioning from an offshore airspace area to
oceanic airspace, an aircraft may climb through
FIG 8-5-1
opposite direction oceanic traffic provided vertical
Standard and Local Altimeter Setting Differences
separation above that traffic is established:
a. Before the outbound crosses the offshore/
oceanic boundary; and
b. 15 minutes before the aircraft are estimated to
pass. (See FIG 8-5-2.)

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

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

Offshore/Oceanic Transition Procedures 8-5-1

7110.65R 2/16/06

8-5-4. SAME DIRECTION e. The following aircraft is in direct communica‐

tion with air traffic control until vertical separation is
When transitioning from an offshore airspace area to established. (See FIG 8-5-3.)
oceanic airspace or while within oceanic airspace,
FIG 8-5-3
apply 5 minutes minimum separation when a
following aircraft on the same course is climbing Transitioning From Offshore to Oceanic Airspace
Same Direction
through the altitude of the preceding aircraft if the
following conditions are met:

a. The preceding aircraft is level at the assigned

altitude and is maintaining a speed equal to or greater
than the following aircraft; and

b. The minimum of 5 minutes is maintained

between the preceding and following aircraft; and

c. The following aircraft is separated by not more

than 4,000 feet from the preceding aircraft when the
climb clearance is issued; and

d. The following aircraft commences climb within

10 minutes after passing:

1. An exact reporting point (DME fix or

intersection formed from NAVAIDs) which the
preceding aircraft has reported; or

2. A radar observed position over which the

preceding aircraft has been observed; and

8-5-2 Offshore/Oceanic Transition Procedures

2/16/06 7110.65R

Section 6. Separation from Airspace Reservations

8-6-1. TEMPORARY STATIONARY AIRSPACE FIG 8-6-2

RESERVATIONS Temporary Stationary Airspace Reservations
Vertical Separation
Separate aircraft from a temporary stationary
reservation by one of two methods:
a. Laterally: Clear aircraft so that the protected
airspace along the route of flight does not overlap the
geographical area of the stationary reservation.
(SeeFIG 8-6-1.)
FIG 8-6-1
Temporary Stationary Airspace Reservations
Lateral Separation

8-6-2. REFUSAL OF AVOIDANCE CLEARANCE

If a pilot refuses to accept a clearance to avoid a
reservation, inform him/her of the potential hazard,
advise him/her that services will not be provided
while the flight is within the reservation and, if
possible, inform the appropriate using agency.
8-6-3. TEMPORARY MOVING AIRSPACE
RESERVATIONS
Separate aircraft from a temporary moving airspace
b. Vertically: Clear aircraft so that vertical reservation by one of the following methods:
separation exists while the aircraft is within a a. Laterally: Clear aircraft so that the protected
geographical area defined as the stationary reserva‐ airspace along the route of flight does not overlap the
tion plus a buffer around the perimeter equivalent to (time‐dependent) geographical area of the moving
one‐half the lateral separation minimum. airspace reservation.
(SeeFIG 8-6-2.) b. Longitudinally: Clear aircraft so that the
appropriate longitudinal minimum exists ahead of the
first or behind the last aircraft operating within the
reservation.
c. Vertically: Clear aircraft so that vertical
separation exists while the aircraft is within a
(time‐dependent) geographical area defined as the
moving airspace reservation plus a buffer around the
perimeter equivalent to one‐half the lateral separation
minimum.

Separation from Airspace Reservations 8-6-1

2/16/06 7110.65R

Section 7. North Atlantic ICAO Region

8-7-1. APPLICATION (a) At least 10 minutes longitudinal separa‐

Provide air traffic control services in the North tion exists at the point where the tracks diverge; and
Atlantic ICAO Region with the procedures and (b) At least 5 minutes longitudinal separation
minima contained in this section except when noted will exist where minimum lateral separation is
otherwise. achieved (whichever is estimated to occur first);
(1) At or before the next significant point
8-7-2. VERTICAL SEPARATION
(normally within ten degrees of longitude along
Provide vertical separation in accordance with track(s)), or
Chapter 4, IFR, Section 5, Altitude Assignment and
(2) Within 90 minutes of the time the
Verification.
following aircraft passes the common point, or
8-7-3. LONGITUDINAL SEPARATION (3) Within 600 NM of the common point.
In accordance with Chapter 8, Offshore/Oceanic 3. Apply 15 minutes between all other turbojet
Procedures, Section 3, Longitudinal Separation, aircraft.
apply the following: c. Nonturbojet operations:
a. Supersonic flight:
1. Apply 20 minutes between aircraft operating
1. 10 minutes provided that: in the West Atlantic Route System (WATRS), or
(a) both aircraft are in level flight at the same 2. Apply 30 minutes between aircraft operating
Mach number or the aircraft are of the same type and outside of the WATRS.
are both operating in cruise climb, and one of the
NOTE-
following; The WATRS area is defined as beginning at a point
(1) The aircraft concerned have reported 27_00'N/77_00'W direct to 20_00'N/67_00'W direct to
over a common point; or, 18_00'N/62_00'W direct to 18_00'N/60_00'W direct to
38_30'N/60_00'W direct to 38_30'N/69_15'W, thence
(2) If the aircraft have not reported over a counterclockwise along the New York Oceanic CTA/FIR
common point, the appropriate time interval being boundary to the Miami Oceanic CTA/FIR boundary,
applied between aircraft exists and will exist at the thence southbound along the Miami Oceanic CTA/FIR
common point; or, boundary to the point of beginning.

(3) If a common point does not exist, the

appropriate time interval being applied between 8-7-4. LATERAL SEPARATION
aircraft exists and will exist at significant points along In accordance with Chapter 8, Offshore/Oceanic
each track. Procedures, Section 4, Lateral Separation, apply the
2. 15 minutes between aircraft in supersonic following:
flight not covered in subpara a1 above. a. 60 NM or 1 degree latitude between:
b. Turbojet operations (subsonic flight): 1. Supersonic aircraft operating above FL 275.
1. Apply the prescribed minima in accordance 2. Aircraft which meet the MNPS and which:
with para 8-3-3, Mach Number Technique; or
NOTE-
2. Where tracks diverge from the common point This reduced lateral separation shall not be used if track
and the following aircraft is maintaining a greater keeping capability of the aircraft has been reduced for any
Mach Number than the preceding aircraft: reason.

North Atlantic ICAO Region 8-7-1

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(a) Operate within MNPS airspace; or 8-7-5. PROCEDURES FOR WEATHER

DEVIATIONS IN NORTH ATLANTIC (NAT)
AIRSPACE
(b) Are in transit to or from MNPS airspace;
or Aircraft must request an ATC clearance to deviate.
Since aircraft will not fly into known areas of
(c) Operate for part of their flight within, weather, weather deviation requests should take
above, or below MNPS airspace. priority over routine requests. If there is no traffic in
the horizontal dimension, ATC shall issue clearance
to deviate from track; or if there is conflicting traffic
b. 90 NM or 1 and 1/2 degrees latitude between
in the horizontal dimension, ATC separates aircraft
aircraft operating:
by establishing vertical separation. If there is
conflicting traffic and ATC is unable to establish the
1. Within WATRS; required separation, ATC shall:
a. Advise the pilot unable to issue clearance for
2. Between the U.S., Canada, and Bermuda; requested deviation;

3. West of 55_ West between the U.S., Canada, b. Advise the pilot of conflicting traffic; and
or Bermuda and points in the Caribbean ICAO c. Request pilot's intentions.
Region. PHRASEOLOGY-
UNABLE (requested deviation), TRAFFIC IS (call sign,
c. 120 NM or 2 degrees latitude between aircraft position, altitude, direction), ADVISE INTENTIONS.
not covered by subparas a or b above. NOTE-
1. The pilot will advise ATC of intentions by the most
NOTE- expeditious means available.
Tracks may be spaced with reference to their difference in
latitude, provided that in any interval of 10 degrees of 2. In the event that pilot/controller communications
longitude the change in latitude of at least one of the tracks cannot be established or a revised ATC clearance is not
does not exceed 3 degrees when operating south of available, pilots will follow the procedures outlined in the
58_North. Regional Supplementary Procedures, ICAO Doc. 7030.

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Section 8. Caribbean ICAO Region

8-8-1. APPLICATION aircraft is maintaining a greater Mach number than

Provide air traffic control services in the Caribbean the preceding aircraft:
ICAO Region with the procedures and minima (a) At least 10 minutes longitudinal separa‐
contained in this section except when noted tion exists at the point where the tracks diverge; and
otherwise.
(b) At least 5 minutes longitudinal separation
8-8-2. VERTICAL SEPARATION
will exist where minimum lateral separation is
achieved (whichever is estimated to occur first);
Provide vertical separation in accordance with
Chapter 4, IFR, Section 5, Altitude Assignment and (1) At or before the next significant point
Verification. (normally within ten degrees of longitude along
track(s)), or
8-8-3. LONGITUDINAL SEPARATION (2) Within 90 minutes of the time the
Provide longitudinal separation between aircraft as following aircraft passes the common point, or
follows: (3) Within 600 NM of the common point; or
a. Supersonic flight: 3. Apply 15 minutes between all other turbojet
1. 10 minutes provided both aircraft are in level aircraft.
flight at the same Mach number or the aircraft are of
c. Turbojet operations below FL 200 (subsonic
the same type and are both operating in cruise climb,
flight):
and one of the following;
(a) Both aircraft have reported over a Apply 20 minutes between turbojet aircraft operating
common point; or, below FL 200 in the San Juan Oceanic (outside the
WATRS area), Miami Oceanic and Houston Oceanic
(b) If both aircraft have not reported over a CTAs/FIRs.
common point, the appropriate time interval being
applied between aircraft exists and will exist at the d. Nonturbojet operations.
common point; or, 1. Apply 20 minutes between aircraft operating
(c) If a common point does not exist, the in the WATRS; or
appropriate time interval being applied between
2. Apply 20 minutes between aircraft operating
aircraft exists and will exist at significant points along
below FL 200 in the Miami Oceanic, Houston
each track.
Oceanic and San Juan CTAs/FIRs; or
2. 15 minutes between all other aircraft.
3. Apply 30 minutes between aircraft operating
b. Turbojet operations at or above FL 200 in the outside of the WATRS in the New York CTA/FIR.
Miami Oceanic, Houston Oceanic and San Juan
CTAs/FIRs and all altitudes in the West Atlantic NOTE-
The WATRS area is defined as beginning at a point
Route System (WATRS) and New York Oceanic
27_00'N/77_00'W direct to 20_00'N/67_00'W direct to
CTA/FIR (subsonic flight): 18_00'N/62_00'W direct to 18_00'N/60_00'W direct to
1. Apply the prescribed minima in accordance 38_30'N/60_00'W direct to 38_30'N/69_15'W, thence
with para 8-3-3, Mach Number Technique; or counterclockwise along the New York Oceanic CTA/FIR
boundary to the Miami Oceanic CTA/FIR boundary,
2. In the New York CTA/FIR, where tracks thence southbound along the Miami Oceanic CTA/FIR
diverge from the common point and the following boundary to the point of beginning.

Caribbean ICAO Region 8-8-1

7110.65R 2/16/06

8-8-4. LATERAL SEPARATION c. 100 NM between aircraft operating west of

Provide lateral separation by assigning different 55_West not covered by subparas a or b above.
flight paths whose widths or protected airspace do not d. 120 NM between aircraft operating east of
overlap. Apply the following: 55_West.
a. 60 NM:
1. Supersonic aircraft operating above FL 275
8-8-5. VFR CLIMB AND DESCENT
within the New York oceanic CTA/FIR.
2. Supersonic aircraft operating at or above a. In the Houston, Miami, and San Juan CTAs, IFR
FL450 not covered in subpara 1 above. flights may be cleared to climb and descend in VFR
NOTE-
conditions only:
This reduced lateral separation shall not be used if track
1. When requested by the pilot; and
keeping capability of the aircraft has been reduced for any
reason.
2. Between sunrise and sunset.
3. Aircraft which meet the MNPS and while
operating in the New York oceanic CTA/FIR which b. Apply the following when the flight is cleared:
are in transit to or from NAT MNPS airspace.
1. If there is a possibility that VFR conditions
b. 90 NM between aircraft operating: may become impractical, issue alternative instruc‐
1. Within WATRS; tions.

2. West of 55_ West between the U.S., Canada, 2. Issue traffic information to aircraft that are
or Bermuda and points in the Caribbean ICAO not separated in accordance with the minima in this
Region. section.

8-8-2 Caribbean ICAO Region

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Section 9. Pacific ICAO Region

8-9-1. APPLICATION TBL 8-9-1

ADS-C Criteria
Provide air traffic control services in the Pacific
Minima RNP Maximum ADS-C
ICAO Region with the procedures and minima Periodic Reporting
contained in this section except when noted Interval
otherwise. 50 NM 10 27 minutes
50 NM 4 32 minutes
30 NM 4 14 minutes

8-9-2. VERTICAL SEPARATION 2. Aircraft on reciprocal tracks may be cleared

to climb or descend to or through the altitude(s)
Provide vertical separation in accordance with occupied by another aircraft provided that:
Chapter 4, IFR, Section 5, Altitude Assignment and
(a) An ADS-C position report on at least one
Verification, except when aircraft operate within
of the aircraft has been received beyond the passing
airspace where composite separation and procedures
point, and
are authorized, apply the minima specified in
para8-9-5, Composite Separation Minima. (b) The aircraft have passed each other by the
applicable separation minimum.
NOTE-
Ocean21 has been designed to check for the above criteria
8-9-3. LONGITUDINAL SEPARATION prior to allowing the minima to be provided.
3. When an ADS-C periodic or waypoint
In accordance with Chapter 8, Offshore/Oceanic change event report is overdue by 3 minutes, the
Procedures, Section 3, Longitudinal Separation, controller shall take action to obtain an ADS-C
apply the following: report.
a. Minima based on time: 4. If no report is received within 6 minutes of the
time the original report was due, the controller shall
1. 10 minutes between aircraft; or take action to apply another form of separation.
c. Minima based on distance without ADS-C:
2. The prescribed minima in accordance with
1. Apply 50 NM between aircraft cruising,
para 8-3-3, Mach Number Technique.
climbing or descending on the same track or
reciprocal track that meet the requirements for and
b. Minima based on distance using Automatic
are operating within airspace designated for RNP-10
Dependent Surveillance - Contract (ADS-C):
operations provided:
1. Apply the minima as specified in TBL 8-9-1, (a) Direct controller/pilot communication via
ADS-C Criteria, between aircraft on the same track voice or CPDLC is maintained; and
within airspace designated for Required Navigation (b) Separation is established by ensuring that
Performance (RNP), provided: at least 50 NM longitudinal separation minima exists
between aircraft positions as reported by reference to
(a) Direct controller/pilot communication via the same waypoint.
voice or Controller Pilot Data Link Communications
(CPDLC) is established, and (1) Same track aircraft - whenever pos‐
sible ahead of both; or
(b) The required ADS-C periodic reports are (2) Reciprocal track aircraft - provided
maintained and monitored by an automated flight that it has been positively established that the aircraft
data processor (e.g., Ocean21); have passed each other.

Pacific ICAO Region 8-9-1

7110.65R CHG 1
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2. Distance verification shall be obtained from 8-9-4. LATERAL SEPARATION

each aircraft at least every 24 minutes to verify that In accordance with Chapter 8, Offshore/Oceanic
separation is maintained. Procedures, Section 4, Lateral Separation, apply the
following:
3. If an aircraft fails to report its position within
3minutes after the expected time, the controller shall a. Within areas where Required Navigation Per‐
take action to establish communication. If commu‐ formance 10 (RNP-10) separation and procedures
nication is not established within 8 minutes after the are authorized, apply 50 NM to RNP-10approved
time the report should have been received, the aircraft.
controller shall take action to apply another form of b. Apply 30 NM to RNP-4 approved aircraft
separation. operating within airspace designated for RNP-4
when direct controller/pilot communications, via
NOTE- voice or Controller Pilot Data Link Communications
When same track aircraft are at, or are expected to reduce
(CPDLC), and the required ADS-C contracts are
to, the minima, speed control techniques should be applied
in order to maintain the required separation.
maintained and monitored by an automated flight
data processor (e.g., Ocean21).
d. Minima based on DME/RNAV: c. When aircraft operate within airspace where
composite separation and procedures are authorized,
Apply the following DME/RNAV minima in apply the minimum specified in para 8-9-5,
Control1234H, Control 1487H and the Norton Composite Separation Minima.
Sound High Control areas to turbojet aircraft
d. Apply 100 NM to aircraft not covered by
established on or transitioning to the North Pacific
subparas a, b or c.
(NOPAC) Route System.
8-9-5. COMPOSITE SEPARATION MINIMA
1. 30 NM between aircraft when DME reports or
radar observations are used to establish the distance, Provide composite separation within the Central East
otherwise at least 40 NM based on RNAV must be Pacific (CEP) and North Pacific (NOPAC) composite
applied; and route systems and where designated by facility
directive in the Pacific Organized Track System
2. Unless both aircraft are radar identified, both (PACOTS) at and above FL 290 as follows:
aircraft must provide DME/RNAV distance reports a. 1,000 feet vertical separation; and
via direct voice that indicates the appropriate
separation exists; and b. 50 NM lateral separation.

3. Application of DME/RNAV separation 8-9-6. COMPOSITE SEPARATION ALTITUDE

ASSIGNMENT
without direct voice communications may not
continue for more than 90 minutes; and a. Aircraft operating at or above FL300 in a
composite route system may be cleared at even flight
4. The preceding aircraft is assigned the same levels. Additionally, aircraft may be cleared at even
or greater Mach number than the following aircraft; flight levels while joining, crossing, or leaving a
and composite route system provided such aircraft
leaving the system are cleared to an appropriate odd
5. Both aircraft shall be advised of the other cardinal flight level when noncomposite vertical or
aircraft involved, including the distance relative to lateral separation is achieved.
the flights. b. Aircraft (operating at or above FL 300) leaving
EXAMPLE-
a composite route system at an even cardinal flight
“Maintain Mach point eight four, same direction traffic, level do not have to be assigned an odd cardinal flight
twelve o'clock, three five miles.” level provided:
REFERENCE-
1. The aircraft is being provided radar service;
FAAO 7110.65, Traffic Advisories, Para 2-1-21. and

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2. The aircraft will be cleared for descent and 3. Composite separation exists between that
approach to an airport within the facility's domestic aircraft and any other aircraft on the next adjacent
FIR; and route.
3. There is an operational advantage. d. Clear an aircraft to cross the composite route
system provided longitudinal or noncomposite
c. Aircraft operating on unidirectional routes or vertical or lateral separation exists between that
traffic flows may be assigned altitudes other than the aircraft and any other aircraft in the composite route
appropriate altitude for direction of flight provided system.
that 2,000 feet vertical separation is maintained e. Clear aircraft to transition to or from the
between aircraft operating on the same route. composite route system from an Oceanic Transition
Route (OTR) provided:
8-9-7. COMPOSITE SEPARATION 1. The OTR is charted on aeronautical charts;
APPLICATION and
2. Composite separation is maintained between
Provide composite separation in the CEP and the
that aircraft and any other aircraft within the
North Pacific (NOPAC) composite route systems and
composite route system; and
where designated by facility directive in the Pacific
Organized Track System (PACOTS) as follows: NOTE-
An aircraft is within the confines of a composite route
a. Clear an aircraft to join an outer route of the system when the aircraft joins or crosses the outer route of
composite route system at other than the normal entry the composite route system or passes a composite route
point provided: entry point.
3. Composite separation is maintained between
1. Longitudinal or noncomposite vertical separ‐ that aircraft and any other aircraft on adjacent OTRs.
ation exists between that aircraft and any other
aircraft on that route; and f. Clear an aircraft to change altitude on a route if
noncomposite separation exists between that aircraft
2. Composite separation exists between that and others operating on that route regardless of other
aircraft and any other aircraft on the next adjacent aircraft operating on adjacent routes in the system.
route. Pilot's discretion climbs and descents are not
authorized when applying composite separation.
b. Clear an aircraft to leave an outer route of the
NOTE-
composite route system at other than the normal exit Although composite separation is not applied between
point provided its course diverges so that lateral aircraft on different tracks at FL280 and FL290, this
spacing from the route system increases until paragraph applies to climbs and descents between FL280
noncomposite separation exists between that aircraft and altitudes within the composite altitude stratum
and any other aircraft in the composite route system. (FL300 and above).

c. Clear an aircraft to change from one route to an 8-9-8. PROCEDURES FOR WEATHER

adjacent route within the composite route system DEVIATIONS AND OTHER CONTINGENCIES IN
provided: OCEANIC CONTROLLED AIRSPACE

1. Longitudinal or noncomposite vertical separ‐ Aircraft must request an ATC clearance to deviate.
ation is maintained between that aircraft and any Since aircraft will not fly into known areas of
other aircraft on the route being vacated until that weather, weather deviation requests should take
aircraft is established on the route to which it is priority over routine requests. If there is no traffic in
proceeding; and the horizontal dimension, ATC shall issue clearance
to deviate from track; or if there is conflicting traffic
2. Longitudinal or noncomposite vertical separ‐ in the horizontal dimension, ATC separates aircraft
ation exists between that aircraft and any other by establishing vertical separation. If there is
aircraft on the route to which that aircraft is conflicting traffic and ATC is unable to establish
proceeding; and standard separation, ATC shall:

Pacific ICAO Region 8-9-3

7110.65R CHG 1
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8/3/06

a. Advise the pilot unable to issue clearance for NOTE-

requested deviation; 1. The pilot will advise ATC of intentions by the most
expeditious means available.
b. Advise the pilot of conflicting traffic; and
2. In the event that pilot/controller communications
c. Request pilot's intentions. cannot be established or a revised AT clearance is not
PHRASEOLOGY- available, pilots will follow the procedures outlined in the
UNABLE (requested deviation), TRAFFIC IS (call sign, Regional Supplementary Procedures, ICAO Doc7030 and
position, altitude, direction), SAY INTENTIONS. Chart Supplements.

8-9-4 Pacific ICAO Region

2/16/06 7110.65R

Section 10. North American

ICAO Region- Arctic CTA

8-10-1. APPLICATION a. 15 minutes between turbojet aircraft.

Provide air traffic control services in the North b. The prescribed minima in accordance with
American ICAO Region - Arctic CTA with the para8-3-3, Mach Number Technique.
procedures and minima contained in this section. c. 20 minutes between other aircraft.

8-10-2. VERTICAL SEPARATION 8-10-4. LATERAL SEPARATION

Provide vertical separation in accordance with: In accordance with Chapter 8, Offshore/Oceanic
a. Chapter 4, IFR, Section 5, Altitude Assignment Procedures, Section 4, Lateral Separation, apply the
and Verification; and following:
a. Provide 90 NM lateral separation between
b. Facility directives depicting the transition
aircraft, or
between flight levels and metric altitudes.
b. Lower minima in para 5.4.1 of Chapter 5 of the
Procedures for Air Navigation-Services, Air Traffic
8-10-3. LONGITUDINAL SEPARATION
Management (PANS-ATM), (Doc 4444-ATM/501)
In accordance with Chapter 8, Offshore/Oceanic may be applied or further reduced in accordance with
Procedures, Section 3, Longitudinal Separation, para5.11 of the same part where the conditions
apply the following: specified in the relevant PANS-ATM are met.

North American ICAO Region- Arctic CTA 8-10-1

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7110.65R CHG 3

Chapter 9. Special Flights

Section 1. General

9-1-1. GENERAL NOTE-
FAA flight inspection aircraft will file flight plans using the
Provide aircraft engaged in the flight inspection of call sign “FLIGHT CHECK” during flight inspections or
NAVAIDs with maximum assistance. Unless other‐ when inbound to conduct flight inspections. Flight plan
wise agreed to, maintain direct contact with the pilot remarks may indicate type NAVAID inspection to be
and exchange information regarding known traffic in accomplished; e.g. “FC OKC P.”
the area and his/her intentions.
NOTE-
1. Many flight inspections are accomplished using 9-1-3. FLIGHT CHECK AIRCRAFT
automatic recording equipment, and an uninterrupted
flight is necessary for successful completion of the mission. a. Provide special handling, as required, to
The workload for the limited number of aircraft engaged in expedite flight inspection of NAVAIDs, direction
these activities requires strict adherence to a schedule. finding (DF) equipment, and RADAR by flight check
aircraft.
2. Flight inspection operations which require special
participation of ground personnel, specific communica‐ NOTE-
tions, or radar operation capabilities are considered to Certain flight inspection maneuvers require operations in
require special handling. These flights are coordinated close proximity to the surface. These maneuvers can only
with appropriate facilities before departure. be performed during daylight visual meteorological
REFERENCE- conditions. Preplanned automatic flight places the
FAAO 8200.1, United States Standard Flight Inspection Manual. following limitations on the capability of the pilot to adhere
FAAO 8240.41, Flight Inspection/Air Traffic On-Site Coordination
Requirements.
to normal ATC clearances:
a. Route of flight - orbital from 6 nautical miles to a
maximum of 40 nautical miles from the facility depending
9-1-2. SPECIAL HANDLING on the type of inspection. During commissioning flight
checks all SIDs, STARs, airways, DME fixes, and
a. Clear the aircraft according to pilot request as approaches must be flown.
soon as practicable. Do not ask the pilot to deviate b. Altitude assignment - from 1,000 feet above the
from his/her planned action except to preclude an antenna site up to the minimum en route altitude (MEA).
emergency situation.
REFERENCE-
REFERENCE- FAAO 7110.65, Operational Priority, Para 2-1-4.
FAAO 8240.41, Flight Inspection/Air Traffic On-Site Coordination FAAO 8240.41, Flight Inspection/Air Traffic On-Site Coordination
Requirements, Appendix 1, describes certain flight inspection maneuvers Requirements, Appendix 1, describes certain flight inspection maneuvers
in detail. in detail.

b. Issue radar advisories to the flight inspection b. Avoid changes in the route or altitude from that
aircraft where adequate coverage exists and to the filed by the pilot in the initial flight plan.
extent permitted by workload.
c. Suggest flight path adjustments, as required, for c. Do not impose air traffic control delays in the
any aircraft which will enter or penetrate an area in flight except to preclude emergency situations.
which a flight inspection function is being performed.
d. Do not change the previously assigned discrete
d. Provide special handling, as required, to FAA beacon code of special radar accuracy flight check
aircraft conducting flight inspections using the call aircraft.
sign “Flight Check.” The call sign “Flight Check (Nr)
REFERENCE-
recorded” indicates automated flight inspections are FAAO 7210.3, Special Radar Accuracy Checks, Para 7-1-2.
in progress in terminal areas. FAAO 7210.3, ASR Performance Checks, Para 10-5-4.

General 9-1-1
2/16/06 7110.65R

Section 2. Special Operations

9-2-1. AIRCRAFT CARRYING DANGEROUS NOTE-

MATERIALS An ATC clearance must be obtained by the pilot before
discontinuing conventional navigation to begin celestial
a. Provide the following special handling to navigation training. The pilot will advise when discontinu‐
military aircraft or military contracted aircraft ing celestial navigation and resuming conventional
carrying dangerous materials when: navigation. Celestial navigation training will be conducted
within 30 NM of the route centerline specified in the en
1. The words “dangerous cargo,” or “inert
route clearance unless otherwise authorized by ATC.
devices,” or both are contained in the remarks section During celestial navigation training, the pilot will advise
of the filed flight plan, or ATC before initiating any heading changes which exceed
NOTE- 20 degrees.
1. Certain types of military flights carrying dangerous
b. Within conterminous U.S. airspace, limit
materials require strict adherence to military regulations
and flight planning along carefully selected routes. These celestial navigation training to transponder‐equipped
flights must avoid heavily populated areas. aircraft within areas of ARTCC radar coverage.
c. Prior to control transfer, ensure that the
2. “Inert devices” are devices containing no dangerous
materials but closely resembling nuclear or explosive items receiving controller is informed of the nature of the
that are classified as dangerous and could be easily celestial navigation training leg.
mistaken for their dangerous counterparts. REFERENCE-
FAAO 7110.65, IFR Flight Progress Data, Para 2-2-6.
2. The pilot uses these words in radio commu‐
nication.
9-2-3. DEPARTMENT OF ENERGY (DOE)
b. If it becomes necessary to issue a clearance to SPECIAL FLIGHTS
amend the route/altitude, advise the pilot:
a. Provide notification of possible route or altitude
1. Of the proposed change, and
changes as far in advance as possible for “RAC”
2. The amount of delay to expect if it is flights. The pilot will indicate if the proposed change
necessary to maintain the present route/altitude. is acceptable or if alternate routing or altitude will be
requested.
c. When it becomes necessary for the pilot to
refuse a clearance amending his/her route/altitude, NOTE-
he/she will advise if the traffic delay is acceptable or DOE contracts for civil pilots to operate public aircraft to
if an alternate route/altitude is desired. In such cases, transport radioactive or high explosive materials within
offer all possible assistance. the conterminous U.S. These flights operate on an IFR
flight plan but principally during daylight hours and VFR
d. When the aircraft is provided an en route conditions. These flights require flight along carefully
descent, do not vector the aircraft from the planned selected routes and, in some instances, pilots will refuse
route unless the pilot concurs. clearances that require reroute or altitude changes that
would derogate their objective.
e. Use special patterns and routings in areas where
they have been developed for these flights. If special b. EN ROUTE. Approve pilot requests to leave
patterns and routings have not been developed, center frequency for operational purposes as traffic
employ normal procedures. conditions permit.
c. Notify a supervisor in the event any of the
9-2-2. CELESTIAL NAVIGATION TRAINING following occurs with “RAC” aircraft:
EN ROUTE 1. Loss of radio contact.
a. Approve flight plans specifying celestial 2. Loss of radar contact.
navigation only when it is requested for USAF or
USN aircraft. 3. The flight is overdue at the destination.

Special Operations 9-2-1

7110.65R 2/16/06

d. If you receive information that a “RAC” aircraft 9-2-6. FLYNET

is involved in an accident, secure as much
Provide expeditious handling for U.S. Government,
information as possible, particularly with respect to
civil or military aircraft using the code name
location, and immediately notify the ARTCC
“FLYNET.” Relay the code name as an element in the
supervisory traffic management coordinator-in-
remarks position of the flight plan.
charge.
NOTE-
NOTE- The code name “FLYNET” indicates that an aircraft is
There is a possibility of an explosive or radiation hazard of transporting a nuclear emergency team or a disaster
an “RAC” aircraft involved in an accident. control team to the location of a potential or actual nuclear
accident or an accident involving chemical agents or
hazardous materials. It is in the public interest that they
9-2-4. EXPERIMENTAL AIRCRAFT reach their destination as rapidly as possible.
OPERATIONS REFERENCE-
FAAO 7110.65, Operational Priority, Para 2-1-4.
a. When notified that an experimental aircraft FAAO 7610.4, “FLYNET” Flights, Nuclear Emergency Teams,
Para12-4-1.
requires special handling:
NOTE- 9-2-7. IFR MILITARY TRAINING ROUTES
14 CFR Section 91.319(d)(3) requires that each person
operating an aircraft with an experimental certificate shall a. Except for aircraft operating in the same altitude
notify the control tower of the experimental nature of the reservation, clear aircraft into an MTR provided
aircraft when operating into or out of airports with separation will be applied between successive aircraft
operating control towers. unless otherwise covered in a letter of agreement
1. Clear the aircraft according to pilot requests between the military scheduling activity and the
as traffic permits and if not contrary to ATC concerned ATC facility.
procedures. PHRASEOLOGY-
CLEARED INTO IR (designator).
2. Once approved, do not ask the pilot to deviate MAINTAIN (altitude),
from a planned action except to preclude an
emergency situation.  or

b. At locations where volume or complexity of MAINTAIN IR (designator) ALTITUDE(S),

experimental aircraft operations warrant, a letter of
agreement may be consummated between the facility  or
and operator.
MAINTAIN AT OR BELOW (altitude),

 or
9-2-5. FAA RESEARCH AND DEVELOPMENT
FLIGHTS CRUISE (altitude),

When coordinated in advance and traffic permits, and if required,

approve requests for special flight procedures from
aircraft participating in FAA research and develop‐ CROSS (fix) AT OR LATER THAN (time).
ment test activities. These special procedures shall be b. Unless otherwise covered in a letter of
applied to participating aircraft/vehicles. agreement between the military scheduling activity
NOTE- and the concerned FAA facility, clear aircraft to exit
Special flight procedures for FAA research and an MTR.
development test activities must be approved by the facility PHRASEOLOGY-
air traffic manager prior to their use. CLEARED TO (destination/clearance limit) FROM IR
REFERENCE- (designator/exit fix) VIA (route).
FAAO 7210.3, Research and Development Flights, Para 5-2-4. MAINTAIN (altitude).

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c. If the provisions of subpara a above cannot be i. If an aircraft on an IR experiences a two‐way
accomplished, MTRs may be designated for MARSA radio communications failure and you are unable to
operations. To preclude an inadvertent compromise determine if the aircraft is proceeding VFR in
of MARSA standards by ATC, appropriate MARSA accordance with 14 CFR Section 91.185(b) or the
application for such routes shall be covered in a letter aircraft has not been positively radar identified:
of agreement with the military scheduling activity.
1. Provide separation to the destination airport
Establish separation between aircraft as soon as
based on the aircraft complying with the following:
practicable after operation on the designated
MARSA route is ended. (a) Maintain to the exit/alternate exit fix the
higher of the following altitudes:
NOTE-
For designated MARSA routes, the military assumes (1) The minimum IFR altitude for each of
responsibility for separation for MTR aircraft that have the remaining route segment(s) remaining on the
passed the primary/alternate entry fix until separation is route.
established by ATC after operations on the MARSA route
are completed. (2) The highest altitude assigned in the last
ATC clearance.
d. The lateral airspace to be protected along an
MTR is the designated width of the route. (b) Depart the exit/alternate exit fix at the
appropriate altitude specified in subpara (a) above,
e. Prior to an aircraft entering an MTR, request the then climb/descend to the altitude filed in the flight
pilot's estimate for the route's exit/alternate exit fix, plan for the remainder of the flight, or
the pilot's requested altitude after exiting and, if NOTE-
applicable, the number of reentries on a Strategic In the event of a two‐way communications failure, ATC will
Training Range (STR). be based on the following anticipated pilot action at the exit
fix. Unless otherwise covered in a letter of agreement, and
PHRASEOLOGY-
if the pilot is unable to comply with the VFR provisions of
(Call sign) CONFIRM YOUR EXIT FIX ESTIMATE AND
14CFR Section 91.185/FLIP IFR Supplement, the pilot
REQUESTED ALTITUDE AFTER EXIT,
will exercise his/her emergency authority, squawk
transponder Code 7700, depart the exit/alternate exit fix
and if applicable,
and climb/descend (continuing to squawk 7700) to the
altitude filed in the flight plan. Subsequent transponder
THE NUMBER OF REENTRIES.
operations will be in accordance with para 10-4-4,
f. Forward estimates for exit/alternate exit fixes, Communications Failure. Air traffic controller action from
requested altitude after exit, and, if applicable, the the exit fix is as prescribed in para10-1-1, Emergency
Determinations.
number of reentries on the STR.
(c) Proceed in accordance with the lost com‐
g. Apply the procedures of para 6-1-2, Nonre‐ munication procedure contained in letters of agree‐
ceipt of Position Report, based upon the pilot's ment.
estimate for the route exit fix.
2. Continue to monitor the last ATC assigned
h. Clearance may be issued to amend or restrict discrete code.
operations on a route for ATC considerations. Where NOTE-
a route has been designated MARSA in accordance Pilots who experience a two‐way radio failure will adjust
with subpara c, ATC shall not amend or restrict their transponder to Code 7700 during climb/descent to
operations in such a manner as to compromise altitude filed for the next leg of the flight plan; then change
MARSA provisions. to Code 7600 for a period of 15 minutes. At the end of each
15-minute period, he/she will squawk 7700 for a period of
NOTE- 1 minute; all other times he/she will squawk 7600.
When MARSA is provided through route scheduling and
circumstances prevent the pilot from entering the route j. Impose delays, if needed, to eliminate conflict
within established time limits, it shall be the responsibility with nonparticipating IFR aircraft when necessary to
of the pilot to inform the ATC facility and advise his/her preclude denial of IR usage. Advise the pilot of the
intentions. expected length and reason for delay.

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9-2-8. INTERCEPTOR OPERATIONS or transitioning the ADIZ meet all of the following

minimum conditions:
Provide maximum assistance to expedite the
movement of interceptor aircraft on active air defense 1. Two-way radio communications are main‐
(scrambles) missions until the unknown aircraft is tained at all times prior to entering and throughout
identified in accordance with the policies and transition of the ADIZ. Aircraft operating in an
procedures published in FAAO 7610.4, Special airport traffic pattern or landing at nontowered
Operations. airports are exempt from the ATC communication
requirement, provided they monitor the airport
NOTE-
The FAA and the military have mutually agreed to the
common traffic advisory frequency.
implementation of policies and procedures for control of 2. Aircraft is equipped with an operating
air defense interceptor operations. Effective coordination
transponder with automatic altitude reporting
and cooperation between FAA and the military at all levels
are essential if policy objectives are to be met.
capability. Aircraft is squawking an ATC assigned
discrete beacon code, with altitude, at all times. Do
a. The ADCF initiating the SCRAMBLE shall not allow an aircraft to cancel its flight plan and/or
identify the mission as an active air defense mission. squawk VFR while in the ADIZ.
b. ATC services shall be used for active air defense 3. Aircraft with operating transponders, but
missions insofar as the circumstances and situation without operating Mode C (altitude) require specific
permits. authorization from ATC in order to operate within the
ADIZ. ATC must coordinate with the Domestic
c. Upon request, the ATC facility shall expedite Events Network (DEN) prior to approval.
transfer of the control jurisdiction of the interceptors
to the requesting ADCF. 4. Aircraft flying too low for radar coverage
shall be instructed to report landing or exiting the
ADIZ. Maintain flight progress strips on such aircraft
9-2-9. SPECIAL INTEREST SITES until pilot reports landing or exiting the ADIZ. If a
a. Relay immediately to supervisory/CIC person‐ flight progress strip does not exist for the aircraft,
nel any reports or information regarding unusual record the call sign, transponder code, entry point
aircraft activities in the vicinity of special interest (e.g., north, northeast, east), and time of entry into the
sites such as nuclear power plants, power plants, ADIZ.
dams, refineries, etc. Supervisory/CIC personnel PHRASEOLOGY-
may also receive reports/information from the (Call sign), REPORT LANDING OR LEAVING THE
Nuclear Regulatory Commission or other sources. ADIZ.

b. Supervisory/CIC personnel shall immediately 5. United States Military, law enforcement, and
notify local law enforcement authorities of these aeromedical flights are exempt from filing flight
reports/information as well as notifying the overlying plans.
air traffic facility of any of these reports and the action b. Pilots unable to comply with the requirements
taken. of subpara a, above, shall be instructed to remain clear
c. ARTCCs shall promptly advise the ATCSCC of of or exit the ADIZ as appropriate. When equipment
any actions taken in accordance with this paragraph. failure involving transponder or Mode C is
experienced, and the aircraft is operating within the
ADIZ, the pilot may be permitted to land. An
9-2-10. LAND-BASED AIR DEFENSE operation such as this may be permissible when it is
IDENTIFICATION ZONE (ADIZ) ATC more expedient than exiting the ADIZ and no
PROCEDURES additional security risk is evident.
TERMINAL NOTE-
Specific operations may be exempted, waivered, or
a. Verify, by direct observation or pilot confirma‐ verbally granted by the appropriate authority establishing
tion, IFR and VFR flight operations entering, exiting, the ADIZ.

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9-2-11. LAW ENFORCEMENT OPERATIONS BY REFERENCE-

CIVIL AND MILITARY ORGANIZATIONS FAAO 7110.67, Special Aircraft Operations by Law Enforcement/
Military Organizations.
a. Law enforcement alerts. NOTE-
As specified in para 2-1-4, Operational Priority, priority
1. Aircraft lookouts shall not be distributed of handling for aircraft operating with coded identifiers
outside the FAA. will be the same as that afforded to SAR aircraft performing
REFERENCE- a SAR mission.
FAAO 1600.29, Law Enforcement Alert Message System.
FAAO 7210.3, Cooperation With Law Enforcement Agencies, c. Assistance to law enforcement aircraft opera‐
Para2-7-7. tions.
2. Stolen aircraft alerts, including stolen aircraft
summaries, may be distributed outside the FAA to: 1. Provide the maximum assistance possible to
airport offices, air carriers, fixed base operators, and law enforcement aircraft, when requested, in helping
law enforcement agencies. them locate suspect aircraft.

3. Upon receipt of knowledge concerning an 2. Communicate with law enforcement aircraft,

aircraft for which a current law enforcement alert when possible and if requested, on a frequency not
message is held, do the following: paired with your normal communications frequen‐
cies.
(a) Forward any information on the aircraft to
El Paso Intelligence Center (EPIC) and the requester 3. Do not allow assistance to law enforcement
when specified in the message. aircraft to violate any required separation minima.
(b) Immediately notify the cognizant Trans‐ 4. Do not assist VFR law enforcement aircraft in
portation Security Administration office by the most any way that will create a situation which, in your
rapid means. judgment, places the aircraft in unsafe proximity to
terrain or other aircraft.
(c) DO NOT TAKE ANY OTHER ACTION
AFFECTING THE AIRCRAFT, CARGO, CREW,
OR PASSENGERS NOT NORMALLY RELATED 9-2-12. MILITARY AERIAL REFUELING
TO JOB RESPONSIBILITIES.
Authorize aircraft to conduct aerial refueling along
b. Special law enforcement operations.
published or special tracks at their flight plan altitude,
1. Special law enforcement operations include unless otherwise requested.
inflight identification, surveillance, interdiction and
PHRASEOLOGY-
pursuit activities performed in accordance with CLEARED TO CONDUCT REFUELING ALONG
official civil and/or military mission responsibilities. (number) TRACK,
2. To facilitate accomplishment of these special
 or
missions, exemptions from specified parts of Title 14
of the Code of Federal Regulations have been granted FROM (fix) TO (fix),
to designated departments and agencies. However, it
is each organization's responsibility to apprise ATC and
of their intent to operate under an authorized
exemption before initiating actual operations. MAINTAIN REFUELING LEVEL (altitude),
REFERENCE-
FAAO 7210.3, Authorizations and Exemptions from Title 14, Code of  or
Federal Regulations (14 CFR), Para 18-3-1.
MAINTAIN (altitude),
3. Additionally, some departments and agencies
that perform special missions have been assigned  or
coded identifiers to permit them to apprise ATC of
ongoing mission activities and solicit special air COMMENCING AT (altitude), DESCENDING TO
traffic assistance. (altitude).

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NOTE-
1. During aerial refueling, tanker aircraft are responsible 3. Upon rendezvous completion, the tanker shall keep
for receiver aircraft communication with ATC and for their receiver aircraft within 3 miles of the tanker until MARSA
navigation along the track. is terminated.

2. Aerial refueling airspace is not sterilized airspace and

d. After MARSA has been declared, you should
other aircraft may transit this airspace provided vertical or avoid issuing course or altitude changes prior to
lateral separation is provided from refueling aircraft. rendezvous.
NOTE-
3. MARSA begins between the tanker and receiver when Altitude or course changes issued will automatically void
the tanker and receiver(s) have entered the air refueling MARSA.
airspace and the tanker advises ATC that he/she is
accepting MARSA. e. Do not use the altitude vacated during the
refueling operation until the refueling aircraft has
4. MARSA ends between the tanker and receiver when the reported reaching the next IFR altitude.
tanker advises ATC that the tanker and receiver aircraft are
REFERENCE-
vertically positioned within the air refueling airspace and FAAO 7110.65, Exceptions, Para 6-6-2.
ATC advises MARSA is terminated.
f. Approve requests by the tanker pilot for vectors
REFERENCE-
FAAO 7110.65, Use of MARSA, Para 2-1-11. or alternative routes or altitudes as follows:
FAAO 7110.65, Additional Separation for Formation Flights,
Para5-5-8. 1. Furnish vectors or alternative altitudes at any
FAAO 7610.4, Chapter 10, Aerial Refueling. time.
a. Provide radar assistance to the rendezvous for 2. Furnish nonradar routes only after the
participating aircraft: refueling aircraft have passed the ARCP.
1. When requested, and NOTE-
1. To meet a training requirement that aerial refueling be
2. By providing vertical separation prior to accomplished in a nonradar environment, the military has
MARSA declaration. requested that vectors be furnished only upon request.
b. Do not request receiver aircraft that have been
2. The tanker commander is responsible for coordinating
cleared to conduct air refueling and have departed the
all inflight requests with other aircraft in the refueling
ARIP to: mission before submission of such requests to the center.
1. Make code changes when less than 5 miles
from the tanker. 3. Normally, aircraft conducting aerial refueling
operations will utilize at least three consecutive altitudes.
2. Squawk standby when less than 1 mile or g. Unless a vector or alternative route has been
more than 3 miles from the tanker. furnished, clear the aircraft to depart the refueling
NOTE- track at a navigational reference point or egress fix.
Requests for receiver aircraft to make code changes during
air refueling diverts the receiver pilot's attention during a h. Request an aircraft to report the ARIP, ARCP, or
critical phase of flight. egress fix as necessary.
c. When issuing an initial air refueling clearance, PHRASEOLOGY-
you may request a receiver to squawk standby when REPORT:
the receiver reaches a point 3 miles from the tanker.
A-R-I-P,
NOTE-
1. Receiver aircraft will squawk normal when separation  or
from the tanker is greater than 3 miles.
A-R-C-P,
2. Once rendezvous is completed, heading and altitude
assignments may be made with the tanker concurrence with  or
MARSA remaining in effect.
EGRESS FIX.

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i. Expect the following procedures in addition to NOTE-

those required by the appropriate parts of Title 14 of The primary method described to provide separation
the Code of Federal Regulations in the event of between two supersonic aircraft is to descend the aircraft
two‐way communications failure: at the lower FL and provide vertical separation since the
aircraft at the higher FL may not be able to climb rapidly
1. The tanker will depart the track from the enough to establish the required separation. Another
highest altitude in the block. aspect which should be considered is that supersonic
aircraft during turns, either programmed or as the result of
2. The receiver will depart the track from the vectors, will lose a few thousand feet. Vectoring supersonic
aircraft seriously affects the range and mission objectives.
lowest altitude in the block.
Radar separation is the preferred method of separating a
3. Aircraft will squawk 7600 for at least subsonic aircraft both from another subsonic aircraft or
from a supersonic aircraft.
2minutes prior to departing the track.
REFERENCE- 1. Para 4-5-1, Vertical Separation Min‐
FAAO 7110.65, Military Operations Above FL 600, Para 9-2-13. ima: 5,000 feet.

NOTE-
9-2-13. MILITARY OPERATIONS ABOVE FL600 1. The security requirements of the military services
preclude the transmission of actual altitude information on
Control aircraft operating above FL 600 using the the air/ground or landline circuits. A classified document
following procedures: detailing the plan for ascertaining altitude codes for the
day should be readily available to the controllers at their
a. Flight plans involving supersonic flight are positions of operation.
required 16 hours in advance of proposed departure
times for processing and approval by the ARTCCs 2. Pilots will report their altitude, using the coded plan,
concerned. The originating ARTCC, where the flight and intended flight profile on initial contact with each
ARTCC.
plan is first filed, may waive the 16-hour advance
filing requirement. 2. Para 6-5-4, Minima Along Other Than
Established Airways or Routes: Protect the airspace
b. The route of flight shall be defined by at least
25 miles either side of the route centerline. For turns
one high altitude fix within each ARTCC area
by supersonic aircraft, protect the airspace 75 miles
without regard to the distance between fixes.
on the overflown side and 25 miles on the other side.
Additionally, the entry and exit points of turns of
For turns by subsonic aircraft, protect the airspace
90degrees or more will be designated.
34miles on the overflown side and 25 miles on the
c. Elapsed times from takeoff to the first fix in each other side.
ARTCC area shall be included in the route of flight. REFERENCE-
FAAO 7110.65, Abbreviated Departure Clearance, Para 4-3-3.
d. The ARTCC which originates the flight plan
shall forward departure times to all ARTCCs
responsible for processing the flight plan.
9-2-14. MILITARY SPECIAL USE
e. Approval of the flight plan indicates approval of FREQUENCIES
both route and flight levels (if stated) including
operations below FL 600 (aerial refueling). a. Assign special use frequency to:
PHRASEOLOGY- NOTE-
CLEARED AS FILED VIA ROUTE AND FLIGHT Special use frequencies are assigned to ARTCCs in such a
LEVELS. manner that adjacent ARTCCs will not have the same
REFERENCE-
frequency. They are to be used within the ARTCC area
FAAO 7110.65, Military Aerial Refueling, Para 9-2-12. jurisdiction from the established FL base of the high
altitude sectors and above. Each high altitude sector
f. Separation. Use the following as minima in lieu should have the capability to use the special use frequency
of the corresponding type of separation prescribed in: on a shared basis.

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1. USAF, U.S. Navy, and Air National Guard b. Inform pilots when an airfield of intended
(ANG) single‐pilot jet aircraft formations operating landing lies within a reported or forecasted area of
at night or in instrument weather conditions. hazardous radiation and request the pilot to advise
Formations of five or more USAF aircraft deploying his/her intentions.
either to a continental U.S. staging base or nonstop to
an overseas location are authorized to use special use 9-2-16. SAMP
frequencies at any time. Normally these deployments
will be conducted within an altitude reservation. Provide special handling to U.S. Government and
military aircraft engaged in aerial sampling missions
2. U-2 and B-57 (pressure suit flights) aircraft (atmosphere sampling for nuclear, chemical, or
at all altitudes/FLs except where terminal operations hazardous material contamination). Honor inflight
require the assignment of other frequencies. clearance requests for altitude and route changes to
NOTE- the maximum extent possible. Other IFR aircraft may
Aerial refueling operations may require that aircraft leave be recleared so that requests by SAMPLER aircraft
the special use frequency for communications with the are honored. Separation standards as outlined in this
tanker. This will occur when the receiver is approximately order shall be applied in all cases.
200 miles from the ARCP. The tanker aircraft will remain REFERENCE-
on the ARTCC assigned frequency and will relay FAAO 7110.65, Operational Priority, Para 2-1-4.
clearances to the receiver as required. An alternate means FAAO 7110.65, Aircraft Identification, Para 2-4-20.
of communications between the tanker and receiver is HF FAAO 7610.4, Avoidance of Hazardous Radiation Areas, Para 4-4-4.
radio.
9-2-17. AWACS/NORAD SPECIAL FLIGHTS
3. All aircraft during supersonic flight.
Do not delay E-3 AWACS aircraft identified as
NOTE-
“AWACS/NORAD Special” flights. The following
Pilots are expected to request assignment of the special use
frequency in the remarks section of the flight plan or before
control actions are acceptable while expediting these
entering supersonic flight. B-57 aircraft engaged in aircraft to the destination orbit.
pressure suit operations will use the static call sign KITE a. En route altitude changes +/– 2,000 feet from the
and flights will normally be conducted from Dover, requested flight level.
Eielson, Ellington, Hickman, Howard, Kirtland, and
McClellan Air Force Bases. b. Radar vectors or minor route changes that do
not impede progress towards the destination orbit.
4. E-3A AWACS mission crews when opera‐
tions are being conducted as an MRU in accordance NOTE-
with appropriate letters of agreement. NORAD has a requirement to position E-3 AWACS aircraft
at selected locations on a time‐critical basis. To the extent
b. The special use frequency may be assigned as possible these flights will utilize routes to the destination
“backup” for the high‐altitude sector when direct orbit that have been precoordinated with the impacted ATC
communications are essential because of a potential facilities. To identify these flights, the words
emergency control situation. “AWACS/NORAD SPECIAL” will be included as the first
item in the remarks section of the flight plan.
c. Do not assign the special use frequency to the
aircraft in subpara a1 above, when they will operate 9-2-18. WEATHER RECONNAISSANCE
in airspace assigned for special military operations. FLIGHTS
TEAL and NOAA mission aircraft fly reconnais‐
9-2-15. AVOIDANCE OF AREAS OF NUCLEAR sance flights to gather meteorological data on winter
RADIATION storms, (NWSOP missions), hurricanes and tropical
cyclones (NHOP missions). The routes and timing of
a. Advise pilots whenever their proposed flight
these flights are determined by movement of the
path will traverse a reported or forecasted area of
storm areas and not by traffic flows.
hazardous radiation and reroute the aircraft when
requested by the pilot. a. When a dropsonde release time is received from
REFERENCE-
a TEAL or NOAA mission aircraft, workload and
FAAO 7610.4, Avoidance of Hazardous Radiation Areas, Para 4-4-4. priorities permitting, controllers shall advise the

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mission aircraft of any traffic estimated to pass  2. Lateral deviations from the route centerline will not
through the area of the drop at altitudes below that of normally exceed 12 miles. Altitude variations shall not
the mission aircraft. This traffic advisory shall exceed plus or minus 1,000 feet of the assigned flight level;
include: i.e., confined within a 2,000 foot block.

1. Altitude. a. Specific route segment on which the maneuver

will take place.
2. Direction of flight.
b. Distance of maximum route deviation from the
3. ETA at the point closest to drop area (or at the centerline in miles.
fix/intersection where drop will occur).
c. Altitude.
NOTE-
A dropsonde is a 14-inch long cardboard cylinder about PHRASEOLOGY-
2.75 inches in diameter, that weighs approximately CLEARED TO CONDUCT EVASIVE ACTION
14ounces (400 grams), and has a parachute attached. MANEUVER FROM (fix) TO (fix),
When released from the aircraft it will fall at a rate of
approximately 2,500 feet per minute. Controllers should  and
recognize that a dropsonde released at FL 310 will be a
factor for traffic at FL 210 four minutes later. It is the (number of miles) EITHER SIDE OF CENTERLINE,
aircraft commanders responsibility to delay release of
dropsondes if traffic is a factor. Aircraft commanders will  and
delay release of dropsondes based solely upon traffic as
issued by ATC. MAINTAIN (altitude) THROUGH (altitude),

b. When advised that an airborne TEAL or NOAA  and

aircraft is requesting a clearance via CARCAH, issue
the clearance in accordance with Chapter 4, IFR, COMPLETE MANEUVER AT (fix) AT (altitude).
Section 2, Clearances.
REFERENCE- 9-2-20. NONSTANDARD FORMATION/CELL
FAAO 7110.65, Clearance Items, Para 4-2-1.
OPERATIONS
FAAO 7110.65, Clearance Prefix, Para 4-2-2.
FAAO 7110.65, Delivery Instructions, Para 4-2-3.
Occasionally the military is required to operate in a
c. If a TEAL or NOAA mission aircraft must be nonstandard cell formation and controllers should be
contacted but is out of VHF, UHF, and HF radio knowledgeable of the various tactics employed and
range, advise the supervisory traffic management the procedures used.
coordinator-in-charge.
REFERENCE-
REFERENCE- FAAO 7610.4, Chapter 12, Section 12, Formation Flight.
FAAO 7210.3, Weather Reconnaissance Flights, Para 5-3-6.
FAAO 7110.65, Operational Priority, Para 2-1-4. a. Formation leaders are responsible for obtaining
ATC approval to conduct nonstandard formation/cell
operations.
9-2-19. EVASIVE ACTION MANEUVER
b. When nonstandard formation/cell operations
Approve a pilot request to conduct an evasive action
have been approved, controllers shall assign
maneuver only on the basis of a permissible traffic
sufficient altitudes to allow intra‐cell vertical spacing
situation. Specify the following items, as necessary,
of 500 feet between each aircraft in the formation.
when issuing approval:
NOTE- c. Control nonstandard formation/cell operations
The “evasive action” maneuver is performed by a on the basis that MARSA is applicable between the
bomber/fighter bomber aircraft at or above FL 250 along participating aircraft until they establish approved
a 60 NM long segment of the flight plan route overlying a separation which is acknowledged by ATC.
RBS or other site and includes:
 1. Flying a zigzag pattern on both the left and right side d. Apply standard separation criteria between the
of the flight plan route centerline. Altitude deviations are approved nonstandard formation/cell envelope and
made in conjunction with the lateral maneuvering. nonparticipating aircraft.

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e. Clear aircraft operating in a nonstandard 1. OPEN SKIES Treaty flights transiting SUA
formation/cell to the breakup fix as the clearance will be handled in the following manner:
limit. Forward data pertaining to route or altitude
beyond the breakup point to the center concerned as (a) The ATC facility controlling the OPEN
a part of the routine flight plan information. SKIES flight shall advise the using/scheduling
agency or appropriate ATC facility when the OPEN
f. EN ROUTE. If the breakup occurs in your area,
SKIES aircraft is fifteen (15) minutes from the SUA
issue appropriate clearances to authorize transition
boundary; and
from formation to individual routes or altitudes. If a
breakup cannot be approved, issue an appropriate
(1) For SUA that has an ATC facility
clearance for the flight to continue as a formation.
providing services to the area, provide standard
separation. If the ATC facility is unable to provide
9-2-21. OPEN SKIES TREATY AIRCRAFT standard separation from the activities in the SUA,
a. OPEN SKIES aircraft will be identified by the the using agency must confirm that all operations in
call sign “OSY” (OPEN SKIES) followed by two the SUA have ceased.
digits and a one-letter mission suffix.
EXAMPLE-
(2) For SUA not associated with an ATC
OSY12D facility, the using/scheduling agency must return the
Mission suffixes: SUA to the controlling agency and confirm that all
*F = Observation Flights (Priority). operations in the SUA have ceased.
*D = Demonstration Flights (Priority).
*T = Transit Flights (Nonpriority). (b) If the controlling facility/using agency is
NOTE- unable to confirm that all conflicting activities in the
1. Observation/Demonstration flights are conducted SUA have ceased, the OPEN SKIES aircraft shall not
under rigid guidelines outlined in the Treaty of OPEN be permitted access to the SUA.
SKIES that govern sensor usage, maximum flight
distances, altitudes and priorities. 2. Return SUA to the using agency, if
2. Transit flights are for the sole purpose of moving an appropriate, within fifteen (15) minutes after the
OPEN SKIES aircraft from airport to airport in OPEN SKIES aircraft clears the SUA.
preparation for an actual OPEN SKIES “F” or “D”
mission.
d. Clear the aircraft according to the filed flight
b. Provide priority and special handling to plan.
expedite the movement of an OPEN SKIES
observation or demonstration flight. 1. Do not ask the pilot to deviate from the
REFERENCE- planned action or route of flight except to preclude an
FAAO 7110.65, Operational Priority, Para 2-1-4n. emergency situation or other higher priority aircraft.
FAAO 7210.3, OPEN SKIES Treaty Aircraft, Para 5-3-7.
Treaty on OPEN SKIES, Treaty Document, 102-37.
2. Do not impose air traffic control delays
c. OPEN SKIES aircraft, while maintaining
except to preclude emergency situations or other
compliance with ATC procedures, shall have priority
higher priority aircraft.
over activities in Special Use Airspace (SUA) and
shall be allowed to transit such airspace as filed after NOTE-
appropriate and timely coordination has been If for reasons of flight safety the route or altitude must be
accomplished between the using agency and changed, return the aircraft to the filed flight plan route as
controlling agency. soon as practical.

9-2-10 Special Operations

2/16/06 7110.65R

Section 3. Special Use and ATC Assigned Airspace

9-3-1. APPLICATION least 500 feet (above FL 290-1000 feet) above/below

the upper/lower limit of the Prohibited/Restricted/
Apply the procedures in this section to aircraft Warning Area/MOA/ATCAA.
operating in proximity to special use or ATC assigned
airspace (ATCAA) unless the airspace is designated REFERENCE-
FAAO 7210.3, Prohibited/Restricted Areas, Para 2-1-17.
an Alert Area/Controlled Firing Area or one of the
following conditions exist: b. Provide radar separation of 3 miles (En route
Stage A/DARC, FL 600 and above - 6 miles) from the
NOTE-
special use airspace peripheral boundary.
These procedures are not applicable to Alert Areas or
Controlled Firing Areas. c. Clear aircraft on airways or routes whose widths
REFERENCE- or protected airspace do not overlap the peripheral
P/CG Term- Special Use Airspace. boundary.
a. The pilot informs you that permission has been
d. Exception.Some Prohibited/Restricted/Warn‐
obtained from the using agency to operate in the
ing Areas are established for security reasons or to
airspace.
contain hazardous activities not involving aircraft
b. The using agency informs you they have given operations. Where facility management has identi‐
permission for the aircraft to operate in the airspace. fied these areas as outlined in FAAO7210.3, Facility
Operation and Administration, vector aircraft to
NOTE-
remain clear of the peripheral boundary.
Using agency permission may be relayed to the pilot.
NOTE-
c. The Restricted/Warning Area, MOA, or Nonparticipating aircraft refers to those aircraft for which
ATCAA has been released to the controlling agency. you have separation responsibility and which have not
d. The aircraft is on an approved ALTRV, unless been authorized by the using agency to operate in/through
the special use airspace or ATCAA in question.
the airspace area in question is an ATCAA.
NOTE-
Mission project officers are responsible for obtaining 9-3-3. VFR‐ON‐TOP
approval for ALTRV operations within Prohibited/ If the aircraft's route, track, or altitude may cause it
Restricted/Warning Areas and MOAs.
to enter an active Prohibited/Restricted/Warning
REFERENCE- Area, MOA, or ATCAA:
FAAO 7110.65, Transiting Active SUA/ATCAA, Para 9-3-4.

e. Operations in special use airspace located in a. Inform the pilot to conduct flight “VFR-on-
offshore/oceanic airspace will be conducted in top” at least 500 feet above the upper limit or lower
accordance with the procedures in Chapter 8, limit of the airspace (subject to para 7-3-1,
Offshore/Oceanic Procedures. VFR-on-top); or
PHRASEOLOGY-
MAINTAIN VFR‐ON‐TOP AT LEAST 500 FEET
9-3-2. SEPARATION MINIMA ABOVE/BELOW (upper/lower limit of airspace) ACROSS
Unless clearance of nonparticipating aircraft in/ (name or number of airspace) BETWEEN (fix) AND (fix);
through/adjacent to a Prohibited/Restricted/Warning
and if the airspace is an ATCAA,
Area/MOA/ATCAA is provided for in a Letter of
Agreement (LOA) or Letter of Procedure (LOP), (name of ATCAA) IS ATC ASSIGNED AIRSPACE.
separate nonparticipating aircraft from active special
REFERENCE-
use airspace by the following minima: FAAO 7110.65, Class A Airspace Restrictions, Para 7-1-1.

a. Assign an altitude consistent with para 4-5-2, b. Clear the aircraft via a routing which provides
Flight Direction, and 4-5-3, Exceptions, which is at approved separation from the airspace.

Special Use and ATC Assigned Airspace 9-3-1

7110.65R 2/16/06

c. Exception: Some Prohibited/Restricted Areas a. Comply with the instruction/clearances issued

are established for security reasons or to contain by the Using Agency and provide the applicable
hazardous activities not involving aircraft operations. separation minima between aircraft when two or
The addition of 500 (or 1,000) feet to the upper/lower more aircraft are transiting the area; or
limit of these Prohibited/Restricted Areas is not NOTE-
required if the areas have been identified by facility Some Using Agencies are also air traffic control facilities.
management.
b. If unable to comply with instructions/clear‐
REFERENCE-
FAAO 7210.3, Prohibited/Restricted Areas, Para 2-1-17.
ances, clear the aircraft in accordance with
para9-3-2, Separation Minima.
9-3-4. TRANSITING ACTIVE SUA/ATCAA NOTE-
The FAA has no jurisdictional authority over the use of
If a LOA/LOP has been coordinated with the Using nonjoint use prohibited/restricted/warning area airspace;
Agency and permission has been granted to transit the therefore, clearance cannot be issued for flight therein
area: without the appropriate approval.

9-3-2 Special Use and ATC Assigned Airspace

2/16/06 7110.65R

Section 4. Fuel Dumping

9-4-1. INFORMATION REQUIREMENTS 2. 2,000 feet below it.

When information is received that an aircraft plans to 3. 5 miles radar.
dump fuel, determine the route and altitude it will fly
and the weather conditions in which the operation 4. 5 miles laterally.
will be conducted.
b. VFR radar‐identified aircraft by 5 miles and in
9-4-2. ROUTING accordance with para 5-6-1, Application.

Except when it is dumping fuel for emergency

reasons, an aircraft in either VFR or IFR conditions 9-4-5. INFORMATION DISSEMINATION
may be requested to fly a different route.
a. If you are in contact with an aircraft when it
9-4-3. ALTITUDE ASSIGNMENT starts dumping fuel, inform other controllers and
facilities which might be concerned. Facilities
If an aircraft is dumping fuel in IFR conditions, assign concerned shall broadcast an advisory on appropriate
an altitude at least 2,000 feet above the highest radio frequencies at 3-minute intervals until the
obstacle within 5 miles of the route or pattern being dumping stops.
flown.
PHRASEOLOGY-
ATTENTION ALL AIRCRAFT.
9-4-4. SEPARATION MINIMA
FUEL DUMPING IN PROGRESS OVER (location) AT
Separate known aircraft from the aircraft dumping (altitude) BY (type aircraft) (flight direction).
fuel as follows:
b. Broadcast a terminating advisory when the fuel
a. IFR aircraft by one of the following: dumping operation is completed.
1. 1,000 feet above it; or in accordance with PHRASEOLOGY-
para4-5-1, Vertical Separation Minima, whichever ATTENTION ALL AIRCRAFT.
is greater. FUEL DUMPING OVER (location) TERMINATED.

Fuel Dumping 9-4-1

2/16/06 7110.65R

Section 5. Jettisoning of External Stores

9-5-1. JETTISONING OF EXTERNAL STORES 2. FAA and Headquarters, USAF, have agreed to allow
FAA facilities to vector USAF, Air Force Reserve, and Air
At locations where a drop area has been established National Guard aircraft for jettisoning of all external
for radar assistance in jettisoning of external stores, stores; i.e., tip tanks, JATO racks, special weapons, etc.
provide vectoring service upon request to: Any similar vectoring service given to civil operators and
civil aircraft companies operating Air Force type aircraft
NOTE- requires written agreement between the FAA and the user
1. Where required, a mutually satisfactory drop area for to relieve the FAA of possible liability. The regional
the jettisoning of external stores will be determined by counsel's office acts for FAA in executing this agreement.
radar‐equipped towers and centers in cooperation with the a. USAF, ANG, and Air Force Reserve aircraft at
local USAF units, Air Division, or civil operators and civil any time.
aircraft companies concerned.
b. Civil operators and civil aircraft when a written
agreement is in effect for your location.

Jettisoning of External Stores 9-5-1

2/16/06 7110.65R

Section 6. Unmanned Free Balloons

9-6-1. APPLICATION attempted by communication with the “chase plane,”

telephone contact with the operator, pilot, or ground
FIG 9-6-1
observation reports.
Shapes of 11 Million Cubic Feet Balloon
at Various Altitudes NOTE-
Some operators have equipped their balloons with
transponder beacons in addition to a radar reflection
device or material required by 14 CFR Section 101.35, but
at cruise altitude, the balloon's communications equipment
and transponder, if so equipped, are operated
intermittently to conserve battery energy.
c. With pilot concurrence, provide separation
between aircraft and balloons when you are satisfied
that the balloon information is sufficiently reliable to
provide the service. Do not attempt to separate
aircraft from the balloon by using vertical separation
unless you have accurate balloon altitude informa‐
tion.
d. Provide traffic advisories to all affected aircraft
during initial contact specifying the balloon's known
or estimated position, direction of movement, and
altitude as “unknown” or “reported,” as appropriate.
Apply the following procedures, as appropriate,
when unmanned free balloons are within airspace for NOTE-
which you have control jurisdiction: Unless ATC requires otherwise, operators of unmanned
free balloons are required to monitor the course of the
NOTE- balloon and record its position at least every two hours. As
These procedures apply to unmanned free balloons that required in 14 CFR Section 101.39a, balloon position
carry payloads as described in 14 CFR Sec‐ reports are not forwarded by the operator unless requested
tion101.1(a)(4). Payloads may weigh several hun‐ by ATC.
dredpounds and the physical shape of the balloons change PHRASEOLOGY-
at various altitudes/flight levels. (See FIG 9-6-1.) Balloon UNMANNED FREE BALLOON OVER (name of location),
and payload ascend at an average rate of 400 feet a minute.
Over the descent area, the payload is normally released  or
from the balloon and descends by parachute at a minimum
rate of 1,000 feet a minute. The balloon is normally ESTIMATED OVER (name of location), MOVING
deflated automatically when the payload is released. The (direction of movement).
operator is required to advise ATC 1 hour in advance of
descent in accordance with 14 CFR Section101.39. LAST REPORTED ALTITUDE AT (altitude as reported by
a. Post the balloon flight on flight progress strips the operator or determined from pilot report),
along the planned trajectory and revise routing as
tracking/position reports require.  or

NOTE- ALTITUDE UNKNOWN.

The prelaunch notice information should be posted on
flight progress strips for planning and operational e. To transfer flight following responsibility of
purposes. balloons between facilities or between controllers,
forward the following information when available:
b. Radar flight follow balloons to the extent that
REFERENCE-
equipment capabilities permit. If radar flight 14 CFR Section 101.37, Notice Requirements.
following is not possible, tracking should be 14 CFR Section 101.39, Balloon Position Reports.

Unmanned Free Balloons 9-6-1

7110.65R 2/16/06

1. Identification and type; e.g., Flight 804 d. If radar contact with the balloon is lost,
Balloon. broadcast an advisory to all aircraft operating in the
airspace affected by the derelict balloon at 10-minute
2. Last known position and altitude.
intervals continuing until the derelict balloon is no
3. General direction of movement and speed. longer a factor.
4. ETA over facility boundary, sector boundary, PHRASEOLOGY-
or other point if believed to be reasonably accurate. ADVISORY TO ALL AIRCRAFT.
5. Other pertinent information. DERELICT BALLOON REPORTED IN THE VICINITY
6. If in radar contact, physically point out the OF (location),
target to the receiving controller.
 or
7. The name and the telephone number of the
location where tracking is being accomplished. ESTIMATED IN VICINITY OF (location),
REFERENCE-
FAAO 7110.65, Derelict Balloons, Para 9-6-2.  or

9-6-2. DERELICT BALLOONS REPORTED OVER (location),

Balloons become derelict when a moored balloon  or

slips its mooring and becomes a hazard to air
navigation or when an unmanned free balloon flight RADAR REPORTED OVER (location).
cannot be terminated as planned. When this occurs:
LAST REPORTED ALTITUDE/FLIGHT LEVEL AT
a. In the case of a moored balloon which has (altitude/flight level as reported by operator or pilot
slipped its moorings, issue traffic advisories. report),
b. In the case of an unmanned free balloon, flight  or
follow the balloon and, to the extent possible, provide
aircraft under your control separation from the ALTITUDE/FLIGHT LEVEL UNKNOWN.
balloon.
e. Transfer flight following responsibility as
c. Forward balloon position information received outlined in para 9-6-1, Application, subpara e.
from pilot reports or derived from radar returns to REFERENCE-
your supervisor for further dissemination. FAAO 7210.3, Derelict Balloons/Objects, Para 18-6-2.

9-6-2 Unmanned Free Balloons

2/16/06 7110.65R

Section 7. Parachute Operations

9-7-1. COORDINATION b. Issue advisory information to the jump aircraft

and to nonparticipating aircraft as necessary for the
Coordinate any pertinent information prior to and at
safe conduct of the jump operation.
the end of each parachute jump or series of jumps
which begins or ends in your area of jurisdiction with
other affected ATC facilities/sectors. 9-7-4. OTHER CONTROL AIRSPACE

NOTE- Handle notifications to conduct jump operations in

14 CFR Section 105.15 prescribes the information other Class E airspace as follows:
required from each person requesting authorization or
submitting notification for nonemergency parachute
a. Issue a traffic advisory to the jump aircraft
jumping activity. before the jump. Include aircraft type, altitude, and
direction of flight of all known traffic which will
REFERENCE-
FAAO 7210.3, Nonemergency Parachute Jump Operations, transit the airspace within which the jump will be
Para18-5-1. conducted.
14 CFR Part 105, Parachute Operations.
NOTE-
14 CFR Section 105.13, Radio Equipment and Use
9-7-2. CLASS A, CLASS B, AND CLASS C Requirements, prescribes that, except when otherwise
AIRSPACE
authorized by ATC, parachute jumping is not allowed in or
a. Authorize parachute operations only within into Class E airspace unless radio communications have
airspace designated for the jumping activity. been established between the aircraft and the FAA ATC
facility having jurisdiction over the affected airspace of the
b. Separate aircraft, other than those participating first intended exit altitude at least 5 minutes before the
in the jump operation, from the airspace authorized jumping activity is to begin for the purpose of receiving
for the jumping activity. information in the aircraft about known air traffic in the
vicinity of the jump aircraft.
c. Impose, as necessary, any conditions and
restrictions which in your judgment would promote b. Issue advisories to all known aircraft which will
the safety of the operation. transit the airspace within which the jump operations
will be conducted. Advisories shall consist of the
REFERENCE-
14 CFR Section 105.25, Parachute Operations in Designated Airspace.
location, time, duration, and altitude from which the
jump will be made.
9-7-3. CLASS D AIRSPACE c. When time or numbers of aircraft make
individual transmissions impractical, advisories to
TERMINAL
nonparticipating aircraft may be broadcast on
Handle requests to conduct jump operations in or into appropriate control frequencies, or when available,
Class D airspace in which there is a functioning the ATIS broadcast.
control tower as follows:
d. When requested by the pilot and to the extent
a. Authorize parachute jumping with respect to possible, assist nonparticipating aircraft to avoid the
known or observed traffic. airspace within which the jump will be conducted.

Parachute Operations 9-7-1

2/16/06 7110.65R

Section 8. Unidentified Flying Object (UFO) Reports

9-8-1. GENERAL Sciences (NIDS), the National UFO Reporting

Center, etc.
a. Persons wanting to report UFO/Unexplained
Phenomena activity should contact an UFO/ b. If concern is expressed that life or property
Unexplained Phenomena Reporting Data Collection might be endangered, report the activity to the local
Center, such as the National Institute for Discovery law enforcement department.

Unidentified Flying Object (UFO) Reports 9-8-1

2/16/06 7110.65R

Chapter 10. Emergencies
Section 1. General

10-1-1. EMERGENCY DETERMINATIONS 10-1-4. RESPONSIBILITY

a. If you are in communication with an aircraft in
a. An emergency can be either a Distress or an
distress, handle the emergency and coordinate and
Urgency condition as defined in the “Pilot/Controller
direct the activities of assisting facilities. Transfer
Glossary.”
this responsibility to another facility only when you
b. A pilot who encounters a Distress condition feel better handling of the emergency will result.
should declare an emergency by beginning the initial b. When you receive information about an aircraft
communication with the word “Mayday,” preferably in distress, forward detailed data to the center in
repeated three times. For an Urgency condition, the whose area the emergency exists.
word “Pan‐Pan” should be used in the same manner. NOTE-
1. Centers serve as the central points for collecting
c. If the words “Mayday” or “Pan‐Pan” are not information, for coordinating with SAR, and for
used and you are in doubt that a situation constitutes conducting a communications search by distributing any
an emergency or potential emergency, handle it as necessary ALNOTs concerning:
though it were an emergency. a. Overdue or missing IFR aircraft.
b. Aircraft in an emergency situation occurring in their
d. Because of the infinite variety of possible respective area.
emergency situations, specific procedures cannot be c. Aircraft on a combination VFR/IFR or an airfiled
prescribed. However, when you believe an emer‐ IFR flight plan and 30 minutes have passed since the pilot
gency exists or is imminent, select and pursue a requested IFR clearance and neither communication nor
course of action which appears to be most appropriate radar contact can be established with it. For SAR purposes,
under the circumstances and which most nearly these aircraft are treated the same as IFR aircraft.
conforms to the instructions in this manual. d. Overdue or missing aircraft which have been
authorized to operate in accordance with special VFR
REFERENCE- clearances.
FAAO 7110.65, IFR Military Training Routes, Para 9-2-7.
2. Notifying the center about a VFR aircraft emergency
allows provision of IFR separation if considered necessary.
10-1-2. OBTAINING INFORMATION REFERENCE-
FAAO 7110.65, Emergency Situations, Para 10-2-5.
Obtain enough information to handle the emergency 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.
intelligently. Base your decision as to what type of
assistance is needed on information and requests c. If the aircraft involved is operated by a foreign
received from the pilot because he/she is authorized air carrier, notify the center serving the departure or
by 14 CFR Part 91 to determine a course of action. destination point, when either point is within the U.S.,
for relay to the operator of the aircraft.
d. The ARTCC shall be responsible for receiving
10-1-3. PROVIDING ASSISTANCE and relaying all pertinent ELT signal information to
the appropriate authorities.
Provide maximum assistance to aircraft in distress.
REFERENCE-
Enlist the services of available radar facilities and DF FAAO 7110.65, Emergency Locator Transmitter (ELT) Signals,
facilities operated by the FAA, the military services, Para10-2-10.
and the Federal Communications Commission, as e. When consideration is given to the need to
well as their emergency services and facilities, when escort an aircraft in distress, evaluate the close
the pilot requests or when you deem necessary. formation required by both aircraft. Special consider‐
REFERENCE-
ation should be given if the maneuver takes the
FAAO 7110.65, Operational Priority, Para 2-1-4. aircraft through the clouds.

General 10-1-1
7110.65R 2/16/06

f. Before a determination is made to have an REFERENCE-

FAAO 7210.3, Chapter 19, Temporary Flight Restrictions.
aircraft in distress be escorted by another aircraft, ask 14 CFR Section 91.137, Temporary Flight Restrictions.
the pilots if they are familiar with and capable of
formation flight. b. Workload permitting, monitor the progress of
1. Do not allow aircraft to join up in formation emergency vehicles responding to a situation. If
during emergency conditions, unless: necessary, provide available information to assist
responders in finding the accident/incident scene.
(a) The pilots involved are familiar with and
capable of formation flight.
(b) They can communicate with one another,
and have visual contact with each other. 10-1-7. INFLIGHT EMERGENCIES INVOLVING
MILITARY FIGHTER‐TYPE AIRCRAFT
2. If there is a need for aircraft that are not
designated as search and rescue aircraft to get closer
to one another than radar separation standards allow, a. The design and complexity of military
the maneuver shall be accomplished, visually, by the fighter‐type aircraft places an extremely high
aircraft involved. workload on the pilot during an inflight emergency.
The pilot's full attention is required to maintain
10-1-5. COORDINATION control of the aircraft. Therefore, radio frequency and
transponder code changes should be avoided and
Coordinate efforts to the extent possible to assist any radio transmissions held to a minimum, especially
aircraft believed overdue, lost, or in emergency when the aircraft experiencing the emergency is at
status. low altitude.

10-1-6. AIRPORT GROUND EMERGENCY b. Pilots of military fighter-type aircraft, nor‐

TERMINAL mally single engine, experiencing or anticipating loss
of engine power or control may execute a flameout
a. When an emergency occurs on the airport pattern in an emergency situation. Circumstances
proper, control other air and ground traffic to avoid may dictate that the pilot, depending on the position
conflicts in the area where the emergency is being and nature of the emergency, modify the pattern
handled. This also applies when routes within the based on actual emergency recovery requirements.
airport proper are required for movement of local
emergency equipment going to or from an emergency
which occurs outside the airport proper. c. Military airfields with an assigned flying
mission may conduct practice emergency ap‐
NOTE- proaches. Participating units maintain specific
Aircraft operated in proximity to accident or other
procedures for conducting these operations.
emergency or disaster locations may cause hindrances to
airborne and surface rescue or relief operations.
REFERENCE-
Congestion, distraction or other effects, such as wake FAAO 7110.65, Simulated Flameout (SFO) Approaches/Emergency
turbulence from nearby airplanes and helicopters, could Landing Pattern (ELP) Operations/Practice Precautionary Approaches,
prevent or delay proper execution of these operations. Para 3-10-13.

10-1-2 General
2/16/06 7110.65R

Section 2. Emergency Assistance

10-2-1. INFORMATION REQUIREMENTS 10-2-2. FREQUENCY CHANGES

a. Start assistance as soon as enough information Although 121.5 MHz and 243.0 MHz are emergency
has been obtained upon which to act. Information frequencies, it might be best to keep the aircraft on the
requirements will vary, depending on the existing initial contact frequency. Change frequencies only
situation. Minimum required information for inflight when there is a valid reason.
emergencies is:
10-2-3. AIRCRAFT ORIENTATION
NOTE-
In the event of an ELT signal see para 10-2-10, Emergency Orientate an aircraft by the means most appropriate
Locator Transmitter (ELT) Signals. to the circumstances. Recognized methods include:
1. Aircraft identification and type. a. Radar.

2. Nature of the emergency. b. DF.

c. NAVAIDs.
3. Pilot's desires.
d. Pilotage.
b. After initiating action, obtain the following
e. Sighting by other aircraft.
items or any other pertinent information from the
pilot or aircraft operator, as necessary:
10-2-4. ALTITUDE CHANGE FOR IMPROVED
NOTE- RECEPTION
Normally, do not request this information from military
fighter‐type aircraft that are at low altitudes (i.e. on When you consider it necessary and if weather and
approach, immediately after departure, on a low level circumstances permit, recommend that the aircraft
route, etc.). However, request the position of an aircraft maintain or increase altitude to improve communica‐
that is not visually sighted or displayed on radar if the tions, radar, or DF reception.
location is not given by the pilot. NOTE-
1. Aircraft altitude. Aircraft with high‐bypass turbofan engines (such as B747)
encountering volcanic ash clouds have experienced total
2. Fuel remaining in time. loss of power to all engines. Damage to engines due to
volcanic ash ingestion increases as engine power is
3. Pilot reported weather. increased, therefore, climb while in the ash cloud is to be
avoided where terrain permits.
4. Pilot capability for IFR flight. REFERENCE-
AIM, Flight Operations in Volcanic Ash, Para 7-5-9.
5. Time and place of last known position.
6. Heading since last known position. 10-2-5. EMERGENCY SITUATIONS
Consider that an aircraft emergency exists and inform
7. Airspeed.
the RCC or ARTCC and alert the appropriate DF
8. Navigation equipment capability. facility when:
NOTE-
9. NAVAID signals received. 1. USAF facilities are only required to notify the ARTCC.
10. Visible landmarks.
2. The requirement to alert DF facilities may be deleted if
11. Aircraft color. radar contact will be maintained throughout the duration
of the emergency.
12. Number of people on board.
a. An emergency is declared by either:
13. Point of departure and destination. 1. The pilot.
14. Emergency equipment on board. 2. Facility personnel.

Emergency Assistance 10-2-1

7110.65R CHG 23
7110.65R 2/16/06
3/15/07
8/30/07

3. Officials responsible for the operation of the b. The following shall be accomplished on a
aircraft. Mode C equipped VFR aircraft which is in
emergency but no longer requires the assignment of
b. There is unexpected loss of radar contact and
Code 7700:
radio communications with any IFR or VFR aircraft.
1. TERMINAL. Assign a beacon code that will
c. Reports indicate it has made a forced landing, is
permit terminal minimum safe altitude warning
about to do so, or its operating efficiency is so
(MSAW) alarm processing.
impaired that a forced landing will be necessary.
2. EN ROUTE. An appropriate keyboard entry
d. Reports indicate the crew has abandoned the
shall be made to ensure en route MSAW (EMSAW)
aircraft or is about to do so.
alarm processing.
e. An emergency radar beacon response is
received. 10-2-8. RADAR ASSISTANCE TO VFR
NOTE- AIRCRAFT IN WEATHER DIFFICULTY
EN ROUTE. During Stage A operation, Code 7700 causes
EMRG to blink in field E of the data block. a. If a VFR aircraft requests radar assistance when
it encounters or is about to encounter IFR weather
f. Intercept or escort aircraft services are required. conditions, ask the pilot if he/she is qualified for and
g. The need for ground rescue appears likely. capable of conducting IFR flight.

h. An Emergency Locator Transmitter (ELT) b. If the pilot states he/she is qualified for and
signal is heard or reported. capable of IFR flight, request him/her to file an IFR
flight plan and then issue clearance to destination
REFERENCE-
FAAO 7110.65, Providing Assistance, Para 10-1-3. airport, as appropriate.
FAAO 7110.65, Emergency Locator Transmitter (ELT) Signals,
Para10-2-10. c. If the pilot states he/she is not qualified for or not
capable of conducting IFR flight, or if he/she refuses
to file an IFR flight plan, take whichever of the
10-2-6. HIJACKED AIRCRAFT
following actions is appropriate:
Hijack attempts or actual events are a matter of
1. Inform the pilot of airports where VFR
national security and require special handling. Policy
conditions are reported, provide other available
and procedures for hijack situations are detailed in
pertinent weather information, and ask if he/she will
FAAO JO 7610.4, Special Operations. FAAO
elect to conduct VFR flight to such an airport.
JO7610.4 describes reporting requirements, air crew
procedures, air traffic procedures and escort or 2. If the action in subpara 1 above is not feasible
interceptor procedures for hijack situations. or the pilot declines to conduct VFR flight to another
REFERENCE- airport, provide radar assistance if the pilot:
FAAO JO 7610.4, Hijacked/Suspicious Aircraft Reporting and
Procedures, Chapter 7. (a) Declares an emergency.
FAAO 7110.65, Code Monitor, Para 5-2-13.
(b) Refuses to declare an emergency and you
10-2-7. VFR AIRCRAFT IN WEATHER have determined the exact nature of the radar services
DIFFICULTY the pilot desires.
a. If VFR aircraft requests assistance when it 3. If the aircraft has already encountered IFR
encounters or is about to encounter IFR weather conditions, inform the pilot of the appropriate
conditions, determine the facility best able to provide terrain/obstacle clearance minimum altitude. If the
service. If a frequency change is necessary, advise the aircraft is below appropriate terrain/obstacle clear‐
pilot of the reason for the change, and request the ance minimum altitude and sufficiently accurate
aircraft contact the appropriate control facility. position information has been received or radar
Inform that facility of the situation. If the aircraft is identification is established, furnish a heading or
unable to communicate with the control facility, relay radial on which to climb to reach appropriate
information and clearances. terrain/obstacle clearance minimum altitude.

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d. The following shall be accomplished on a NOTE-

ModeC equipped VFR aircraft which is in FAA Form 7210-8, ELT INCIDENT, contains standardized
emergency but no longer requires the assignment of format for coordination with the RCC.
Code 7700: REFERENCE-
FAAO 7210.3, FAA Form 7210-8, ELT Incident, Para 9-3-1.
1. TERMINAL. Assign a beacon code that will
b. TERMINAL. Notify the ARTCC which will
permit terminal minimum safe altitude warning
coordinate with the RCC.
(MSAW) alarm processing.
NOTE-
2. EN ROUTE. An appropriate keyboard entry 1. Operational ground testing of emergency locator
shall be made to ensure en route MSAW (EMSAW) transmitters (ELTs) has been authorized during the first
alarm processing. 5minutes of each hour. To avoid confusing the tests with an
actual alarm, the testing is restricted to no more than three
audio sweeps.
10-2-9. RADAR ASSISTANCE TECHNIQUES
Use the following techniques to the extent possible 2. Controllers can expect pilots to report aircraft position
when you provide radar assistance to a pilot not and time the signal was first heard, aircraft position and
qualified to operate in IFR conditions: time the signal was last heard, aircraft position at
maximum signal strength, flight altitude, and frequency of
a. Avoid radio frequency changes except when the emergency signal (121.5/243.0). (See AIM, Emergency
necessary to provide a clear communications Locator Transmitter (ELT), Para 6-2-5.)
channel. c. EN ROUTE. Request DF facilities obtain fixes
b. Make turns while the aircraft is in VFR or bearings on signal. Forward bearings or fixes
conditions so it will be in a position to fly a straight obtained plus any other pertinent information to the
course while in IFR conditions. RCC.

c. Have pilot lower gear and slow aircraft to d. TERMINAL. Attempt to obtain fixes or bear‐
approach speed while in VFR conditions. ings on the signal.

d. Avoid requiring a climb or descent while in a e. Solicit the assistance of other aircraft known to
turn if in IFR conditions. be operating in the signal area.

e. Avoid abrupt maneuvers. f. TERMINAL. Forward fixes or bearings and any

other pertinent information to the ARTCC.
f. Vector aircraft to VFR conditions.
NOTE-
g. The following shall be accomplished on a Fix information in relation to a VOR or VORTAC (radial‐
ModeC equipped VFR aircraft which is in distance) facilitates accurate ELT plotting by RCC and
emergency but no longer requires the assignment of should be provided when possible.
Code 7700: g. EN ROUTE. When the ELT signal strength
1. TERMINAL. Assign a beacon code that will indicates the signal may be emanating from
permit terminal minimum safe altitude warning somewhere on an airport or vicinity thereof, notify
(MSAW) alarm processing. the on‐site technical operations personnel and the
Regional Operations Center (ROC) for their actions.
2. EN ROUTE. An appropriate keyboard entry This action is in addition to the above.
shall be made to ensure en route MSAW (EMSAW)
alarm processing. h. TERMINAL. When the ELT signal strength
indicates the signal may be emanating from
somewhere on the airport or vicinity thereof, notify
10-2-10. EMERGENCY LOCATOR
the on‐site technical operations personnel and the
TRANSMITTER (ELT) SIGNALS
ARTCC for their action. This action is in addition to
When an ELT signal is heard or reported: the above.
a. EN ROUTE. Notify the Rescue Coordination i. Air traffic personnel shall not leave their
Center (RCC). required duty stations to locate an ELT signal source.

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NOTE- 4. Handle the aircraft as an emergency and/or

Portable handcarried receivers assigned to air traffic provide the most expeditious handling possible with
facilities (where no technical operations personnel are respect to the safety of other aircraft, ground
available) may be loaned to responsible airport personnel facilities, and personnel.
or local authorities to assist in locating the ELT signal
source. NOTE-
Emergency handling is discretionary and should be based
j. EN ROUTE. Notify the RCC, the ROC, and on the situation. With certain types of threats, plans may
alerted DF facilities if signal source is located/termin‐ call for a low‐key action or response.
ated. 5. Issue or relay clearances to a new destination
k. TERMINAL. Notify the ARTCC if signal if requested.
source is located/terminated. 6. When a pilot requests technical assistance or
REFERENCE- if it is apparent that a pilot may need such assistance,
FAAO 7110.65, Responsibility, Para 10-1-4. do NOT suggest what actions the pilot should take
FAAO 7110.65, Information Requirements, Para 10-2-1.
concerning a bomb, but obtain the following
information and notify your supervisor who will
10-2-11. AIRCRAFT BOMB THREATS contact the FAA aviation explosives expert:
NOTE-
a. When information is received from any source This information is needed by the FAA aviation explosives
that a bomb has been placed on, in, or near an aircraft expert so that he/she can assess the situation and make
for the purpose of damaging or destroying such immediate recommendations to the pilot. The aviation
aircraft, notify your supervisor or the facility air explosives expert may not be familiar with all military
traffic manager. If the threat is general in nature, aircraft configurations but he/she can offer technical
handle it as a “Suspicious Activity.” When the threat assistance which would be beneficial to the pilot.
is targeted against a specific aircraft and you are in (a) Type, series, and model of the aircraft.
contact with the suspect aircraft, take the following
actions as appropriate: (b) Precise location/description of the bomb
device if known.
REFERENCE-
FAAO JO 7610.4, Hijacked/Suspicious Aircraft Reporting and (c) Other details which may be pertinent.
Procedures, Chapter 7.
NOTE-
1. Advise the pilot of the threat. The following details may be of significance if known, but
it is not intended that the pilot should disturb a suspected
2. Inform the pilot that technical assistance can bomb/bomb container to ascertain the information: The
be obtained from an FAA aviation explosives expert. altitude or time set for the bomb to explode, type of
NOTE- detonating action (barometric, time, anti‐handling, remote
An FAA aviation explosive expert is on call at all times and radio transmitter), power source (battery, electrical,
may be contacted by calling the FAA Operations mechanical), type of initiator (blasting cap, flash bulb,
Center,Washington, DC, Area Code 202-267-3333, chemical), and the type of explosive/incendiary charge
ETN521-0111, or DSN 851-3750. Technical advice can (dynamite, black powder, chemical).
be relayed to assist civil or military air crews in their search b. When a bomb threat involves an aircraft on the
for a bomb and in determining what precautionary action ground and you are in contact with the suspect
to take if one is found. aircraft, take the following actions in addition to those
3. Ask the pilot if he/she desires to climb or discussed in the preceding paragraphs which may be
descend to an altitude that would equalize or reduce appropriate:
the outside air pressure/existing cabin air pressure 1. If the aircraft is at an airport where tower
differential. Issue or relay an appropriate clearance control or FSS advisory service is not available, or if
considering MEA, MOCA, MRA, and weather. the pilot ignores the threat at any airport, recommend
NOTE- that takeoff be delayed until the pilot or aircraft
Equalizing existing cabin air pressure with outside air operator establishes that a bomb is not aboard in
pressure is a key step which the pilot may wish to take to accordance with 14 CFR Part121. If the pilot insists
minimize the damage potential of a bomb. on taking off and in your opinion the operation will

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not adversely affect other traffic, issue or relay an c. If the aircraft wishes to divert to the airport
ATC clearance. location provided, obtain an estimated arrival time
REFERENCE- from the pilot and advise your supervisor.
14 CFR Section 121.538, Airplane Security.

2. Advise the aircraft to remain as far away from

other aircraft and facilities as possible, to clear the 10-2-13. MANPADS ALERT
runway, if appropriate, and to taxi to an isolated or
designated search area. When it is impractical or if the When a threat or attack from Man-Portable Air
pilot takes an alternative action; e.g., parking and Defense Systems (MANPADS) is determined to be
off‐loading immediately, advise other aircraft to real, notify and advise aircraft as follows:
remain clear of the suspect aircraft by at least
100yards if able. a. Do not withhold landing clearance. To the
NOTE-
extent possible, issue information on MANPADS
Passenger deplaning may be of paramount importance and threats, confirmed attacks, or post-event activities in
must be considered before the aircraft is parked or moved time for it to be useful to the pilot. The pilot or parent
away from service areas. The decision to use ramp facilities company will determine the pilot's actions.
rests with the pilot, aircraft operator/airport manager.
b. MANPADS information will be disseminated
c. If you are unable to inform the suspect aircraft via the ATIS and/or controller-to-pilot transmis‐
of a bomb threat or if you lose contact with the
sions.
aircraft, advise your supervisor and relay pertinent
details to other sectors or facilities as deemed c. Disseminate via controller-to-pilot transmis‐
necessary. sion until the appropriate MANPADS information is
d. When a pilot reports the discovery of a bomb or broadcast via the ATIS and pilots indicate they have
suspected bomb on an aircraft which is airborne or on received the appropriate ATIS code. MANPADS
the ground, determine the pilot's intentions and information will include nature and location of threat
comply with his/her requests in so far as possible. or incident, whether reported or observed and by
Take all of the actions discussed in the preceding whom, time (if known), and when transmitting to an
paragraphs which may be appropriate under the individual aircraft, a request for pilot's intentions.
existing circumstances.
PHRASEOLOGY-
e. The handling of aircraft when a hijacker has or ATTENTION (aircraft identification), MANPADS ALERT.
is suspected of having a bomb requires special EXERCISE EXTREME CAUTION. MANPADS THREAT/
considerations. Be responsive to the pilot's requests ATTACK/POST-EVENT ACTIVITY OBSERVED/
REPORTED BY (reporting agency) (location) AT (time, if
and notify supervisory personnel. Apply hijacking
known). (When transmitting to an individual aircraft) SAY
procedures and offer assistance to the pilot according INTENTIONS.
to the preceding paragraphs, if needed.
EXAMPLE-
“Attention Eastern Four Seventeen, MANPADS alert.
10-2-12. EXPLOSIVE DETECTION K-9 TEAMS Exercise extreme caution. MANPADS threat reported by
TSA, LaGuardia vicinity. Say intentions.”
Take the following actions should you receive an
aircraft request for the location of the nearest “Attention all aircraft, MANPADS alert. Exercise extreme
explosive detection K-9 team. caution. MANPADS post-event activity observed by tower
REFERENCE- south of airport at two-one-zero-zero Zulu.”
FAAO 7210.3, Explosives Detection K-9 Teams, Para 2-1-11.

a. Obtain the aircraft identification and position d. Report MANPADS threat/attack/post-event

and advise your supervisor of the pilot request. activity until notified otherwise by FAA national
headquarters.
b. When you receive the nearest location of the
REFERENCE-
explosive detection K-9 team, relay the information FAAO 7110.65, Content, Para 2-9-3.
to the pilot. FAAO 7210.3, Handling MANPADS Incidents, Para 2-1-9.

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10-2-14. UNAUTHORIZED LASER b. Consideration to the provisions of subpara a and

ILLUMINATION OF AIRCRAFT para 10-2-16, Guidance to Emergency Airport, shall
a. When a laser event is reported to an air traffic be used in conjunction with the information derived
facility, broadcast on all appropriate frequencies a from any automated emergency airport information
general caution warning every five minutes for source.
20minutes following the last report.
10-2-16. GUIDANCE TO EMERGENCY
PHRASEOLOGY-
AIRPORT
UNAUTHORIZED LASER ILLUMINATION EVENT,
(location), (altitude). a. When necessary, use any of the following for
b. Terminal facilities shall include reported guidance to the airport:
unauthorized laser illumination events on the ATIS 1. Radar.
broadcast for one hour following the last report.
Include the time, location, altitude, color, and 2. DF.
direction of the laser as reported by the pilot. 3. Following another aircraft.
NOTE- 4. NAVAIDs.
All personnel can expect aircrews to regard lasers as an
inflight emergency and may take evasive action to avoid 5. Pilotage by landmarks.
laser illumination. Additionally, other aircraft may request
clearance to avoid the area. 6. Compass headings.
REFERENCE- b. Consideration to the provisions of
FAAO 7110.65, Content, Para 2-9-3.
FAAO 7210.3, Reporting Unauthorized Laser Illumination of Aircraft,
para10-2-15, Emergency Airport Recommenda‐
Para 2-1-27. tion, shall be used in conjunction with the information
derived from any automated emergency airport
10-2-15. EMERGENCY AIRPORT information source.
RECOMMENDATION
a. Consider the following factors when 10-2-17. EMERGENCY OBSTRUCTION VIDEO
recommending an emergency airport: MAP (EOVM)

1. Remaining fuel in relation to airport a. The EOVM is intended to facilitate advisory

distances. service to an aircraft in an emergency situation
wherein an appropriate terrain/obstacle clearance
2. Weather conditions. minimum altitude cannot be maintained. It shall only
NOTE- be used and the service provided under the following
Depending on the nature of the emergency, certain weather conditions:
phenomena may deserve weighted consideration when
recommending an airport; e.g., a pilot may elect to fly 1. The pilot has declared an emergency, or
farther to land at an airport with VFR instead of IFR 2. The controller has determined that an
conditions. emergency condition exists or is imminent because of
3. Airport conditions. the pilot's inability to maintain an appropriate
terrain/obstacle clearance minimum altitude.
4. NAVAID status.
NOTE-
5. Aircraft type. Appropriate terrain/obstacle clearance minimum altitudes
6. Pilot's qualifications. may be defined as Minimum IFR Altitude (MIA), Minimum
En Route Altitude (MEA), Minimum Obstruction
7. Vectoring or homing capability to the Clearance Altitude (MOCA), or Minimum Vectoring
emergency airport. Altitude (MVA).

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b. When providing emergency vectoring service, b. If advised by an aircraft that it has entered a
the controller shall advise the pilot that any headings volcanic ash cloud and indicates that a distress
issued are emergency advisories intended only to situation exists:
direct the aircraft toward and over an area of lower
terrain/obstacle elevation. 1. Consider the aircraft to be in an emergency
NOTE- situation.
Altitudes and obstructions depicted on the EOVM are the
actual altitudes and locations of the obstacle/terrain and 2. Do not initiate any climb clearances to
contain no lateral or vertical buffers for obstruction turbine-powered aircraft until the aircraft has exited
clearance. the ash cloud.
REFERENCE-
FAAO 7210.3, Emergency Obstruction Video Map (EOVM), Para 3-9-4.
3. Do not attempt to provide escape vectors
without pilot concurrence.
10-2-18. VOLCANIC ASH
a. If a volcanic ash cloud is known or forecast to NOTE-
be present: 1. The recommended escape maneuver is to reverse course
and begin a descent (if terrain permits). However, it is the
1. Relay all information available to pilots to pilot's responsibility to determine the safest escape route
ensure that they are aware of the ash cloud's position from the ash cloud.
and altitude(s).
2. Controllers should be aware of the possibility of
2. Suggest appropriate reroutes to avoid the area complete loss of power to any turbine-powered aircraft
of known or forecast ash clouds. that encounters an ash cloud.
NOTE-
REFERENCE-
Volcanic ash clouds are not normally detected by airborne FAAO 7110.65, Altitude Change for Improved Reception, Para 10-2-4.
or air traffic radar systems. AIM, Flight Operations in Volcanic Ash, Para 7-5-9.

Emergency Assistance 10-2-7

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Section 3. Overdue Aircraft

10-3-1. OVERDUE AIRCRAFT h. Last known position, estimated present posi‐

tion, and maximum range of flight of the aircraft
a. Consider an aircraft to be overdue, initiate the based on remaining fuel and airspeed.
procedures stated in this section and issue an ALNOT
when neither communications nor radar contact can i. Position of other aircraft near aircraft's route of
be established and 30 minutes have passed since: flight, when requested.
NOTE- j. Whether or not an ELT signal has been heard or
The procedures in this section also apply to an aircraft reported in the vicinity of the last known position.
referred to as “missing” or “unreported.”
k. Other pertinent information.
1. Its ETA over a specified or compulsory REFERENCE-
reporting point or at a clearance limit in your area. FAAO 7110.65, Responsibility, Para 10-1-4.
FAAO 7110.65, Emergency Situations, Para 10-2-5.
2. Its clearance void time. NOTE-
FSSs serve as the central points for collecting and
b. If you have reason to believe that an aircraft is disseminating information on an overdue or missing
overdue prior to 30 minutes, take the appropriate aircraft which is not on an IFR flight plan. Non-FSS ATC
action immediately. facilities that receive telephone calls or other inquiries
regarding these flights shall refer these calls and inquiries
c. The center in whose area the aircraft is first to the appropriate AFSS/FSS.
unreported or overdue will make these determina‐
tions and takes any subsequent action required.
10-3-3. INFORMATION TO BE FORWARDED TO
REFERENCE- RCC
FAAO 7110.65, Departure Restrictions, Clearance Void Times, Hold for
Release, and Release Times, Para 4-3-4. EN ROUTE
When an aircraft is considered to be in emergency
10-3-2. INFORMATION TO BE FORWARDED TO status or an IFR aircraft is overdue, the ARTCC shall
ARTCC alert the RCC and forward the following information,
as available:
TERMINAL
a. Facility and person calling.
When an aircraft is considered to be in emergency
status that may require SAR procedures, or an IFR b. Flight plan, including color of aircraft, if
aircraft is overdue, the terminal facility shall alert the known.
ARTCC and forward the following information, as c. Time of last transmission received, by whom,
available: and frequency used.
a. Flight plan, including color of aircraft, if d. Last position report and how determined.
known.
e. Action taken by reporting facility and proposed
b. Time of last transmission received, by whom, action.
and frequency used. f. Number of persons on board.
c. Last position report and how determined. g. Fuel status.
d. Action taken by reporting facility and proposed h. Facility working aircraft and frequency.
action. i. Last known position, estimated present position,
e. Number of persons on board. and maximum range of flight of the aircraft based on
remaining fuel and airspeed.
f. Fuel status.
j. Position of other aircraft near aircraft's route of
g. Facility working aircraft and frequency. flight, when requested.

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k. Whether or not an ELT signal has been heard or b. Upon receipt of an INREQ or ALNOT, check
reported in the vicinity of the last known position. the position records to determine whether the aircraft
has contacted your facility. Notify the originator of
l. Other pertinent information.
the results or status of this check within one hour of
REFERENCE-
FAAO 7110.65, Responsibility, Para 10-1-4.
the time the alert was received. Retain the alert in an
FAAO 7110.65, Emergency Situations, Para 10-2-5. active status, and immediately notify the originator of
NOTE- subsequent contact, until cancellation is received.
FSSs serve as the central points for collecting and
disseminating information on an overdue or missing
aircraft which is not on an IFR flight plan. Non-FSS ATC 10-3-5. RESPONSIBILITY TRANSFER TO RCC
facilities that receive telephone calls or other inquiries
regarding these flights shall refer these calls and inquiries EN ROUTE
to the appropriate AFSS/FSS.
Transfer responsibility for further search to the RCC
10-3-4. ALNOT when one of the following occurs:

EN ROUTE a. Thirty minutes have elapsed after the estimated

aircraft fuel exhaustion time.
a. In addition to routing to the regional office
operations center for the area in which the facility is b. The aircraft has not been located within one
located, issue an ALNOT to all centers and Area B hour after ALNOT issuance.
circuits, generally 50 miles on either side of the route
of flight from the last reported position to destination. c. The ALNOT search has been completed with
Include the original or amended flight plan, as negative results.
appropriate, and the last known position of the
aircraft. At the recommendation of the RCC or at your
discretion, the ALNOT may be issued to cover the 10-3-6. AIRCRAFT POSITION PLOTS
maximum range of the aircraft.
Plot the flight path of the aircraft on a chart, including
NOTE- position reports, predicted positions, possible range
1. An ALNOT must be issued before the RCC can begin
of flight, and any other pertinent information. Solicit
search and rescue procedures.
the assistance of other aircraft known to be operating
2. Flight plan information on military aircraft is available near the aircraft in distress. Forward this information
at the FSS serving as a tie‐in station for the departure or to the RCC or the ARTCC as appropriate.
destination airport. FAA tie‐in stations for airports in the
continental U.S. are listed in Order 7350.7, Location
Identifiers. In the West Flight Services Area Office, tie-in 10-3-7. ALNOT CANCELLATION
stations are listed in service area publications entitled,
“Flight Plan Routing and Airport Search Directory.” For EN ROUTE
flights with overseas departure points, the information is
available through the destination FSS or the appropriate Cancel the ALNOT when the aircraft is located or the
IFSS. search is abandoned.

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Section 4. Control Actions

10-4-1. TRAFFIC RESTRICTIONS 10-4-3. TRAFFIC RESUMPTION

After the 30-minute traffic suspension period has
IFR traffic which could be affected by an overdue or
expired, resume normal air traffic control if the
unreported aircraft shall be restricted or suspended
operators or pilots of other aircraft concur. This
unless radar separation is used. The facility
concurrence must be maintained for a period of
responsible shall restrict or suspend IFR traffic for a
30minutes after the suspension period has expired.
period of 30 minutes following the applicable time
listed in subparas a thru e: REFERENCE-
FAAO 7110.65 Departure Restrictions, Clearance Void Times, Hold for
Release, and Release Times, Para 4-3-4.
a. The time at which approach clearance was
delivered to the pilot. 10-4-4. COMMUNICATIONS FAILURE

b. The EFC time delivered to the pilot. Take the following actions, as appropriate, if
two‐way radio communications are lost with an
c. The arrival time over the NAVAID serving the aircraft:
destination airport. NOTE-
1. When an IFR aircraft experiences two‐way radio
d. The current estimate, either the control communications failure, air traffic control is based on
facility's or the pilot's, whichever is later, at: anticipated pilot actions. Pilot procedures and recom-
mended practices are set forth in the AIM, CFRs, and
1. The appropriate en route NAVAID or fix, and pertinent military regulations.

2. The NAVAID serving the destination airport. 2. Should the pilot of an aircraft equipped with a coded
radar beacon transponder experience a loss of two‐way
e. The release time and, if issued, the clearance radio capability, the pilot can be expected to adjust the
void time. transponder to reply on Mode 3/A Code 7600.

REFERENCE-
a. In the event of lost communications with an
FAAO 7110.65, Departure Restrictions, Clearance Void Times, Hold for aircraft under your control jurisdiction use all
Release, and Release Times, Para 4-3-4. appropriate means available to reestablish commu‐
nications with the aircraft. These may include, but not
be limited to, emergency frequencies, NAVAIDs that
10-4-2. LIGHTING REQUIREMENTS are equipped with voice capability, FSS, Aeronauti-
cal Radio Incorporated (ARINC), etc.
a. EN ROUTE. At nontower or non-FSS loca‐
NOTE-
tions, request the airport management to light all
1. ARINC is a commercial communications corporation
runway lights, approach lights, and all other required which designs, constructs, operates, leases or otherwise
airport lighting systems for at least 30 minutes before engages in radio activities serving the aviation community.
the ETA of the unreported aircraft until the aircraft ARINC has the capability of relaying information to/from
has been located or for 30 minutes after its fuel supply subscribing aircraft throughout the country.
is estimated to be exhausted.
2. Aircraft communications addressing and reporting
b. TERMINAL. Operate runway lights, approach system (ACARS) or selective calling (SELCAL) may be
lights, and all other required airport lighting systems utilized to reestablish radio communications with suitably
for at least 30 minutes before the ETA of the equipped aircraft. ACARS can be accessed by contacting
unreported aircraft until the aircraft has been located the San Francisco ARINC communications center, watch
supervisor, at 925-294-8297 and 800-621-0140. Provide
or for 30 minutes after its fuel supply is estimated to
ARINC the aircraft call sign, approximate location, and
be exhausted. contact instructions. In order to utilize the SELCAL system,
REFERENCE- the SELCAL code for the subject aircraft must be known.
FAAO 7110.65, Emergency Lighting, Para 3-4-1. If the SELCAL code is not contained in the remarks section

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of the flight plan, contact the pertinent air carrier dispatch 2. Request the aircraft to reply on Code 7600 or
office to determine the code. Then contact the San if already on Code 7600, the appropriate stratum
Francisco ARINC communications center, watch code.
supervisor, at 925-294-8297 and 800-621-0140. Provide
ARINC the aircraft call sign, SELCAL code, approximate 3. Request the aircraft to change to “stand‐by”
location, and contact instructions. for sufficient time for you to be sure that the lack of
b. Broadcast clearances through any available a target is the result of the requested action.
means of communications including the voice feature PHRASEOLOGY-
of NAVAIDs. REPLY NOT RECEIVED, (appropriate instructions).
NOTE-
1. Some UHF equipped aircraft have VHF navigation (Action) OBSERVED, (additional instructions/informa‐
equipment and can receive 121.5 MHz. tion if necessary).
d. Broadcast a clearance for the aircraft to proceed
2. “Any available means” includes the use of FSS and to its filed alternate airport at the MEA if the aircraft
ARINC.
operator concurs.
REFERENCE-
FAAO 7110.65, Clearance Prefix, Para 4-2-2. REFERENCE-
FAAO 7110.65, Radio Failure, Para 5-2-8.
c. Attempt to re‐establish communication by FAAO 7110.65, IFR Military Training Routes, Para 9-2-7.
having the aircraft use its transponder or make turns
e. If radio communications have not been
to acknowledge clearances and answer questions.
(re)established with the aircraft after five minutes,
Request any of the following in using the
consider the aircraft's activity to be possibly
transponder:
suspicious and handle the flight per FAAO JO 7610.4,
1. Request the aircraft to reply Mode 3/A Chapter 7, Hijacked/Suspicious Aircraft Reporting
“IDENT.” and Procedures.

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Section 5. Miscellaneous Operations

10-5-1. NAVY FLEET SUPPORT MISSIONS c. Honor pilot requests for changes to route,
When you receive information concerning an altitude, and destination, whenever possible.
emergency to a U.S. Navy “Special Flight Number”
aircraft, do the following: 10-5-2. EXPLOSIVE CARGO
a. Handle Navy Fleet Support Mission aircraft as
follows: TERMINAL

1. EN ROUTE. Relay immediately, via collect When you receive information that an emergency
telephone call, all pertinent information to Fleet landing will be made with explosive cargo aboard,
Operations Control at Norfolk, Virginia, telephone inform the pilot of the safest or least congested airport
804-444-6602. areas. Relay the explosive cargo information to:
2. TERMINAL. Inform the nearest center of all a. The emergency equipment crew.
the pertinent information.
b. The airport management.
b. Relay the words “Special Flight Number”
followed by the number given as part of the routine c. The appropriate military agencies, when
IFR flight information. requested by the pilot.

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Section 6. Oceanic Emergency Procedures

10-6-1. APPLICATION 1. Following the alert phase when further

attempts to establish communications with the
The procedures in this section are to be used solely in aircraft and more widespread inquiries are unsuccess‐
oceanic airspace. ful; or
2. When the fuel on board is considered to be
10-6-2. PHASES OF EMERGENCY exhausted or to be insufficient for the aircraft to reach
safety; or
Emergency phases are described as follows:
3. When information is received which indic‐
a. Uncertainty phase (INCERFA). When there is ates that the operating efficiency of the aircraft has
concern about the safety of an aircraft or its been impaired to the extent that a forced landing is
occupants, an INCERFA exists: likely; or
4. When information is received or it is
1. When communication from an aircraft has reasonably certain that the aircraft is about to make or
not been received within 30 minutes after the time a has made a forced landing.
communication should have been received or after
the time an unsuccessful attempt to establish 10-6-3. ALERTING SERVICE AND SPECIAL
communication with such aircraft was first made, ASSISTANCE
whichever is earlier; or
a. Provide alerting service to:
2. When an aircraft fails to arrive within 1. All aircraft receiving ATC service;
30minutes after the time of arrival last estimated by
the pilot or by the ATC units, whichever is later. 2. All other aircraft which have filed a flight
plan or which are otherwise known to the ATC unit;
b. Alert phase (ALERFA). When there is and
apprehension about the safety of an aircraft and its
3. Any aircraft known or believed to be the
occupants, an ALERFA exists:
subject of unlawful interference.
1. Following the uncertainty phase when b. When alerting service is required, the respons‐
subsequent attempts to establish communications ibility for coordinating such service shall, unless
with the aircraft, or inquiries to other relevant sources otherwise established by letter of agreement, rest
have failed to reveal any information about the with the facility serving the FIR or CTA:
aircraft; or
1. Within which the aircraft was flying at the
2. When information has been received which time of last air‐ground radio contact; or
indicates that the operating efficiency of the aircraft 2. Which the aircraft was about to enter if the
has been impaired but not to the extent that a forced last air‐ground contact was established at or close to
landing is likely; or the boundary; or
3. When communication from an aircraft has 3. Within which the point of destination is
not been received within 60 minutes after the time a located if the aircraft:
communication should have been received or after (a) Was not equipped with suitable two‐way
the time an unsuccessful attempt to establish radio communications equipment; or
communication with such aircraft was first made,
whichever is earlier. (b) Was not under obligation to transmit
position reports.
c. Distress phase (DETRESFA). When there is REFERENCE-
reasonable certainty that the aircraft and its occupants FAAO 7110.65, Chapter 8, Section 2, Coordination.
are threatened by grave and imminent danger, a c. The responsible Area Control Center (ACC)
DETRESFA exists: shall serve as the control point for:

Oceanic Emergency Procedures 10-6-1

7110.65R 2/16/06

1. Collecting all information relevant to a state 7. Color and distinctive marks of aircraft.
of emergency of an aircraft; 8. Any action taken by reporting office.
2. Forwarding that information to the appropri‐ 9. Other pertinent remarks.
ate RCC; and
h. An INCERFA phase ends with the receipt of
3. Coordinating with other facilities concerned. any information or position report on the aircraft.
d. The responsibility of the ACC to provide Cancel the INCERFA by a message addressed to the
alerting service for military aircraft may be waived same stations as the INCERFA message.
upon a written or recorded request from a military 1. An ALERFA ends when:
agency. In this case, the military request must state
(a) Evidence exists that would ease apprehen‐
that the military agency assumes full responsibility
sion about the safety of the aircraft and its occupants;
for their aircraft while the aircraft are operating in the
or
oceanic airspace.
(b) The concerned aircraft lands. Cancel the
e. Responsibility to provide alerting service for ALERFA message by a message addressed to the
flight operations conducted under the “due regard” or same stations as the ALERFA message.
“operational” prerogative of military aircraft is
assumed by the military. When “due regard” 2. A DETRESFA ends when the:
operations are scheduled to end with aircraft filed (a) Aircraft successfully lands; or
under ICAO procedures, the ACC may, if specified in
(b) RCC advises of a successful rescue; or
a letter of agreement, assume responsibility for
alerting service at proposed time filed. (c) RCC advises of termination of SAR
activities. Cancel the DETRESFA by a message
f. In the event of INCERFA, ALERFA, or
addressed to the same stations as the DETRESFA
DETRESFA, notify the following:
message.
1. When practicable, the aircraft operator. i. A separate chronological record should be kept
2. The appropriate RCC. on each ALERFA and DETRESFA together with a
chart which displays the projected route of the
3. Aeronautical stations having en route com‐ aircraft, position reports received, route of intercept‐
munications guard responsibilities at the point of or aircraft, and other pertinent information.
departure, along or adjacent to the route of flight, and
at the destination. 10-6-4. INFLIGHT CONTINGENCIES
4. ACCs having jurisdiction over the proposed a. If an aircraft over water requests weather, sea
route of flight from the last reported position to the conditions, ditching information, and/or assistance
destination airport. from surface vessels, or if the controller feels that this
g. INCERFA, ALERFA, and DETRESFA mes‐ information may be necessary for aircraft safety, it
sages shall include the following information, if should be requested from the RCC. Also, an
available, in the order listed: appropriate AMVER SURPIC should be asked for if
requested by the aircraft or deemed beneficial by
1. INCERFA, ALERFA, or DETRESFA ac‐ control personnel.
cording to the phase of the emergency.
NOTE-
2. Agency and person originating the message. The AMVER Center can deliver, in a matter of minutes, a
SURPIC of vessels in the area of a SAR incident, including
3. Nature of the emergency. their predicted positions and their characteristics.
4. Significant flight plan information. b. In all cases of aircraft ditching, the airspace
required for SAR operations shall be determined by
5. The air traffic unit which made the last radio
the RCC. The ACC shall block that airspace until the
contact, the time, and the frequency used.
RCC advises the airspace is no longer required. An
6. The aircraft's last position report, how it was International Notice to Airmen (NOTAM) shall be
received, and what facility received it. issued describing the airspace affected.

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c. The following actions will be taken in the event EXAMPLE-

an aircraft must make an emergency descent: “Attention all aircraft in the vicinity of Trout, a northbound
D-C Ten on A-T-S Route Alfa Seven Hundred is making an
1. In the event an aircraft requests an emergency emergency descent from flight level three three zero.”
descent: (Repeat as you deem appropriate.)

(a) Issue a clearance to the requested altitude 5. If traffic conditions permit, provide traffic
if approved separation can be provided. information to the affected aircraft.
(b) Advise the aircraft of the traffic, and
request its intentions if traffic prevents an unrestric‐ 6. Immediately after an emergency broadcast or
ted descent. traffic information has been made, issue appropriate
clearances or instructions, as necessary, to all aircraft
PHRASEOLOGY- involved.
ATC ADVISES (aircraft identification) UNABLE TO
APPROVE UNRESTRICTED DESCENT.
TRAFFIC (traffic information).
REQUEST INTENTIONS.
10-6-5. SERVICES TO RESCUE AIRCRAFT
2. In the event an aircraft is making or will make
an emergency descent without a clearance: a. Provide standard IFR separation between the
(a) Advise other aircraft of the emergency SAR and the aircraft in distress, except when visual
descent. or radar contact has been established by the search
and rescue aircraft and the pilots of both aircraft
PHRASEOLOGY- concur, IFR separation may be discontinued.
ATC ADVISES (aircraft identification/all aircraft) BE
ALERT FOR EMERGENCY DESCENT IN THE VICINITY
OF (latitude/longitude) FROM (altitude/FL) TO b. Clear the SAR aircraft to a fixed clearance limit
(altitude/FL). rather than to the aircraft in distress, which is a
moving fix. Issue route clearances that are consistent
(b) Advise other aircraft when the emergency with that of the distressed aircraft.
descent is complete.
PHRASEOLOGY- c. Advise the rescue aircraft, as soon as
(Aircraft identification/all aircraft) EMERGENCY practicable, of any factors that could adversely affect
DESCENT AT (location) COMPLETED. its mission; e.g., unfavorable weather conditions,
3. Upon notification that an aircraft is making an anticipated problems, the possibility of not being able
emergency descent through other traffic, take action to approve an IFR descent through en route traffic,
immediately to safeguard all aircraft concerned. etc.

4. When appropriate, broadcast by ATC com‐ d. Advise the appropriate rescue agency of all
munications, by radio navigation aids, and/or through pertinent information as it develops.
aeronautical communication stations/services an
emergency message to all aircraft in the vicinity of the e. Forward immediately any information about the
descending aircraft. Include the following informa‐ action being taken by the RCC, other organizations,
tion: or aircraft to the aircraft concerned.
(a) Location of emergency descent.
f. Advise the aircraft operator of the current status
(b) Direction of flight. of the SAR operation as soon as practicable.
(c) Type aircraft.
g. Since prompt, correct, and complete informa‐
(d) Route if appropriate. tion is the key to successful rescue operations, ensure
(e) Altitude vacated. that this information is swiftly and smoothly supplied
to those organizations actively engaged in rescue
(f) Other information. operations.

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2/16/06 7110.65R

Section 7. Ground Missile Emergencies

10-7-1. INFORMATION RELAY 2. The airspace to be protected for the route

When you receive information concerning a ground being flown.
missile emergency, notify other concerned facilities b. Vertical separation- 6,000 feet above the
and take action to have alerting advisories issued by: surface over the emergency location.
a. EN ROUTE. Air carrier company radio sta‐
tions for each VFR company aircraft which is or will
be operating in the vicinity of the emergency. 10-7-3. VFR MINIMA

b. EN ROUTE. FSSs adjacent to the emergency Advise all known VFR aircraft which are, or will be,
location. operating in the vicinity of a ground missile
emergency, to avoid the emergency location by 1 mile
c. TERMINAL. Relay all information concerning
laterally or 6,000 feet vertically, or by a greater
a ground missile emergency to the ARTCC within
distance or altitude, when suggested by the notifying
whose area the emergency exists and disseminate as
official.
a NOTAM.
REFERENCE-
P/CG Term- Notice to Airmen.
10-7-4. SMOKE COLUMN AVOIDANCE

10-7-2. IFR AND SVFR MINIMA Advise all aircraft to avoid any observed smoke
Reroute IFR and SVFR aircraft as necessary to avoid columns in the vicinity of a ground missile
the emergency location by one of the following emergency.
minima, or by greater minima when suggested by the
notifying official:
10-7-5. EXTENDED NOTIFICATION
a. Lateral separation- 1 mile between the
emergency location and either of the following: EN ROUTE
1. An aircraft under radar control and the When reports indicate that an emergency will exist
emergency location which can be accurately for an extended period of time, a Notice to Airmen
determined by reference to the radar scope. may be issued.

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Chapter 11. Traffic Management Procedures

Section 1. General

11-1-1. DUTY RESPONSIBILITY b. OS shall:

a. The traffic management system mission is to 1. Keep the TMU and affected sectors apprised
balance air traffic demand with system capacity to of situations or circumstances that may cause
ensure the maximum efficient utilization of the NAS. congestion or delays.
b. It is recognized that the ATCS is integral in the 2. Coordinate with the TMU and ATCSs to
execution of the traffic management mission. develop appropriate traffic management initiatives
for sectors and airports in their area of responsibility.
NOTE-
Complete details of traffic management initiatives and 3. Continuously review traffic management
programs can be found in FAAO 7210.3, Facility initiatives affecting their area of responsibility and
Operation and Administration. coordinate with TMU for extensions, revisions, or
cancellations.
11-1-2. DUTIES AND RESPONSIBILITIES 4. Ensure that traffic management initiatives are
a. Supervisory Traffic Management Coordinator- carried out by ATCSs.
in-Charge (STMCIC) shall: 5. Where authorized, perform URET data
entries to keep the activation status of designated
1. Ensure that an operational briefing is
URET Airspace Configuration Elements current.
conducted at least once during the day and evening
shifts. Participants shall include, at a minimum, the 6. Perform assigned actions in the event of a
STMCIC, Operations Supervisors (OS), Traffic URET outage or degradation, in accordance with the
Management Coordinator(s) (TMC), and other requirements of FAA Order 7210.3, Facility
interested personnel as designated by facility Operation and Administration, and as designated by
management. Discussions at the meeting should facility directive.
include meteorological conditions (present and 7. Ensure changes to restrictions based on the
forecasted), staffing, equipment status, runways in Restrictions Inventory and Evaluation are implemen‐
use, AAR and traffic management initiatives (present ted in a timely manner.
and anticipated).
c. ATCSs shall:
2. Assume responsibility for TMC duties when 1. Ensure that traffic management initiatives
not staffed. and programs are enforced within their area of
3. Ensure that traffic management initiatives are responsibility. Traffic management initiatives and
carried out by Supervisory Traffic Management programs do not have priority over maintaining:
Coordinator-in-Charge (STMCIC). (a) Separation of aircraft.
4. Where authorized, perform URET data (b) Procedural integrity of the sector.
entries to keep the activation status of designated 2. Keep the OS and TMU apprised of situations
URET Airspace Configuration Elements current. or circumstances that may cause congestion or
5. Perform assigned actions in the event of a delays.
URET outage or degradation, in accordance with the 3. Continuously review traffic management
requirements of FAA Order 7210.3, Facility initiatives affecting their area of responsibility and
Operation and Administration, and as designated by coordinate with OS and TMU for extensions,
facility directive. revisions, or cancellations.
6. Ensure changes to restrictions based on the 4. Where authorized, perform URET data
Restrictions Inventory and Evaluation are implemen‐ entries to keep the activation status of designated
ted in a timely manner. URET Airspace Configuration Elements current.

General 11-1-1
7110.65R 2/16/06

5. Perform assigned actions in the event of a

URET outage or degradation, in accordance with the
requirements of FAA Order 7210.3, Facility
Operation and Administration, and as designated by
facility directive.

11-1-2
General
2/16/06 7110.65R

Chapter 12. Canadian Airspace Procedures

Section 1. General Control

12-1-1. APPLICATION d. Class D airspace. Controlled airspace within

which both IFR and VFR flights are permitted, but
Where control responsibility within Canadian VFR flights do not require a clearance from ATC to
airspace has been formally delegated to the FAA by enter, however, they must establish two-way
the Transport Canada Aviation Group, apply basic communications with the appropriate ATC agency
FAA procedures except for the Canadian procedures prior to entering the airspace.
contained in this chapter.
e. Class E airspace. Airspace within which both
NOTE- IFR and VFR flights are permitted, but for VFR flight
In 1985, the U.S. and Canada established an agreement there are no special requirements.
recognizing the inherent safety of the ATC procedures
exercised by the other country. This agreement permits the f. Class F airspace. Airspace of defined dimen‐
use of ATC procedures of one country when that country is sions within which activities must be confined
exercising ATC in the airspace over the territory of the because of their nature, or within which limitations
other country insofar as they are not inconsistent with, or are imposed upon aircraft operations that are not a
repugnant to, the laws and regulations or unique part of those activities, or both. Special use airspace
operational requirements of the country over whose
may be classified as Class F advisory or Class F
territory such airspace is located. Accordingly, this
chapter was revised to include only those Canadian restricted.
procedures that must be used because of a Canadian g. Class G airspace. Uncontrolled airspace
regulatory or unique operational requirement.
within which ATC has neither the authority nor
responsibility for exercising control over air traffic.

12-1-2. AIRSPACE CLASSIFICATION
12-1-3. ONE THOUSAND‐ON‐TOP
a. Class A airspace. Controlled airspace within
which only IFR flights are permitted. Airspace Clear an aircraft to maintain “at least 1,000feet‐on‐
designated from the base of all controlled high level top” in lieu of “VFR‐on‐top,” provided:
airspace up to and including FL 600. a. The pilot requests it.
b. Class B airspace. Controlled airspace within NOTE-
which only IFR and Controlled VFR (CVFR) flights It is the pilot's responsibility to ensure that the requested
are permitted. Includes all controlled low level operation can be conducted at least 1,000 feet above all
cloud, haze, smoke, or other formation, with a flight
airspace above 12,500 feet ASL or at and above the
visibility of 3 miles or more. A pilot's request can be
minimum en route IFR altitude, (whichever is higher) considered as confirmation that conditions are adequate.
up to but not including 18,000 feet ASL. ATC
procedures pertinent to IFR flights shall be applied to b. The pilot will not operate within Class A or
CVFR aircraft. Class B airspace.

NOTE-
The CVFR pilot is responsible to maintain VFR flight and 12-1-4. SEPARATION
visual reference to the ground at all times.
Apply a lateral, longitudinal, or vertical separation
c. Class C airspace. Controlled airspace within minimum between aircraft operating in accordance
which both IFR and VFR flights are permitted, but with an IFR or CVFR clearance, regardless of the
VFR flights require a clearance from ATC to enter. weather conditions.

General Control 12-1-1

7110.65R 2/16/06

12-1-5. DEPARTURE CLEARANCE/ 12-1-6. PARACHUTE JUMPING

COMMUNICATION FAILURE Do not authorize parachute jumping without prior
a. Base controller action regarding radio failures permission from the appropriate Canadian authority.
in Canadian airspace on the requirement for pilots to NOTE-
comply with Canadian Airspace Regulations, which Canadian regulations require written authority from the
are similar to 14 CFR Section 91.185; however, the Ministry of Transport.
following major difference shall be considered when 12-1-7. SPECIAL VFR (SVFR)
planning control actions. Except when issued NOTE-
alternate radio failure instructions by ATC, pilots will Pilots do not have to be IFR qualified to fly SVFR at night,
adhere to the following: If flying a turbine‐powered nor does the aircraft have to be equipped for IFR flight.
(turboprop or turbojet) aircraft and cleared on a. Within a control zone where there is an airport
departure to a point other than the destination, controller on duty, approve or refuse a pilot's request
proceed to the destination airport in accordance with for SVFR on the basis of current or anticipated IFR
the flight plan, maintaining the last assigned altitude traffic only. If approved, specify the period of time
or flight level or the minimum en route IFR altitude, during which SVFR flight is permitted.
whichever is higher, until 10 minutes beyond the
point specified in the clearance (clearance limit), and b. Within a control zone where there is no airport
then proceed at altitude(s) or flight level(s) filed in the controller on duty, authorize or refuse an aircraft's
flight plan. When the aircraft will enter U.S. airspace request for SVFR on the basis of:
within 10 minutes after passing the clearance limit, 1. Current or anticipated IFR traffic, and
the climb to the flight planned border crossing 2. Official ceiling and visibility reports.
altitude is to be commenced at the estimated time of c. Canadian SVFR weather minimums for:
crossing the Canada/U.S. boundary.
1. Aircraft other than helicopters. Flight visib‐
ility (ground visibility when reported) 1 mile.
2. Helicopters. Flight visibility (ground visibil‐
ity when available) 1/2 mile.

12-1-2 General Control

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Chapter 13. Decision Support Tools

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

13-1-1. DESCRIPTION NOTE-
The requirement in subpara 13-1-2e does not apply to
URET is an en route decision support tool that is used aircraft entering airspace of a non-URET facility.
by the sector team in performing its strategic planning
responsibilities. URET uses flight plan data, forecast 13-1-3. TRIAL PLANNING
winds, aircraft performance characteristics, and track
data to derive expected aircraft trajectories, and to a. When URET is operational at the sector and
predict conflicts between aircraft and between when sector priorities permit, use the trial plan
aircraft and special use or designated airspace. It also capability to evaluate:
provides trial planning and enhanced flight data 1. Solutions to predicted conflicts.
management capabilities.
2. The feasibility of granting user requests.
3. The feasibility of removing a flight direction
13-1-2. CONFLICT DETECTION AND constraint (i.e., inappropriate altitude for direction of
RESOLUTION flight) for an aircraft.
a. Actively scan URET information for predicted 4. The feasibility of removing a static restriction
aircraft-to-aircraft and aircraft-to-airspace alerts. for an aircraft.
b. When a URET alert is displayed, evaluate the
alert and take appropriate action as early as practical, 13-1-4. URET-BASED CLEARANCES
in accordance with duty priorities. When the results of a trial plan based upon a user
request indicate the absence of alerts, every effort
c. Prioritize the evaluation and resolution of
should be made to grant the user request, unless the
URET alerts to ensure the safe, expeditious, and
change is likely to adversely affect operations at
efficient flow of air traffic.
another sector.
NOTE-
URET alerts are based on radar separation standards. 13-1-5. THE AIRCRAFT LIST (ACL),
Caution should be used when situations include DEPARTURE LIST (DL) AND FLIGHT DATA
nonstandard formations. MANAGEMENT
d. When a URET alert is displayed and when a. The ACL shall be used as the sector team's
sector priorities permit, give consideration to the primary source of flight data.
following in determining a solution:
b. Actively scan URET to identify automated
1. Solutions that involve direct routing, altitude notifications that require sector team action.
changes, removal of a flight direction constraint c. When an ACL or DL entry has a Remarks
(i.e.,inappropriate altitude for direction of flight), indication, the Remarks field of the flight plan shall
and/or removal of a static restriction for one or more be reviewed. Changes to the Remarks field shall also
pertinent aircraft. be reviewed.
2. Impact on surrounding sector traffic and d. Highlighting an entry on the ACL or DL shall
complexity levels, flight efficiencies, and user be used to indicate the flight requires an action or
preferences. special attention.
e. When the URET Stop Probe feature is activated e. The Special Posting Area (SPA) should be used
for an aircraft, Conflict Probe for that aircraft shall be to group aircraft that have special significance
restarted before transfer of control, unless otherwise (e.g.,aircraft to be sequenced, air refueling missions,
coordinated. formations).

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f. When URET is operational, sector teams shall the yellow coding from the Coordination Indicator
post flight progress strips for any nonradar flights. after any appropriate action has been taken.
g. When URET is operational, a flight progress
strip shall be posted for any flight plan not contained 13-1-7. HOLDING
in the Host Computer System.
For flights in hold, use URET Hold Annotations, a
h. When URET is operational, sector teams shall flight progress strip, or a facility-approved work‐
post any flight progress strip(s) that are deemed sheet to annotate holding instructions, in accordance
necessary for safe or efficient operations. The sector with facility directives.
team shall comply with all applicable facility
directives to maintain posted flight progress strips.
13-1-8. RECORDING OF CONTROL DATA
i. The URET Drop Track Delete option shall be
used in accordance with facility directives. a. All control information not otherwise recorded
via automation recordings or voice recordings shall
13-1-6. MANUAL COORDINATION AND THE be manually recorded using approved methods.
URET COORDINATION MENU
b. When a point out has been approved, remove
a. Where automated coordination with a facility is the yellow color coding on the ACL.
not available (e.g., an international facility, a VFR
tower), use the URET Coordination Menu or a flight c. When the URET Free Text Area is used to enter
progress strip to annotate manual coordination status, control information, authorized abbreviations shall
in accordance with facility directives. be used. You may use:
b. When the URET Coordination Menu is used 1. The clearance abbreviations authorized in
and the flight plan is subsequently changed, remove TBL 13-1-1.

TBL 13-1-1
Clearance Abbreviations

Abbreviation Meaning
A Cleared to airport (point of intended landing)
B Center clearance delivered
C ATC clears (when clearance relayed through non-ATC facility)
CAF Cleared as filed
D Cleared to depart from the fix
F Cleared to the fix
H Cleared to hold and instructions issued
N Clearance not delivered
O Cleared to the outer marker
PD Cleared to climb/descend at pilot's discretion
Q Cleared to fly specified sectors of a NAVAID defined in terms of courses, bearings, radials,
or quadrants within a designated radius
T Cleared through (for landing and takeoff through intermediate point)
V Cleared over the fix
X Cleared to cross (airway, route, radial) at (point)
Z Tower jurisdiction

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2. The miscellaneous abbreviations authorized d. When the URET Free Text Area is used to enter
in TBL 13-1-2. control information, the Free Text Area shall remain
open and visible. When no longer relevant, the
3. The URET equivalents for control informa‐ information entered into the Free Text Area shall be
tion symbols authorized in TBL 13-1-3. updated or deleted.
e. Control information entered in the Free Text
4. Plain language markings when it will aid in Area shall be used for reference purposes only.
understanding information. NOTE-
Information entered into the Free Text Area does not pass
5. Locally approved abbreviations. on handoff and, if necessary, must be coordinated.

TBL 13-1-2
Miscellaneous Abbreviations

Abbreviation Meaning
BC Back course approach
CT Contact approach
FA Final approach
FMS Flight management system approach
GPS GPS approach
I Initial approach
ILS ILS approach
MA Missed approach
MLS MLS approach
NDB Nondirectional radio beacon approach
OTP VFR conditions-on-top
PA Precision approach
PT Procedure turn
RA Resolution advisory (Pilot-reported TCAS event)
RH Runway heading
RNAV Area navigation approach
RP Report immediately upon passing (fix/altitude)
RX Report crossing
SA Surveillance approach
SI Straight-in approach
TA TACAN approach
TL Turn left
TR Turn right
VA Visual approach
VR VOR approach

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TBL 13-1-3
URET Equivalents for Control Information Symbols

Abbreviation Meaning Abbreviation Meaning

T dir Depart (direction if specified) - From-to (route, time, etc.)
↑ Climb and maintain Indicates a block altitude assignment.
↓ Descend and maintain Altitudes are inclusive, and the first
(Alt)B(Alt)
altitude shall be lower than the
CR Cruise second (Example 310B370)
AT At Clearance void if aircraft not off
X Cross V time
ground by time
M Maintain CL Pilot canceled flight plan
Join or intercept (airway, jet route, Information or revised information
/airway +info+
track, or course) forwarded
= While in controlled airspace Other than assigned altitude reported
**alt**
WICA While in control area Example: **50**
dir ECA Enter control area DME arc of VORTAC, TACAN, or
ARC mi. dir.
dir OOCA Out of control area MLS
Cleared to enter surface area. Contact (facility) or (freq.), (time, fix,
dir ESA Indicated direction of flight by or altitude if appropriate). Insert
C freq.
appropriate compass letter(s) frequency only when it is other than
standard
Through surface area and altitude
indicated direction of flight by R Radar contact
appropriate compass letter(s). R alt Requested altitude
TSA alt
Maintain special VFR conditions R/ Radar service terminated
(altitude if appropriate) while in
surface area RX Radar Contact Lost
Aircraft requested to adjust speed to RV Radar vector
250 K RVX Pilot resumed own navigation
250 knots
Aircraft requested to reduce speed HO Handoff completed
-20 K
20 knots E Emergency
Aircraft requested to increase speed W Warning
+30 K
30 knots Point out initiated. Indicate the
Local Special VFR operations in the P appropriate facility, sector, or
vicinity of (name) airport are position.
SVFR authorized until (time). Maintain FUEL Minimum fuel
special VFR conditions (altitude if
appropriate) EFC time Expect further clearance at (time)
B4 Before - fix Direct to fix
AF After or Past FRC Full route clearance
/ Until IAF Initial approach fix
*instructions* Alternate instructions NORDO No Radio
REST Restriction PT Procedure turn
AOB At or Below RLS Release
AOA At or Above REQ Request
SI Straight in

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13-1-9. ACKNOWLEDGEMENT OF NOTE-
AUTOMATED NOTIFICATION 1. Conflict probe accuracy requires timely updates of data
used to model each flight's trajectory. If this data is not
a. The URET Inappropriate Altitude for Direction current, the aircraft entries and notification of probe
of Flight (IAFDOF) feature shall be used in the results for surrounding sectors and facilities, as well as the
automatic mode (i.e., IAFDOF Manual shall remain subject sector, may be misleading.
deselected) unless otherwise authorized in a facility
2. Data used to model an individual aircraft's trajectory
directive.
includes route of flight, assigned and interim altitudes,
b. Completion of any required coordination for application/removal of an adapted restriction for that
IAFDOF shall be acknowledged on the ACL by flight, and aircraft type.
removing the IAFDOF coding.
b. An exception to the requirement to enter or
c. Completion of appropriate coordination for an update interim altitudes may be authorized for certain
Unsuccessful Transmission Message (UTM) shall be ARTCC sectors if explicitly defined in an appropriate
acknowledged on the ACL by removing the UTM facility directive.
coding. NOTE-
d. Issuance of the Expect Departure Clearance URET accuracy in assigning alert notification is
Time (EDCT) to the pilot or other control facility dependent upon entry/update of a flight's interim altitude.
shall be acknowledged on the DL by removing the
EDCT coding. 13-1-11. DELAY REPORTING

e. IAFDOF, UTM, or EDCT coding shall be a. Adhere to all applicable delay reporting
acknowledged only after the appropriate action has directives while URET is operational.
been completed. b. Delay information shall be recorded. Delay
f. Send/acknowledge Host Embedded Route Text information may be automatically recorded via use of
(HERT) coding only after the appropriate clearance the URET Hold Annotations Menu or manually on
has been issued to the pilot or otherwise coordinated. flight progress strips or facility-approved work‐
Do not send/acknowledge HERT unless the sector sheets, in accordance with the facility-defined
has track control for the flight or it has been otherwise standard.
coordinated. c. When using URET to automatically record
g. Remove ATC Preferred Route (APR) coding delay information, the URET hold annotations shall
only after the route has been checked and any be deleted when the aircraft is cleared from holding.
required action has been completed. Do not remove NOTE-
APR coding unless the sector has track control or it Delay information cannot be accurately recorded unless
has been otherwise coordinated. URET hold annotations are deleted when the aircraft is
cleared from holding.
NOTE-
If coding is prematurely removed and the control of the
aircraft is transferred before completing the appropriate 13-1-12. OVERDUE AIRCRAFT
action, the next sector may not receive the necessary APR Upon receipt of the URET overdue aircraft
notification.
notification, take appropriate actions set forth in
Chapter 10, Section 3, Overdue Aircraft.
13-1-10. CURRENCY OF TRAJECTORY
INFORMATION NOTE-
URET overdue aircraft notification is based on radar track
a. The sector team shall perform automation data. Updating an aircraft's route of fight will remove the
entries in a timely manner. overdue aircraft notification.

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13-1-13. USE OF GRAPHICS PLAN DISPLAY 13-1-16. PRIMARY HOST OUTAGES

(GPD)
In the event of a primary HOST outage, URET data
a. Graphic depictions of flight trajectories may be may be used to support situational awareness while
used only to aid in situational awareness and strategic the facility transitions to the backup RDP or nonradar
planning. procedures.
b. Do not use trajectory-based positions as a NOTE-
substitute for radar track position. Without primary system input, URET data cannot be
updated and becomes stale.
c. Do not use trajectory-based altitude in lieu of
Mode C for altitude confirmation.
13-1-17. URET AIRSPACE CONFIGURATION
d. Do not use the GPD for radar identification, ELEMENTS
position information, transfer of radar identification,
radar separation, correlation, or pointouts. a. URET Airspace Configuration Elements are:
1. Special Activity Airspace (SAA).
13-1-14. FORECAST WINDS
2. Airport Stream Filters (ASF).
In the event that current forecast wind data are not
available, continue use of URET with appropriate 3. URET adapted restrictions.
recognition that alert and trajectory data may be b. Where assigned as a sector responsibility by
affected. facility directive, the sector team shall update URET
Airspace Configuration Elements to reflect current
13-1-15. INTERFACILITY CONNECTIVITY status.
In the event of a loss of connectivity to a neighboring c. For Airspace Configuration Elements desig‐
URET system, continue use of URET with nated as a sector responsibility, notify the operational
appropriate recognition that alert data may be supervisor when the status of an Airspace Configura‐
affected. tion Element has been modified in URET.

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Section 2. Ocean21 - Oceanic

The following procedures are applicable to the (b) Unless otherwise prescribed in

operation of the Ocean21 Oceanic Air Traffic Control subparaa3, controllers shall utilize the results from
(ATC) System. conflict probe to initiate and maintain the prescribed
separation minima.
13-2-1. DESCRIPTION 2. Conflict Resolution.
a. The Ocean21 ATC System is utilized in (a) When a controller is alerted to a conflict,
designated en route/oceanic airspace. Ocean21 which will occur in his/her sector, take the
includes both surveillance and flight data processing, appropriate action to resolve the conflict.
which provides the controllers with automated
(b) The controller responsible for resolving a
decision support tools to establish, monitor and
conflict shall evaluate the alert and take appropriate
maintain separation between aircraft, and aircraft to
action as early as practical, in accordance with duty
airspace and terrain.
priorities, alert priority, and operational considera‐
b. Ocean21 capabilities include: tions.
1. MEARTS based radar surveillance pro‐ (c) Unless otherwise specified in facility
cessing. directives, the controller shall take immediate action
to resolve any “red” conflicts.
2. Conflict Prediction and Reporting.
3. Overriding Conflict Probe.
3. Automatic Dependent Surveillance-
Broadcast (ADS-B). (a) Controllers shall not override conflict
probe except for the following situations:
4. Automatic Dependent Surveillance-
Contract (ADS-C). (1) The application of a separation standard
not recognized by conflict probe listed in
5. Controller Pilot Data Link Communications subparaa8(a), or as identified by facility directive.
(CPDLC).
(2) When action has been taken to resolve
6. ATC Interfacility Data Communications the identified conflict and separation has been
(AIDC). ensured, or
7. Additional Decision Support Tools used (3) Control responsibility has been deleg‐
primarily for situational awareness. ated to another sector or facility, or
8. Electronic Flight Data including Electronic (4) Other situations as specified in facility
Flight Strips. directives.
(b) Controllers shall continue to ensure that
13-2-2. CONFLICT DETECTION AND separation is maintained until the overridden conflict
RESOLUTION is resolved.
The controller shall use the most accurate informa‐ 4. Use of Probe when Issuing Clearances. Util‐
tion available to initiate, monitor, and maintain ize conflict probe results when issuing a clearance to
separation. ensure that any potential conflict has been given
a. Apply the following procedures in airspace thorough consideration.
where conflict probe is being utilized as a decision 5. Use of Probe when Accepting Manual
support tool: Transfers. Prior to manually accepting an aircraft
transfer from an external facility ensure that the
1. Conflict Probe Results.
coordinated flight profile is accurately entered,
(a) Controllers shall assume that the conflict conflict probe initiated and, if necessary, action is
probe separation calculations are accurate. taken to resolve any potential conflicts.

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7110.65R 2/16/06

6. Trial Probe. The controller can utilize trial (11) ZAN waiver 97-0-036 (30/40 DME).
probe to assess whether there are any potential
b. Additional Decision Support Tools: These
conflicts with a proposed clearance or when
support tools include: range/bearing, time of passing,
performing manual coordination.
intercept angle, the aircraft situation display (ASD)
NOTE- and electronic flight data.
Once initiated, trial probe does not take into account any
changes made to the proposed profile or to any other flight 1. The results provided by these additional
profile in the system. It is an assessment by conflict probe decision support/controller tools can be used by the
of the current situation at the time the controller enters the controller for maintaining situational awareness and
trial probe. A trial probe does not alleviate the controller monitoring flight profile information, and for
from performing a conflict probe when issuing a clearance establishing and maintaining separation standards
or accepting a transfer. not supported by probe, or when probe is unavailable.
7. System Unable to Perform Conflict Probe for 2. Under no circumstances shall the controller
a Specific Aircraft. utilize any of the additional decision support tools to
(a) If a flight's profile becomes corrupted, override probe results when the applicable separation
conflict probe may not be able to correctly monitor standard is supported by probe and none of the other
separation for that flight. Take the necessary steps to conditions for overriding probe apply.
correct an aircraft's flight plan when conflict probe
could not be performed. 13-2-3. INFORMATION MANAGEMENT
(b) In addition, after verifying flight plan data a. Currency of Information: The sector team is
accuracy, utilize other decision support tools to responsible for ensuring that manually entered data is
establish and maintain the appropriate separation accurate and timely. Ensure that nonconformant
minima until such time that conflict probe can be messages are handled in a timely manner and that the
utilized. flight's profile is updated as necessary.
8. Conflict Probe Limitations. NOTE-
Conflict probe accuracy requires timely updates of data
(a) Conflict Probe does not support the used to model each flight's trajectory. If this data is not
following separation minima: current, the aircraft flight profile and probe results may be
misleading.
(1) Subpara 8-4-2a2 - Nonintersecting
paths. b. Data Block Management.
(2) Subpara 8-4-2d - Intersecting flight 1. Ensure that the data block reflects the most
paths with variable width protected airspace. current flight information and controller applied
indicators as specified in facility directives.
(3) Subpara 8-4-3a - Reduction of Route
Protected Airspace, below FL 240. 2. Ensure that appropriate and timely action is
taken when a special condition code is indicated in the
(4) Subpara 8-4-3b - Reduction of Route data block.
Protected Airspace, at and above FL 240.
c. Electronic Flight Strip Management.
(5) Subpara 8-4-4a1 - Same NAVAID:
VOR/VORTAC/TACAN. 1. Electronic flight strips shall be maintained in
accordance with facility directives and the following:
(6) Subpara 8-4-4a2 - Same NAVAID:
NDB. (a) Annotations. Ensure that annotations are
kept up to date.
(7) Subpara 8-4-4c - Dead Reckoning.
(b) Reduced Separation Flags. Ensure the
(8) Para 8-5-4 - Same Direction. flags listed below are selected appropriately for each
(9) Para 8-6-3 - Temporary Moving flight:
Airspace Reservations. (1) M- Mach Number Technique (MNT).
(10) Para 8-8-5 - VFR Climb and Descent. (2) R- Reduced MNT.

13-2-2 Ocean21 - Oceanic

2/16/06 7110.65R

(3) D- Distance-based longitudinal. 4. When a pilot communicates via CPDLC, the

response should be via CPDLC.
(4) W- Reduced Vertical Separation Min‐
imum (RVSM). 5. To the extent possible, the CPDLC message
set should be used in lieu of free text messages.
(c) Degraded RNP. Select when an aircraft
has notified ATC of a reduction in navigation NOTE-
capability that affects the applicable separation The use of the CPDLC message set ensures the proper
minima. “closure” of CPDLC exchanges.
b. Transfer of Communications to the Next
(d) Restrictions. Ensure restrictions accur‐ Facility.
ately reflect the cleared profile.
1. When the receiving facility is capable of
d. Queue Management. CPDLC communications, the data link transfer is
1. Manage all sector and coordination queues in automatic and is accomplished within facility
accordance with the appropriate message priority and adapted parameters.
the controller's priority of duties. 2. When a receiving facility is not CPDLC
2. In accordance with facility directives, ensure capable, the transfer of communications shall be
that the messages directed to the error queue are made in accordance with local directives and Letters
processed in a timely manner. of Agreement (LOAs).
c. Abnormal conditions.
e. Window/List Management.
1. If any portion of the automated transfer fails,
1. Ensure that the situation display window title the controller should attempt to initiate the transfer
bar is not obscured by other windows and/or lists. manually. If unable to complete the data link transfer,
NOTE- the controller should advise the pilot to log on to the
The title bar changes color to denote when priority next facility and send an End Service (EOS) message.
information on the ASD is being obscured or is out of view.
2. If CPDLC fails, voice communications shall
2. In accordance with facility directives, ensure be utilized until CPDLC connections can be
that designated windows and/or lists are displayed at reestablished.
all times.
3. If the CPDLC connection is lost on a specific
aircraft, the controller should send a connection
13-2-4. CONTROLLER PILOT DATA LINK request message (CR1) or advise the pilot via backup
COMMUNICATIONS (CPDLC) communications to log on again.
a. Means of communication. 4. If CPDLC service is to be canceled, the
controller shall advise the pilot as early as possible to
1. When CPDLC is available and CPDLC
facilitate a smooth transition to voice communica‐
connected aircraft are operating outside of VHF
tions. Workload permitting, the controller should also
coverage, CPDLC shall be used as the primary means
advise the pilot of the reason for the termination of
of communication.
data link.
2. Voice communications may be utilized for 5. Assume that all unanswered CPDLC mes‐
CPDLC aircraft when it will provide an operational sages have not been delivered. On initial voice
advantage and/or when workload or equipment contact with aircraft, preface the message with the
capabilities demand. following:
3. When CPDLC is being utilized, a voice PHRASEOLOGY-
backup shall exist (e.g., HF, SATCOM, Third party). (Call Sign) CPDLC Failure, (message).

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13-2-5. COORDINATION b. When otherwise specified in facility directives

or LOA.
In addition to the requirements set forth in Chapter 8,
Offshore/Oceanic Procedures, Section 2, Coordina‐ 13-2-6. TEAM RESPONSIBILITIES - MULTIPLE
tion, automated coordination shall constitute com‐ PERSON OPERATION
plete coordination between Ocean21 sectors, both
a. When operating in a multiple controller
internally and between sectors across adjacent
operation at a workstation, ensure all ATC tasks are
Ocean21 facilities, except:
completed according to their priority of duties.
a. When the aircraft is in conflict with another in b. Multiple controller operation shall be accom‐
the receiving sector, or plished according to facility directives.

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Appendix A.
Aircraft Information
Fixed‐Wing Aircraft

TYPE ENGINE ABBREVIATIONS AIRCRAFT WEIGHT CLASSES

P piston a. Heavy. Aircraft capable of takeoff weights of

T turboprop more than 255,000 pounds whether or not they are
J jet operating at this weight during a particular phase of
flight.
CLIMB AND DESCENT RATES b. Large. Aircraft of more than 41,000 pounds,
maximum certificated takeoff weight, up to
Climb and descent rates based on average en route 255,000pounds.
climb/descent profiles at median weight between
maximum gross takeoff and landing weights. c. Small. Aircraft of 41,000 pounds or less
maximum certificated takeoff weight.

SRS LAND AND HOLD SHORT OPERATIONS (LAHSO)

AIRCRAFT GROUP AND DISTANCE MINIMA
SRS means “same runway separation;” categoriza‐
FAA Order 7110.118, Land and Hold Short
tion criteria is specified in para 3-9-6, Same Runway
Operations, includes procedures and conditions for
Separation.
conducting land and hold short operations at
designated airports. Appendix 1 to Order 7110.118
groups certain aircraft according to available landing
MANUFACTURERS
distance for LAHSO operations. Aircraft group
Listed under the primary manufacturer are other information for the purposes of Order 7110.118 is
aircraft manufacturers who make versions of some of incorporated in this Appendix under Performance
the aircraft in that group. Information.

NOTE-
* Denotes single‐piloted military turbojet aircraft or aircraft to receive the same procedural handling as a single‐piloted
military turbojet aircraft.

*** Denotes amphibian aircraft.

+ Denotes aircraft weighing between 12,500 lbs. and 41,000 lbs. For Class B Airspace rules, these aircraft are “large,
turbine-engine powered aircraft.”

Appendix A. Aircraft Information - Fixed-Wing Aircraft A-1

7110.65R 2/16/06

TBL A-1
Land and Hold Short Operations (LAHSO)
Aircraft Group/Distance Minima

Sea Level 1,000- 2000- 3000- 4000- 5000- 6000- 7000-

-999 1,999 2,999 3,999 4,999 5,999 6,999 7,000
Group 1 2500 2550 2600 2650 2700 2750 2800 2850
Group 2 & 3000 3050 3100 3150 3200 3250 3300 3500
Below
Group 3 & 3500 3550 3600 3650 3700 3750 3800 3850
Below
Group 4 & 4000 4050 4100 4150 4200 4250 4300 4350
Below
Group 5 & 4500 4550 4600 4650 4700 4750 4800 4850
Below
Group 6 & 5000 5100 5200 5300 5400 5500 5600 5700
Below
Group 7 & 6000 6100 6200 6300 6400 6500 6600 6700
Below
Group 8 & 7000 7100 7200 7300 7400 7500 7600 7700
Below
Group 9 & 8000 8100 8200 8300 8400 8500 8600 8700
Below
Group 10 Greater than 8000 feet

TBL A-1 is an air traffic control tool for identifying aircraft, by groups, that are able to land and hold short based
on the available landing distance. Air traffic managers shall utilize TBL A-1 for identifying aircraft by groups
that are able to land and hold short at their facility in accordance with FAA Order 7110.118, Land and Hold Short
Operations.
At locations requesting to utilize LAHSO with aircraft requiring greater than 8,000 feet of available landing
distance, air traffic managers shall coordinate with the appropriate Flight Standards' office and Air Traffic
Operations, Terminal Safety and Operations Support to obtain a letter of authorization approving LAHSO.

A-2 Appendix A. Aircraft Information - Fixed-Wing Aircraft

2/16/06 7110.65R

ADAM AIRCRAFT (USA)

Model Type Description Performance Information
Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
A-500, CarbonAero A500 2P/S II

AERMACCHI SpA (Italy)

(Also AGUSTA, SIAI-MARCHETTI)

Model Type Description Performance Information

Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
AMX AMX* 1J/S+ III
FN-333 Riviera*** FN33 1P/S I
MB-290TP Redigo L90 1T/S I
MB-326 M32 1J/S III
MB-339 M339* 1J/S III
SF-205-18F/20F S05F 1P/S I
SF-205-18R/20R/22R S05R 1P/S I
S-208 S208 1P/S I
S-211 S211 1T/S I
SF-260 A/B/C/D/E/F/M/W, Warrior F260 1P/S I
SF-260TP F26T 1T/S 1,800 1,100 I 3
SF-600A, SF-600TP Canguero F600 2T/S 2,100 II 4

AERONCA (USA- see Bellanca)

AERO SPACELINES (USA)

Model Type Description Performance Information
Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
Super Guppy, SGUP 4T/L 1,500 1,500 III 10
Super Turbine Guppy

AEROSPATIALE (France)
(Also AEROSPATIALE/AERITALIA, ATR, ALENIA MORANE-SAULNIER, PZL-OKECIE, SOCATA, SUD, SUD-EST, TBM)

Model Type Description Performance Information

Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
ATR-42-200/300/320 AT43 2T/L 2,000 2,000 III 5
ATR-42-400 AT44 2T/L 2,000 2,000 III 5
ATR-42-500 AT45 2T/L 2,000 2,000 III 5
ATR-72 AT72 2T/L 2,000 2,000 III 6

Appendix A. Aircraft Information - Fixed-Wing Aircraft A-3

7110.65R CHG 1
7110.65R 2/16/06
8/3/06

Model Type Description Performance Information

Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
Rallye, Rallye Club, Super Rallye, RALL 1P/S 750 750 I 3
Rallye Commodore, Minerva (MS-880
to 894)
SE-210 Caravelle S210 2J/L 2,300 2,000 III 8
SN-601 Corvette S601 2J/S+ 2,500 2,000 III 5
Tampico TB-9 TAMP 1P/S 600 700 I 2
TBM TB-700 TBM7 1T/S 1,700 1,500 I 5
Tabago TB10C/200 TOBA 1P/S 700 700 I 2
Trinidad TB-20/21 TRIN 1P/S 850 700 I 3

AIRBUS INDUSTRIES (International)

Model Type Description Performance Information
Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
A-300B2/4-1/2/100/200, A30B 2J/H 3,500 3,500 III 8
A-300C4-200
A-300B4 - 600 A306 2J/H 3,500 3,500 III 7
A-310 (CC-150 Polaris) A310 2J/H 3,500 3,500 III 7
A-318 A318 2J/L 3,500 3,500 III
A-319, ACJ A319 2J/L 3,500 3,500 III 7
A-320 A320 2J/L 3,500 3,500 III 7
A-321 A321 2J/L 3,500 3,500 III
A-300ST Super Transporter, Beluga A3ST 2J/H III
A-330-200 A332 2J/H 3,500 3,500 III 8
A-330-300 A333 2J/H III 8
A-340-200 A342 4J/H 3,500 3,500 III 9
A-340-300 A343 4J/H III 9
A-340-500 A345 4J/H III 9
A-340-600 A346 4J/H III 9
A-380-800 A388 4J/H III 10

AIRCRAFT HYDRO-FORMING (USA)

(Also BUSHMASTER)

Model Type Description Performance Information

Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
Bushmaster 2000 BU20 3P/S+ 2,000 2,000 III 2

A-4 Appendix A. Aircraft Information - Fixed-Wing Aircraft

2/16/06
8/3/06 7110.65R
7110.65R CHG 1

AIR TRACTOR, INC. (USA)

Model Type Description Performance Information
Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
AT-300/301/401 AT3P 1P/S 1,000 I 1
AT-302/400/402 AT3T 1T/S I
AT-501 AT5P 1P/S I
AT-502/503 AT5T 1T/S I
AT-602 AT6T 1T/S I
AT-802 AT8T 1T/S+ III

ANTONOV (Russia)
Model Type Description Performance Information
Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
An-2 AN2 1P/S I
An-8 AN8 2T/L III
An-12 AN12 4T/L III
An-70 AN70 4T/H III
An-74-100/200 AN72 2J/L III
An-124 Ruslan A124 4J/H III
An-140 A140 2T/L III

AVIATION DEVELOPMENT (USA)

Model Type Description Performance Information
Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
Alaskan Bushmaster ALBU 1P/S I

BEAGLE AIRCRAFT (UK)

(Also BEAGLE-AUSTER)

Model Type Description Performance Information

Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
A-109 Airedale AIRD 1P/S I
B-121 Pup PUP 1P/S 575 750 I 2
B-125 Bulldog BDOG 1P/S I
B-206 Basset BASS 2P/S 1,200 1,300 II 8

Appendix A. Aircraft Information - Fixed-Wing Aircraft A-5

7110.65R 2/16/06

BEECH AIRCRAFT COMPANY (USA)

(Also CCF, COLEMILL, DINFIA, EXCALIBUR, FUJI, HAMILTON, JETCRAFTERS, RAYTHEON, SWEARINGEN, VOLPAR)

Model Type Description Performance Information

Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
1900 (C-12J) B190 2T/S+ 2,400 2,400 III 7
B300 Super King Air 350 B350 2T/S+ 3,000 3,000 III 7
100 King Air (U-21F Ute) BE10 2T/S 2,250 2,250 II 7
17 Stagger Wing (UC-43 Traveler, BE17 1P/S 1,375 1,375 I 2
YC-43 Traveler)
Twin Beech 18/Super H18 BE18 2P/S 1,400 1,000 II 4
18 (turbine) B18T 2T/S 2,000 2,000 II
19 Musketeer Sport, Sport BE19 1P/S 680 680 I 1
200, 1300 Super King Air, Commuter BE20 2T/S+ 2,450 2,500 III 7
(C-12A to F, C-12L/R, UC-12, RC-12,
Tp101, Huron)
23 Musketeer, Sundowner BE23 1P/S 740 800 I 2
24 Musketeer Super, Sierra BE24 1P/S 1,000 1,000 I 3
300 Super King Air BE30 2T/S+ 3,000 3,000 III 6
33 Debonair, Bonanza (E-24) BE33 1P/S 1,000 1,000 I 4
35 Bonanza BE35 1P/S 1,200 1,200 I 3
36 Bonanza (piston) BE36 1P/S 1,100 1,100 I 2
36 Bonanza (turbine) B36T 1/T/S I
400 Beechjet, Hawker 400 (T-1 BE40 2J/S+ 3,300 2,200 III 8
Jayhawk, T-400)
50 Twin Bonanza (U-8D/E/G, RU-8 BE50 2P/S 1,600 1,600 II 4
Seminole)
55 Baron (T-42 Chochise, C-55, E-20 BE55 2P/S 1,700 1,700 II 6
56 Turbo Baron BE56 2P/S II
58 Baron BE58 2P/S 1,730 1,730 II 6
60 Duke BE60 2P/S 1,600 1,600 II 8
65 Queen Air (U-8F Seminole) BE65 2P/S 1,300 1,300 II 5
70 Queen Air BE70 2P/S II
76 Duchess BE76 2P/S 1,500 1,500 II 4
77 Skipper BE77 1P/S 750 750 I 1
80 Queen Air (Zamir) BE80 2P/S 1,275 1,275 II
88 Queen Air BE88 2P/S II
95 Travel Air BE95 2P/S 1,250 1,250 II 5
99 Airliner BE99 2T/S 1,750 1,750 II 5
90, A90 to E90 King Air (T-44 V-C6) BE9L 2T/S 2,000 2,000 II 5
F90 King Air BE9T 2T/S 2,600 2,600 II 7
2000 Starship STAR 2T/S+ 2,650 2,650 III 7
Premier 1, 390 PRM1 2J/S+ 3,000 3,000 III
T34A/B, E-17 Mentor (45) T34P 1P/S 1,150 1,150 I 1
T-34C Turbo Mentor T34T 1T/S 1,100 1,000 I
T-6A Texan II TEX2* 1T/S I
U-21A/G, EU-21, JU-21, RU-21, Ute U21 2T/S 2,000 2,000 II
(A90-1 to 4)
QU-22 (1074/1079) U22 1P/S I

A-6 Appendix A. Aircraft Information - Fixed-Wing Aircraft

2/16/06
8/30/07 7110.65R
7110.65R CHG 3

BELLANCA AIRCRAFT (USA)

(Also AERONCA, CHAMPION, DOWNER, HINDUSTAN, NORTHERN)

Model Type Description Performance Information

Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
Aeronca Chief/Super Chief, Pushpak AR11 1P/S 500 500 I 1
Aeronca Sedan AR15 1P/S 500 500 I 2
14 Junior, Cruiseair, B14A 1P/S 1,030 1,030 I 1
Cruiseair Senior Cruisemaster
14 Bellanca 260/A/B/C B14C 1P/S 1,500 I
17 Viking, Super Viking, BL17 1P/S 1,100 1,100 I 1
Turbo Viking
19 Skyrocket BL19 1P/S I
8 Decathlon, Scout BL8 1P/S 1,000 1,000 I 2
Champion Lancer 402 CH40 2P/S 650 1,000 II
7 ACA/ECA Champ, Citabria, CH7A 1P/S 750 750 I 1
7 GCBC/KCAB Citabria CH7B 1P/S 1,100 1,100 I 1
T-250 Aries T250 1P/S I

BOEING COMPANY (USA)

(Also GRUMMAN, IAI, LOCKHEED-BOEING, MCDONNELL DOUGLAS, NORTHROP-GRUMMAN, ROHR)

Model Type Description Performance Information

Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
B-52 Stratofortress B52 8J/H 3,000 3,000 III
707-100 (C-137B) B701 4J/H 3,500 3,500 III 9
707-300(C-18, C-137C, E-8J-Stars, B703 4J/H 3,500 3,500 III 9
EC-18, EC-137, KC-137, T-17)
717-200 B712 2J/L III 7
720 B720 4J/L 3,000 3,000 III 9
727-100 (C-22) B721 3J/L 4,500 4,500 III 7
727-200 B722 3J/L 4,500 4,500 III 7
727-100RE Super 27 R721 3J/L 4,300 4,300 III
727-200RE Super 27 R722 3J/L 4,300 4,300 III
737-100 B731 2J/L 3,000 3,000 III 7
737-200 (Surveiller, CT-43, VC-96) B732 2J/L 3,000 3,000 III 7
737-300 B733 2J/L 5,500 3,500 III 7
737-400 B734 2J/L 6,500 3,500 III 8
737-500 B735 2J/L 5,500 3,500 III 7
737-600 B736 2J/L 4,000 4,000 III 7
737-700, BBJ, C-40 B737 2J/L 4,000 4,000 III 8
737-800, BBJ2 B738 2J/L 4,000 4,000 III 7
737-900 B739 2J/L 4,000 4,000 III 8
747-100 B741 4J/H 3,000 3,000 III 10
747-200 (E-4, VC-25) B742 4J/H 3,000 3,000 III 10
747-300 B743 4J/H 3,000 3,000 III 10
747-400 (Domestic, no winglets) B74D 4J/H 3,000 3,000 III
747-400 (International, winglets) B744 4J/H 3,000 3,000 III 10

Appendix A. Aircraft Information - Fixed-Wing Aircraft A-7

7110.65R 2/16/06

Model Type Description Performance Information

Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
747SR B74R 4J/H 3,000 3,000 III 10
747SP B74S 4J/H 3,000 3,000 III 9
757-200 (C-32) B752 2J/L 3,500 2,500 III 7
757-300 B753 2J/H 3,500 2,500 III 8
767-200 B762 2J/H 3,500 3,500 III 9
767-300 B763 2J/H 3,500 3,500 III 9
767-400 B764 2J/H 3,500 3,500 III 9
777-200 B772 2J/H 2,500 2,500 III 9
777-300 B773 2J/H 2,500 2,500 III 9
747SCA Shuttle Carrier BSCA 4J/H III
C-135B/C/E/K Stratolifter (EC-135, C135 4J/H 2,000 2,000 III
NKC-135, OC-135, TC-135, WC-135)
C-17 Globemaster 3 C17 4J/H III
C-97 Stratofreighter C97 4P/L 2,500 3,000 III
KC-135A Stratotanker (J57 engines) K35A 4J/H 2,500 3,000 III
KC 135D/E Stratotanker (TF33 K35E 4J/H 5,000 3,000 III
engines)
KC 135R/T, C-135FR, Stratotanker K35R 4J/H 5,000 3,000 III
(CFM56 engines)
KE-3 KE3 4J/H 3,500 3,500 III
RC-135 R135 4J/H 3,000 3,000 III
E-3A (TF33), E-B/C, JE-3, Sentry E3TF 4J/H 3,500 4,000 III
E-3A (CFM56), E-3D/F, Sentry E3CF 4J/H III
E6 Mercury E6 4J/H 3,500 3,500 III
E-767 E767 2J/H 2,500 2,500 III
75 Kaydet (PT-13, PT-17, PT-18, ST75 1P/S 840 840 I
PT-27, N2S)

BOMBARDIER (Canada)
(Also CANADAIR)

Model Type Description Performance Information

Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
BD-100 Challenger 300 CL30 2J/S+ 3,500 3,500 III 7
BD-700 Global 5000 GL5T 2J/L 3,500 3,500 III 7
BD-700 Global Express, Sentinel GLEX 2J/L III 7

BRITISH AEROSPACE (BAe) (UK)

(Also AIL, AVRO, BAC, BUCURESTI, DE HAVILLAND, HANDLEY-PAGE, HAWKER-SIDDELEY, JETSTREAM, KANPUR,
MCDONNELL-DOUGLAS, RAYTHEON, SCOTTISH-AVIATION, VOLPAR)

Model Type Description Performance Information

Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
BAe 748 (Andover, C-91) A748 2T/L 2,500 2,000 III 5
ATP Advance Turboprop (ATP) ATP 2T/L 3,000 3,000 III 6
BAC-111 One-Eleven BA11 2J/L 2,400 2,400 III 7

A-8 Appendix A. Aircraft Information - Fixed-Wing Aircraft

2/16/06 7110.65R

Model Type Description Performance Information

Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
BAC-167 Strikemaster JPRO 1J/S III
BAe HS 125 Series 1/2/3/400/600 H25A 2J/S+ 2,500 2,000 III 6
BAe-125-700/800 (C-29, U-125) H25B 2J/S+ 3,000 4,000 III 7
BAe-125-1000 H25C 2J/S+ 3,000 4,000 III 7
BAe-146-100 Statesman B461 4J/L 3,500 3,500 III 7
BAe-146-200 Quiet Trader, Statesman B462 4J/L 3,500 3,500 III 7
BAe-146-300 B463 4J/L III 7
BAe-3100 Jetstream 31 (T.Mk.3) JS31 2T/S+ 2200 2200 III 5
BAe-3200 Jetstream Super 31 JS32 2T/S+ 2600 2600 III 5
BAe-4100 Jetstream 41 JS41 2T/S+ 2200 III 7
Harrier, Sea Harrier HAR* 1J/L 5,000 8,000 III
Hawk, T-45 Goshawk, CT-155 Hawk HAWK 1J/S+ III
Jetstream 1 JS1 2T/S+ 2,200 2,200 III
Jetstream 3 JS3 2T/S+ 2,200 2,300 III
Jetstream 200 JS20 2T/S+ 2,200 2,200 III
Nimrod N1M 4J/L III
RJ-70 RJ70 4J/L III 7
RJ-85 RJ85 4J/L III 7
RJ-100 RJ1H 4J/L III 7
Tornado TOR 2J/L III

BRITTEN NORMAN LTD. (A subsidiary of Pilatus Aircraft LTD.) (UK)

(Also AVIONS FAIREY, BAC, BUCURESTI, DE HAVILLAND, HAWKER-SIDDELEY, IRMA, PADC, ROMAERO, VICKERS)

Model Type Description Performance Information

Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
BN-2, BN-2A/B Islander, Defender, BN2P 2P/S 1,250 1,250 II 1
Maritime Defender
BN-2T Turbine Islander, BN2T 2T/S 1,500 1,500 II 1
Turbine Defender
Trident TRID 3J/L 3,000 3,000 III
BN-2A Mk3 Trislander TRIS 3P/S 1,200 1,000 III 2
VC-10 VC10 4J/H 1,900 2,000 III
Viscount VISC 4T/L 1,200 1,500 III 10

BUSHMASTER AIRCRAFT CORP. (USA—see Aircraft Hydro Forming)

CAMAIR AIRCRAFT CORP. (USA)

(Also RILEY, TEMCO)

Model Type Description Performance Information

Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
480 Twin Navion 480 TNAV 2P/S 1,800 2,000 II

Appendix A. Aircraft Information - Fixed-Wing Aircraft A-9

7110.65R 2/16/06

CANADAIR BOMBARDIER LTD. (Canada)

Model Type Description Performance Information
Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
CL-41 Tutor (CT-114) CL41 1J/S III
CL-44 Forty Four CL44 4T/L III
CL-44-O Guppy CL4G 4T/L III
CL-66, CV-580 (CC-109 CVLT 2T/L 1,500 1,500 III
Cosmopolitan)
CL-600/Challenger 699/601/604 CL60 2J/L 2,250 3,000 III 8
(CC-144, CE-144)
CL-600 Regional Jet CRJ-100, RJ-100 CRJ1 2J/L III 7
CL-600, Regional Jet CRJ-200, CRJ2 2J/L III 7
RJ-200
CL-600 Regional Jet CRJ-700 CRJ7 2J/L III 7
CL-600 Regional Jet CRJ-900 CRJ9 2J/L III 8
T-33, CT-133 Silver Star (CL-30) T33 1J/L 2,000 2,000 III

CESSNA AIRCRAFT COMPANY (USA)

(Also AVIONES-COLOMBIA, COLEMILL, DINFIA, ECTOR, FMA, FUJI, REIMS, RILEY, SUMMIT, WREN)

Model Type Description Performance Information

Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
A-37 Dragonfly (318D/E), OA-37 A37* 2J/S 3,370 3,000 III
120 C120 1P/S 640 640 I 1
140 C140 1P/S 640 640 I 3
150, A150, Commuter, Aerobat C150 1P/S 670 1,000 I 1
152, A152, Aerobat C152 1P/S 750 1,000 I 1
170 C170 1P/S 690 1,000 I 4
172, P172, R172, Skyhawk, C172 1P/S 650 1,000 I 1
Hawk XP, Cutlass (T-41, Mescalero)
172RG, Cutlass RG C72R 1P/S 650 1,000 I 1
175, Skylark C175 1P/S 850 1,000 I 2
177, Cardinal C177 1P/S 850 1,000 I 2
177, Cardinal RG C77R 1P/S 850 1,000 I 2
180, Skywagon 180 (U-17C) C180 1P/S 1,130 1,130 I 2
182, Skylane C182 1P/S 890 1,000 I 2
R182, TR182 (Turbo) Skylane RG C82R 1P/S 890 1,000 I 2
185, A185 Skywagon, Skywagon 185, C185 1P/S 1,000 1,000 I 2
AgCarryall (U-17A/B)
188, A188, T188 AgWagon, AgPickup C188 1P/S 1,000 1,000 I 1
AgTruck, AgHusky
190 C190 1P/S 1,090 1,090 I 2
195 (LC-126) C195 1P/S 1,200 1,200 I
205 C205 1P/S 965 1,000 I 3
206, P206m T206m TP206, U206, C206 1P/S 975 1,000 I 2
TU206, (Turbo) Super Skywagon,
(Turbo) Super Skyland, (Turbo)
Skywagon 206, (Turbo) Stationair,
Turbo Stationair 6

A-10 Appendix A. Aircraft Information - Fixed-Wing Aircraft

2/16/06 7110.65R

Model Type Description Performance Information

Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
206 (turbine) C06T 1/T/S I
207 (Turbo) Skywagon 207, (Turbo) C207 1P/S 810 1,000 I 2
Stationair 7/8
207 (turbine) C07T 1T/S I
208 Caravan 1, (Super) C208 1T/S 1,400 1,400 I 3
Cargomaster, Grand Caravan (C-98,
U27)
210, T210, (Turbo) Centurion C210 1P/S 900 1,000 I 2
P210 Pressurized Centurion P210 1P/S 1,000 1,000 I
P210 (turbine) C10T 1T/S I
T303 Crusader C303 2P/S 3,500 3,000 II 2
310, T310 (U-3, L-27) C310 2P/S 2,800 2,000 II 4
320 (Executive) Skyknight C320 2P/S 2,900 2,000 II 5
335 C335 2P/S 2,200 2,000 II 4
336 Skymaster C336 2P/S 1,340 1,340 II
337, M337, MC337, T337B/C/D/E/F/H C337 2P/S 1,250 1,500 II 3
(Turbo)
Super Skymaster (O-2)
T337G, P337 Pressurized Skymaster P337 2P/S 1,250 1,500 II 3
340 C340 2P/S 2,900 2,000 II 4
401, 402, Utililiner, Businessliner C402 2P/S 2,500 2,000 II 3
402 (turbine) C02T 2T/S II
404 Titan C404 2P/S 2,600 2,000 II 5
404 (turbine) C04T 2T/S II
F406 Caravan 2, Vigilant F406 2T/S 1,850 II 6
411 C411 2P/S 2,800 2,000 II 4
414, Chancellor 414 C414 2P/S 2,300 2,000 II 6
414 (turbine) C14T 2T/S II
421, Golden Eagle, Executive C421 2P/S II 6
Commuter
421 (turbine) C21T 2T/S II
425, Corsair, Conquest 1 C425 2T/S 3,500 2,500 II 5
441 Conquest, Conquest 2 C441 2T/S 4,200 3,000 II 6
5000 Citation, Citation 1 C500 2J/S 3,100 3,500 III 6
501 Citation 1SP C501 2J/S 4,300 3,000 III 6
525 Citationjet Citation CJ1 C525 2J/S 3,000 III 7
525A Citation CJ2 C25A 2J/S 3,870 III
525B Citation CJ3 C25B 2J/S+ III
526 Citationjet C526 2J/S 3,000 III
550, S550, 552 Citation 2/S2/Bravo C550 2J/S+ 5,300 3,000 III 7
(T-47, U-20)
551 Citation 2SP C551 2J/S 5,300 3,000 III 5
560 Citation 5/5 Ultra/5Ultra Encore C560 2J/S+ 6,000 3,500 III 8
(UC-35, OT-47, TR-20)
650 Citation 3/6/7 C650 2J/S+ 3,900 4,000 III 8
680 Citation Sovereign C680 2J/S+ III
750 Citation 10 C750 2J/S+ 3,500 3,500 III 9
AW CAW 1P/S I

Appendix A. Aircraft Information - Fixed-Wing Aircraft A-11

7110.65R 2/16/06

Model Type Description Performance Information

Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
O-1, TO-1, OE, L-19, TL-19 Bird Dog O1 1P/S 1,150 1,150 I
(305,321)
T37 (318A/B/C) T37* 2J/S 3,000 3,000 III
T-50 Bobcat (AT-8, AT-17, UC-78, T50 2P/S II
Crane)
DC-6 CDC6 1P/S I
C-34/37/38/145/165, Airmaster CMAS 1P/S I

CHAMPION (USA-see Bellanca Aircraft)

CHRISTEN INDUSTRIES, INC. (USA)

(Also AVIAT)

Model Type Description Performance Information

Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
A-1 Huskey HUSK 1P/S 1,500 1,500 I

CIRRUS (USA)
Model Type Description Performance Information
Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
SR-20, SR-20 SRV, SRV SR20 1P/S I 1
SR-22 SR22 1P/S I 1
VK-30 Cirrus VK3P 1P/S I

COLEMILL (USA) (See BEECH, PIPER, CESSNA)

CONSTRUCCIONES AERONAUTICAS (CASA) (Spain)

(Also NURTANIO, NUSANTARA)

Model Type Description Performance Information

Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
C-212 Aviocar (T-12, TE-12, TR-12, C212 2T/S+ 900 900 III 5
D-3, Tp89)

CURTISS-WRIGHT CORP. (USA)

Model Type Description Performance Information
Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
C-46 Commando (CW-20) C46 2P/L 600 700 III

A-12 Appendix A. Aircraft Information - Fixed-Wing Aircraft

2/16/06
8/30/07 7110.65R
7110.65R CHG 3

DASSAULT-BREGUET (France)
Model Type Description Performance Information
Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
1150 Atlantic, Altantique 2 ATLA 2T/L III
Alpha Jet AJET 2J/S III
Falcon 10/100, Mystere 10/100 FA10 2J/S+ 2,300 1,600 III 8
Falcon 20/100, Mystere 20/200, FA20 2J/S+ 2,000 2,200 III 7
Gardian (HU-25, (T-11, TM-11)
Falcon 50, Mystere 50 (T-16) FA50 3J/S+ 1,800 1,600 III 8
Falcon 900, Mystere 900 (T-18) F900 3J/L 2,000 1,700 III 8
Falcon 2000 F2TH 2J/S+ 2,500 1,500 III 8
Jaguar JAGR 2J/S+ III
Mirage 2000, Vajara MIR2 1J/S+ III
Mirage 3/5/50 (F-103) MIRA 1J/S+ III
Mirage F1 (C-14, CE-14) MRF1 1J/S+ III
Super Etendard ETAR 1J/S+ III

DEHAVILLAND (Canada/UK)
(Also AIRTECH, HAWKER-SIDDELEY, OGMA, RILEY, SCENIC)

Model Type Description Performance Information

Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
DHC-1 DHC1 1P/S 900 1,000 I 1
DHC-2 Mk1 Beaver (U-6, L-20) DHC2 1P/S 840 1,000 I 2
DHC-2 Mk3 Turbo Beaver DH2T 1T/S 1,220 1,000 I 2
DHC-3 Otter (U-1, NU-1, UC) DHC3 1P/S 750 1,000 I 1
DHC-3 Turbo Otter DH3T 1T/S I
DHC-4 Caribou (C-7, CV-2) DHC4 2P/S+ 1,350 1,000 III 5
DHC-5 (C-8, CV-7, CC-115, C-115) DHC5 2T/L 2,000 1,500 III 1
DHC-6 Twin Otter (UV-18, CC-138) DHC6 2T/S 1,600 1,800 II 4
DHC-7 Dash 7 (O-5, EO-5) DHC7 4T/L 4,000 4,000 III 2
DHC8 – 100 Dash 8 (E-9, CT-142, DH8A 2T/L 1,500 1,500 III 4
CC-142)
DHC8 – 200 Dash 8 DH8B 2T/L 1,500 1,500 III 4
DHC8 – 300 Dash 8 DH8C 2T/L 1,500 1,500 III 5
DHC8 – 400 Dash 8 DH8D 2T/L 2,500 2,500 III
DH-104 Dove, Sea Devon DOVE 2P/S 1,420 1,420 II 4
DH-114 Heron HERN 4P/S+ 1,075 1,075 III 8

DIAMOND (Canada)
(Also HOAC)

Model Type Description Performance Information

Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
DA-20/22, DV-20 Katana, DV20 1P/S 525 500 I 2
Speed Katana
DA-42 TwinStar DA42 2P/S 1,100 500 II 2

Appendix A. Aircraft Information - Fixed-Wing Aircraft A-13

7110.65R CHG 23
7110.65R 2/16/06
3/15/07
8/30/07

DORNIER GmbH (FRG)

(Also CASA, HINDUSTAN. Also see FAIRCHILD-DORNIER)

Model Type Description Performance Information

Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
228 D228 2T/S+ 2,000 2,000 III 2
328 D328 2T/S+ 2,000 2,000 III 7
27 DO27 1P/S 700 800 I 1
Do 28 A/B (Agur) DO28 2P/S 1,500 1,500 II
Do 28D/D-1/D-2, 128-2 Skyservant D28D 2P/S 1,000 - II 1
Do-28D-6, 128-6 Turbo Skyservant D28T 2T/S 1,500 - II 1

ECLIPSE AVIATION (USA)

Model Type Description Performance Information

Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
Eclipse 500 EA50 2J/S 1,725 3,000 III 4

EMBRAER (Brazil)

Model Type Description Performance Information

Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
CBA-123 Vector VECT 2T/S+ III
EMB-110/111 Bandeirante (C-95, E110 2T/S+ 1,500 1,500 III 7
EC-95, P-95, R-95, SC-95)
EMB-120 Brasilia (VC-97) E120 2T/S+ 2,300 2,300 III 7
EMB-121 Xingu (VU-9, EC-9) E121 2T/S+ III
EMB-135, ERJ-135/140 E135 2J/L 2,410 2,030 III 7
EMB-145, ERJ-145 (R-99) E145 2J/L 2,350 2,190 III 7
EMB-145XR E45X 2J/L III 7
EMB-170/175 E170 2J/L III 7
EMB-190/195 E190 2J/L III 7

EXTRA (FRG)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
200 E200 1P/S 1,000 1,000 I
230 E230 1P/S 1,500 1,500 I
300, 350 E300 1P/S 2,500 1,500 I
400 E400 1P/S 1,500 1,500 I
500 E500 1T/S 1,800 1,800 I

A-14 Appendix A. Aircraft Information - Fixed-Wing Aircraft

2/16/06
8/3/06 7110.65R
7110.65R CHG 1

FAIRCHILD DORNIER (USA/FRG)

(Also CONAIR, FAIRCHILD-HILLER, FLEET, FOKKER, KAISER, PILATUS, SWEARINGEN)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
228 D228 2T/S+ 2,000 2,000 III
328 D328 2T/S+ 2,000 2,000 III
328JET, Envoy 3 J328 2J/S+ III 6
728JET, Envoy 7 J728 2J/L III

FAIRCHILD INDUSTRIES (USA)

(Also CONAIR, FAIRCHILD-HILLER, FLEET, FOKKER, KAISER, PILATUS, SWEARINGEN)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
A-10, OA-10 Thunderbolt 2 A10* 2J/L 6,000 5,000 III
C-119, R4Q Flying Box Car (F-78) C119 2P/L 750 750 III 5
C-123 Provider C123 2P/L 890 1,000 III
F-27, FH-227 F27 2T/L 3,000 3,000 III 5
M-62 (PT-19/23/26, T-19 Cornell) FA62 1P/S 650 650 I
Pilatus/Peacemaker/Porter PC6P 1P/S 580 600 I
PC-6 Heli-Porter PC6T 1T/S 580 600 I
Merlin 2 SW2 2T/S 2,350 2,500 II 6
SA-226TB, SA-227TT Merlin 3, SW3 2T/S+ 2,350 2,500 III 5
Fairchild 300
SA-226AC, SA-227AC/AT Metro, SW4 2T/S+ 2,400 2,500 III 5
Merlin 4, Expediter

FOKKER BV (Netherlands)
(Also FAIRCHILD, FAIRCHILD-HILLER)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
F-27 Friendship, Troopship, F27 2T/L 3,000 3,000 III
Maritime (C-31, D-2)
F-28, Fellowship F28 2J/L 4,650 2,000 III 7
50, Maritime Enforcer F50 2T/L 3,500 3,500 III 3
60 F60 2T/L 3,500 3,500 III
70 F70 2J/L 4,500 3,000 III
100 F100 2J/L 3,500 3,500 III 7

GAF (Australia)
Model Type Designator Description Performance Information
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
N2/22/24 Nomad, Floatmaster, NOMA 2T/S 1,300 1,100 II 2
Missionmaster, Searchmaster

Appendix A. Aircraft Information - Fixed-Wing Aircraft A-15

7110.65R CHG 1
7110.65R 2/16/06
8/3/06

GATES LEARJET CORP. (USA)

(Also LEAR JET, LEARJET, SHIN MEIWA)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
23 LJ23 2J/S 4,500 4,000 III 8
24 LJ24 2J/S+ 4,500 4,000 III 7
25 LJ25 2J/S+ 4,500 4,000 III 9
28, 29 LJ28 2J/S+ 4,500 4,000 III 7
31 LJ31 2J/S+ 4,500 4,000 III 7
35, 36 (C-21, RC-35, RC-36, U-36) LJ35 2J/S+ 4,500 4,000 III 9
40 LJ40 2J/S+ III
45 LJ45 2J/S+ III
55 LJ55 2J/S+ 5,000 4,000 III 8
60 LJ60 2J/S+ 5,000 4,000 III 10

GENERAL DYNAMICS CORP. (USA)

(Also BOEING CANADA, CANADAIR, CANADIAN VICKERS, CONSOLIDATED, CONVAIR, FOKKER, GRUMMAN,
KELOWNA, LOCKHEED, LOCKHEED MARTIN, MITSUBISHI, SABCA, SAMSUNG, TUSAS)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
Canso/Catalina*** CAT 2P/S+ 600 600 III 7
Convair 240/340/440, Liner, HC-131 CVLP 2P/L 1,000 800 III 7
Convair 540/580/600/640 CVLT 2T/L 1,500 1,500 III 7
F-111, EF-111, (RF-111 Aardvark, F111* 2J/L 5,000 5,000 III
Raven
F-16 A/B/C/D/N, NF-16, TF-16 F16* 1J/L 8,000 5,000 III
Fighting Falcon, Netz, Barak, Brakeet
F-16XL Fighting Falcon F16X* 1J/L III
Valiant VALI 1P/S 600 750 I

GREAT LAKES (USA)

Model Type Designator Description Performance Information
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
2T-1 Sport Trainer, Sport G2T1 1P/S 1,000 800 I

GROB (FRG)
Model Type Designator Description Performance Information
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
G109 Ranger (Vigilant) G109 1P/S 600 600 I 2
G115 A/B/C/D/E, Bavarian (Heron), G115 1P/S 1,200 1,100 I
Tutoa
G-120 G120 1P/S 1,280 I

A-16 Appendix A. Aircraft Information - Fixed-Wing Aircraft

2/16/06
3/15/07 7110.65R
7110.65R CHG 2

GRUMMAN AEROSPACE CORP. (USA)

(Also AERO MOD, AMERICAN GENERAL, GRUMMAN AMERICAN, GULFSTREAM AMERICAN
MID-CONTINENT, NORTHROP GRUMMAN, SERV-AERO)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
A-6, EA-6, KA-6 Intruder, A6* 2J/L 7,500 5,000 III
Prowler (G-128)
AA1 Trainer,Tr2, T-Cat, Lynx AA1 1P/S 850 1,250 I 1
AA-5, Traveller, Cheetah Tiger AA5 1P/S 660 1,000 I 1
C-1, TF Trader (G-96) G96 2P/S+ III
C-2 Greyhound C2 2T/L 1,000 2,200 III
E-2, TE-2, Hawkeye, Daya E2 2T/L 2,690 3,000 III
F-3F (G-11/32), Replica F3F 1P/S I
F-6F Hellcat (G-50) HCAT 1P/S+ III
F-7F Tigercat (G-51) TCAT 2P/S+ III
F-9F Panther (G-79) F9F 1JS+ III
F-14 Tomcat F14* 2J/L 6,000 4,000 III
G-164 Ag-Cat, Super Ag-Cat G164 1P/S 1,500 1,500 I 1
G164 Turbo Ag-Cat G64T 1T/S 1,500 1,500 I 1
G-21 A/38/39 Goose (JRF)*** G21 2P/S 1,000 1,000 II
G-44 Widgeon (J4F)*** G44 2P/S 1,000 1,500 II 5
G-73 Mallard*** G73 2P/S+ 1,600 1,600 III 6
G-73T Turbo Mallard*** G73T 2T/S+ III
G-1159, G-1159B Gulfstream GLF2 2J/L 5,000 4,000 III 8
2/2B/2SP (C-20J, VC-111)
GA-7 Cougar GA7 2P/S 1,600 1,500 II 1
HU-16, SA-16, UF Albatross U16 2P/S+ 1,500 1,500 III 4
(G-64/111)***
OV-1, RV-1, AO-1 Mohawk (G-134) V1 2T/S+ 2,100 1,300 III
S-2, S2F, P-16 Tracker (G-89) S2P 2P/S+ III
S-2 Turbo Tracker S2T 2T/S+ III
X-29 (712) X29 1J/S+ III

GULFSTREAM AEROSPACE CORP. (USA)

(Also GRUMMAN, GRUMMAN AMERICAN, GULFSTREAM, GULFSTREAM AMERICAN, IAI)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
690 Jetprop Commander 840/900 AC90 2T/S 2,500 2,500 II
695 Jetprop Commander 980/1000 AC95 2T/S 2,500 2,500 II
AA-1 T-Cat, Lynx AA1 1P/S 850 1,250 I
AA-5 Traveler, Cheetah, Tiger AA5 1P/S 660 1,000 I
GA-7 Cougar GA7 2P/S 1,600 1,500 II
GAC 159-C, Gulfstream 1 G159 2T/S+ 2,000 2,000 III 7
G-1159, G-1159B/TT Gulfstream GLF2 2J/L 5,000 4,000 III
2/2B/2SP/2TT
G-1159A Gulfstream 3/SRA-1, GLF3 2J/L 5,000 4,000 III 8
SMA-3 (C20A/B/C/D/E)

Appendix A. Aircraft Information - Fixed-Wing Aircraft A-17

7110.65R CHG 1
7110.65R 2/16/06
8/3/06

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
G-1159C Gulfstream 300/4/4SP/ GLF4 2J/L 5,000 4,000 III 8
400/SRA-4 (C-20F/G/H, S102,
Tp102, U-4)
G-1159D Gulfstream 5/500/550 GLF5 2J/L 5,000 4,000 III 7
(C-37)

HAMILTON AVIATION (USA)

(Also VOLPAR)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
Westwind 2/3 B18T 2T/S 2,000 2,000 II 1
Little Liner BE18 2P/S 1,400 1,000 II
T-28 Nomair T28 1P/S 2,500 2,500 I

HANDLEY PAGE (UK)

(Also BRITISH AEROSPACE, JETSTREAM, SCOTTISH AVIATION, VOLPAR)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
HP-137 Jetstream 1 JS1 2T/S+ 2,200 2,200 III
HP-137 Jetstream 200 (T.Mk1/2) JS20 2T/S+ 2,200 2,200 III

HELIO AIRCRAFT COMPANY (USA)

Model Type Designator Description Performance Information
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
H-391/392/395/250/295/700/800, COUR 1P/S 850 1,000 I 1
HT-295 Courier, Strato-Courier,
Super Courier (U-10)
HST-550 Stallion (AU-24) STLN 1T/S 2,200 2,200 I 1
H-500 Twin Courier (U-5) TCOU 2P/S 1,250 1,500 II 1

HFB (FRG)
(Also MBB)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
HFB-320 Hansa HF20 2J/S+ 4,500 4,500 III 7

HOWARD (USA)
Model Type Designator Description Performance Information
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
250, 350 L18 2P/L 1,800 2,000 III 8
DGA-15 (GH Nightingale, NH) DG15 1P/S 1,000 1,000 I

A-18 Appendix A. Aircraft Information - Fixed-Wing Aircraft

2/16/06 7110.65R

IAI (Israel)
(Also ISRAEL AIRCRAFT INDUSTRIES, ASTRA, GULFSTREAM)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
101 Avara, 102, 201, 202 ARVA 2T/S+ 1,300 1,000 III 5
1123 Westwind WW23 2J/S+ 4,000 3,500 III 7
1124 Westwind WW24 2J/S+ 4,000 3,500 III 7
1125 Gulfstream 100, (C-38) ASTR 2J/S+ 4,000 3,500 III 7
1126 Gulfstream 200 GALX 2J/S+ III
Gulfstream 150 G150 2J/S+ III

ILYUSHIN (Russia)
Model Type Designator Description Performance Information
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
A-50, Be-976 A50 4J/H III
Il-14 IL14 2P/S+ III
Il-18/20/22/24, Bizon, Zebra IL18 4T/L III
Il-28 IL28 2J/L III
Il-38 IL38 4J/L III
IL-62 IL62 4J/H 3,500 2,500 III
IL-76/78/82, Gajaraj IL76 4J/H 3,000 2,500 III
Il-86/87 IL86 4J/H III
Il-96 IL96 4J/H III
Il-103 I103 1P/S I
Il-114 I114 2T/L III

JETSTREAM (UK - see British Aerospace)

LAKE AIRCRAFT (USA)

Model Type Designator Description Performance Information
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
LA-250/270 (Turbo) Renegade, LA25 1P/S 700 700 I 2
Seawolf, SeaFury***
LA-4/200, Buccaneer*** LA4 1P/S 1,100 1,000 I 2

LOCKHEED CORP. (USA)

(Also AERITALIA, CANADAIR, FIAT, FOKKER, HOWARD, LEAR, LOCKHEED-BOEING, LOCKHEED-MARTIN, MBB,
MESSERSCHMITT, MITSUBISHI, PACAERO, ROCKWELL, SABCA)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
B-34, PV Venture, Harpoon L37 2P/S+ III
(L-15/137/237)
C-5 Galaxy (L-500) C5 4J/H 2,500 2,000 III

Appendix A. Aircraft Information - Fixed-Wing Aircraft A-19

7110.65R 2/16/06

Model Type Description Performance Information

Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
C-130A/B/E/F/H, CC-130, DC-130, C130 4T/L 1,500 1,500 III
EC-130/E/G/H/Q, HC-130, JC-130,
KC-130B/F/H/R/T, LC-130, MC-130,
NC-130, RC-130, TC-130, VC-130,
WC-130E/H, T-10, TK-10, TL-10,
Tp84 Hercules, Spectre, Aya, Karnaf,
Sapeer (L-100/182/282/382)
C-141 Starlifter (L-300) C141 4J/H 3,500 3,000 III
L-049/749/1049 Constellation, CONI 4P/L 1,700 1,700 III 9
Super Constellation, Starliner (C-121,
RC-121, EC-121, VC-121, WV, R7V,
Warning Star)
F-22 Raptor (L-645) F22* 2J/L III
F-104, RF-104, TF-104 Starfighter F104* 1J/L 5,000 4,000 III
(L583/683)
F-117 Nighthawk F117 2J/L III
L-1011 Tri-Star (all series) L101 3J/H 3,500 3,000 III 9
L-18 Lodestar (C-56/57/59/60, R50, L18 2P/L 1,800 2,000 III
XR50)
L-188 Electra L188 4T/L 1,850 2,000 III 7
L-1329 Jetstar 6/8 L29A 4J/L 4,000 3,500 III 8
L-1329-5 Jetstar 2/731 L29B 4J/L 4,000 3,000 III 9
P-2D to H, SP-2, P2V Neptune P2 2P/L III
(L-426/726/826)
P-3, AP-3, EP-3, NP-3, RP-3, TP-3, P3 4T/L 1,850 2,000 III
UP-3, VP-3, WP-3, CP-140 Orion,
Aurora, Arcturus (L-85/285/685/785)
P-38, F-5 Lightning (L-222/322/422) P38 2P/S+ III
S-3, ES-3, US-3 Viking (L-394) S3 2J/L 2,000 2,000 III
SR-71 Blackbird SR71 2J/L III
T-33, AT-33, NT-33, RT-33 Shooting T33* 2J/L 2,000 2,000 III
Star, T-Bird (L-580)
U-2, ER-2 U2* 1J/S+ 6,000 6,000 III

MARTIN COMPANY (USA)

Model Type Designator Description Performance Information
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
404 M404 2P/L 1,600 1,500 III 3
B-26 Marauder (179) B26M 2P/S+ III
WB-57 (272) WB57 2J/L III

A-20 Appendix A. Aircraft Information - Fixed-Wing Aircraft

2/16/06
8/30/07 7110.65R
7110.65R CHG 3

MAULE AIRCRAFT CORP. (USA)

(Also SAASA)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
M-4 Bee Dee, Jetasen, Rocket, M4 1P/S 1,000 1,000 I 1
Astro Rocket, Strata Rocket
M-5, Strata Rocket, Lunar Rocket, M5 1P/S 1,000 1,000 I 1
Patroller
M-6 Super-Rocket M6 1P/S 1,500 1,000 I 1
M-7-235/260, MT-7-235/260, M7 1P/S 825 I 1
MX-7-160/180/235, MXT-7-160/180
Super Rocket, Star Rocket, Comet,
Star Craft, Orion, Sportplane
M-7-420, MT-7-240, MX-7-420, M7T 1T/S 4,500 I 1
MXT-7-420 Star Craft
M-8 M8 1P/S I

MCDONNELL-DOUGLAS CORP. (USA)

(Also ASTA, BOEING, DOUGLAS, GAF, LISUNOV, MITSUBISHI, ON MARK, SHANGHAI, VALMET)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
Skywarrior A3* 2J/L 5,000 6,000 III
A-4, OA-4, TA-4 Skyhawk A4* 1J/S+ 5,000 5,000 III
Invader B26 2P/L 1,000 1,000 III
YC-15 C15 4J/L III
C-17 Globemaster 3 C17 4J/H III
DC-10 (KC-10 Extender, KDC-10, DC10 3J/H 2,400 2,000 III 9
MD-10)
Skytrain (C-47, C-53, C-117 A/B/C, DC3 2P/S+ 1,200 1,200 III
R4D 1 to 7)
Super DC-3 (C-117D, R4D 8) DC3S 2P/S+ 1,330 1,330 III 8
Skymaster DC4 4P/L 2,300 2,300 III 7
DC-6/B Liftmaster DC6 4P/L 1,000 1,000 III 7
DC-7/B/C Seven Seas DC7 4P/L 1,250 1,250 III 8
DC-8-50, Jet Trader DC85 4J/H 4,000 4,000 III 9
DC-8-60 DC86 4J/H 4,000 4,000 III
DC-8-70 DC87 4J/H 5,000 4,000 III 9
DC-9-10 DC91 2J/L 3,000 3,000 III 8
DC-9-20 DC92 2J/L 3,000 3,000 III 8
DC-9-30 (C-9, VC-9, Nightingale, DC93 2J/L 3,000 3,000 III 8
Skytrain 2)
DC-9-40 DC94 2J/L 3,000 3,000 III 8
DC-9-50 DC95 2J/L 3,000 3,000 III 8
F-15 Eagle, Baz, Akef, Ra'am F15* 2J/L 8,000 5,000 III
FA-18, CF-18, CF-188, EF-18, C-15, F18* 2J/L 8,000 6,000 III
CE-15, AF-18,
ATF-18 Hornet, Super Hornet
F-4, RF-4, QF-4 Phantom 2/2000, F4* 2J/L 8,000 6,000 III
Kurnass

Appendix A. Aircraft Information - Fixed-Wing Aircraft A-21

7110.65R 2/16/06

Model Type Description Performance Information

Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
MD-11 MD11 3J/H III 9
MD-81 MD81 2J/L 3,500 3,000 III 7
MD-82 MD82 2J/L 3,500 3,000 III 7
MD-83 MD83 2J/L 3,500 3,000 III 8
MD-87 MD87 2J/L 3,500 3,000 III 7
MD-88 MD88 2J/L 3,500 3,000 III 8
MD-90 MD90 2J/L III 8

MESSERSCHMITT (FRG)
Model Type Designator Description Performance Information
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
Bf-108 Taifun ME08 1P/S 400 500 I 1
Bf-109 ME09 1P/S I
Me-262, Replica ME62 2J/S+ III

MESSERSCHMITT-BOLKOW (FRG)
(Also BOLKOW, HFB, NORD, SIAT)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
223 Flamingo S223 1P/S I
BO-209 Monsun B209 1P/S 1,100 1,100 I 4

MITSUBISHI AIRCRAFT INTERNATIONAL INC. (USA/Japan)

(Also BEECH, RAYTHEON)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
A6M Zero ZERO 1P/S I
F-1 F1 2J/S+ III
F-2 F2 1J/L 8,000 5,000 III
F-86 Sabre F86 IJ/L 4,000 4,000 III
MU-2, Marquise, Solitaire (LR-1) MU2 2T/S 3,500 3,000 II 6
MU-300 Diamond MU30 2J/S+ 3,500 4,000 III 7
T-2 MT2 2J/S+ III

A-22 Appendix A. Aircraft Information - Fixed-Wing Aircraft

2/16/06 7110.65R

MOONEY AIRCRAFT CORP. (USA)

(Also AEROSTAR, ALON)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
A-2 Aircoupe ERCO 1P/S 630 630 I 2
M-10 Cadet M10 1P/S 800 800 I 1
M-18 Mite, Wee Scotsman MITE 1P/S 750 750 I 1
M-20, M-20/A/B/C/D/E/F/G/J/L/R/S, M20P 1P/S 1,000 1,000 I 4
Mark 21, Allegro, Eagle, Ranger,
Master, Super 21, Chaparral,
Executive, Statesman, Ovation, 201,
202, 205, 220, ATS, MSE,
PFM (nonturbocharged engine)
M-20K/M, Encore, Bravo, 231, 252, M20T 1P/S 1,500 1,200 I 6
TLS, TSE (turbocharged engine)
M-22, Mustang M22 1P/S 1,300 1,300 I 3

MUDRY (France)
Model Type Designator Description Performance Information
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
CAP-10 CP10 1P/S 1,500 2,000 I 4
CAP-20 CP20 1P/S 1,500 2,000 I 4
CAP-21 CP21 1P/S I
CAP-230/231/232 CP23 1P/S I
D-140 Mousquetaire D140 1P/S I

NAMC (Japan)
(Also MITSUBISHI)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
YS-11 YS11 2T/L 1,500 1,500 III 6

NAVION (USA)
(Also CAMAIR, RILEY, TEMCO)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
Rangemaster RANG 1P/S 1,250 1,500 I 1

NOORDYUN AVIATION LTD. (Canada)

(Also CCF)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
Norseman Mk 4/5/6 NORS 1P/S 700 1,000 I 2

Appendix A. Aircraft Information - Fixed-Wing Aircraft A-23

7110.65R 2/16/06

NORD (France)
(Also AEROSPATIALE, HOLSTE, NORDFLUG, TRANSALL)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
Transall C-160 C160 2T/L 2,000 2,000 III
260 Super Broussard N260 2T/S+ 2,500 2,000 III
262, Frégate, Mohawk 298 N262 2T/S+ 2,500 2,000 III
1000, 1001, 1002 Pingouin ME08 1P/S 400 500 III
1101, 1102, Noralpha, Ramier N110 1P/S I
1200 to 1204 Norecrin N120 1P/S I
2501 to 2508 Noratlas NORA 2P/L 1,500 1,500 III
3202 N320 1P/S I
3400 N340 1P/S I
SV-4 SV4 1P/S I

NORTHERN AVIATION (USA-see Bellanca)

NORTHROP CORP. (USA)

(Also CANADAIR, CASA, AIDC, F+W EMMEN, KOREAN AIR, NORTHROP GRUMMAN)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
B-2 Spirit B2 4J/H III
C-125 Raider C125 3P/L III
E-2 Hawkeye E2 2T/L 2,690 3,000 III
F-5, RF-5 Freedom Fighter, Tiger 2, F5* 2J/S+ 8,000 5,000 III
Tigereye (N-156C/F)
P-61 Black Widow P61 2P/S+ III
T-38, AT-38 Talon (N-156T) T38* 2J/S+ 8,000 5,000 III

PARTENAVIA (Italy)
Model Type Designator Description Performance Information
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
AP-68TP-300 Spartacus P68T 2T/S 1,500 1,500 II 3
AP-68TP-600 Viator VTOR 2T/S 1,500 1,500 II 8
P-57 Fachiro 2 P57 1P/S I
P-64/66 Oscar, Charlie OSCR 1P/S 800 1,000 I 2
P68,Victor, Observer P68 2P/S 1,200 1,000 I 3

A-24 Appendix A. Aircraft Information - Fixed-Wing Aircraft

2/16/06 7110.65R

PIAGGIO (Industrie Aeronautiche E Meccaniche Rinaldo Piaggio SpA) (Italy)

(Also PIAGGIO-DOUGLAS, TRECKER)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
P-136*** P136 2P/S 1,250 1,500 II 4
P-148 P148 1P/S I
P-149 P149 1P/S I
P-166, P-166A/B/C/DL2/M/S, P66P 2P/S 1,350 1,500 II 3
Portofino, Albatross
P-166DL3/DP1 P66T 2T/S II
P-180 Avanti P180 2T/S II 1
PD-808 P808 2J/S+ 4,000 3,500 III 9

PILATUS FLUGZEUGWERKE AG (Switzerland)

(Also FAIRCHILD, FAIRCHILD-HILLER)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
P-2 PP2 1P/S I
P-3 PP3 1P/S I
PC-6 Porter PC6P 1P/S 600 600 I
PC-6A/B/C Turbo Porter (UV-20 PC6T 1T/S 1,250 1,500 I
Chiricahua)
PC-7 Turbo Trainer (AT-92, Astra) PC7 1T/S 2,800 I 1
PC-9, Hudurnik PC9 1T/S I
PC-12, Eagle PC12 1T/S 1,900 I 4

PIPER AIRCRAFT CORP. (USA)

(Also AEROSTAR, AICSA, CHINCUL, COLEMILL, EMBRAER, INDAER CHILE, JOHNSTON, MACHEN,
MILLER, NIEVA, SCHAFER, SEGUIN, PZL-MIELEC, TED SMITH, WAGAERO)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
AP-60, Aerostar AEST 2P/S 1,500 1,500 II
J-2 Cub J2 1P/S 500 500 I 1
J-3 Cub (L-4, NE) J3 1P/S 500 500 I 1
J-4 Cub Coupe J4 1P/S 500 500 I 1
J-5 Cub Cruiser (L-14, AE) J5 1P/S 500 500 I 1
PA-11 Cub Special (L-18B) PA11 1P/S 500 500 I 1
PA-12 Super Cruiser PA12 1P/S 600 600 I 1
PA-14 Family Cruiser PA14 1P/S 600 600 I 1
PA-15 Vagabond PA15 1P/S 500 500 I 1
PA-16 Clipper PA16 1P/S 500 500 I 1
PA-17 Vagabond, Vagabond Trainer PA17 1P/S 500 500 I 1
PA-18 Super Cub (L-18C, L-21, PA18 1P/S 1,000 1,000 I 1
U-7)
PA-20 Pacer PA20 1P/S 850 1,000 I 1
PA-22 Tri-Pacer, Caribbean, Colt PA22 1P/S 1,000 1,000 I 2
PA-23-150/160 Apache PA23 2P/S 1,050 1,000 II 2
PA-24 Comanche PA24 1P/S 900 1,000 I 4

Appendix A. Aircraft Information - Fixed-Wing Aircraft A-25

7110.65R 2/16/06

Model Type Description Performance Information

Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
PA-25 Pawnee PA25 1P/S 650 650 I 1
PA-23-235/250 Aztec, Turbo Aztec PA27 2P/S 1,500 1,500 II 3
(U-11, E-19, UC-26)
PA-28-140/150/151/ P28A 1P/S 750 1,000 I 1
160/161/180/181Archer, Cadet,
Cherokee, Cherokee Archer/
Challenger/Chief/Cruiser/Flite Liner/
Warrior
PA-28-201T/235/236 Cherokee, P28B 1P/S 900 1,000 I 3
Cherokee Charger/Pathfinder, Dakota,
Turbo Dakota
PA-28R-1802/3, Turbo Arrow P28R 1P/S 750 1,000 I 3
3/200/201 Cherokee Arrow, Arrow
PA-28RT Arrow 4, Turbo Arrow 4 P28T 1P/S 900 1,000 I 2
PA-30/39 Twin Comanche, Twin PA30 2P/S 1,500 1,500 II 1
Comanche CR, Turbo Twin Comanche
PA-31/31P Navajo, Navajo Chieftain, PA31 2P/S 1,500 1,500 II 2
Chieftain, Pressurized Navajo,
Mohave, T-1020
PA-32 Cherokee Six, Six, Saratoga, PA32 1P/S 850 1,000 I 3
Turbo Saratoga, 6, 6XT
PA-32R Cherokee Lance, Lance, P32R 1P/S 850 1,000 I 3
Saratoga SP/2 HP/2TC, Turbo
Saratoga SP
PA-32RT Lance 2, Turbo Lance 2 P32T 1P/S 850 1,000 I 4
PA-34 Seneca PA34 2P/S 1,300 1,300 II 7
PA-36 Pawnee Brave PA36 1P/S 800 1,000 I 2
PA-38 Tomahawk PA38 1P/S 750 750 I 3
PA-44, Seminole, Turbo Seminole PA44 2P/S 1,100 1,000 II 2
PA-46 310P/350P Malibu, Malibu PA46 1P/S 1,000 1,000 I 4
Mirage
PA-46-500TP Malibu Meridian P46T 1T/S 1,500 1,500 I 4
PA-31T3-500 T-1040 PAT4 1P/S 1,300 1,200 I
PA-31T1-500 Cheyenne 1 PAY1 2T/S 2,200 2,000 II 5
PA-31T-620.T2-620 Cheyenne, PAY2 2T/S 2,400 2,000 II 2
Cheyenne 2
PA-42-720 Cheyenne 3 PAY3 2T/S 2,400 2,000 II 8
PA-42-1000 Cheyenne 400 PAY4 2T/S 2,500 2,000 II 4
PA-28R-300 Pillán PILL 1P/S 750 1,000 I
108 Voyager, Station Wagon 108 S108 1P/S 800 800 I 2

A-26 Appendix A. Aircraft Information - Fixed-Wing Aircraft

2/16/06 7110.65R

PITTS AEROBATICS (Manufactured by Christen Industries, Inc.)(USA)

(Also AEROTEK, AVIAT, CHRISTEN, KIMBALL)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
S-1 Special PTS1 1P/S 1,500 1,500 I
S-1-11 Super Stinker PTSS 1P/S I
S-2 Special PTS2 1P/S 1,500 1,500 I
S-12 Macho Stinker, Super Stinker PTMS 1P/S I

RAYTHEON (See BEECH)

ROBIN (France)
(Also APEX)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
R-1180 Aiglon R100 1P/S I
R-2100/2112/2120/2160, Alpha, Alpha R200 1P/S I
Sport, Super Club
R-300/3000/3100/3120/3140 R300 1P/S I

ROCKWELL INTERNATIONAL CORP. (USA)

(Also AERO COMMANDER, CANADAIR, CCF, COMMANDER, COMMONWEALTH, GULFSTREAM,
HAMILTON, MITSUBISHI, NOORDUYN, NORTH AMERICAN PACAERO, NORTH AMERICAN ROCKWELL, PACIFIC AIRMOTIVE,
ROCKWELL, RYAN, SUD, TUSCO)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
100 Commander 100 VO10 1P/S 850 850 I 1
112, 114 Commander 112/114, Alpine AC11 1P/S 1,000 1,200 I 2
Commander, Gran Turismo
Commander
200 Commander 200 M200 1P/S 1,400 1,000 I 1
500 Shrike Commander AC50 2P/S 1,340 1,500 II 3
Commander 520 AC52 2P/S 1,340 1,500 II 1
560 Commander 560 AC56 2P/S 1,400 1,500 II 4
680F, 680FP, Commander 680F/680FP AC68 2P/S 1,375 1,375 II 5
680FL, Grand Commander, AC6L 2P/S 1,250 1,250 II 6
Commander 685
720 Alti-Cruiser AC72 2P/S 1,300 1,300 II 4
680T, 680V Turbo Commander AC80 2T/S 2,000 1,500 II 4
690 Turbo Commander 690, AC90 2T/S 2,500 2,500 II 6
Jetprop Commander 840
695 Jetprop Commander 980/1000 AC95 2P/S 2,500 2,500 II 6
700, 710 Commander 700/710 RC70 2P/S II
AC-130 Spectre C130 4T/L 1,500 1,500 III
B-1 Lancer B1* 4J/H 3,000 5,000 III
FR-06 Fanranger, Ranger 2000 R2TH 1J/S III
Mitchell B25 2P/L 980 980 III
Sabre F86* 1J/L 4,000 4,000 III

Appendix A. Aircraft Information - Fixed-Wing Aircraft A-27

7110.65R 2/16/06

Model Type Description Performance Information

Designator
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
Jet Commander 1121 JCOM 2J/S+ 5,000 4,500 III 9
Lark 100 Commander LARK 1P/S 700 1,000 I 1
Navion NA 145/154 NAVI 1P/S 750 600 I 2
Mustang P51 1P/S 2,500 2,500 III
NA-265 Sabre 40/60/65 SBR1 2J/S+ 4,000 3,500 III
NA-265 Sabre 75/80 SBR2 2J/S+ III
OV-10 Bronco V10 2T/S 2,000 2,500 II
S-2 Thrush Commander SS2P 1P/S I
Super Sabre F-100 SSAB 1J/L 4,000 4,000 III
T-2 Buckeye T2* 2J/L 5,700 6,000 III
Trojan, Nomair, Nomad T28 1P/S 2,500 2,500 III
Texan, Harvard T6 1P/S 800 800 I 2
Darter 100 VO10 1P/S 850 850 I
X-31 X31 1J/S+ III

RUSCHMEYER (FRG)
Model Type Designator Description Performance Information
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
R-90-230FG R90F 1P/S 1,000 1,000 I
R-90-230RG, MF-85 R90R 1P/S 1,000 1,000 I
R-90-420AT R90T 1T/S 1,100 1,100 I

SAAB (Sweden/USA)
(Also SAAB-FAIRCHILD)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
29 (J29) SB29 1J/S III
32 Lansen (J32) SB32 1J/S+ III
35 Draken (J35, Sk35, F-35, RF-35, SB35 1J/S+ III
TF-35)
37 Viggen (AJ37, AJS37, JA37, SP37, SB37 1J/S+ III
SH37, Sk37)
39 Gripen (JAS39) SB39 1J/S+ III
91 Safir (Sk50) SB91 1J/S III
105 (Sk60) SB05 2J/S III
340 SF34 2T/L 2,000 2,000 III 5
2000 SB20 2T/L III
MFI-15/17 Safari, Supporter (T-17) MF17 1P/S I

A-28 Appendix A. Aircraft Information - Fixed-Wing Aircraft

2/16/06 7110.65R

SHORT BROTHERS LTD. (UK)

Model Type Designator Description Performance Information
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
330, Sherpa (C-23), SD3-30 SH33 2T/S+ 1,380 1,380 III 6
360, SD3-60 SH36 2T/S+ 1,400 1,400 III 6
SC-5 Belfast BELF 4T/L III
SC7 Skyvan, Skyliner SC7 2T/S 1,500 1,500 II 2

SILVAIRE (USA)
(Also LUCSOME, TEMCO)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
8 Silvaire L8 1P/S 900 1,000 I 3

SOCATA (See AEROSPATIALE)

STINSON (USA)
(Also PIPER)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
10, 105, HW-75, HW-80, Voyager S10 1P/S 750 1,000 I
108 Voyager, Station Wagon S108 1P/S 750 1,000 I
L-5, U-19, OY Sentinel (V-76) L5 1P/S 750 750 I
SR, V-77 Reliant (AT-19) RELI 1P/S 700 700 I 3

SUD AVIATION (See Aerospatiale)

SWEARINGEN AVIATION (USA-see Fairchild Industries)

TAYLORCRAFT AVIATION CORP. (USA)

(Also TAYLOR KITS)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
15 Tourist, Foursome TA15 1P/S 800 1,000 I
19, F-19 Sportsman TF19 1P/S 800 1,000 I 1
20 Ranchwagon, Topper, Seabird, TA20 1P/S 1,000 1,000 I 4
Zephyr 400
A TAYA 1P/S I
BC, BF, BL, Ace, Sportsman, Traveller TAYB 1P/S I
DC, DCO, DF, DL (O-57, L-2) TAYD 1P/S I
F-21 TF21 1P/S 1,100 1,100 I 4
F-22 Classic, Tri-Classic, Ranger, TF22 1P/S 875 I
Trooper, Tracker

Appendix A. Aircraft Information - Fixed-Wing Aircraft A-29

7110.65R 2/16/06

TED SMITH AEROSTAR CORP. (USA)

(Also AEROSTAR, AICSA, MACHEN, PIPER)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
Aero Star AEST 2P/S 1,800 1,500 II 5

VFW-FOKKER (Zentralgesellschaft VFW-Fokker mbH (FRG/Netherlands))

Model Type Designator Description Performance Information
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
VFW 614 VF14 2J/L 3,100 3,000 III 8

VOUGHT CORP. (USA)

(Also GLOBE, LTV, TEMCO)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
A-7, TA-7 Corsair A7* 1J/L 8,000 6,000 III
Swift GC1 1P/S 1,000 1,000 I 2

YAKOVLEV (RUSSIA)
Model Type Designator Description Performance Information
Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
Yak-40 YK40 3J/S+ III 8

ZENAIR (Canada)
(Also ZENITH)

Model Type Designator Description Performance Information

Number & Type Engines/ Climb Descent SRS LAHSO
Weight Class Rate (fpm) Rate (fpm) Cat. Group
CH-600/601 Zodiac, Super Zodiac CH60 1P/S I
CH-620 Gemini CH62 2P/S II
CH-801 Stol CH80 1P/S I
CH-2000 Zenith CH2T 1P/S 780 I

A-30 Appendix A. Aircraft Information - Fixed-Wing Aircraft

2/16/06
8/30/07 7110.65R
7110.65R CHG 3

Appendix B.
Aircraft Information

Helicopters/Rotorcrafts
TYPE ENGINE ABBREVIATIONS SRS

SRS means “same runway separation;” categoriza‐

P piston tion criteria is specified in para 3-9-6, Same Runway
T jet/turboprop
Separation.
J jet
CLIMB AND DESCENT RATES MANUFACTURERS
Climb and descent rates based on average en route Listed under the primary manufacturer are other
climb/descent profiles at median weight between aircraft manufacturers who also make versions of
maximum gross takeoff and landing weights. some of the aircraft in that group.

AEROSPATIALE (France)
(Also ATLAS, CASA, CHANGHE, EUROCOPTER, HELIBRAS, HINDUSTAN, IAR, ICA, NURTANIO, NUSANTARA, REPUBLIC,
SINGAPORE, SUD, WESTLAND)
Model Type Designator Description Performance Information
Number & Type Engines/ Climb Rate Descent Rate SRS Cat.
Weight Class (fpm) (fpm)
Lama SA-315 LAMA 1T/S 1,000 1,000 I
Alouette 2 ALO2 1T/S 1,280 1,280 I
Alouette 3 ALO3 1T/S 1,500 1,500 I
Dauphine SA-360/361 S360 1T/S 1,400 1,500 I
Dauphine 2 SA-365C S65C 2T/S 1,800 1,000 I
Ecurevil/AStar AS-350/550 AS50 1T/S 1,000 1,000 I
Gazelle SA-341/342 GAZL 1T/S 1,620 1,620 I
Puma SA-330 (CH-33, HT-19) PUMA 2T/L 1,250 1,500 I
Super Puma AS 332/532, SA-330) AS32 2T/L 1,250 1,500 I
Super Frelon SA-321/Z-8 FREL 3T/L 1,200 1,500 I
Twin Star AS-355/555 AS55 2T/S 1,350 1,300 I

AUGUSTA (Constuzioni Aeronautiche Giovanni Agusta SpA) (Italy)

(Also BELL, NUSANTARA, SABCA)
Model Type Designator Description Performance Information
Number & Type Engines/ Climb Rate Descent Rate SRS Cat.
Weight Class (fpm) (fpm)
Model 147J-3B-1, Ranger B47J 1P/S 500 500 I
Model A 109/A/A-II A109 2T/S 1,620 1,500 I
Model 212 ASW, Griffon B12 2T/S 1,420 1,420 I

BELL/BOEING
Model Type Designator Description Performance Information
Number & Type Engines/ Climb Rate Descent Rate SRS Cat.
Weight Class (fpm) (fpm)
Osprey V22 2T/L - - II

Appendix B. Aircraft Information - Helicopters/Rotorcrafts B-1

7110.65R 2/16/06

BELL HELICOPTER TEXTRON (USA)

(Also AGUSTA, AIDC, COMMONWEALTH, DORNIER, FUJI, GLOBAL, KAWASAKI, NUSANTARA, TROOPER, UNC, WESTLAND)
Model Type Designator Description Performance Information
Number & Type Engines/ Climb Rate Descent Rate SRS Cat.
Weight Class (fpm) (fpm)
Biglifter, Bell 204 ,205, 214A/B, UH1 1T/S 1,500 1,500 I
AB-204
Cobra HUCO 1T/S 1,375 1,375 I
Jet Ranger/Long Ranger/ B06 1T/S 1,200 1,000 I
Sea Ranger/Kiowa/Model 206,
Combat Scout
Huey/Iroquois/Model 205 A-1 UH1 1T/S 1,500 1,500 I
Ranger Model 47J B47J 1P/S 1,000 1,000 I
Sioux/Model 47G, OH-13 B47G 1P/S 1,000 1,000 I
Twin Huey, Model 212, Model B12 2T/S 1,420 1,420 I
214B/B-1, Model 412, Griffon
Model 214ST, Super Transport BSTP 2T/S 1,420 1,420 I
Model 222, 230, 430 B222 2T/S 1,500 1,000 I

BOEING VERTOL COMPANY (USA)

(Also BOEING HELICOPTERS, KAWASAKI, MERIDIONALI, VERTOL)
Model Type Designator Description Performance Information
Number & Type Engines/ Climb Rate Descent Rate SRS Cat.
Weight Class (fpm) (fpm)
Chinook, Model 234 H47 2T/L 1,500 1,500 I
Sea Knight 107, CH-113, Labrador H46 2T/S+ 2,130 2,130 I

BOLKOW (Germany)
(Also CASA, EUROCOPTER, MBB, MESSERSCHMITT-BOLKOW, NURTANIO, NUSANTARA, PADC)
Model Type Designator Description Performance Information
Number & Type Engines/ Climb Rate Descent Rate SRS Cat.
Weight Class (fpm) (fpm)
Model 105, BO-105 B105 2T/S 1,500 1,500 I

BRANTLEY-HYNES HELICOPTER, INC. (USA)

(Also BRANTLEY, HYNES)
Model Type Designator Description Performance Information
Number & Type Engines/ Climb Rate Descent Rate SRS Cat.
Weight Class (fpm) (fpm)
Model B-2/A/B, H-2 BRB2 1P/S 1,400 1,400 I
Model 305 B305 1P/S 1,300 1,300 I

ENSTROM CORP. (USA)

(Also WUHAN)
Model Type Designator Description Performance Information
Number & Type Engines/ Climb Rate Descent Rate SRS Cat.
Weight Class (fpm) (fpm)
Falcon/Model F-28/A/C/F, Sentinel/ EN28 1P/S 800 800 I
Model F-28-FP, Model 280, Shark
Shark/Model 280FX, 28, Falcon, EN28 1P/S 1,200 1,200 I
Sentinel
Turbo Shark 480, TH-28 EN48 1P/S 1,500 1,500 I

B-2 Appendix B. Aircraft Information - Helicopters/Rotorcrafts

2/16/06 7110.65R

FAIRCHILD/REPUBLIC (includes Hiller) (USA)

(Also FAIRCHILD HILLER, ROGERSON HILLER)
Model Type Designator Description Performance Information
Number & Type Engines/ Climb Rate Descent Rate SRS Cat.
Weight Class (fpm) (fpm)
Hiller UH-12/Raven, HTE UH12 1P/S 1,500 1,500 I

HILLER (See FAIRCHILD/REPUBLIC (USA))

HUGHES HELICOPTERS (See MCDONNELL-DOUGLAS HELICOPTERS (USA))

KAMAN AEROSPACE CORPORATION (USA)

Model Type Designator Description Performance Information
Number & Type Engines/ Climb Rate Descent Rate SRS Cat.
Weight Class (fpm) (fpm)
H-2 Seasprite, Super Seasprite H2 2T/L 2,400 2,400 I
Huskie 600-3/5 H43B 1T/L 2,000 2,000 I

KAWASAKI HEAVY INDUSTRIES LTD. (Japan)

(Also BOEING VERTOL, VERTOL)
Model Type Designator Description Performance Information
Number & Type Climb Rate Descent Rate SRS Cat.
Engines/Weight Class (fpm) (fpm)
KV-107/II, Sea Knight, Labrador, H46 2T/S+ 1,500 1,500 I
Voyaguer, CH-113

MCDONNELL-DOUGLAS HELICOPTERS (includes Hughes Helicopters) (USA)

(Also AGUSTA, BREDANARDI, KAWASAKI, KOREAN AIR, NARDI, RACA, SCHWEIZER)
Model Type Designator Description Performance Information
Number & Type Engines/ Climb Rate Descent Rate SRS Cat.
Weight Class (fpm) (fpm)
Model 77/Apache, Pethen, Longbow H64 2T/S+ 1,500 1,500 I
Apache
Model 269, 200, 280, 300, Skynight, H269 1P/S 1,000 1,000 I
TH-55 Osage
Model 300/C H269 1P/S 1,200 1,200 I
Model 500C, 369, 530F, Defender, H500 1P/S 1,500 1,500 I
Black Tiger, Night Fox, Lifter
Osage H269 1P/S 1,000 1,000 I
Pawnee, Model 369, Model H500 1T/S 1,500 1,500 I
500D/MD/MG

MESSERSCHMIDTT-BOLKOW-BLOHM (MBB) (FRG)

(Also BOLKOW, CASA, EUROCOPTER, MBB, NURTANIO, NUSANTARA, PADC)
Model Type Designator Description Performance Information
Number & Type Engines/ Climb Rate Descent Rate SRS Cat.
Weight Class (fpm) (fpm)
Model BO 105 B105 2T/S 1,200 1,200 I

MBB/KAWASAKI (FRG/Japan)
Model Type Designator Description Performance Information
Number & Type Engines/ Climb Rate Descent Rate SRS Cat.
Weight Class (fpm) (fpm)
Model BK 117 BK17 2T/S 1,500 1,500 I

Appendix B. Aircraft Information - Helicopters/Rotorcrafts B-3

7110.65R 2/16/06

ROBINSON HELICOPTER COMPANY INC. (USA)

Model Type Designator Description Performance Information
Number & Type Engines/ Climb Rate Descent Rate SRS Cat.
Weight Class (fpm) (fpm)
Model R22 R22 1P/S 800 800 I

SCHWEIZER AIRCRAFT CORP. (USA)

(Also BREDANARDI, HUGHES, KAWASAKI, NARDI)
Model Type Designator Description Performance Information
Number & Type Engines/ Climb Rate Descent Rate SRS Cat.
Weight Class (fpm) (fpm)
Model 269C, 200, 280, 300, H269 1P/S 1,000 1,000 I
Skynight
269D, 330, 333 S330 1T/S I

SIKORSKY AIRCRAFT (USA)

(Also AGUSTA, ASTA, HAWKER DE HAVILLAND, HELIPRO, KOREAN AIR, MITSUBISHI, TUSAS, UNITED CANADA, VAT,
WESTLAND)
Model Type Designator Description Performance Information
Number & Type Engines/ Climb Rate Descent Rate SRS Cat.
Weight Class (fpm) (fpm)
Blackhawk S-70, WS-70, Seahawk, H60 2T/S+ 2,000 2,000 I
Pavehawk, Rescuehawk,
Thunderhawk, Jayhawk, Oceanhawk,
Deserthawk, Yanshuf, LAMPS MK3,
Blackhawk
Chickasaw S-55, H-19, HO4S, HRS S55P 1P/S 800 1,000 I
Choctaw/Seashore/Seaboat S-58, S58P 1P/L 1,120 1,120 I
CH-34
Model S-51 S51 1P/L 1,000 1,000 I
Model S-52, Hummingbird S52 1P/L 950 1,000 I
Model S-62 S62 1T/S 1,020 1,000 I
Model S-76, Spirit, Eagle S76 2T/S 1,300 1,300 I
S-61R (CH-3, HH-3, Pelican) S61R 2T/L 1,500 1,500 I
S-61A/B/D/L/N Sea King, S61 2T/L 1,500 1,500 I
Commando, CH-124
Sea Stallion S-65, Yasur H53 2T/L 1,500 1,500 I
Skycrane S-64E/F, Tarhe S-64 S64 2T/L 1,300 1,300 I

WESTLAND HELICOPTERS LTD. (UK)

Model Type Designator Description Performance Information
Number & Type Climb Rate Descent Rate SRS Cat.
Engines/Weight Class (fpm) (fpm)
WG 30 WG30 2T/S 1,200 1,200 I

B-4 Appendix B. Aircraft Information - Helicopters/Rotorcrafts

2/16/06 7110.65R

Appendix C.
Aircraft Information

Specific Homebuilt/Experimental Aircraft

Homebuilt and Experimental Aircraft*

Designator Criteria Type Performance Information**

Designator
Climb Rate Descent Rate SRS Cat.
(fpm) (fpm)
Aircraft with cruise (indicated) airspeeds of 100 knots or HXA 500 500 I
less
Aircraft with cruise (indicated) airspeeds of greater than HXB 750 750 I
100 knots, up to and including 200 knots
Aircraft with cruise (indicated) airspeeds greater than 200 HXC 1,000 1,000 I
knots

NOTE-
*Configuration diversity and the fact that airworthiness certificates are issued to aircraft builders, vice manufacturers,
necessitates the assignment of generic aircraft type designators based on cruise performance, rather than specific
manufacturer and normal descriptive/performance information.

**All performance criteria has been estimated because configuration diversity precludes determining precise
aircraft-specific information.

Appendix C. Aircraft Information - Specific Homebuilt/Experimental Aircraft C-1

2/16/06 7110.65R

Appendix D.
Standard Operating Practice (SOP) for the
Transfer of Position Responsibility
1.  PURPOSE d. In the final part of the relief process, the
specialist being relieved monitors and reviews the
This appendix prescribes the method and step-by-
position to ensure that nothing has been overlooked
step process for conducting a position relief briefing
or incorrectly displayed and that the transfer of
and transferring position responsibility from one
position responsibility occurred with a complete
specialist to another.
briefing.
2.  DISCUSSION
3.  TERMS
a. In all operational facilities, the increase in
traffic density and the need for the expeditious The following terms are important for a complete
movement of traffic without compromising safety understanding of this SOP:
have emphasized the importance of the position relief a. Status Information Area (SIA). Manual or
process. automatic displays of the current status of position
b. The contents, methods, and practices used for related equipment and operational conditions or
position relief and briefings vary among personnel, procedures.
and pertinent information is often forgotten or b. Written Notes. Manually recorded items of
incompletely covered. Major problems occur information kept at designated locations on the
whenever there is a heavy reliance upon memory, position of operation. They may be an element of the
unsupported by routines or systematic reminders. Status Information Area/s.
This SOP addresses the complete task of transferring
c. Checklist. An ordered listing of items to be
position responsibility and the associated relief
covered during a position relief.
briefing.
c. Position relief unavoidably provides workload 4.  PRECAUTIONS
for specialists at the time of relief. The intent of this a. Specialists involved in the position relief
SOP is to make the transfer of position responsibility process should not rush or be influenced to rush.
take place smoothly and to ensure a complete transfer
b. During position operation, each item of status
of information with a minimum amount of workload.
information which is or may be an operational factor
The method takes advantage of a self-briefing
for the relieving specialist should be recorded as soon
concept in which the relieving specialist obtains
as it is operationally feasible so that it will not be
needed status information by reading from the Status
forgotten or incorrectly recorded.
Information Area/s to begin the relief process. Up to
the moment information related to the control of c. Extra care should be taken when more than one
aircraft or vehicular movements requires verbal specialist relieves or is being relieved from a position
exchanges between specialists during the relief at the same time; e.g., combining or decombining
process. The method also specifies the moment when positions. Such simultaneous reliefs should be
the transfer of position responsibility occurs. approached with caution.

Appendix D. Standard Operating Practice (SOP) for the Transfer of Position Responsibility D-1
7110.65R 2/16/06

5.  RESPONSIBILITIES c. The relieving specialist and the specialist being

relieved shall share equal responsibility for the
a. The specialist being relieved shall be respons‐ completeness and accuracy of the position relief
ible for ensuring that any pertinent status information briefing.
of which he/she is aware is relayed to the relieving
specialist and is either: d. The specialists engaged in a position relief shall
conduct the relief process at the position being
1. Accurately displayed in the Status Informa‐ relieved unless other procedures have been estab‐
tion Area/s for which he/she has responsibility, or lished and authorized by the facility air traffic
2. Relayed to the position having responsibility manager.
for accurately displaying the status information. NOTE-
The “sharing” of this responsibility means that the
b. The relieving specialist shall be responsible for specialist being relieved is obligated to provide a complete,
ensuring that, prior to accepting responsibility for the accurate briefing and the relieving specialist is obligated
position, any unresolved questions pertaining to the to ensure that a briefing takes place and is to his/her total
operation of the position are resolved. satisfaction.

6.  STEP-BY-STEP PROCESS

a. PREVIEW THE POSITION

Relieving Specialist Specialist Being Relieved

1. Follow checklist and review the Status Information
Area(s).
NOTE-
This sub‐step may be replaced by an authorized pre-position briefing provided an equivalent review of checklist items is
accomplished.
2. Observe position equipment, operational situation, and
the work environment.
3. Listen to voice communications and observe other
operational actions.
4. Observe current and pending aircraft and vehicular
traffic and correlate with flight and other movement
information.
5. Indicate to the specialist being relieved that the position
has been previewed and that the verbal briefing may begin.
NOTE-
Substeps 6a2, 3, and 4 may be conducted concurrently or in any order.

D-2 Appendix D. Standard Operating Practice (SOP) for the Transfer of Position Responsibility
2/16/06
8/30/07 7110.65R
7110.65R CHG 3

b. VERBAL BRIEFING

Relieving Specialist Specialist Being Relieved

1. Brief the relieving specialist on the abnormal status of
items not listed on the Status Information Area(s) as well as
on any items of special interest calling for verbal
explanation or additional discussion.
2. Brief on traffic if applicable.
3. Ask questions necessary to ensure a complete
understanding of the operational situation.
4. Completely answer any questions asked.

c. ASSUMPTION OF POSITION RESPONSIBILITY

Relieving Specialist Specialist Being Relieved

1. Make a statement or otherwise indicate to the specialist
being relieved that position responsibility has been
assumed.
2. Release the position to the relieving specialist and
mentally note the time.

d. REVIEW THE POSITION

Relieving Specialist Specialist Being Relieved

1. Check, verify, and update the information obtained in
steps 6a and b.
2. Check position equipment in accordance with existing
directives.
3. Review checklist, Status Information Area/s, written
notes, and other prescribed sources of information and
advise the relieving specialist of known omissions, updates,
or inaccuracies.
4. Observe overall position operation to determine if
assistance is needed.
5. If assistance is needed, provide or summon it as
appropriate.
6. Advise the appropriate position regarding known Status
Information Area(s) omissions, updates, or inaccuracies.
7. Sign‐on the relieving specialist with the time as noted in
step 6c2.
8. Sign off the position in accordance with existing
directives or otherwise indicate that the relief process is
complete.

Appendix D. Standard Operating Practice (SOP) for the Transfer of Position Responsibility D-3
2/16/06
8/30/07 Pilot/Controller Glossary
Pilot/Controller Glossary

PILOT/CONTROLLER
GLOSSARY
PURPOSE
a. This Glossary was compiled to promote a common understanding of the terms used in the Air Traffic
Control system. It includes those terms which are intended for pilot/controller communications. Those terms
most frequently used in pilot/controller communications are printed in bold italics. The definitions are primarily
defined in an operational sense applicable to both users and operators of the National Airspace System. Use of
the Glossary will preclude any misunderstandings concerning the system's design, function, and purpose.
b. Because of the international nature of flying, terms used in the Lexicon, published by the International
Civil Aviation Organization (ICAO), are included when they differ from FAA definitions. These terms are
followed by “[ICAO].” For the reader's convenience, there are also cross references to related terms in other parts
of the Glossary and to other documents, such as the Code of Federal Regulations (CFR) and the Aeronautical
Information Manual (AIM).
c. This Glossary will be revised, as necessary, to maintain a common understanding of the system.
EXPLANATION OF CHANGES
a. Terms Added:
AIRPORT STREAM FILTER (ASF)
COMPLY WITH RESTRICTIONS
DIRECTLY BEHIND
b. Terms Modified:
SEVERE WEATHER FORECAST ALERTS
c. Terms Deleted:
ARRIVAL STREAM FILTERS (ASF)
d. Editorial/format changes were made where necessary. Revision bars were not used due to the insignificant
nature of the changes.

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2/16/06 Pilot/Controller Glossary

A
AAI− ACL−
(See ARRIVAL AIRCRAFT INTERVAL.) (See AIRCRAFT LIST.)

AAR− ACLS−
(See AUTOMATIC CARRIER LANDING
(See AIRPORT ARRIVAL RATE.)
SYSTEM.)
ABBREVIATED IFR FLIGHT PLANS− An autho- ACLT−
rization by ATC requiring pilots to submit only that (See ACTUAL CALCULATED LANDING TIME.)
information needed for the purpose of ATC. It
includes only a small portion of the usual IFR flight ACROBATIC FLIGHT− An intentional maneuver
plan information. In certain instances, this may be involving an abrupt change in an aircraft’s attitude, an
only aircraft identification, location, and pilot re- abnormal attitude, or abnormal acceleration not
quest. Other information may be requested if needed necessary for normal flight.
by ATC for separation/control purposes. It is fre- (See ICAO term ACROBATIC FLIGHT.)
quently used by aircraft which are airborne and desire (Refer to 14 CFR Part 91.)
an instrument approach or by aircraft which are on the ACROBATIC FLIGHT [ICAO]− Maneuvers inten-
ground and desire a climb to VFR-on-top. tionally performed by an aircraft involving an abrupt
(See VFR-ON-TOP.) change in its attitude, an abnormal attitude, or an
(Refer to AIM.) abnormal variation in speed.
ACTIVE RUNWAY−
ABEAM− An aircraft is “abeam” a fix, point, or
(See RUNWAY IN USE/ACTIVE RUNWAY/DUTY
object when that fix, point, or object is approximately
RUNWAY.)
90 degrees to the right or left of the aircraft track.
Abeam indicates a general position rather than a ACTUAL CALCULATED LANDING TIME−
precise point. ACLT is a flight’s frozen calculated landing time. An
actual time determined at freeze calculated landing
ABORT− To terminate a preplanned aircraft maneu- time (FCLT) or meter list display interval (MLDI) for
ver; e.g., an aborted takeoff. the adapted vertex for each arrival aircraft based upon
runway configuration, airport acceptance rate, airport
ACC [ICAO]−
arrival delay period, and other metered arrival
(See ICAO term AREA CONTROL CENTER.)
aircraft. This time is either the vertex time of arrival
ACCELERATE-STOP DISTANCE AVAILABLE− (VTA) of the aircraft or the tentative calculated
The runway plus stopway length declared available landing time (TCLT)/ACLT of the previous aircraft
and suitable for the acceleration and deceleration of plus the arrival aircraft interval (AAI), whichever is
an airplane aborting a takeoff. later. This time will not be updated in response to the
aircraft’s progress.
ACCELERATE-STOP DISTANCE AVAILABLE
ACTUAL NAVIGATION PERFORMANCE
[ICAO]− The length of the take-off run available plus
(ANP)−
the length of the stopway if provided.
(See REQUIRED NAVIGATION
ACDO− PERFORMANCE.)
(See AIR CARRIER DISTRICT OFFICE.) ADDITIONAL SERVICES− Advisory information
provided by ATC which includes but is not limited to
ACKNOWLEDGE− Let me know that you have the following:
received my message.
a. Traffic advisories.
(See ICAO term ACKNOWLEDGE.)
b. Vectors, when requested by the pilot, to assist
ACKNOWLEDGE [ICAO]− Let me know that you aircraft receiving traffic advisories to avoid observed
have received and understood this message. traffic.

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c. Altitude deviation information of 300 feet or ADVISORY− Advice and information provided to
more from an assigned altitude as observed on a assist pilots in the safe conduct of flight and aircraft
verified (reading correctly) automatic altitude read- movement.
out (Mode C). (See ADVISORY SERVICE.)
d. Advisories that traffic is no longer a factor. ADVISORY FREQUENCY− The appropriate fre-
e. Weather and chaff information. quency to be used for Airport Advisory Service.
f. Weather assistance. (See LOCAL AIRPORT ADVISORY.)
(See UNICOM.)
g. Bird activity information.
(Refer to ADVISORY CIRCULAR NO. 90-42.)
h. Holding pattern surveillance. Additional ser- (Refer to AIM.)
vices are provided to the extent possible contingent
only upon the controller’s capability to fit them into ADVISORY SERVICE− Advice and information
the performance of higher priority duties and on the provided by a facility to assist pilots in the safe
basis of limitations of the radar, volume of traffic, conduct of flight and aircraft movement.
frequency congestion, and controller workload. The (See ADDITIONAL SERVICES.)
controller has complete discretion for determining if (See EN ROUTE FLIGHT ADVISORY
he/she is able to provide or continue to provide a SERVICE.)
service in a particular case. The controller’s reason (See LOCAL AIRPORT ADVISORY.)
not to provide or continue to provide a service in a (See RADAR ADVISORY.)
particular case is not subject to question by the pilot (See SAFETY ALERT.)
and need not be made known to him/her. (See TRAFFIC ADVISORIES.)
(See TRAFFIC ADVISORIES.) (Refer to AIM.)
(Refer to AIM.)
AERIAL REFUELING− A procedure used by the
ADF− military to transfer fuel from one aircraft to another
(See AUTOMATIC DIRECTION FINDER.) during flight.
(Refer to VFR/IFR Wall Planning Charts.)
ADIZ−
(See AIR DEFENSE IDENTIFICATION ZONE.) AERODROME− A defined area on land or water
(including any buildings, installations and equip-
ADLY− ment) intended to be used either wholly or in part for
(See ARRIVAL DELAY.) the arrival, departure, and movement of aircraft.
ADMINISTRATOR− The Federal Aviation Admin- AERODROME BEACON [ICAO]− Aeronautical
istrator or any person to whom he/she has delegated beacon used to indicate the location of an aerodrome
his/her authority in the matter concerned. from the air.
ADR− AERODROME CONTROL SERVICE [ICAO]− Air
(See AIRPORT DEPARTURE RATE.) traffic control service for aerodrome traffic.
ADS [ICAO]− AERODROME CONTROL TOWER [ICAO]− A
(See ICAO term AUTOMATIC DEPENDENT unit established to provide air traffic control service
SURVEILLANCE.) to aerodrome traffic.
ADS−B− AERODROME ELEVATION [ICAO]− The eleva-
(See AUTOMATIC DEPENDENT tion of the highest point of the landing area.
SURVEILLANCE−BROADCAST.)
AERODROME TRAFFIC CIRCUIT [ICAO]− The
ADS−C− specified path to be flown by aircraft operating in the
(See AUTOMATIC DEPENDENT vicinity of an aerodrome.
SURVEILLANCE−CONTRACT.)
AERONAUTICAL BEACON− A visual NAVAID
ADVISE INTENTIONS− Tell me what you plan to displaying flashes of white and/or colored light to
do. indicate the location of an airport, a heliport, a

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2/16/06 Pilot/Controller Glossary

landmark, a certain point of a Federal airway in includes the portrayal of jet routes, identification and
mountainous terrain, or an obstruction. frequencies of radio aids, selected airports, distances,
(See AIRPORT ROTATING BEACON.) time zones, special use airspace, and related informa-
(Refer to AIM.) tion.
f. Instrument Approach Procedures (IAP) Charts−
AERONAUTICAL CHART− A map used in air
Portray the aeronautical data which is required to
navigation containing all or part of the following:
execute an instrument approach to an airport. These
topographic features, hazards and obstructions, navi-
charts depict the procedures, including all related
gation aids, navigation routes, designated airspace,
data, and the airport diagram. Each procedure is
and airports. Commonly used aeronautical charts are:
designated for use with a specific type of electronic
a. Sectional Aeronautical Charts (1:500,000)− navigation system including NDB, TACAN, VOR,
Designed for visual navigation of slow or medium ILS/MLS, and RNAV. These charts are identified by
speed aircraft. Topographic information on these the type of navigational aid(s) which provide final
charts features the portrayal of relief and a judicious approach guidance.
selection of visual check points for VFR flight.
g. Instrument Departure Procedure (DP) Charts−
Aeronautical information includes visual and radio
Designed to expedite clearance delivery and to
aids to navigation, airports, controlled airspace,
facilitate transition between takeoff and en route
restricted areas, obstructions, and related data.
operations. Each DP is presented as a separate chart
b. VFR Terminal Area Charts (1:250,000)− De- and may serve a single airport or more than one
pict Class B airspace which provides for the control airport in a given geographical location.
or segregation of all the aircraft within Class B h. Standard Terminal Arrival (STAR) Charts−
airspace. The chart depicts topographic information Designed to expedite air traffic control arrival
and aeronautical information which includes visual procedures and to facilitate transition between en
and radio aids to navigation, airports, controlled route and instrument approach operations. Each
airspace, restricted areas, obstructions, and related STAR procedure is presented as a separate chart and
data. may serve a single airport or more than one airport in
c. World Aeronautical Charts (WAC) a given geographical location.
(1:1,000,000)− Provide a standard series of aeronau- i. Airport Taxi Charts− Designed to expedite the
tical charts covering land areas of the world at a size efficient and safe flow of ground traffic at an airport.
and scale convenient for navigation by moderate These charts are identified by the official airport
speed aircraft. Topographic information includes name; e.g., Ronald Reagan Washington National
cities and towns, principal roads, railroads, distinc- Airport.
tive landmarks, drainage, and relief. Aeronautical (See ICAO term AERONAUTICAL CHART.)
information includes visual and radio aids to naviga-
tion, airports, airways, restricted areas, obstructions, AERONAUTICAL CHART [ICAO]− A representa-
and other pertinent data. tion of a portion of the earth, its culture and relief,
specifically designated to meet the requirements of
d. En Route Low Altitude Charts− Provide aero-
air navigation.
nautical information for en route instrument naviga-
tion (IFR) in the low altitude stratum. Information AERONAUTICAL INFORMATION MANUAL
includes the portrayal of airways, limits of controlled (AIM)− A primary FAA publication whose purpose
airspace, position identification and frequencies of is to instruct airmen about operating in the National
radio aids, selected airports, minimum en route and Airspace System of the U.S. It provides basic flight
minimum obstruction clearance altitudes, airway information, ATC Procedures and general instruc-
distances, reporting points, restricted areas, and tional information concerning health, medical facts,
related data. Area charts, which are a part of this factors affecting flight safety, accident and hazard
series, furnish terminal data at a larger scale in reporting, and types of aeronautical charts and their
congested areas. use.
e. En Route High Altitude Charts− Provide aero- AERONAUTICAL INFORMATION PUBLICA-
nautical information for en route instrument naviga- TION (AIP) [ICAO]− A publication issued by or with
tion (IFR) in the high altitude stratum. Information the authority of a State and containing aeronautical

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8/3/06

information of a lasting character essential to air sions, activation dates and other relevant information
navigation. disseminated via NOTAM.
Note: ADIZ locations and operating and flight plan
A/FD− requirements for civil aircraft operations are
(See AIRPORT/FACILITY DIRECTORY.) specified in 14 CFR Part 99.
(Refer to AIM.)
AFFIRMATIVE− Yes.
AIR NAVIGATION FACILITY− Any facility used
AFP− in, available for use in, or designed for use in, aid of
air navigation, including landing areas, lights, any
(See AIRSPACE FLOW PROGRAM.)
apparatus or equipment for disseminating weather
AIM− information, for signaling, for radio-directional find-
ing, or for radio or other electrical communication,
(See AERONAUTICAL INFORMATION
MANUAL.) and any other structure or mechanism having a
similar purpose for guiding or controlling flight in the
AIP [ICAO]− air or the landing and takeoff of aircraft.
(See ICAO term AERONAUTICAL (See NAVIGATIONAL AID.)
INFORMATION PUBLICATION.) AIR ROUTE SURVEILLANCE RADAR− Air route
traffic control center (ARTCC) radar used primarily
AIR CARRIER DISTRICT OFFICE− An FAA field to detect and display an aircraft’s position while en
office serving an assigned geographical area, staffed route between terminal areas. The ARSR enables
with Flight Standards personnel serving the aviation controllers to provide radar air traffic control service
industry and the general public on matters related to when aircraft are within the ARSR coverage. In some
the certification and operation of scheduled air instances, ARSR may enable an ARTCC to provide
carriers and other large aircraft operations. terminal radar services similar to but usually more
limited than those provided by a radar approach
AIR DEFENSE EMERGENCY− A military emer-
control.
gency condition declared by a designated authority.
This condition exists when an attack upon the AIR ROUTE TRAFFIC CONTROL CENTER− A
continental U.S., Alaska, Canada, or U.S. installa- facility established to provide air traffic control
tions in Greenland by hostile aircraft or missiles is service to aircraft operating on IFR flight plans
considered probable, is imminent, or is taking place. within controlled airspace and principally during the
(Refer to AIM.) en route phase of flight. When equipment capabilities
and controller workload permit, certain advisory/as-
AIR DEFENSE IDENTIFICATION ZONE (ADIZ)− sistance services may be provided to VFR aircraft.
The area of airspace over land or water, extending (See EN ROUTE AIR TRAFFIC CONTROL
upward from the surface, within which the ready SERVICES.)
identification, the location, and the control of aircraft (Refer to AIM.)
are required in the interest of national security. AIR TAXI− Used to describe a helicopter/VTOL
a. Domestic Air Defense Identification Zone. An aircraft movement conducted above the surface but
ADIZ within the United States along an international normally not above 100 feet AGL. The aircraft may
boundary of the United States. proceed either via hover taxi or flight at speeds more
than 20 knots. The pilot is solely responsible for
b. Coastal Air Defense Identification Zone. An selecting a safe airspeed/altitude for the operation
ADIZ over the coastal waters of the United States. being conducted.
c. Distant Early Warning Identification Zone (DE- (See HOVER TAXI.)
WIZ). An ADIZ over the coastal waters of the State (Refer to AIM.)
of Alaska. AIR TRAFFIC− Aircraft operating in the air or on an
d. Land−Based Air Defense Identification Zone. airport surface, exclusive of loading ramps and
An ADIZ over U.S. metropolitan areas, which is parking areas.
activated and deactivated as needed, with dimen- (See ICAO term AIR TRAFFIC.)

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8/3/06 Pilot/Controller Glossary

AIR TRAFFIC [ICAO]− All aircraft in flight or AIR TRAFFIC CONTROL SERVICE−
operating on the maneuvering area of an aerodrome. (See AIR TRAFFIC CONTROL.)
AIR TRAFFIC CLEARANCE− An authorization by AIR TRAFFIC CONTROL SERVICE [ICAO]− A
air traffic control for the purpose of preventing service provided for the purpose of:
collision between known aircraft, for an aircraft to a. Preventing collisions:
proceed under specified traffic conditions within 1. Between aircraft; and
controlled airspace. The pilot-in-command of an
2. On the maneuvering area between aircraft
aircraft may not deviate from the provisions of a
and obstructions.
visual flight rules (VFR) or instrument flight rules
(IFR) air traffic clearance except in an emergency or b. Expediting and maintaining an orderly flow of
unless an amended clearance has been obtained. air traffic.
Additionally, the pilot may request a different AIR TRAFFIC CONTROL SPECIALIST− A person
clearance from that which has been issued by air authorized to provide air traffic control service.
traffic control (ATC) if information available to the (See AIR TRAFFIC CONTROL.)
pilot makes another course of action more practicable (See FLIGHT SERVICE STATION.)
or if aircraft equipment limitations or company (See ICAO term CONTROLLER.)
procedures forbid compliance with the clearance AIR TRAFFIC CONTROL SYSTEM COMMAND
issued. Pilots may also request clarification or CENTER− An Air Traffic Tactical Operations facili-
amendment, as appropriate, any time a clearance is ty responsible for monitoring and managing the flow
not fully understood, or considered unacceptable of air traffic throughout the NAS, producing a safe,
because of safety of flight. Controllers should, in orderly, and expeditious flow of traffic while
such instances and to the extent of operational minimizing delays. The following functions are
practicality and safety, honor the pilot’s request. located at the ATCSCC:
14 CFR Part 91.3(a) states: “The pilot in command
a. Central Altitude Reservation Function
of an aircraft is directly responsible for, and is the
(CARF). Responsible for coordinating, planning,
final authority as to, the operation of that aircraft.”
and approving special user requirements under the
THE PILOT IS RESPONSIBLE TO REQUEST AN
Altitude Reservation (ALTRV) concept.
AMENDED CLEARANCE if ATC issues a clear-
(See ALTITUDE RESERVATION.)
ance that would cause a pilot to deviate from a rule or
regulation, or in the pilot’s opinion, would place the b. Airport Reservation Office (ARO). Responsi-
aircraft in jeopardy. ble for approving IFR flights at designated high
(See ATC INSTRUCTIONS.) density traffic airports (John F. Kennedy, LaGuardia,
(See ICAO term AIR TRAFFIC CONTROL and Ronald Reagan Washington National) during
CLEARANCE.) specified hours.
(Refer to 14 CFR Part 93.)
AIR TRAFFIC CONTROL− A service operated by (Refer to AIRPORT/FACILITY DIRECTORY.)
appropriate authority to promote the safe, orderly and
c. U.S. Notice to Airmen (NOTAM) Office.
expeditious flow of air traffic.
Responsible for collecting, maintaining, and distrib-
(See ICAO term AIR TRAFFIC CONTROL
uting NOTAMs for the U.S. civilian and military, as
SERVICE.)
well as international aviation communities.
AIR TRAFFIC CONTROL CLEARANCE [ICAO]− (See NOTICE TO AIRMEN.)
Authorization for an aircraft to proceed under d. Weather Unit. Monitor all aspects of weather
conditions specified by an air traffic control unit. for the U.S. that might affect aviation including cloud
Note 1: For convenience, the term air traffic control cover, visibility, winds, precipitation, thunderstorms,
clearance is frequently abbreviated to clearance icing, turbulence, and more. Provide forecasts based
when used in appropriate contexts. on observations and on discussions with meteorolo-
Note 2: The abbreviated term clearance may be gists from various National Weather Service offices,
prefixed by the words taxi, takeoff, departure, en FAA facilities, airlines, and private weather services.
route, approach or landing to indicate the particular
portion of flight to which the air traffic control AIR TRAFFIC SERVICE− A generic term meaning:
clearance relates. a. Flight Information Service.

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8/3/06

b. Alerting Service. AIRCRAFT CLASSES− For the purposes of Wake

c. Air Traffic Advisory Service. Turbulence Separation Minima, ATC classifies air-
craft as Heavy, Large, and Small as follows:
d. Air Traffic Control Service:
a. Heavy− Aircraft capable of takeoff weights of
1. Area Control Service,
more than 255,000 pounds whether or not they are
2. Approach Control Service, or operating at this weight during a particular phase of
3. Airport Control Service. flight.
AIR TRAFFIC SERVICE (ATS) ROUTES− The b. Large− Aircraft of more than 41,000 pounds,
term “ATS route” is a generic term that includes maximum certificated takeoff weight, up to 255,000
“VOR Federal airways,” “colored Federal airways,” pounds.
“alternate airways,” “jet routes,” “Military Training c. Small− Aircraft of 41,000 pounds or less
Routes,” “named routes,” and “RNAV routes.” The maximum certificated takeoff weight.
term “ATS route” does not replace these more (Refer to AIM.)
familiar route names, but serves only as an overall
title when listing the types of routes that comprise the AIRCRAFT CONFLICT− Predicted conflict, within
United States route structure. URET, of two aircraft, or between aircraft and
airspace. A Red alert is used for conflicts when the
AIRBORNE DELAY− Amount of delay to be predicted minimum separation is 5 nautical miles or
encountered in airborne holding. less. A Yellow alert is used when the predicted
AIRCRAFT− Device(s) that are used or intended to minimum separation is between 5 and approximately
be used for flight in the air, and when used in air traffic 12 nautical miles. A Blue alert is used for conflicts
control terminology, may include the flight crew. between an aircraft and predefined airspace.
(See ICAO term AIRCRAFT.) (See USER REQUEST EVALUATION TOOL.)

AIRCRAFT [ICAO]− Any machine that can derive AIRCRAFT LIST (ACL)− A view available with
support in the atmosphere from the reactions of the air URET that lists aircraft currently in or predicted to be
other than the reactions of the air against the earth’s in a particular sector’s airspace. The view contains
surface. textual flight data information in line format and may
be sorted into various orders based on the specific
AIRCRAFT APPROACH CATEGORY− A group- needs of the sector team.
ing of aircraft based on a speed of 1.3 times the stall (See USER REQUEST EVALUATION TOOL.)
speed in the landing configuration at maximum gross
landing weight. An aircraft must fit in only one AIRCRAFT SURGE LAUNCH AND RECOV-
category. If it is necessary to maneuver at speeds in ERY− Procedures used at USAF bases to provide
excess of the upper limit of a speed range for a increased launch and recovery rates in instrument
category, the minimums for the category for that flight rules conditions. ASLAR is based on:
speed must be used. For example, an aircraft which a. Reduced separation between aircraft which is
falls in Category A, but is circling to land at a speed based on time or distance. Standard arrival separation
in excess of 91 knots, must use the approach applies between participants including multiple
Category B minimums when circling to land. The flights until the DRAG point. The DRAG point is a
categories are as follows: published location on an ASLAR approach where
a. Category A− Speed less than 91 knots. aircraft landing second in a formation slows to a
predetermined airspeed. The DRAG point is the
b. Category B− Speed 91 knots or more but less
reference point at which MARSA applies as expand-
than 121 knots.
ing elements effect separation within a flight or
c. Category C− Speed 121 knots or more but less between subsequent participating flights.
than 141 knots.
b. ASLAR procedures shall be covered in a Letter
d. Category D− Speed 141 knots or more but less of Agreement between the responsible USAF mili-
than 166 knots. tary ATC facility and the concerned Federal Aviation
e. Category E− Speed 166 knots or more. Administration facility. Initial Approach Fix spacing
(Refer to 14 CFR Part 97.) requirements are normally addressed as a minimum.

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8/30/07
8/3/06 Pilot/Controller Glossary

AIRMEN'S METEOROLOGICAL INFORMA‐ containing all airports, seaplane bases, and heliports
TION- open to the public including communications data,
(See AIRMET.) navigational facilities, and certain special notices and
procedures. This publication is issued in seven vol‐
AIRMET- In‐flight weather advisories issued only umes according to geographical area.
to amend the area forecast concerning weather phe‐
nomena which are of operational interest to all air‐ AIRPORT LIGHTING- Various lighting aids that
craft and potentially hazardous to aircraft having may be installed on an airport. Types of airport light‐
limited capability because of lack of equipment, ing include:
instrumentation, or pilot qualifications. AIRMETs a. Approach Light System (ALS)- An airport
concern weather of less severity than that covered by lighting facility which provides visual guidance to
SIGMETs or Convective SIGMETs. AIRMETs cov‐ landing aircraft by radiating light beams in a direc‐
er moderate icing, moderate turbulence, sustained tional pattern by which the pilot aligns the aircraft
winds of 30 knots or more at the surface, widespread with the extended centerline of the runway on his/her
areas of ceilings less than 1,000 feet and/or visibility final approach for landing. Condenser‐Discharge Se‐
less than 3 miles, and extensive mountain obscure‐ quential Flashing Lights/Sequenced Flashing Lights
ment. may be installed in conjunction with the ALS at some
(See AWW.) airports. Types of Approach Light Systems are:
(See CONVECTIVE SIGMET.) 1. ALSF‐1- Approach Light System with Se‐
(See CWA.) quenced Flashing Lights in ILS Cat‐I configuration.
(See SIGMET.) 2. ALSF‐2- Approach Light System with Se‐
(Refer to AIM.) quenced Flashing Lights in ILS Cat‐II configuration.
AIRPORT- An area on land or water that is used or The ALSF‐2 may operate as an SSALR when weath‐
intended to be used for the landing and takeoff of er conditions permit.
aircraft and includes its buildings and facilities, if 3. SSALF- Simplified Short Approach Light
any. System with Sequenced Flashing Lights.
4. SSALR- Simplified Short Approach Light
AIRPORT ADVISORY AREA- The area within ten System with Runway Alignment Indicator Lights.
miles of an airport without a control tower or where
5. MALSF- Medium Intensity Approach Light
the tower is not in operation, and on which a Flight
System with Sequenced Flashing Lights.
Service Station is located.
(See LOCAL AIRPORT ADVISORY.) 6. MALSR- Medium Intensity Approach Light
(Refer to AIM.) System with Runway Alignment Indicator Lights.
7. LDIN- Lead‐in‐light system- Consists of
AIRPORT ARRIVAL RATE (AAR)- A dynamic in‐ one or more series of flashing lights installed at or
put parameter specifying the number of arriving air‐ near ground level that provides positive visual guid‐
craft which an airport or airspace can accept from the ance along an approach path, either curving or
ARTCC per hour. The AAR is used to calculate the straight, where special problems exist with hazardous
desired interval between successive arrival aircraft. terrain, obstructions, or noise abatement procedures.
AIRPORT DEPARTURE RATE (ADR)- A dynamic 8. RAIL- Runway Alignment Indicator Lights-
parameter specifying the number of aircraft which Sequenced Flashing Lights which are installed only
can depart an airport and the airspace can accept per in combination with other light systems.
hour. 9. ODALS- Omnidirectional Approach Light‐
AIRPORT ELEVATION- The highest point of an ing System consists of seven omnidirectional flash‐
airport's usable runways measured in feet from mean ing lights located in the approach area of a
sea level. nonprecision runway. Five lights are located on the
runway centerline extended with the first light lo‐
(See TOUCHDOWN ZONE ELEVATION.)
cated 300 feet from the threshold and extending at
(See ICAO term AERODROME ELEVATION.)
equal intervals up to 1,500 feet from the threshold.
AIRPORT/FACILITY DIRECTORY- A publication The other two lights are located, one on each side of
designed primarily as a pilot's operational manual the runway threshold, at a lateral distance of 40 feet

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from the runway edge, or 75 feet from the runway white than red lights; and “below path” if the pilot
edge when installed on a runway equipped with a sees more red than white lights.
VASI. i. Boundary Lights- Lights defining the perimeter
(Refer to FAAO 6850.2, VISUAL GUIDANCE of an airport or landing area.
LIGHTING SYSTEMS.) (Refer to AIM.)
b. Runway Lights/Runway Edge Lights- Lights AIRPORT MARKING AIDS- Markings used on
having a prescribed angle of emission used to define runway and taxiway surfaces to identify a specific
the lateral limits of a runway. Runway lights are uni‐ runway, a runway threshold, a centerline, a hold line,
formly spaced at intervals of approximately 200 feet, etc. A runway should be marked in accordance with
and the intensity may be controlled or preset. its present usage such as:
c. Touchdown Zone Lighting- Two rows of trans‐ a. Visual.
verse light bars located symmetrically about the run‐ b. Nonprecision instrument.
way centerline normally at 100 foot intervals. The
c. Precision instrument.
basic system extends 3,000 feet along the runway.
(Refer to AIM.)
d. Runway Centerline Lighting- Flush centerline
AIRPORT REFERENCE POINT (ARP)- The
lights spaced at 50‐foot intervals beginning 75 feet
approximate geometric center of all usable runway
from the landing threshold and extending to within 75
surfaces.
feet of the opposite end of the runway.
AIRPORT RESERVATION OFFICE- Office re‐
e. Threshold Lights- Fixed green lights arranged
sponsible for monitoring the operation of the high
symmetrically left and right of the runway centerline,
density rule. Receives and processes requests for IFR
identifying the runway threshold.
-operations at high density traffic airports.
f. Runway End Identifier Lights (REIL)- Two
AIRPORT ROTATING BEACON- A visual NA‐
synchronized flashing lights, one on each side of the
VAID operated at many airports. At civil airports,
runway threshold, which provide rapid and positive
alternating white and green flashes indicate the loca‐
identification of the approach end of a particular run‐
tion of the airport. At military airports, the beacons
way.
flash alternately white and green, but are differen‐
g. Visual Approach Slope Indicator (VASI)- An tiated from civil beacons by dualpeaked (two quick)
airport lighting facility providing vertical visual ap‐ white flashes between the green flashes.
proach slope guidance to aircraft during approach to (See INSTRUMENT FLIGHT RULES.)
landing by radiating a directional pattern of high in‐ (See SPECIAL VFR OPERATIONS.)
tensity red and white focused light beams which indi‐ (See ICAO term AERODROME BEACON.)
cate to the pilot that he/she is “on path” if he/she sees (Refer to AIM.)
red/white, “above path” if white/white, and “below
AIRPORT STREAM FILTER (ASF)- An on/off fil‐
path” if red/red. Some airports serving large aircraft
ter that allows the conflict notification function to be
have three‐bar VASIs which provide two visual glide
inhibited for arrival streams into single or multiple
paths to the same runway.
airports to prevent nuisance alerts.
h. Precision Approach Path Indicator (PAPI)- An
airport lighting facility, similar to VASI, providing AIRPORT SURFACE DETECTION EQUIPMENT
vertical approach slope guidance to aircraft during (ASDE)- Surveillance equipment specifically de‐
approach to landing. PAPIs consist of a single row of signed to detect aircraft, vehicular traffic, and other
either two or four lights, normally installed on the left objects, on the surface of an airport, and to present the
side of the runway, and have an effective visual range image on a tower display. Used to augment visual
of about 5 miles during the day and up to 20 miles at observation by tower personnel of aircraft and/or ve‐
night. PAPIs radiate a directional pattern of high in‐ hicular movements on runways and taxiways. There
tensity red and white focused light beams which indi‐ are three ASDE systems deployed in the NAS:
cate that the pilot is “on path” if the pilot sees an equal a. ASDE-3- a Surface Movement Radar.
number of white lights and red lights, with white to b. ASDE-X- a system that uses a X-band Surface
the left of the red; “above path” if the pilot sees more Movement Radar and multilateration. Data from

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these two sources are fused and presented on a digital b. True Airspeed- The airspeed of an aircraft rela‐
display. tive to undisturbed air. Used primarily in flight plan‐
c. ASDE-3X- an ASDE-X system that uses the ning and en route portion of flight. When used in
ASDE-3 Surface Movement Radar. pilot/controller communications, it is referred to as
“true airspeed” and not shortened to “airspeed.”
AIRPORT SURVEILLANCE RADAR- Approach
control radar used to detect and display an aircraft's AIRSTART- The starting of an aircraft engine while
position in the terminal area. ASR provides range and the aircraft is airborne, preceded by engine shutdown
azimuth information but does not provide elevation during training flights or by actual engine failure.
data. Coverage of the ASR can extend up to 60 miles. AIRWAY- A Class E airspace area established in the
form of a corridor, the centerline of which is defined
AIRPORT TAXI CHARTS-
by radio navigational aids.
(See AERONAUTICAL CHART.)
(See FEDERAL AIRWAYS.)
AIRPORT TRAFFIC CONTROL SERVICE- A ser‐ (See ICAO term AIRWAY.)
vice provided by a control tower for aircraft operating (Refer to 14 CFR Part 71.)
on the movement area and in the vicinity of an airport. (Refer to AIM.)
(See MOVEMENT AREA.) AIRWAY [ICAO]- A control area or portion thereof
(See TOWER.) established in the form of corridor equipped with
(See ICAO term AERODROME CONTROL radio navigational aids.
SERVICE.)
AIRWAY BEACON- Used to mark airway segments
AIRPORT TRAFFIC CONTROL TOWER- in remote mountain areas. The light flashes Morse
(See TOWER.) Code to identify the beacon site.
AIRSPACE CONFLICT- Predicted conflict of an (Refer to AIM.)
aircraft and active Special Activity Airspace (SAA). AIT-
(See AUTOMATED INFORMATION
AIRSPACE FLOW PROGRAM (AFP)- AFP is a
TRANSFER.)
Traffic Management (TM) process administered by
the Air Traffic Control System Command Center ALERFA (Alert Phase) [ICAO]- A situation wherein
(ATCSCC) where aircraft are assigned an Expect De‐ apprehension exists as to the safety of an aircraft and
parture Clearance Time (EDCT) in order to manage its occupants.
capacity and demand for a specific area of the Nation‐ ALERT- A notification to a position that there
al Airspace System (NAS). The purpose of the pro‐ is an aircraft‐to‐aircraft or aircraft‐to‐airspace
gram is to mitigate the effects of en route constraints. conflict, as detected by Automated Problem
It is a flexible program and may be implemented in Detection (APD).
various forms depending upon the needs of the air
traffic system. ALERT AREA-
(See SPECIAL USE AIRSPACE.)
AIRSPACE HIERARCHY- Within the airspace
classes, there is a hierarchy and, in the event of an ALERT NOTICE- A request originated by a flight
overlap of airspace: Class A preempts Class B, Class service station (FSS) or an air route traffic control
B preempts Class C, Class C preempts Class D, Class center (ARTCC) for an extensive communication
D preempts Class E, and Class E preempts Class G. search for overdue, unreported, or missing aircraft.
ALERTING SERVICE- A service provided to notify
AIRSPEED- The speed of an aircraft relative to its
appropriate organizations regarding aircraft in need
surrounding air mass. The unqualified term “air‐
of search and rescue aid and assist such organizations
speed” means one of the following:
as required.
a. Indicated Airspeed- The speed shown on the
aircraft airspeed indicator. This is the speed used in ALNOT-
pilot/controller communications under the general (See ALERT NOTICE.)
term “airspeed.” ALONG-TRACK DISTANCE (ATD)- The distance
(Refer to 14 CFR Part 1.) measured from a point‐in‐space by systems using

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area navigation reference capabilities that are not sub‐ is visually displayed in 100‐foot increments on a ra‐
ject to slant range errors. dar scope having readout capability.
(See ALPHANUMERIC DISPLAY.)
ALPHANUMERIC DISPLAY- Letters and numer‐
(See AUTOMATED RADAR TERMINAL
als used to show identification, altitude, beacon code, SYSTEMS.)
and other information concerning a target on a radar (Refer to AIM.)
display.
(See AUTOMATED RADAR TERMINAL ALTITUDE RESERVATION- Airspace utilization
SYSTEMS.) under prescribed conditions normally employed for
the mass movement of aircraft or other special user
ALTERNATE AERODROME [ICAO]- An aero‐ requirements which cannot otherwise be
drome to which an aircraft may proceed when it be‐ accomplished. ALTRVs are approved by the ap‐
comes either impossible or inadvisable to proceed to propriate FAA facility.
or to land at the aerodrome of intended landing. (See AIR TRAFFIC CONTROL SYSTEM
Note:The aerodrome from which a flight departs COMMAND CENTER.)
may also be an en‐route or a destination alternate
aerodrome for the flight. ALTITUDE RESTRICTION- An altitude or alti‐
tudes, stated in the order flown, which are to be main‐
ALTERNATE AIRPORT- An airport at which an tained until reaching a specific point or time. Altitude
aircraft may land if a landing at the intended airport restrictions may be issued by ATC due to traffic, ter‐
becomes inadvisable. rain, or other airspace considerations.
(See ICAO term ALTERNATE AERODROME.) ALTITUDE RESTRICTIONS ARE CANCELED-
ALTIMETER SETTING- The barometric pressure Adherence to previously imposed altitude restric‐
reading used to adjust a pressure altimeter for varia‐ tions is no longer required during a climb or descent.
tions in existing atmospheric pressure or to the stan‐ ALTRV-
dard altimeter setting (29.92). (See ALTITUDE RESERVATION.)
(Refer to 14 CFR Part 91.)
(Refer to AIM.) AMVER-
(See AUTOMATED MUTUAL‐ASSISTANCE
ALTITUDE- The height of a level, point, or object VESSEL RESCUE SYSTEM.)
measured in feet Above Ground Level (AGL) or from
Mean Sea Level (MSL). APB-
(See FLIGHT LEVEL.) (See AUTOMATED PROBLEM DETECTION
BOUNDARY.)
a. MSL Altitude- Altitude expressed in feet mea‐
sured from mean sea level. APD-
(See AUTOMATED PROBLEM DETECTION.)
b. AGL Altitude- Altitude expressed in feet mea‐
sured above ground level. APDIA-
c. Indicated Altitude- The altitude as shown by an (See AUTOMATED PROBLEM DETECTION
altimeter. On a pressure or barometric altimeter it is INHIBITED AREA.)
altitude as shown uncorrected for instrument error APPROACH CLEARANCE- Authorization by
and uncompensated for variation from standard at‐ ATC for a pilot to conduct an instrument approach.
mospheric conditions. The type of instrument approach for which a clear‐
(See ICAO term ALTITUDE.) ance and other pertinent information is provided in
the approach clearance when required.
ALTITUDE [ICAO]- The vertical distance of a level,
a point or an object considered as a point, measured (See CLEARED APPROACH.)
from mean sea level (MSL). (See INSTRUMENT APPROACH
PROCEDURE.)
ALTITUDE READOUT- An aircraft's altitude, (Refer to AIM.)
transmitted via the Mode C transponder feature, that (Refer to 14 CFR Part 91.)

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APPROACH CONTROL FACILITY− A terminal APPROPRIATE AUTHORITY−

ATC facility that provides approach control service in a. Regarding flight over the high seas: the relevant
a terminal area. authority is the State of Registry.
(See APPROACH CONTROL SERVICE.) b. Regarding flight over other than the high seas:
(See RADAR APPROACH CONTROL the relevant authority is the State having sovereignty
FACILITY.) over the territory being overflown.
APPROACH CONTROL SERVICE− Air traffic APPROPRIATE OBSTACLE CLEARANCE
control service provided by an approach control MINIMUM ALTITUDE− Any of the following:
facility for arriving and departing VFR/IFR aircraft (See MINIMUM EN ROUTE IFR ALTITUDE.)
and, on occasion, en route aircraft. At some airports (See MINIMUM IFR ALTITUDE.)
not served by an approach control facility, the (See MINIMUM OBSTRUCTION CLEARANCE
ARTCC provides limited approach control service. ALTITUDE.)
(See ICAO term APPROACH CONTROL (See MINIMUM VECTORING ALTITUDE.)
SERVICE.)
APPROPRIATE TERRAIN CLEARANCE MINI-
(Refer to AIM.)
MUM ALTITUDE− Any of the following:
APPROACH CONTROL SERVICE [ICAO]− Air (See MINIMUM EN ROUTE IFR ALTITUDE.)
traffic control service for arriving or departing (See MINIMUM IFR ALTITUDE.)
controlled flights. (See MINIMUM OBSTRUCTION CLEARANCE
ALTITUDE.)
APPROACH GATE− An imaginary point used (See MINIMUM VECTORING ALTITUDE.)
within ATC as a basis for vectoring aircraft to the
final approach course. The gate will be established APRON− A defined area on an airport or heliport
along the final approach course 1 mile from the final intended to accommodate aircraft for purposes of
approach fix on the side away from the airport and loading or unloading passengers or cargo, refueling,
will be no closer than 5 miles from the landing parking, or maintenance. With regard to seaplanes, a
threshold. ramp is used for access to the apron from the water.
(See ICAO term APRON.)
APPROACH LIGHT SYSTEM− APRON [ICAO]− A defined area, on a land aero-
(See AIRPORT LIGHTING.) drome, intended to accommodate aircraft for pur-
APPROACH SEQUENCE− The order in which poses of loading or unloading passengers, mail or
aircraft are positioned while on approach or awaiting cargo, refueling, parking or maintenance.
approach clearance. ARC− The track over the ground of an aircraft flying
(See LANDING SEQUENCE.) at a constant distance from a navigational aid by
(See ICAO term APPROACH SEQUENCE.) reference to distance measuring equipment (DME).
APPROACH SEQUENCE [ICAO]− The order in AREA CONTROL CENTER [ICAO]− An air traffic
which two or more aircraft are cleared to approach to control facility primarily responsible for ATC ser-
land at the aerodrome. vices being provided IFR aircraft during the en route
phase of flight. The U.S. equivalent facility is an air
APPROACH SPEED− The recommended speed route traffic control center (ARTCC).
contained in aircraft manuals used by pilots when
making an approach to landing. This speed will vary AREA NAVIGATION− Area Navigation (RNAV)
for different segments of an approach as well as for provides enhanced navigational capability to the
aircraft weight and configuration. pilot. RNAV equipment can compute the airplane
position, actual track and ground speed and then
APPROPRIATE ATS AUTHORITY [ICAO]− The provide meaningful information relative to a route of
relevant authority designated by the State responsible flight selected by the pilot. Typical equipment will
for providing air traffic services in the airspace provide the pilot with distance, time, bearing and
concerned. In the United States, the “appropriate ATS crosstrack error relative to the selected “TO” or
authority” is the Program Director for Air Traffic “active” waypoint and the selected route. Several
Planning and Procedures, ATP-1. distinctly different navigational systems with

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different navigational performance characteristics navigation aids or within the limits of the capability
are capable of providing area navigational functions. of self-contained aids, or a combination of these.
Present day RNAV includes INS, LORAN, VOR/
DME, and GPS systems. Modern multi-sensor AREA NAVIGATION (RNAV) APPROACH CON-
systems can integrate one or more of the above FIGURATION:
systems to provide a more accurate and reliable a. STANDARD T− An RNAV approach whose
navigational system. Due to the different levels of design allows direct flight to any one of three initial
performance, area navigational capabilities can satis- approach fixes (IAF) and eliminates the need for
fy different levels of required navigational perfor- procedure turns. The standard design is to align the
mance (RNP). The major types of equipment are: procedure on the extended centerline with the missed
a. VORTAC referenced or Course Line Computer approach point (MAP) at the runway threshold, the
(CLC) systems, which account for the greatest final approach fix (FAF), and the initial approach/in-
number of RNAV units in use. To function, the CLC termediate fix (IAF/IF). The other two IAFs will be
must be within the service range of a VORTAC. established perpendicular to the IF.
b. OMEGA/VLF, although two separate systems, b. MODIFIED T− An RNAV approach design for
can be considered as one operationally. A long-range single or multiple runways where terrain or opera-
navigation system based upon Very Low Frequency tional constraints do not allow for the standard T. The
radio signals transmitted from a total of 17 stations “T” may be modified by increasing or decreasing the
worldwide. angle from the corner IAF(s) to the IF or by
eliminating one or both corner IAFs.
c. Inertial (INS) systems, which are totally self-
contained and require no information from external c. STANDARD I− An RNAV approach design for
references. They provide aircraft position and navi- a single runway with both corner IAFs eliminated.
gation information in response to signals resulting Course reversal or radar vectoring may be required at
from inertial effects on components within the busy terminals with multiple runways.
system. d. TERMINAL ARRIVAL AREA (TAA)− The
TAA is controlled airspace established in conjunction
d. MLS Area Navigation (MLS/RNAV), which
with the Standard or Modified T and I RNAV
provides area navigation with reference to an MLS
approach configurations. In the standard TAA, there
ground facility.
are three areas: straight-in, left base, and right base.
e. LORAN-C is a long-range radio navigation The arc boundaries of the three areas of the TAA are
system that uses ground waves transmitted at low published portions of the approach and allow aircraft
frequency to provide user position information at to transition from the en route structure direct to the
ranges of up to 600 to 1,200 nautical miles at both en nearest IAF. TAAs will also eliminate or reduce
route and approach altitudes. The usable signal feeder routes, departure extensions, and procedure
coverage areas are determined by the signal-to-noise turns or course reversal.
ratio, the envelope-to-cycle difference, and the
1. STRAIGHT-IN AREA− A 30NM arc cen-
geometric relationship between the positions of the
tered on the IF bounded by a straight line extending
user and the transmitting stations.
through the IF perpendicular to the intermediate
f. GPS is a space-base radio positioning, naviga- course.
tion, and time-transfer system. The system provides
2. LEFT BASE AREA− A 30NM arc centered
highly accurate position and velocity information,
on the right corner IAF. The area shares a boundary
and precise time, on a continuous global basis, to an
with the straight-in area except that it extends out for
unlimited number of properly equipped users. The
30NM from the IAF and is bounded on the other side
system is unaffected by weather, and provides a
by a line extending from the IF through the FAF to the
worldwide common grid reference system.
arc.
(See ICAO term AREA NAVIGATION.)
3. RIGHT BASE AREA− A 30NM arc centered
AREA NAVIGATION [ICAO]− A method of naviga- on the left corner IAF. The area shares a boundary
tion which permits aircraft operation on any desired with the straight-in area except that it extends out for
flight path within the coverage of station-referenced 30NM from the IAF and is bounded on the other side

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by a line extending from the IF through the FAF to the ARRIVAL TIME- The time an aircraft touches down
arc. on arrival.
ARINC- An acronym for Aeronautical Radio, Inc., ARSR-
a corporation largely owned by a group of airlines. (See AIR ROUTE SURVEILLANCE RADAR.)
ARINC is licensed by the FCC as an aeronautical
ARTCC-
station and contracted by the FAA to provide commu‐
(See AIR ROUTE TRAFFIC CONTROL
nications support for air traffic control and meteoro‐
CENTER.)
logical services in portions of international airspace.
ARTS-
ARMY AVIATION FLIGHT INFORMATION
(See AUTOMATED RADAR TERMINAL
BULLETIN- A bulletin that provides air operation
SYSTEMS.)
data covering Army, National Guard, and Army Re‐
serve aviation activities. ASDA-
(See ACCELERATE‐STOP DISTANCE
ARO-
AVAILABLE.)
(See AIRPORT RESERVATION OFFICE.)
ASDA [ICAO]-
ARRESTING SYSTEM- A safety device consisting
(See ICAO Term ACCELERATE‐STOP
of two major components, namely, engaging or DISTANCE AVAILABLE.)
catching devices and energy absorption devices for
the purpose of arresting both tailhook and/or nontail‐ ASDE-
hook‐equipped aircraft. It is used to prevent aircraft (See AIRPORT SURFACE DETECTION
from overrunning runways when the aircraft cannot EQUIPMENT.)
be stopped after landing or during aborted takeoff. ASF-
Arresting systems have various names; e.g., arresting (See AIRPORT STREAM FILTER.)
gear, hook device, wire barrier cable.
(See ABORT.) ASLAR-
(Refer to AIM.) (See AIRCRAFT SURGE LAUNCH AND
RECOVERY.)
ARRIVAL AIRCRAFT INTERVAL- An internally
generated program in hundredths of minutes based ASP-
upon the AAR. AAI is the desired optimum interval (See ARRIVAL SEQUENCING PROGRAM.)
between successive arrival aircraft over the vertex. ASR-
ARRIVAL CENTER- The ARTCC having jurisdic‐ (See AIRPORT SURVEILLANCE RADAR.)
tion for the impacted airport. ASR APPROACH-
ARRIVAL DELAY- A parameter which specifies a (See SURVEILLANCE APPROACH.)
period of time in which no aircraft will be metered for ASSOCIATED- A radar target displaying a data
arrival at the specified airport. block with flight identification and altitude informa‐
ARRIVAL SECTOR- An operational control sector tion.
containing one or more meter fixes. (See UNASSOCIATED.)
ARRIVAL SECTOR ADVISORY LIST- An or‐ ATC-
dered list of data on arrivals displayed at the PVD/ (See AIR TRAFFIC CONTROL.)
MDM of the sector which controls the meter fix. ATC ADVISES- Used to prefix a message of non‐
ARRIVAL SEQUENCING PROGRAM- The auto‐ control information when it is relayed to an aircraft by
mated program designed to assist in sequencing air‐ other than an air traffic controller.
craft destined for the same airport. (See ADVISORY.)

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ATC ASSIGNED AIRSPACE- Airspace of defined ATS ROUTE [ICAO]- A specified route designed for
vertical/lateral limits, assigned by ATC, for the pur‐ channelling the flow of traffic as necessary for the
pose of providing air traffic segregation between the provision of air traffic services.
specified activities being conducted within the as‐ Note:The term “ATS Route” is used to mean
signed airspace and other IFR air traffic. variously, airway, advisory route, controlled or
(See SPECIAL USE AIRSPACE.) uncontrolled route, arrival or departure, etc.

ATC CLEARANCE- AUTOLAND APPROACH- An autoland approach

(See AIR TRAFFIC CLEARANCE.) is a precision instrument approach to touchdown and,
in some cases, through the landing rollout. An auto‐
ATC CLEARS- Used to prefix an ATC clearance
land approach is performed by the aircraft autopilot
when it is relayed to an aircraft by other than an air
which is receiving position information and/or steer‐
traffic controller.
ing commands from onboard navigation equipment.
ATC INSTRUCTIONS- Directives issued by air Note:Autoland and coupled approaches are flown
traffic control for the purpose of requiring a pilot to in VFR and IFR. It is common for carriers to require
take specific actions; e.g., “Turn left heading two five their crews to fly coupled approaches and autoland
zero,” “Go around,” “Clear the runway.” approaches (if certified) when the weather
(Refer to 14 CFR Part 91.) conditions are less than approximately 4,000 RVR.
(See COUPLED APPROACH.)
ATC PREFERRED ROUTE NOTIFICATION-
URET notification to the appropriate controller of the AUTOMATED INFORMATION TRANSFER- A
need to determine if an ATC preferred route needs to precoordinated process, specifically defined in facil‐
be applied, based on destination airport. ity directives, during which a transfer of altitude con‐
(See ROUTE ACTION NOTIFICATION.) trol and/or radar identification is accomplished
(See USER REQUEST EVALUATION TOOL.) without verbal coordination between controllers us‐
ing information communicated in a full data block.
ATC PREFERRED ROUTES- Preferred routes that
are not automatically applied by Host. AUTOMATED MUTUAL‐ASSISTANCE VESSEL
RESCUE SYSTEM- A facility which can deliver, in
ATC REQUESTS- Used to prefix an ATC request a matter of minutes, a surface picture (SURPIC) of
when it is relayed to an aircraft by other than an air vessels in the area of a potential or actual search and
traffic controller. rescue incident, including their predicted positions
ATCAA- and their characteristics.
(See ATC ASSIGNED AIRSPACE.) (See FAAO 7110.65, Para 10-6-4, INFLIGHT
CONTINGENCIES.)
ATCRBS-
(See RADAR.) AUTOMATED PROBLEM DETECTION (APD)-
An Automation Processing capability that compares
ATCSCC- trajectories in order to predict conflicts.
(See AIR TRAFFIC CONTROL SYSTEM
COMMAND CENTER.) AUTOMATED PROBLEM DETECTION
BOUNDARY (APB)- The adapted distance beyond
ATCT- a facilities boundary defining the airspace within
(See TOWER.) which URET performs conflict detection.
ATD- (See USER REQUEST EVALUATION TOOL.)
(See ALONG-TRACK DISTANCE.) AUTOMATED PROBLEM DETECTION IN‐
ATIS- HIBITED AREA (APDIA)- Airspace surrounding a
(See AUTOMATIC TERMINAL INFORMATION terminal area within which APD is inhibited for all
SERVICE.) flights within that airspace.
ATIS [ICAO]- AUTOMATED RADAR TERMINAL SYSTEMS
(See ICAO Term AUTOMATIC TERMINAL (ARTS)- A generic term for several tracking systems
INFORMATION SERVICE.) included in the Terminal Automation Systems (TAS).

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ARTS plus a suffix roman numeral denotes a major interrogations by transmitting the aircraft’s altitude
modification to that system. in 100-foot increments.
a. ARTS IIIA. The Radar Tracking and Beacon AUTOMATIC CARRIER LANDING SYSTEM−
Tracking Level (RT&BTL) of the modular, U.S. Navy final approach equipment consisting of
programmable automated radar terminal system. precision tracking radar coupled to a computer data
ARTS IIIA detects, tracks, and predicts primary as link to provide continuous information to the aircraft,
well as secondary radar-derived aircraft targets. This monitoring capability to the pilot, and a backup
more sophisticated computer-driven system up- approach system.
grades the existing ARTS III system by providing AUTOMATIC DEPENDENT SURVEILLANCE
improved tracking, continuous data recording, and (ADS) [ICAO]− A surveillance technique in which
fail-soft capabilities. aircraft automatically provide, via a data link, data
b. Common ARTS. Includes ARTS IIE, ARTS derived from on−board navigation and position
IIIE; and ARTS IIIE with ACD (see DTAS) which fixing systems, including aircraft identification, four
combines functionalities of the previous ARTS dimensional position and additional data as
systems. appropriate.
c. Programmable Indicator Data Processor AUTOMATIC DEPENDENT SURVEILLANCE−
(PIDP). The PIDP is a modification to the AN/ BROADCAST (ADS-B)− A surveillance system in
TPX−42 interrogator system currently installed in which an aircraft or vehicle to be detected is fitted
fixed RAPCONs. The PIDP detects, tracks, and with cooperative equipment in the form of a data link
predicts secondary radar aircraft targets. These are transmitter. The aircraft or vehicle periodically
displayed by means of computer−generated symbols broadcasts its GPS−derived position and other infor-
and alphanumeric characters depicting flight identifi- mation such as velocity over the data link, which is
cation, aircraft altitude, ground speed, and flight plan received by a ground−based transmitter/receiver
data. Although primary radar targets are not tracked, (transceiver) for processing and display at an air
they are displayed coincident with the secondary traffic control facility.
radar targets as well as with the other symbols and (See GLOBAL POSITIONING SYSTEM.)
alphanumerics. The system has the capability of (See GROUND−BASED TRANSCEIVER.)
interfacing with ARTCCs. AUTOMATIC DEPENDENT SURVEILLANCE−
AUTOMATED WEATHER SYSTEM− Any of the CONTRACT (ADS−C)− A data link position report-
automated weather sensor platforms that collect ing system, controlled by a ground station, that
weather data at airports and disseminate the weather establishes contracts with an aircraft’s avionics that
information via radio and/or landline. The systems occur automatically whenever specific events occur,
currently consist of the Automated Surface Observ- or specific time intervals are reached.
ing System (ASOS), Automated Weather Sensor AUTOMATIC DIRECTION FINDER− An aircraft
System (AWSS) and Automated Weather Observa- radio navigation system which senses and indicates
tion System (AWOS). the direction to a L/MF nondirectional radio beacon
(NDB) ground transmitter. Direction is indicated to
AUTOMATED UNICOM− Provides completely the pilot as a magnetic bearing or as a relative bearing
automated weather, radio check capability and airport to the longitudinal axis of the aircraft depending on
advisory information on an Automated UNICOM the type of indicator installed in the aircraft. In certain
system. These systems offer a variety of features, applications, such as military, ADF operations may
typically selectable by microphone clicks, on the be based on airborne and ground transmitters in the
UNICOM frequency. Availability will be published VHF/UHF frequency spectrum.
in the Airport/Facility Directory and approach charts. (See BEARING.)
(See NONDIRECTIONAL BEACON.)
AUTOMATIC ALTITUDE REPORT−
(See ALTITUDE READOUT.) AUTOMATIC TERMINAL INFORMATION SER-
VICE− The continuous broadcast of recorded non-
AUTOMATIC ALTITUDE REPORTING− That control information in selected terminal areas. Its
function of a transponder which responds to Mode C purpose is to improve controller effectiveness and to

PCG A−15
Pilot/Controller Glossary 2/16/06
8/3/06

relieve frequency congestion by automating the c. 180 degrees Autorotation. Initiated from a
repetitive transmission of essential but routine downwind heading and is commenced well inside the
information; e.g., “Los Angeles information Alfa. normal traffic pattern. “Go around” may not be
One three zero zero Coordinated Universal Time. possible during the latter part of this maneuver.
Weather, measured ceiling two thousand overcast,
AVAILABLE LANDING DISTANCE (ALD)− The
visibility three, haze, smoke, temperature seven one,
portion of a runway available for landing and roll-out
dew point five seven, wind two five zero at five,
for aircraft cleared for LAHSO. This distance is
altimeter two niner niner six. I-L-S Runway Two Five
measured from the landing threshold to the hold-
Left approach in use, Runway Two Five Right closed,
short point.
advise you have Alfa.”
(See ICAO term AUTOMATIC TERMINAL AVIATION WEATHER SERVICE− A service pro-
INFORMATION SERVICE.) vided by the National Weather Service (NWS) and
(Refer to AIM.) FAA which collects and disseminates pertinent
weather information for pilots, aircraft operators, and
AUTOMATIC TERMINAL INFORMATION SER- ATC. Available aviation weather reports and fore-
VICE [ICAO]− The provision of current, routine casts are displayed at each NWS office and FAA FSS.
information to arriving and departing aircraft by (See EN ROUTE FLIGHT ADVISORY
means of continuous and repetitive broadcasts SERVICE.)
throughout the day or a specified portion of the day. (See TRANSCRIBED WEATHER BROADCAST.)
AUTOROTATION− A rotorcraft flight condition in (See WEATHER ADVISORY.)
which the lifting rotor is driven entirely by action of (Refer to AIM.)
the air when the rotorcraft is in motion. AWW−
a. Autorotative Landing/Touchdown Autorota- (See SEVERE WEATHER FORECAST
tion. Used by a pilot to indicate that the landing will ALERTS.)
be made without applying power to the rotor. AZIMUTH (MLS)− A magnetic bearing extending
b. Low Level Autorotation. Commences at an from an MLS navigation facility.
altitude well below the traffic pattern, usually below Note: Azimuth bearings are described as magnetic
100 feet AGL and is used primarily for tactical and are referred to as “azimuth” in radio telephone
military training. communications.

PCG A−16
2/16/06 Pilot/Controller Glossary

B
BACK-TAXI− A term used by air traffic controllers primary radars fitted with certain forms of fixed echo
to taxi an aircraft on the runway opposite to the traffic suppression.
flow. The aircraft may be instructed to back-taxi to
BLIND ZONE−
the beginning of the runway or at some point before
(See BLIND SPOT.)
reaching the runway end for the purpose of departure
or to exit the runway. BLOCKED− Phraseology used to indicate that a
radio transmission has been distorted or interrupted
BASE LEG−
due to multiple simultaneous radio transmissions.
(See TRAFFIC PATTERN.)
BOUNDARY LIGHTS−
BEACON−
(See AIRPORT LIGHTING.)
(See AERONAUTICAL BEACON.)
(See AIRPORT ROTATING BEACON.) BRAKING ACTION (GOOD, FAIR, POOR, OR
(See AIRWAY BEACON.) NIL)− A report of conditions on the airport move-
(See MARKER BEACON.) ment area providing a pilot with a degree/quality of
(See NONDIRECTIONAL BEACON.) braking that he/she might expect. Braking action is
(See RADAR.) reported in terms of good, fair, poor, or nil.
(See RUNWAY CONDITION READING.)
BEARING− The horizontal direction to or from any
point, usually measured clockwise from true north, BRAKING ACTION ADVISORIES− When tower
magnetic north, or some other reference point controllers have received runway braking action
through 360 degrees. reports which include the terms “poor” or “nil,” or
(See NONDIRECTIONAL BEACON.)
whenever weather conditions are conducive to deteri-
orating or rapidly changing runway braking condi-
BELOW MINIMUMS− Weather conditions below tions, the tower will include on the ATIS broadcast
the minimums prescribed by regulation for the the statement, “BRAKING ACTION ADVISORIES
particular action involved; e.g., landing minimums, ARE IN EFFECT.” During the time Braking Action
takeoff minimums. Advisories are in effect, ATC will issue the latest
BLAST FENCE− A barrier that is used to divert or braking action report for the runway in use to each
dissipate jet or propeller blast. arriving and departing aircraft. Pilots should be
prepared for deteriorating braking conditions and
BLIND SPEED− The rate of departure or closing of should request current runway condition information
a target relative to the radar antenna at which if not volunteered by controllers. Pilots should also
cancellation of the primary radar target by moving be prepared to provide a descriptive runway condi-
target indicator (MTI) circuits in the radar equipment tion report to controllers after landing.
causes a reduction or complete loss of signal.
BREAKOUT− A technique to direct aircraft out of
(See ICAO term BLIND VELOCITY.)
the approach stream. In the context of close parallel
BLIND SPOT− An area from which radio transmis- operations, a breakout is used to direct threatened
sions and/or radar echoes cannot be received. The aircraft away from a deviating aircraft.
term is also used to describe portions of the airport not
BROADCAST− Transmission of information for
visible from the control tower.
which an acknowledgement is not expected.
BLIND TRANSMISSION− (See ICAO term BROADCAST.)
(See TRANSMITTING IN THE BLIND.)
BROADCAST [ICAO]− A transmission of informa-
BLIND VELOCITY [ICAO]− The radial velocity of tion relating to air navigation that is not addressed to
a moving target such that the target is not seen on a specific station or stations.

PCG B−1
2/16/06 Pilot/Controller Glossary

C
CALCULATED LANDING TIME− A term that may CENRAP-PLUS−
be used in place of tentative or actual calculated (See CENTER RADAR ARTS
landing time, whichever applies. PRESENTATION/PROCESSING-PLUS.)

CALL FOR RELEASE− Wherein the overlying CENTER−

ARTCC requires a terminal facility to initiate verbal (See AIR ROUTE TRAFFIC CONTROL
coordination to secure ARTCC approval for release CENTER.)
of a departure into the en route environment. CENTER’S AREA− The specified airspace within
CALL UP− Initial voice contact between a facility which an air route traffic control center (ARTCC)
and an aircraft, using the identification of the unit provides air traffic control and advisory service.
being called and the unit initiating the call. (See AIR ROUTE TRAFFIC CONTROL
(Refer to AIM.) CENTER.)
(Refer to AIM.)
CANADIAN MINIMUM NAVIGATION PERFOR-
MANCE SPECIFICATION AIRSPACE− That por- CENTER RADAR ARTS PRESENTATION/
tion of Canadian domestic airspace within which PROCESSING− A computer program developed to
MNPS separation may be applied. provide a back-up system for airport surveillance
radar in the event of a failure or malfunction. The
CARDINAL ALTITUDES− “Odd” or “Even” thou- program uses air route traffic control center radar for
sand-foot altitudes or flight levels; e.g., 5,000, 6,000, the processing and presentation of data on the ARTS
7,000, FL 250, FL 260, FL 270. IIA or IIIA displays.
(See ALTITUDE.)
CENTER RADAR ARTS PRESENTATION/
(See FLIGHT LEVEL.)
PROCESSING-PLUS− A computer program devel-
CARDINAL FLIGHT LEVELS− oped to provide a back-up system for airport
(See CARDINAL ALTITUDES.) surveillance radar in the event of a terminal secondary
radar system failure. The program uses a combination
CAT− of Air Route Traffic Control Center Radar and
(See CLEAR-AIR TURBULENCE.) terminal airport surveillance radar primary targets
displayed simultaneously for the processing and
CATCH POINT− A fix/waypoint that serves as a
presentation of data on the ARTS IIA or IIIA
transition point from the high altitude waypoint
displays.
navigation structure to an arrival procedure (STAR)
or the low altitude ground−based navigation struc- CENTER TRACON AUTOMATION SYSTEM
ture. (CTAS)− A computerized set of programs designed
to aid Air Route Traffic Control Centers and TRA-
CEILING− The heights above the earth’s surface of
CONs in the management and control of air traffic.
the lowest layer of clouds or obscuring phenomena
that is reported as “broken,” “overcast,” or “obscura- CENTER WEATHER ADVISORY− An unsched-
tion,” and not classified as “thin” or “partial.” uled weather advisory issued by Center Weather
(See ICAO term CEILING.) Service Unit meteorologists for ATC use to alert
pilots of existing or anticipated adverse weather
CEILING [ICAO]− The height above the ground or conditions within the next 2 hours. A CWA may
water of the base of the lowest layer of cloud below modify or redefine a SIGMET.
6,000 meters (20,000 feet) covering more than half (See AWW.)
the sky.
(See AIRMET.)
CENRAP− (See CONVECTIVE SIGMET.)
(See CENTER RADAR ARTS (See SIGMET.)
PRESENTATION/PROCESSING.) (Refer to AIM.)

PCG C−1
Pilot/Controller Glossary 2/16/06
3/15/07

CENTRAL EAST PACIFIC− An organized route obtained and the pilot has established required visual
system between the U.S. West Coast and Hawaii. reference to the airport.
(See CIRCLE TO RUNWAY.)
CEP− (See LANDING MINIMUMS.)
(See CENTRAL EAST PACIFIC.) (Refer to AIM.)
CIRCLE TO RUNWAY (RUNWAY NUMBER)−
CERAP−
Used by ATC to inform the pilot that he/she must
(See COMBINED CENTER-RAPCON.)
circle to land because the runway in use is other than
CERTIFIED TOWER RADAR DISPLAY (CTRD)− the runway aligned with the instrument approach
A FAA radar display certified for use in the NAS. procedure. When the direction of the circling maneu-
ver in relation to the airport/runway is required, the
CFR− controller will state the direction (eight cardinal
(See CALL FOR RELEASE.) compass points) and specify a left or right downwind
or base leg as appropriate; e.g., “Cleared VOR
CHAFF− Thin, narrow metallic reflectors of various Runway Three Six Approach circle to Runway Two
lengths and frequency responses, used to reflect radar Two,” or “Circle northwest of the airport for a right
energy. These reflectors when dropped from aircraft downwind to Runway Two Two.”
and allowed to drift downward result in large targets (See CIRCLE-TO-LAND MANEUVER.)
on the radar display. (See LANDING MINIMUMS.)
(Refer to AIM.)
CHARTED VFR FLYWAYS− Charted VFR Fly-
CIRCLING APPROACH−
ways are flight paths recommended for use to bypass
(See CIRCLE-TO-LAND MANEUVER.)
areas heavily traversed by large turbine-powered
aircraft. Pilot compliance with recommended fly- CIRCLING MANEUVER−
ways and associated altitudes is strictly voluntary. (See CIRCLE-TO-LAND MANEUVER.)
VFR Flyway Planning charts are published on the CIRCLING MINIMA−
back of existing VFR Terminal Area charts. (See LANDING MINIMUMS.)
CLASS A AIRSPACE−
CHARTED VISUAL FLIGHT PROCEDURE AP-
(See CONTROLLED AIRSPACE.)
PROACH− An approach conducted while operating
on an instrument flight rules (IFR) flight plan which CLASS B AIRSPACE−
authorizes the pilot of an aircraft to proceed visually (See CONTROLLED AIRSPACE.)
and clear of clouds to the airport via visual landmarks CLASS C AIRSPACE−
and other information depicted on a charted visual (See CONTROLLED AIRSPACE.)
flight procedure. This approach must be authorized CLASS D AIRSPACE−
and under the control of the appropriate air traffic (See CONTROLLED AIRSPACE.)
control facility. Weather minimums required are
CLASS E AIRSPACE−
depicted on the chart.
(See CONTROLLED AIRSPACE.)
CHASE− An aircraft flown in proximity to another CLASS G AIRSPACE− That airspace not designated
aircraft normally to observe its performance during as Class A, B, C, D or E.
training or testing. CLEAR AIR TURBULENCE (CAT)− Turbulence
encountered in air where no clouds are present. This
CHASE AIRCRAFT−
term is commonly applied to high-level turbulence
(See CHASE.) associated with wind shear. CAT is often encountered
CIRCLE-TO-LAND MANEUVER− A maneuver in the vicinity of the jet stream.
initiated by the pilot to align the aircraft with a (See WIND SHEAR.)
runway for landing when a straight-in landing from (See JET STREAM.)
an instrument approach is not possible or is not CLEAR OF THE RUNWAY−
desirable. At tower controlled airports, this maneuver a. Taxiing aircraft, which is approaching a run-
is made only after ATC authorization has been way, is clear of the runway when all parts of the

PCG C−2
2/16/06
3/15/07 Pilot/Controller Glossary

aircraft are held short of the applicable runway hold‐ approach procedure to an airport; e.g., “Cleared ILS
ing position marking. Runway Three Six Approach.”
b. A pilot or controller may consider an aircraft, (See APPROACH CLEARANCE.)
which is exiting or crossing a runway, to be clear of (See INSTRUMENT APPROACH
PROCEDURE.)
the runway when all parts of the aircraft are beyond
(Refer to 14 CFR Part 91.)
the runway edge and there are no restrictions to its
(Refer to AIM.)
continued movement beyond the applicable runway
holding position marking. CLEARED AS FILED- Means the aircraft is cleared
to proceed in accordance with the route of flight filed
c. Pilots and controllers shall exercise good judge‐
in the flight plan. This clearance does not include the
ment to ensure that adequate separation exists be‐
altitude, DP, or DP Transition.
tween all aircraft on runways and taxiways at airports
(See REQUEST FULL ROUTE CLEARANCE.)
with inadequate runway edge lines or holding posi‐
(Refer to AIM.)
tion markings.
CLEARED FOR TAKEOFF- ATC authorization
CLEARANCE- for an aircraft to depart. It is predicated on known
(See AIR TRAFFIC CLEARANCE.) traffic and known physical airport conditions.

CLEARANCE LIMIT- The fix, point, or location to CLEARED FOR THE OPTION- ATC authoriza‐
which an aircraft is cleared when issued an air traffic tion for an aircraft to make a touch‐and‐go, low ap‐
clearance. proach, missed approach, stop and go, or full stop
landing at the discretion of the pilot. It is normally
(See ICAO term CLEARANCE LIMIT.)
used in training so that an instructor can evaluate a
CLEARANCE LIMIT [ICAO]- The point of which student's performance under changing situations.
an aircraft is granted an air traffic control clearance. (See OPTION APPROACH.)
(Refer to AIM.)
CLEARANCE VOID IF NOT OFF BY (TIME)- CLEARED THROUGH- ATC authorization for an
Used by ATC to advise an aircraft that the departure aircraft to make intermediate stops at specified air‐
clearance is automatically canceled if takeoff is not ports without refiling a flight plan while en route to
made prior to a specified time. The pilot must obtain the clearance limit.
a new clearance or cancel his/her IFR flight plan if not
off by the specified time. CLEARED TO LAND- ATC authorization for an
aircraft to land. It is predicated on known traffic and
(See ICAO term CLEARANCE VOID TIME.)
known physical airport conditions.
CLEARANCE VOID TIME [ICAO]- A time speci‐ CLEARWAY- An area beyond the takeoff runway
fied by an air traffic control unit at which a clearance under the control of airport authorities within which
ceases to be valid unless the aircraft concerned has terrain or fixed obstacles may not extend above speci‐
already taken action to comply therewith. fied limits. These areas may be required for certain
turbine‐powered operations and the size and upward
CLEARED APPROACH- ATC authorization for an slope of the clearway will differ depending on when
aircraft to execute any standard or special instrument the aircraft was certificated.
approach procedure for that airport. Normally, an air‐ (Refer to 14 CFR Part 1.)
craft will be cleared for a specific instrument ap‐
proach procedure. CLIMB TO VFR- ATC authorization for an aircraft
(See CLEARED (Type of) APPROACH.)
to climb to VFR conditions within Class B, C, D, and
E surface areas when the only weather limitation is
(See INSTRUMENT APPROACH
PROCEDURE.)
restricted visibility. The aircraft must remain clear of
clouds while climbing to VFR.
(Refer to 14 CFR Part 91.)
(See SPECIAL VFR CONDITIONS.)
(Refer to AIM.)
(Refer to AIM.)
CLEARED (Type of) APPROACH- ATC authoriza‐ CLIMBOUT- That portion of flight operation be‐
tion for an aircraft to execute a specific instrument tween takeoff and the initial cruising altitude.

PCG C-3
Pilot/Controller Glossary 2/16/06
8/30/07

CLOSE PARALLEL RUNWAYS- Two parallel COMMON POINT- A significant point over which
runways whose extended centerlines are separated by two or more aircraft will report passing or have
less than 4,300 feet, having a Precision Runway reported passing before proceeding on the same or
Monitoring (PRM) system that permits simultaneous diverging tracks. To establish/maintain longitudinal
independent ILS approaches. separation, a controller may determine a common
point not originally in the aircraft's flight plan and
CLOSED RUNWAY- A runway that is unusable for
then clear the aircraft to fly over the point.
aircraft operations. Only the airport management/
(See SIGNIFICANT POINT.)
military operations office can close a runway.
COMMON PORTION-
CLOSED TRAFFIC- Successive operations involv‐ (See COMMON ROUTE.)
ing takeoffs and landings or low approaches where COMMON ROUTE- That segment of a North
the aircraft does not exit the traffic pattern. American Route between the inland navigation
CLOUD- A cloud is a visible accumulation of facility and the coastal fix.
minute water droplets and/or ice particles in the OR
atmosphere above the Earth's surface. Cloud differs COMMON ROUTE- Typically the portion of a
from ground fog, fog, or ice fog only in that the latter RNAV STAR between the en route transition end
are, by definition, in contact with the Earth's surface. point and the runway transition start point; however,
CLT- the common route may only consist of a single point
(See CALCULATED LANDING TIME.) that joins the en route and runway transitions.
COMMON TRAFFIC ADVISORY FREQUENCY
CLUTTER- In radar operations, clutter refers to the
(CTAF)- A frequency designed for the purpose of
reception and visual display of radar returns caused
carrying out airport advisory practices while operat‐
by precipitation, chaff, terrain, numerous aircraft
ing to or from an airport without an operating control
targets, or other phenomena. Such returns may limit
tower. The CTAF may be a UNICOM, Multicom,
or preclude ATC from providing services based on
FSS, or tower frequency and is identified in appropri‐
radar.
ate aeronautical publications.
(See CHAFF.)
(Refer to AC 90‐42, Traffic Advisory Practices at
(See GROUND CLUTTER.) Airports Without Operating Control Towers.)
(See PRECIPITATION.)
COMPASS LOCATOR- A low power, low or
(See TARGET.)
medium frequency (L/MF) radio beacon installed at
(See ICAO term RADAR CLUTTER.) the site of the outer or middle marker of an instrument
CMNPS- landing system (ILS). It can be used for navigation at
(See CANADIAN MINIMUM NAVIGATION distances of approximately 15 miles or as authorized
PERFORMANCE SPECIFICATION AIRSPACE.) in the approach procedure.
a. Outer Compass Locator (LOM)- A compass
COASTAL FIX- A navigation aid or intersection
locator installed at the site of the outer marker of an
where an aircraft transitions between the domestic
instrument landing system.
route structure and the oceanic route structure.
(See OUTER MARKER.)
CODES- The number assigned to a particular b. Middle Compass Locator (LMM)- A compass
multiple pulse reply signal transmitted by a trans‐ locator installed at the site of the middle marker of an
ponder. instrument landing system.
(See DISCRETE CODE.) (See MIDDLE MARKER.)
(See ICAO term LOCATOR.)
COMBINED CENTER‐RAPCON- An air traffic
facility which combines the functions of an ARTCC COMPASS ROSE- A circle, graduated in degrees,
and a radar approach control facility. printed on some charts or marked on the ground at an
(See AIR ROUTE TRAFFIC CONTROL
airport. It is used as a reference to either true or
CENTER.) magnetic direction.
(See RADAR APPROACH CONTROL COMPLY WITH RESTRICTIONS- An ATC
FACILITY.) instruction that requires an aircraft being vectored

PCG C-4
2/16/06
8/30/07 Pilot/Controller Glossary

back onto an arrival or departure procedure to comply according to the trajectory associated with the air‐
with all altitude and/or speed restrictions depicted on craft's Current Plan.
the procedure. This term may be used in lieu of
CONFORMANCE REGION- A volume, bounded
repeating each remaining restriction that appears on
laterally, vertically, and longitudinally, within which
the procedure.
an aircraft must be at a given time in order to be in
COMPOSITE FLIGHT PLAN- A flight plan which conformance with the Current Plan Trajectory for that
specifies VFR operation for one portion of flight and aircraft. At a given time, the conformance region is
IFR for another portion. It is used primarily in mili‐ determined by the simultaneous application of the
tary operations. lateral, vertical, and longitudinal conformance
(Refer to AIM.) bounds for the aircraft at the position defined by time
and aircraft's trajectory.
COMPOSITE ROUTE SYSTEM- An organized
oceanic route structure, incorporating reduced lateral CONSOLAN- A low frequency, long‐distance NA‐
spacing between routes, in which composite separa‐ VAID used principally for transoceanic navigations.
tion is authorized. CONTACT-
COMPOSITE SEPARATION- A method of separat‐ a. Establish communication with (followed by the
ing aircraft in a composite route system where, by name of the facility and, if appropriate, the frequency
management of route and altitude assignments, a to be used).
combination of half the lateral minimum specified for b. A flight condition wherein the pilot ascertains
the area concerned and half the vertical minimum is the attitude of his/her aircraft and navigates by visual
applied. reference to the surface.
(See CONTACT APPROACH.)
COMPULSORY REPORTING POINTS- Reporting
points which must be reported to ATC. They are des‐ (See RADAR CONTACT.)
ignated on aeronautical charts by solid triangles or CONTACT APPROACH- An approach wherein an
filed in a flight plan as fixes selected to define direct aircraft on an IFR flight plan, having an air traffic
routes. These points are geographical locations control authorization, operating clear of clouds with
which are defined by navigation aids/fixes. Pilots at least 1 mile flight visibility and a reasonable ex‐
should discontinue position reporting over compul‐ pectation of continuing to the destination airport in
sory reporting points when informed by ATC that those conditions, may deviate from the instrument
their aircraft is in “radar contact.” approach procedure and proceed to the destination
airport by visual reference to the surface. This ap‐
CONFLICT ALERT- A function of certain air traffic
proach will only be authorized when requested by the
control automated systems designed to alert radar
pilot and the reported ground visibility at the destina‐
controllers to existing or pending situations between
tion airport is at least 1 statute mile.
tracked targets (known IFR or VFR aircraft) that re‐
(Refer to AIM.)
quire his/her immediate attention/action.
(See MODE C INTRUDER ALERT.) CONTAMINATED RUNWAY- A runway is consid‐
ered contaminated whenever standing water, ice,
CONFLICT RESOLUTION- The resolution of po‐ snow, slush, frost in any form, heavy rubber, or other
tential conflictions between aircraft that are radar substances are present. A runway is contaminated
identified and in communication with ATC by ensur‐ with respect to rubber deposits or other friction‐de‐
ing that radar targets do not touch. Pertinent traffic grading substances when the average friction value
advisories shall be issued when this procedure is ap‐ for any 500‐foot segment of the runway within the
plied. ALD fails below the recommended minimum fric‐
Note:This procedure shall not be provided utilizing tion level and the average friction value in the adja‐
mosaic radar systems. cent 500‐foot segments falls below the maintenance
planning friction level.
CONFORMANCE- The condition established when
an aircraft's actual position is within the conformance CONTERMINOUS U.S.- The 48 adjoining States
region constructed around that aircraft at its position, and the District of Columbia.

PCG C-5
Pilot/Controller Glossary 2/16/06
8/30/07

CONTINENTAL UNITED STATES- The 49 States c. Controlled airspace in the United States is des‐
located on the continent of North America and the ignated as follows:
District of Columbia. 1. CLASS A- Generally, that airspace from
CONTINUE- When used as a control instruction 18,000 feet MSL up to and including FL 600, includ‐
should be followed by another word or words clarify‐ ing the airspace overlying the waters within 12 nauti‐
ing what is expected of the pilot. Example: “continue cal miles of the coast of the 48 contiguous States and
taxi”, “continue descent”, “continue inbound” etc. Alaska. Unless otherwise authorized, all persons
must operate their aircraft under IFR.
CONTROL AREA [ICAO]- A controlled airspace 2. CLASS B- Generally, that airspace from the
extending upwards from a specified limit above the surface to 10,000 feet MSL surrounding the nation's
earth. busiest airports in terms of airport operations or pas‐
senger enplanements. The configuration of each
CONTROL SECTOR- An airspace area of defined
Class B airspace area is individually tailored and con‐
horizontal and vertical dimensions for which a con‐
sists of a surface area and two or more layers (some
troller or group of controllers has air traffic control
Class B airspaces areas resemble upside‐down wed‐
responsibility, normally within an air route traffic
ding cakes), and is designed to contain all published
control center or an approach control facility. Sectors
instrument procedures once an aircraft enters the air‐
are established based on predominant traffic flows,
space. An ATC clearance is required for all aircraft to
altitude strata, and controller workload. Pilot‐com‐
operate in the area, and all aircraft that are so cleared
munications during operations within a sector are
receive separation services within the airspace. The
normally maintained on discrete frequencies as‐
cloud clearance requirement for VFR operations is
signed to the sector.
“clear of clouds.”
(See DISCRETE FREQUENCY.)
3. CLASS C- Generally, that airspace from the
CONTROL SLASH- A radar beacon slash repre‐ surface to 4,000 feet above the airport elevation
senting the actual position of the associated aircraft. (charted in MSL) surrounding those airports that
Normally, the control slash is the one closest to the have an operational control tower, are serviced by a
interrogating radar beacon site. When ARTCC radar radar approach control, and that have a certain num‐
is operating in narrowband (digitized) mode, the con‐ ber of IFR operations or passenger enplanements.
trol slash is converted to a target symbol. Although the configuration of each Class C area is
individually tailored, the airspace usually consists of
CONTROLLED AIRSPACE- An airspace of de‐ a surface area with a 5 nautical mile (NM) radius, a
fined dimensions within which air traffic control ser‐ circle with a 10NM radius that extends no lower than
vice is provided to IFR flights and to VFR flights in 1,200 feet up to 4,000 feet above the airport elevation
accordance with the airspace classification. and an outer area that is not charted. Each person must
a. Controlled airspace is a generic term that covers establish two‐way radio communications with the
Class A, Class B, Class C, Class D, and Class E ATC facility providing air traffic services prior to
airspace. entering the airspace and thereafter maintain those
b. Controlled airspace is also that airspace within communications while within the airspace. VFR air‐
which all aircraft operators are subject to certain pilot craft are only separated from IFR aircraft within the
qualifications, operating rules, and equipment re‐ airspace.
quirements in 14 CFR Part 91 (for specific operating (See OUTER AREA.)
requirements, please refer to 14 CFR Part 91). For 4. CLASS D- Generally, that airspace from the
IFR operations in any class of controlled airspace, a surface to 2,500 feet above the airport elevation
pilot must file an IFR flight plan and receive an ap‐ (charted in MSL) surrounding those airports that
propriate ATC clearance. Each Class B, Class C, and have an operational control tower. The configuration
Class D airspace area designated for an airport con‐ of each Class D airspace area is individually tailored
tains at least one primary airport around which the and when instrument procedures are published, the
airspace is designated (for specific designations and airspace will normally be designed to contain the
descriptions of the airspace classes, please refer to procedures. Arrival extensions for instrument ap‐
14 CFR Part 71). proach procedures may be Class D or Class E

PCG C-6
2/16/06
8/30/07
8/3/06 Pilot/Controller Glossary

airspace. Unless otherwise authorized, each person derstorms of any intensity level, areas of thunder‐
must establish two‐way radio communications with storms greater than or equal to VIP level 4 with an
the ATC facility providing air traffic services prior to area coverage of 4/10 (40%) or more, and hail 3/4 inch
entering the airspace and thereafter maintain those or greater.
communications while in the airspace. No separation (See AIRMET.)
services are provided to VFR aircraft. (See AWW.)
5. CLASS E- Generally, if the airspace is not (See CWA.)
Class A, Class B, Class C, or Class D, and it is (See SIGMET.)
controlled airspace, it is Class E airspace. Class E (Refer to AIM.)
airspace extends upward from either the surface or a
designated altitude to the overlying or adjacent con‐ CONVECTIVE SIGNIFICANT METEOROLOG‐
trolled airspace. When designated as a surface area, ICAL INFORMATION-
the airspace will be configured to contain all instru‐ (See CONVECTIVE SIGMET.)
ment procedures. Also in this class are Federal air‐
COORDINATES- The intersection of lines of refer‐
ways, airspace beginning at either 700 or 1,200 feet
ence, usually expressed in degrees/minutes/seconds
AGL used to transition to/from the terminal or en
of latitude and longitude, used to determine position
route environment, en route domestic, and offshore
or location.
airspace areas designated below 18,000 feet MSL.
Unless designated at a lower altitude, Class E air‐ COORDINATION FIX- The fix in relation to which
space begins at 14,500 MSL over the United States, facilities will handoff, transfer control of an aircraft,
including that airspace overlying the waters within 12 or coordinate flight progress data. For terminal facili‐
nautical miles of the coast of the 48 contiguous States ties, it may also serve as a clearance for arriving air‐
and Alaska, up to, but not including 18,000 feet MSL, craft.
and the airspace above FL 600.
COPTER-
CONTROLLED AIRSPACE [ICAO]- An airspace
(See HELICOPTER.)
of defined dimensions within which air traffic control
service is provided to IFR flights and to VFR flights CORRECTION- An error has been made in the
in accordance with the airspace classification. transmission and the correct version follows.
Note:Controlled airspace is a generic term which
covers ATS airspace Classes A, B, C, D, and E. COUPLED APPROACH- A coupled approach is an
instrument approach performed by the aircraft auto‐
CONTROLLED TIME OF ARRIVAL- Arrival time pilot which is receiving position information and/or
assigned during a Traffic Management Program. This steering commands from onboard navigation equip‐
time may be modified due to adjustments or user ment. In general, coupled nonprecision approaches
options. must be discontinued and flown manually at altitudes
lower than 50 feet below the minimum descent alti‐
CONTROLLER- tude, and coupled precision approaches must be
(See AIR TRAFFIC CONTROL SPECIALIST.) flown manually below 50 feet AGL.
CONTROLLER [ICAO]- A person authorized to Note:Coupled and autoland approaches are flown
provide air traffic control services. in VFR and IFR. It is common for carriers to require
their crews to fly coupled approaches and autoland
CONTROLLER PILOT DATA LINK COMMU‐ approaches (if certified) when the weather
NICATIONS (CPDLC)- A two-way digital very conditions are less than approximately 4,000 RVR.
high frequency (VHF) air/ground communications (See AUTOLAND APPROACH.)
system that conveys textual air traffic control mes‐
sages between controllers and pilots. COURSE-
CONVECTIVE SIGMET- A weather advisory con‐ a. The intended direction of flight in the horizontal
cerning convective weather significant to the safety plane measured in degrees from north.
of all aircraft. Convective SIGMETs are issued for b. The ILS localizer signal pattern usually speci‐
tornadoes, lines of thunderstorms, embedded thun‐ fied as the front course or the back course.

PCG C-7
Pilot/Controller Glossary 2/16/06

c. The intended track along a straight, curved, or CRUISE- Used in an ATC clearance to authorize a
segmented MLS path. pilot to conduct flight at any altitude from the mini‐
(See BEARING.) mum IFR altitude up to and including the altitude
(See INSTRUMENT LANDING SYSTEM.) specified in the clearance. The pilot may level off at
(See MICROWAVE LANDING SYSTEM.) any intermediate altitude within this block of air‐
(See RADIAL.) space. Climb/descent within the block is to be made
at the discretion of the pilot. However, once the pilot
CPDLC- starts descent and verbally reports leaving an altitude
(See CONTROLLER PILOT DATA LINK in the block, he/she may not return to that altitude
COMMUNICATIONS.) without additional ATC clearance. Further, it is ap‐
CPL [ICAO]- proval for the pilot to proceed to and make an ap‐
proach at destination airport and can be used in
(See ICAO term CURRENT FLIGHT PLAN.)
conjunction with:
CRITICAL ENGINE- The engine which, upon fail‐ a. An airport clearance limit at locations with a
ure, would most adversely affect the performance or standard/special instrument approach procedure. The
handling qualities of an aircraft. CFRs require that if an instrument letdown to an
CROSS (FIX) AT (ALTITUDE)- Used by ATC airport is necessary, the pilot shall make the letdown
when a specific altitude restriction at a specified fix in accordance with a standard/special instrument ap‐
is required. proach procedure for that airport, or
b. An airport clearance limit at locations that are
CROSS (FIX) AT OR ABOVE (ALTITUDE)- Used within/below/outside controlled airspace and with‐
by ATC when an altitude restriction at a specified fix out a standard/special instrument approach proce‐
is required. It does not prohibit the aircraft from dure. Such a clearance is NOT AUTHORIZATION
crossing the fix at a higher altitude than specified; for the pilot to descend under IFR conditions below
however, the higher altitude may not be one that will the applicable minimum IFR altitude nor does it im‐
violate a succeeding altitude restriction or altitude ply that ATC is exercising control over aircraft in
assignment. Class G airspace; however, it provides a means for the
(See ALTITUDE RESTRICTION.) aircraft to proceed to destination airport, descend, and
(Refer to AIM.) land in accordance with applicable CFRs governing
CROSS (FIX) AT OR BELOW (ALTITUDE)- VFR flight operations. Also, this provides search and
Used by ATC when a maximum crossing altitude at rescue protection until such time as the IFR flight
a specific fix is required. It does not prohibit the plan is closed.
aircraft from crossing the fix at a lower altitude; how‐ (See INSTRUMENT APPROACH
PROCEDURE.)
ever, it must be at or above the minimum IFR altitude.
(See ALTITUDE RESTRICTION.) CRUISE CLIMB- A climb technique employed by
(See MINIMUM IFR ALTITUDES.) aircraft, usually at a constant power setting, resulting
(Refer to 14 CFR Part 91.) in an increase of altitude as the aircraft weight de‐
creases.
CROSSWIND-
a. When used concerning the traffic pattern, the CRUISING ALTITUDE- An altitude or flight level
word means “crosswind leg.” maintained during en route level flight. This is a
(See TRAFFIC PATTERN.)
constant altitude and should not be confused with a
cruise clearance.
b. When used concerning wind conditions, the (See ALTITUDE.)
word means a wind not parallel to the runway or the
(See ICAO term CRUISING LEVEL.)
path of an aircraft.
(See CROSSWIND COMPONENT.) CRUISING LEVEL-
(See CRUISING ALTITUDE.)
CROSSWIND COMPONENT- The wind compo‐
nent measured in knots at 90 degrees to the longitudi‐ CRUISING LEVEL [ICAO]- A level maintained
nal axis of the runway. during a significant portion of a flight.

PCG C-8
2/16/06 Pilot/Controller Glossary

CT MESSAGE− An EDCT time generated by the CTAS−

ATCSCC to regulate traffic at arrival airports. (See CENTER TRACON AUTOMATION
Normally, a CT message is automatically transferred SYSTEM.)
from the Traffic Management System computer to the CTRD−
NAS en route computer and appears as an EDCT. In (See CERTIFIED TOWER RADAR DISPLAY.)
the event of a communication failure between the
TMS and the NAS, the CT message can be manually CURRENT FLIGHT PLAN [ICAO]− The flight
entered by the TMC at the en route facility. plan, including changes, if any, brought about by
subsequent clearances.
CTA− CURRENT PLAN− The ATC clearance the aircraft
has received and is expected to fly.
(See CONTROLLED TIME OF ARRIVAL.)
CVFP APPROACH−
(See ICAO term CONTROL AREA.)
(See CHARTED VISUAL FLIGHT PROCEDURE
APPROACH.)
CTAF− CWA−
(See COMMON TRAFFIC ADVISORY (See CENTER WEATHER ADVISORY and
FREQUENCY.) WEATHER ADVISORY.)

PCG C−9
2/16/06
8/3/06 Pilot/Controller Glossary

D
D-ATIS− approach to either continue the approach or to execute
(See DIGITAL-AUTOMATIC TERMINAL a missed approach.
INFORMATION SERVICE.) (See ICAO term DECISION
ALTITUDE/DECISION HEIGHT.)
DA [ICAO]−
DECODER− The device used to decipher signals
(See ICAO Term DECISION received from ATCRBS transponders to effect their
ALTITUDE/DECISION HEIGHT.)
display as select codes.
DAIR− (See CODES.)
(See DIRECT ALTITUDE AND IDENTITY (See RADAR.)
READOUT.) DEFENSE VISUAL FLIGHT RULES− Rules appli-
cable to flights within an ADIZ conducted under the
DANGER AREA [ICAO]− An airspace of defined
visual flight rules in 14 CFR Part 91.
dimensions within which activities dangerous to the
(See AIR DEFENSE IDENTIFICATION ZONE.)
flight of aircraft may exist at specified times.
(Refer to 14 CFR Part 91.)
Note: The term “Danger Area” is not used in
(Refer to 14 CFR Part 99.)
reference to areas within the United States or any
of its possessions or territories. DELAY ASSIGNMENT (DAS)− Delays are distrib-
uted to aircraft based on the traffic management
DAS− program parameters. The delay assignment is calcu-
(See DELAY ASSIGNMENT.) lated in 15−minute increments and appears as a table
in Enhanced Traffic Management System (ETMS).
DATA BLOCK−
DELAY INDEFINITE (REASON IF KNOWN)
(See ALPHANUMERIC DISPLAY.)
EXPECT FURTHER CLEARANCE (TIME)− Used
DEAD RECKONING− Dead reckoning, as applied by ATC to inform a pilot when an accurate estimate
to flying, is the navigation of an airplane solely by of the delay time and the reason for the delay cannot
means of computations based on airspeed, course, immediately be determined; e.g., a disabled aircraft
heading, wind direction, and speed, groundspeed, on the runway, terminal or center area saturation,
and elapsed time. weather below landing minimums, etc.
(See EXPECT FURTHER CLEARANCE (TIME).)
DECISION ALTITUDE/DECISION HEIGHT
[ICAO]− A specified altitude or height (A/H) in the DELAY TIME− The amount of time that the arrival
precision approach at which a missed approach must must lose to cross the meter fix at the assigned meter
be initiated if the required visual reference to fix time. This is the difference between ACLT and
continue the approach has not been established. VTA.
Note 1: Decision altitude [DA] is referenced to DEPARTURE CENTER− The ARTCC having juris-
mean sea level [MSL] and decision height [DH] is diction for the airspace that generates a flight to the
referenced to the threshold elevation. impacted airport.
Note 2: The required visual reference means that DEPARTURE CONTROL− A function of an ap-
section of the visual aids or of the approach area proach control facility providing air traffic control
which should have been in view for sufficient time service for departing IFR and, under certain condi-
for the pilot to have made an assessment of the tions, VFR aircraft.
aircraft position and rate of change of position, in
(See APPROACH CONTROL FACILITY.)
relation to the desired flight path.
(Refer to AIM.)
DECISION HEIGHT− With respect to the operation DEPARTURE SEQUENCING PROGRAM− A pro-
of aircraft, means the height at which a decision must gram designed to assist in achieving a specified
be made during an ILS, MLS, or PAR instrument interval over a common point for departures.

PCG D−1
Pilot/Controller Glossary 2/16/06

DEPARTURE TIME− The time an aircraft becomes a predetermined point such as the DF station or an
airborne. airport. DF guidance is given to aircraft in distress or
to other aircraft which request the service. Practice
DESCENT SPEED ADJUSTMENTS− Speed decel-
DF guidance is provided when workload permits.
eration calculations made to determine an accurate
(See DIRECTION FINDER.)
VTA. These calculations start at the transition point
(See DF FIX.)
and use arrival speed segments to the vertex.
(Refer to AIM.)
DESIRED COURSE− DF STEER−
a. True− A predetermined desired course direction (See DF GUIDANCE.)
to be followed (measured in degrees from true north). DH−
b. Magnetic− A predetermined desired course (See DECISION HEIGHT.)
direction to be followed (measured in degrees from
DH [ICAO]−
local magnetic north).
(See ICAO Term DECISION ALTITUDE/
DESIRED TRACK− The planned or intended track DECISION HEIGHT.)
between two waypoints. It is measured in degrees DIGITAL-AUTOMATIC TERMINAL INFORMA-
from either magnetic or true north. The instantaneous TION SERVICE (D-ATIS)− The service provides
angle may change from point to point along the great text messages to aircraft, airlines, and other users
circle track between waypoints. outside the standard reception range of conventional
DETRESFA (DISTRESS PHASE) [ICAO]− The ATIS via landline and data link communications to
code word used to designate an emergency phase the cockpit. Also, the service provides a computer−
wherein there is reasonable certainty that an aircraft synthesized voice message that can be transmitted to
and its occupants are threatened by grave and all aircraft within range of existing transmitters. The
imminent danger or require immediate assistance. Terminal Data Link System (TDLS) D-ATIS applica-
tion uses weather inputs from local automated
DEVIATIONS− weather sources or manually entered meteorological
a. A departure from a current clearance, such as an data together with preprogrammed menus to provide
off course maneuver to avoid weather or turbulence. standard information to users. Airports with D-ATIS
b. Where specifically authorized in the CFRs and capability are listed in the Airport/Facility Directory.
requested by the pilot, ATC may permit pilots to DIGITAL TARGET− A computer−generated symbol
deviate from certain regulations. representing an aircraft’s position, based on a primary
(Refer to AIM.) return or radar beacon reply, shown on a digital
display.
DF−
(See DIRECTION FINDER.) DIGITAL TERMINAL AUTOMATION SYSTEM
(DTAS)− A system where digital radar and beacon
DF APPROACH PROCEDURE− Used under emer- data is presented on digital displays and the opera-
gency conditions where another instrument approach tional program monitors the system performance on
procedure cannot be executed. DF guidance for an a real−time basis.
instrument approach is given by ATC facilities with
DIGITIZED TARGET− A computer−generated indi-
DF capability.
cation shown on an analog radar display resulting
(See DF GUIDANCE.)
from a primary radar return or a radar beacon reply.
(See DIRECTION FINDER.)
(Refer to AIM.) DIRECT− Straight line flight between two naviga-
tional aids, fixes, points, or any combination thereof.
DF FIX− The geographical location of an aircraft When used by pilots in describing off-airway routes,
obtained by one or more direction finders. points defining direct route segments become com-
(See DIRECTION FINDER.) pulsory reporting points unless the aircraft is under
DF GUIDANCE− Headings provided to aircraft by radar contact.
facilities equipped with direction finding equipment. DIRECT ALTITUDE AND IDENTITY READ-
These headings, if followed, will lead the aircraft to OUT− The DAIR System is a modification to the

PCG D−2
2/16/06
8/30/07 Pilot/Controller Glossary

AN/TPX‐42 Interrogator System. The Navy has two decoding capability and for other purposes such as
adaptations of the DAIR System‐Carrier Air Traffic emergencies (7700), VFR aircraft (1200), etc.
Control Direct Altitude and Identification Readout (See RADAR.)
System for Aircraft Carriers and Radar Air Traffic (Refer to AIM.)
Control Facility Direct Altitude and Identity Readout
System for land‐based terminal operations. The DISCRETE FREQUENCY- A separate radio fre‐
DAIR detects, tracks, and predicts secondary radar quency for use in direct pilot‐controller communica‐
aircraft targets. Targets are displayed by means of tions in air traffic control which reduces frequency
computer‐generated symbols and alphanumeric char‐ congestion by controlling the number of aircraft oper‐
acters depicting flight identification, altitude, ground ating on a particular frequency at one time. Discrete
speed, and flight plan data. The DAIR System is frequencies are normally designated for each control
capable of interfacing with ARTCCs. sector in en route/terminal ATC facilities. Discrete
frequencies are listed in the Airport/Facility Directo‐
DIRECTION FINDER- A radio receiver equipped ry and the DOD FLIP IFR En Route Supplement.
with a directional sensing antenna used to take bear‐ (See CONTROL SECTOR.)
ings on a radio transmitter. Specialized radio direc‐
tion finders are used in aircraft as air navigation aids. DISPLACED THRESHOLD- A threshold that is lo‐
Others are ground‐based, primarily to obtain a “fix” cated at a point on the runway other than the desig‐
on a pilot requesting orientation assistance or to lo‐ nated beginning of the runway.
cate downed aircraft. A location “fix” is established (See THRESHOLD.)
by the intersection of two or more bearing lines (Refer to AIM.)
plotted on a navigational chart using either two sepa‐
rately located Direction Finders to obtain a fix on an DISTANCE MEASURING EQUIPMENT- Equip‐
aircraft or by a pilot plotting the bearing indications ment (airborne and ground) used to measure, in nauti‐
of his/her DF on two separately located ground‐based cal miles, the slant range distance of an aircraft from
transmitters, both of which can be identified on his/ the DME navigational aid.
her chart. UDFs receive signals in the ultra high fre‐ (See MICROWAVE LANDING SYSTEM.)
quency radio broadcast band; VDFs in the very high (See TACAN.)
frequency band; and UVDFs in both bands. ATC pro‐ (See VORTAC.)
vides DF service at those air traffic control towers and
flight service stations listed in the Airport/Facility DISTRESS- A condition of being threatened by seri‐
Directory and the DOD FLIP IFR En Route Supple‐ ous and/or imminent danger and of requiring im‐
ment. mediate assistance.
(See DF FIX.) DIVE BRAKES-
(See DF GUIDANCE.) (See SPEED BRAKES.)
DIRECTLY BEHIND- An aircraft is considered to DIVERSE VECTOR AREA- In a radar environ‐
be operating directly behind when it is following the ment, that area in which a prescribed departure route
actual flight path of the lead aircraft over the surface is not required as the only suitable route to avoid
of the earth except when applying wake turbulence obstacles. The area in which random radar vectors
separation criteria. below the MVA/MIA, established in accordance with
the TERPS criteria for diverse departures, obstacles
DISCRETE BEACON CODE- and terrain avoidance, may be issued to departing
(See DISCRETE CODE.) aircraft.
DISCRETE CODE- As used in the Air Traffic Con‐ DIVERSION (DVRSN)- Flights that are required to
trol Radar Beacon System (ATCRBS), any one of the land at other than their original destination for rea‐
4096 selectable Mode 3/A aircraft transponder codes sons beyond the control of the pilot/company, e.g.
except those ending in zero zero; e.g., discrete codes: periods of significant weather.
0010, 1201, 2317, 7777; nondiscrete codes: 0100,
1200, 7700. Nondiscrete codes are normally reserved DME-
for radar facilities that are not equipped with discrete (See DISTANCE MEASURING EQUIPMENT.)

PCG D-3
Pilot/Controller Glossary 2/16/06
8/30/07

DME FIX- A geographical position determined by DRAG CHUTE- A parachute device installed on
reference to a navigational aid which provides dis‐ certain aircraft which is deployed on landing roll to
tance and azimuth information. It is defined by a assist in deceleration of the aircraft.
specific distance in nautical miles and a radial, azi‐
DSP-
muth, or course (i.e., localizer) in degrees magnetic
(See DEPARTURE SEQUENCING PROGRAM.)
from that aid.
(See DISTANCE MEASURING EQUIPMENT.) DT-
(See FIX.) (See DELAY TIME.)
(See MICROWAVE LANDING SYSTEM.) DTAS-
DME SEPARATION- Spacing of aircraft in terms of (See DIGITAL TERMINAL AUTOMATION
distances (nautical miles) determined by reference to SYSTEM.)
distance measuring equipment (DME). DUE REGARD- A phase of flight wherein an air‐
(See DISTANCE MEASURING EQUIPMENT.) craft commander of a State‐operated aircraft assumes
DOD FLIP- Department of Defense Flight Informa‐ responsibility to separate his/her aircraft from all oth‐
tion Publications used for flight planning, en route, er aircraft.
and terminal operations. FLIP is produced by the (See also FAAO 7110.65, Para 1-2-1, WORD
National Imagery and Mapping Agency (NIMA) for MEANINGS.)
world‐wide use. United States Government Flight DUTY RUNWAY-
Information Publications (en route charts and instru‐ (See RUNWAY IN USE/ACTIVE RUNWAY/DUTY
ment approach procedure charts) are incorporated in RUNWAY.)
DOD FLIP for use in the National Airspace System
DVA-
(NAS).
(See DIVERSE VECTOR AREA.)
DOMESTIC AIRSPACE- Airspace which overlies
the continental land mass of the United States plus DVFR-
Hawaii and U.S. possessions. Domestic airspace ex‐ (See DEFENSE VISUAL FLIGHT RULES.)
tends to 12 miles offshore. DVFR FLIGHT PLAN- A flight plan filed for a VFR
DOWNBURST- A strong downdraft which induces aircraft which intends to operate in airspace within
an outburst of damaging winds on or near the ground. which the ready identification, location, and control
Damaging winds, either straight or curved, are highly of aircraft are required in the interest of national secu‐
divergent. The sizes of downbursts vary from 1/2 rity.
mile or less to more than 10 miles. An intense down‐ DVRSN-
burst often causes widespread damage. Damaging (See DIVERSION.)
winds, lasting 5 to 30 minutes, could reach speeds as
DYNAMIC- Continuous review, evaluation, and
high as 120 knots.
change to meet demands.
DOWNWIND LEG-
DYNAMIC RESTRICTIONS- Those restrictions
(See TRAFFIC PATTERN.)
imposed by the local facility on an “as needed” basis
DP- to manage unpredictable fluctuations in traffic de‐
(See INSTRUMENT DEPARTURE PROCEDURE.) mands.

PCG D-4
2/16/06 Pilot/Controller Glossary

E
EAS− EN ROUTE CHARTS−
(See EN ROUTE AUTOMATION SYSTEM.) (See AERONAUTICAL CHART.)

EDCT− EN ROUTE DESCENT− Descent from the en route

(See EXPECT DEPARTURE CLEARANCE cruising altitude which takes place along the route of
TIME.) flight.

EFC− EN ROUTE FLIGHT ADVISORY SERVICE− A

(See EXPECT FURTHER CLEARANCE (TIME).)
service specifically designed to provide, upon pilot
request, timely weather information pertinent to
ELT− his/her type of flight, intended route of flight, and
(See EMERGENCY LOCATOR TRANSMITTER.) altitude. The FSSs providing this service are listed in
the Airport/Facility Directory.
EMERGENCY− A distress or an urgency condition. (See FLIGHT WATCH.)
EMERGENCY LOCATOR TRANSMITTER− A (Refer to AIM.)
radio transmitter attached to the aircraft structure EN ROUTE HIGH ALTITUDE CHARTS−
which operates from its own power source on (See AERONAUTICAL CHART.)
121.5 MHz and 243.0 MHz. It aids in locating
downed aircraft by radiating a downward sweeping EN ROUTE LOW ALTITUDE CHARTS−
audio tone, 2-4 times per second. It is designed to (See AERONAUTICAL CHART.)
function without human action after an accident. EN ROUTE MINIMUM SAFE ALTITUDE WARN-
(Refer to 14 CFR Part 91.) ING− A function of the EAS that aids the controller
(Refer to AIM.) by providing an alert when a tracked aircraft is below
or predicted by the computer to go below a predeter-
E-MSAW−
mined minimum IFR altitude (MIA).
(See EN ROUTE MINIMUM SAFE ALTITUDE
WARNING.) EN ROUTE SPACING PROGRAM (ESP)− A
program designed to assist the exit sector in achiev-
EN ROUTE AIR TRAFFIC CONTROL SER- ing the required in-trail spacing.
VICES− Air traffic control service provided aircraft
on IFR flight plans, generally by centers, when these EN ROUTE TRANSITION−
aircraft are operating between departure and destina- a. Conventional STARs/SIDs. The portion of a
tion terminal areas. When equipment, capabilities, SID/STAR that connects to one or more en route
and controller workload permit, certain advisory/as- airway/jet route.
sistance services may be provided to VFR aircraft. b. RNAV STARs/SIDs. The portion of a STAR
(See AIR ROUTE TRAFFIC CONTROL preceding the common route or point, or for a SID the
CENTER.) portion following, that is coded for a specific en route
(Refer to AIM.) fix, airway or jet route.
EN ROUTE AUTOMATION SYSTEM (EAS)− The ESP−
complex integrated environment consisting of situa- (See EN ROUTE SPACING PROGRAM.)
tion display systems, surveillance systems and flight
data processing, remote devices, decision support ESTABLISHED−To be stable or fixed on a route,
tools, and the related communications equipment route segment, altitude, heading, etc.
that form the heart of the automated IFR air traffic ESTIMATED ELAPSED TIME [ICAO]− The esti-
control system. It interfaces with automated terminal mated time required to proceed from one significant
systems and is used in the control of en route IFR point to another.
aircraft. (See ICAO Term TOTAL ESTIMATED ELAPSED
(Refer to AIM.) TIME.)

PCG E−1
Pilot/Controller Glossary 2/16/06
8/3/06

ESTIMATED OFF-BLOCK TIME [ICAO]− The upon receiving instructions to “execute missed
estimated time at which the aircraft will commence approach.”
movement associated with departure. (Refer to AIM.)
ESTIMATED POSITION ERROR (EPE)− EXPECT (ALTITUDE) AT (TIME) or (FIX)− Used
(See Required Navigation Performance) under certain conditions to provide a pilot with an
altitude to be used in the event of two-way commu-
ESTIMATED TIME OF ARRIVAL− The time the nications failure. It also provides altitude information
flight is estimated to arrive at the gate (scheduled to assist the pilot in planning.
operators) or the actual runway on times for non- (Refer to AIM.)
scheduled operators.
EXPECT DEPARTURE CLEARANCE TIME
ESTIMATED TIME EN ROUTE− The estimated (EDCT)− The runway release time assigned to an
flying time from departure point to destination aircraft in a traffic management program and shown
(lift-off to touchdown). on the flight progress strip as an EDCT.
ETA− (See GROUND DELAY PROGRAM.)
(See ESTIMATED TIME OF ARRIVAL.) EXPECT FURTHER CLEARANCE (TIME)− The
ETE− time a pilot can expect to receive clearance beyond a
(See ESTIMATED TIME EN ROUTE.)
clearance limit.
EXPECT FURTHER CLEARANCE VIA (AIR-
EXECUTE MISSED APPROACH− Instructions
WAYS, ROUTES OR FIXES)− Used to inform a
issued to a pilot making an instrument approach
pilot of the routing he/she can expect if any part of the
which means continue inbound to the missed ap-
route beyond a short range clearance limit differs
proach point and execute the missed approach
from that filed.
procedure as described on the Instrument Approach
Procedure Chart or as previously assigned by ATC. EXPEDITE− Used by ATC when prompt com-
The pilot may climb immediately to the altitude pliance is required to avoid the development of an
specified in the missed approach procedure upon imminent situation. Expedite climb/descent normal-
making a missed approach. No turns should be ly indicates to a pilot that the approximate best rate
initiated prior to reaching the missed approach point. of climb/descent should be used without requiring an
When conducting an ASR or PAR approach, execute exceptional change in aircraft handling characteris-
the assigned missed approach procedure immediately tics.

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2/16/06 Pilot/Controller Glossary

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

PCG F−1
Pilot/Controller Glossary 2/16/06

approaches and the lightning bolt symbol for preci- FINAL MONITOR AID− A high resolution color
sion approaches; or when ATC directs a lower-than- display that is equipped with the controller alert
published glideslope/path intercept altitude, it is the system hardware/software which is used in the
resultant actual point of the glideslope/path intercept. precision runway monitor (PRM) system. The dis-
(See FINAL APPROACH POINT.) play includes alert algorithms providing the target
(See GLIDESLOPE INTERCEPT ALTITUDE.) predictors, a color change alert when a target
(See SEGMENTS OF AN INSTRUMENT penetrates or is predicted to penetrate the no trans-
APPROACH PROCEDURE.) gression zone (NTZ), a color change alert if the
aircraft transponder becomes inoperative, synthe-
FINAL APPROACH-IFR− The flight path of an sized voice alerts, digital mapping, and like features
aircraft which is inbound to an airport on a final contained in the PRM system.
instrument approach course, beginning at the final (See RADAR APPROACH.)
approach fix or point and extending to the airport or
the point where a circle-to-land maneuver or a missed FINAL MONITOR CONTROLLER− Air Traffic
approach is executed. Control Specialist assigned to radar monitor the
(See FINAL APPROACH COURSE.)
flight path of aircraft during simultaneous parallel
and simultaneous close parallel ILS approach opera-
(See FINAL APPROACH FIX.)
tions. Each runway is assigned a final monitor
(See FINAL APPROACH POINT.)
controller during simultaneous parallel and simulta-
(See SEGMENTS OF AN INSTRUMENT
neous close parallel ILS approaches. Final monitor
APPROACH PROCEDURE.)
controllers shall utilize the Precision Runway Moni-
(See ICAO term FINAL APPROACH.)
tor (PRM) system during simultaneous close parallel
FINAL APPROACH POINT− The point, applicable ILS approaches.
only to a nonprecision approach with no depicted FIR−
FAF (such as an on airport VOR), where the aircraft (See FLIGHT INFORMATION REGION.)
is established inbound on the final approach course
from the procedure turn and where the final approach FIRST TIER CENTER− The ARTCC immediately
descent may be commenced. The FAP serves as the adjacent to the impacted center.
FAF and identifies the beginning of the final FIX− A geographical position determined by visual
approach segment. reference to the surface, by reference to one or more
(See FINAL APPROACH FIX.) radio NAVAIDs, by celestial plotting, or by another
(See SEGMENTS OF AN INSTRUMENT navigational device.
APPROACH PROCEDURE.)
FIX BALANCING− A process whereby aircraft are
FINAL APPROACH SEGMENT− evenly distributed over several available arrival fixes
(See SEGMENTS OF AN INSTRUMENT reducing delays and controller workload.
APPROACH PROCEDURE.) FLAG− A warning device incorporated in certain
FINAL APPROACH SEGMENT [ICAO]− That airborne navigation and flight instruments indicating
segment of an instrument approach procedure in that:
which alignment and descent for landing are accom- a. Instruments are inoperative or otherwise not
plished. operating satisfactorily, or
b. Signal strength or quality of the received signal
FINAL CONTROLLER− The controller providing
falls below acceptable values.
information and final approach guidance during PAR
and ASR approaches utilizing radar equipment. FLAG ALARM−
(See RADAR APPROACH.) (See FLAG.)

FINAL GUARD SERVICE− A value added service FLAMEOUT− An emergency condition caused by a
provided in conjunction with LAA/RAA only during loss of engine power.
periods of significant and fast changing weather FLAMEOUT PATTERN− An approach normally
conditions that may affect landing and takeoff conducted by a single-engine military aircraft experi-
operations. encing loss or anticipating loss of engine power or

PCG F−2
2/16/06 Pilot/Controller Glossary

control. The standard overhead approach starts at a pressure datum, 1013.2 hPa (1013.2 mb), and is
relatively high altitude over a runway (“high key”) separated from other such surfaces by specific
followed by a continuous 180 degree turn to a high, pressure intervals.
wide position (“low key”) followed by a continuous Note 1: A pressure type altimeter calibrated in
180 degree turn final. The standard straight-in pattern accordance with the standard atmosphere:
starts at a point that results in a straight-in approach a. When set to a QNH altimeter setting, will
with a high rate of descent to the runway. Flameout indicate altitude;
approaches terminate in the type approach requested b. When set to a QFE altimeter setting, will
by the pilot (normally fullstop). indicate height above the QFE reference datum;
and
FLIGHT CHECK− A call-sign prefix used by FAA c. When set to a pressure of 1013.2 hPa
aircraft engaged in flight inspection/certification of (1013.2 mb), may be used to indicate flight levels.
navigational aids and flight procedures. The word Note 2: The terms ‘height’ and ‘altitude,’ used in
“recorded” may be added as a suffix; e.g., “Flight Note 1 above, indicate altimetric rather than
Check 320 recorded” to indicate that an automated geometric heights and altitudes.
flight inspection is in progress in terminal areas. FLIGHT LINE− A term used to describe the precise
(See FLIGHT INSPECTION.) movement of a civil photogrammetric aircraft along
(Refer to AIM.) a predetermined course(s) at a predetermined altitude
FLIGHT FOLLOWING− during the actual photographic run.
(See TRAFFIC ADVISORIES.) FLIGHT MANAGEMENT SYSTEMS− A comput-
FLIGHT INFORMATION REGION− An airspace of er system that uses a large data base to allow routes
defined dimensions within which Flight Information to be preprogrammed and fed into the system by
Service and Alerting Service are provided. means of a data loader. The system is constantly
updated with respect to position accuracy by refer-
a. Flight Information Service. A service provided
ence to conventional navigation aids. The sophisti-
for the purpose of giving advice and information
cated program and its associated data base insures
useful for the safe and efficient conduct of flights.
that the most appropriate aids are automatically
b. Alerting Service. A service provided to notify selected during the information update cycle.
appropriate organizations regarding aircraft in need
of search and rescue aid and to assist such organiza- FLIGHT MANAGEMENT SYSTEM PROCE-
tions as required. DURE− An arrival, departure, or approach procedure
developed for use by aircraft with a slant (/) E or slant
FLIGHT INFORMATION SERVICE− A service (/) F equipment suffix.
provided for the purpose of giving advice and
information useful for the safe and efficient conduct FLIGHT PATH− A line, course, or track along which
of flights. an aircraft is flying or intended to be flown.
(See COURSE.)
FLIGHT INSPECTION− Inflight investigation and (See TRACK.)
evaluation of a navigational aid to determine whether
it meets established tolerances. FLIGHT PLAN− Specified information relating to
the intended flight of an aircraft that is filed orally or
(See FLIGHT CHECK.)
in writing with an FSS or an ATC facility.
(See NAVIGATIONAL AID.)
(See FAST FILE.)
FLIGHT LEVEL− A level of constant atmospheric (See FILED.)
pressure related to a reference datum of 29.92 inches (Refer to AIM.)
of mercury. Each is stated in three digits that represent
FLIGHT PLAN AREA− The geographical area
hundreds of feet. For example, flight level (FL) 250
assigned by regional air traffic divisions to a flight
represents a barometric altimeter indication of
service station for the purpose of search and rescue
25,000 feet; FL 255, an indication of 25,500 feet.
for VFR aircraft, issuance of NOTAMs, pilot brief-
(See ICAO term FLIGHT LEVEL.)
ing, in-flight services, broadcast, emergency ser-
FLIGHT LEVEL [ICAO]− A surface of constant vices, flight data processing, international
atmospheric pressure which is related to a specific operations, and aviation weather services. Three

PCG F−3
Pilot/Controller Glossary 2/16/06
8/3/06

letter identifiers are assigned to every flight service FLIGHT VISIBILITY−

station and are annotated in AFDs and FAAO 7350.7, (See VISIBILITY.)
LOCATION IDENTIFIERS, as tie-in facilities.
FLIGHT WATCH− A shortened term for use in
(See FAST FILE.)
air-ground contacts to identify the flight service
(See FILED.)
station providing En Route Flight Advisory Service;
(Refer to AIM.)
e.g., “Oakland Flight Watch.”
FLIGHT RECORDER− A general term applied to (See EN ROUTE FLIGHT ADVISORY
any instrument or device that records information SERVICE.)
about the performance of an aircraft in flight or about
FLIP−
conditions encountered in flight. Flight recorders
(See DOD FLIP.)
may make records of airspeed, outside air tempera-
ture, vertical acceleration, engine RPM, manifold FLY HEADING (DEGREES)− Informs the pilot of
pressure, and other pertinent variables for a given the heading he/she should fly. The pilot may have to
flight. turn to, or continue on, a specific compass direction
(See ICAO term FLIGHT RECORDER.) in order to comply with the instructions. The pilot is
expected to turn in the shorter direction to the heading
FLIGHT RECORDER [ICAO]− Any type of record-
unless otherwise instructed by ATC.
er installed in the aircraft for the purpose of
complementing accident/incident investigation. FLY-BY WAYPOINT− A fly-by waypoint requires
Note: See Annex 6 Part I, for specifications relating the use of turn anticipation to avoid overshoot of the
to flight recorders. next flight segment.
FLIGHT SERVICE STATION− Air traffic facilities FLY-OVER WAYPOINT− A fly-over waypoint
which provide pilot briefing, en route communica- precludes any turn until the waypoint is overflown
tions and VFR search and rescue services, assist lost and is followed by an intercept maneuver of the next
aircraft and aircraft in emergency situations, relay flight segment.
ATC clearances, originate Notices to Airmen, broad- FMA−
cast aviation weather and NAS information, and
(See FINAL MONITOR AID.)
receive and process IFR flight plans. In addition, at
selected locations, FSSs provide En Route Flight FMS−
Advisory Service (Flight Watch), issue airport advi- (See FLIGHT MANAGEMENT SYSTEM.)
sories, and advise Customs and Immigration of
FMSP−
transborder flights. Selected Flight Service Stations
(See FLIGHT MANAGEMENT SYSTEM
in Alaska also provide TWEB recordings and take
PROCEDURE.)
weather observations.
(Refer to AIM.) FORMATION FLIGHT− More than one aircraft
which, by prior arrangement between the pilots,
FLIGHT STANDARDS DISTRICT OFFICE− An
operate as a single aircraft with regard to navigation
FAA field office serving an assigned geographical
and position reporting. Separation between aircraft
area and staffed with Flight Standards personnel who
within the formation is the responsibility of the flight
serve the aviation industry and the general public on
leader and the pilots of the other aircraft in the flight.
matters relating to the certification and operation of
This includes transition periods when aircraft within
air carrier and general aviation aircraft. Activities
the formation are maneuvering to attain separation
include general surveillance of operational safety,
from each other to effect individual control and
certification of airmen and aircraft, accident preven-
during join-up and breakaway.
tion, investigation, enforcement, etc.
a. A standard formation is one in which a
FLIGHT TEST− A flight for the purpose of: proximity of no more than 1 mile laterally or
a. Investigating the operation/flight characteris- longitudinally and within 100 feet vertically from the
tics of an aircraft or aircraft component. flight leader is maintained by each wingman.
b. Evaluating an applicant for a pilot certificate or b. Nonstandard formations are those operating
rating. under any of the following conditions:

PCG F−4
2/16/06 Pilot/Controller Glossary

1. When the flight leader has requested and ATC Fast aircraft freeze on parameter FCLT and slow
has approved other than standard formation dimen- aircraft freeze on parameter MLDI.
sions.
FRICTION MEASUREMENT− A measurement of
2. When operating within an authorized altitude the friction characteristics of the runway pavement
reservation (ALTRV) or under the provisions of a surface using continuous self-watering friction mea-
letter of agreement. surement equipment in accordance with the specifi-
3. When the operations are conducted in air- cations, procedures and schedules contained in
space specifically designed for a special activity. AC 150/5320−12, Measurement, Construction, and
(See ALTITUDE RESERVATION.) Maintenance of Skid Resistant Airport Pavement
(Refer to 14 CFR Part 91.) Surfaces.

FRC− FSDO−
(See FLIGHT STANDARDS DISTRICT OFFICE.)
(See REQUEST FULL ROUTE CLEARANCE.)
FSPD−
FREEZE/FROZEN− Terms used in referring to
(See FREEZE SPEED PARAMETER.)
arrivals which have been assigned ACLTs and to the
lists in which they are displayed. FSS−
(See FLIGHT SERVICE STATION.)
FREEZE CALCULATED LANDING TIME− A
dynamic parameter number of minutes prior to the FUEL DUMPING− Airborne release of usable fuel.
meter fix calculated time of arrival for each aircraft This does not include the dropping of fuel tanks.
when the TCLT is frozen and becomes an ACLT (i.e., (See JETTISONING OF EXTERNAL STORES.)
the VTA is updated and consequently the TCLT is FUEL REMAINING− A phrase used by either pilots
modified as appropriate until FCLT minutes prior to or controllers when relating to the fuel remaining on
meter fix calculated time of arrival, at which time board until actual fuel exhaustion. When transmitting
updating is suspended and an ACLT and a frozen such information in response to either a controller
meter fix crossing time (MFT) is assigned). question or pilot initiated cautionary advisory to air
FREEZE HORIZON− The time or point at which an traffic control, pilots will state the APPROXIMATE
aircraft’s STA becomes fixed and no longer fluctuates NUMBER OF MINUTES the flight can continue
with each radar update. This setting insures a constant with the fuel remaining. All reserve fuel SHOULD
time for each aircraft, necessary for the metering BE INCLUDED in the time stated, as should an
controller to plan his/her delay technique. This allowance for established fuel gauge system error.
setting can be either in distance from the meter fix or FUEL SIPHONING− Unintentional release of fuel
a prescribed flying time to the meter fix. caused by overflow, puncture, loose cap, etc.
FREEZE SPEED PARAMETER− A speed adapted FUEL VENTING−
for each aircraft to determine fast and slow aircraft. (See FUEL SIPHONING.)

PCG F−5
2/16/06 Pilot/Controller Glossary

G
GATE HOLD PROCEDURES− Procedures at se- b. Visual ground aids, such as VASI, which
lected airports to hold aircraft at the gate or other provide vertical guidance for a VFR approach or for
ground location whenever departure delays exceed or the visual portion of an instrument approach and
are anticipated to exceed 15 minutes. The sequence landing.
for departure will be maintained in accordance with c. PAR. Used by ATC to inform an aircraft making
initial call-up unless modified by flow control a PAR approach of its vertical position (elevation)
restrictions. Pilots should monitor the ground con- relative to the descent profile.
trol/clearance delivery frequency for engine start/taxi (See ICAO term GLIDEPATH.)
advisories or new proposed start/taxi time if the delay
GLIDESLOPE INTERCEPT ALTITUDE− The
changes.
minimum altitude to intercept the glideslope/path on
GBT− a precision approach. The intersection of the pub-
(See GROUND−BASED TRANSCEIVER.) lished intercept altitude with the glideslope/path,
designated on Government charts by the lightning
GCA− bolt symbol, is the precision FAF; however, when the
(See GROUND CONTROLLED APPROACH.) approach chart shows an alternative lower glideslope
GDP− intercept altitude, and ATC directs a lower altitude,
the resultant lower intercept position is then the FAF.
(See GROUND DELAY PROGRAM.)
(See FINAL APPROACH FIX.)
GENERAL AVIATION− That portion of civil avi- (See SEGMENTS OF AN INSTRUMENT
ation which encompasses all facets of aviation except APPROACH PROCEDURE.)
air carriers holding a certificate of public convenience GLOBAL POSITIONING SYSTEM (GPS)− A
and necessity from the Civil Aeronautics Board and space-base radio positioning, navigation, and time-
large aircraft commercial operators. transfer system. The system provides highly accurate
(See ICAO term GENERAL AVIATION.) position and velocity information, and precise time,
GENERAL AVIATION [ICAO]− All civil aviation on a continuous global basis, to an unlimited number
operations other than scheduled air services and of properly equipped users. The system is unaffected
nonscheduled air transport operations for remunera- by weather, and provides a worldwide common grid
tion or hire. reference system. The GPS concept is predicated
upon accurate and continuous knowledge of the
GEO MAP− The digitized map markings associated spatial position of each satellite in the system with
with the ASR-9 Radar System. respect to time and distance from a transmitting
satellite to the user. The GPS receiver automatically
GLIDEPATH−
selects appropriate signals from the satellites in view
(See GLIDESLOPE.) and translates these into three-dimensional position,
GLIDEPATH [ICAO]− A descent profile determined velocity, and time. System accuracy for civil users is
for vertical guidance during a final approach. normally 100 meters horizontally.

GLIDEPATH INTERCEPT ALTITUDE− GO AHEAD− Proceed with your message. Not to be

used for any other purpose.
(See GLIDESLOPE INTERCEPT ALTITUDE.)
GO AROUND− Instructions for a pilot to abandon
GLIDESLOPE− Provides vertical guidance for air- his/her approach to landing. Additional instructions
craft during approach and landing. The glideslope/ may follow. Unless otherwise advised by ATC, a
glidepath is based on the following: VFR aircraft or an aircraft conducting visual ap-
a. Electronic components emitting signals which proach should overfly the runway while climbing to
provide vertical guidance by reference to airborne traffic pattern altitude and enter the traffic pattern via
instruments during instrument approaches such as the crosswind leg. A pilot on an IFR flight plan
ILS/MLS, or making an instrument approach should execute the

PCG G−1
Pilot/Controller Glossary 2/16/06

published missed approach procedure or proceed as contact the appropriate ATC facility or six “key
instructed by ATC; e.g., “Go around” (additional clicks” to contact the FSS. The GCO system is
instructions if required). intended to be used only on the ground.
(See LOW APPROACH.)
GROUND CONTROLLED APPROACH− A radar
(See MISSED APPROACH.)
approach system operated from the ground by air
GPD− traffic control personnel transmitting instructions to
(See GRAPHIC PLAN DISPLAY.) the pilot by radio. The approach may be conducted
GPS− with surveillance radar (ASR) only or with both
surveillance and precision approach radar (PAR).
(See GLOBAL POSITIONING SYSTEM.)
Usage of the term “GCA” by pilots is discouraged
GRAPHIC PLAN DISPLAY (GPD)− A view avail- except when referring to a GCA facility. Pilots should
able with URET that provides a graphic display of specifically request a “PAR” approach when a
aircraft, traffic, and notification of predicted con- precision radar approach is desired or request an
flicts. Graphic routes for Current Plans and Trial “ASR” or “surveillance” approach when a nonpreci-
Plans are displayed upon controller request. sion radar approach is desired.
(See USER REQUEST EVALUATION TOOL.) (See RADAR APPROACH.)
GROUND−BASED TRANSCEIVER (GBT)− The GROUND DELAY PROGRAM (GDP)− A traffic
ground−based transmitter/receiver (transceiver) re- management process administered by the ATCSCC;
ceives automatic dependent surveillance−broadcast when aircraft are held on the ground. The purpose of
messages, which are forwarded to an air traffic the program is to support the TM mission and limit
control facility for processing and display with other airborne holding. It is a flexible program and may be
radar targets on the plan position indicator (radar implemented in various forms depending upon the
display). needs of the AT system. Ground delay programs
(See AUTOMATIC DEPENDENT provide for equitable assignment of delays to all
SURVEILLANCE-BROADCAST.) system users.
GROUND CLUTTER− A pattern produced on the
GROUND SPEED− The speed of an aircraft relative
radar scope by ground returns which may degrade
to the surface of the earth.
other radar returns in the affected area. The effect of
ground clutter is minimized by the use of moving GROUND STOP (GS)− The GS is a process that
target indicator (MTI) circuits in the radar equipment requires aircraft that meet a specific criteria to remain
resulting in a radar presentation which displays only on the ground. The criteria may be airport specific,
targets which are in motion. airspace specific, or equipment specific; for example,
(See CLUTTER.) all departures to San Francisco, or all departures
GROUND COMMUNICATION OUTLET (GCO)− entering Yorktown sector, or all Category I and II
An unstaffed, remotely controlled, ground/ground aircraft going to Charlotte. GSs normally occur with
communications facility. Pilots at uncontrolled air- little or no warning.
ports may contact ATC and FSS via VHF to a GROUND VISIBILITY−
telephone connection to obtain an instrument clear- (See VISIBILITY.)
ance or close a VFR or IFR flight plan. They may also
get an updated weather briefing prior to takeoff. GS−
Pilots will use four “key clicks” on the VHF radio to (See GROUND STOP.)

PCG G−2
2/16/06 Pilot/Controller Glossary

H
HAA− HEIGHT ABOVE LANDING− The height above a
(See HEIGHT ABOVE AIRPORT.) designated helicopter landing area used for helicopter
instrument approach procedures.
HAL− (Refer to 14 CFR Part 97.)
(See HEIGHT ABOVE LANDING.) HEIGHT ABOVE TOUCHDOWN− The height of
HANDOFF− An action taken to transfer the radar the Decision Height or Minimum Descent Altitude
identification of an aircraft from one controller to above the highest runway elevation in the touchdown
another if the aircraft will enter the receiving zone (first 3,000 feet of the runway). HAT is
controller’s airspace and radio communications with published on instrument approach charts in conjunc-
the aircraft will be transferred. tion with all straight-in minimums.
(See DECISION HEIGHT.)
HAR− (See MINIMUM DESCENT ALTITUDE.)
(See HIGH ALTITUDE REDESIGN.) HELICOPTER− Rotorcraft that, for its horizontal
motion, depends principally on its engine-driven
HAT− rotors.
(See HEIGHT ABOVE TOUCHDOWN.) (See ICAO term HELICOPTER.)
HAVE NUMBERS− Used by pilots to inform ATC HELICOPTER [ICAO]− A heavier-than-air aircraft
that they have received runway, wind, and altimeter supported in flight chiefly by the reactions of the air
information only. on one or more power-driven rotors on substantially
vertical axes.
HAZARDOUS INFLIGHT WEATHER ADVISO- HELIPAD− A small, designated area, usually with a
RY SERVICE− Continuous recorded hazardous prepared surface, on a heliport, airport, landing/take-
inflight weather forecasts broadcasted to airborne off area, apron/ramp, or movement area used for
pilots over selected VOR outlets defined as an takeoff, landing, or parking of helicopters.
HIWAS BROADCAST AREA.
HELIPORT− An area of land, water, or structure used
HAZARDOUS WEATHER INFORMATION− or intended to be used for the landing and takeoff of
Summary of significant meteorological information helicopters and includes its buildings and facilities if
(SIGMET/WS), convective significant meteorologi- any.
cal information (convective SIGMET/WST), urgent HELIPORT REFERENCE POINT (HRP)− The
pilot weather reports (urgent PIREP/UUA), center geographic center of a heliport.
weather advisories (CWA), airmen’s meteorological
information (AIRMET/WA) and any other weather HERTZ− The standard radio equivalent of frequency
such as isolated thunderstorms that are rapidly in cycles per second of an electromagnetic wave.
developing and increasing in intensity, or low Kilohertz (kHz) is a frequency of one thousand cycles
ceilings and visibilities that are becoming wide- per second. Megahertz (MHz) is a frequency of one
spread which is considered significant and are not million cycles per second.
included in a current hazardous weather advisory. HF−
(See HIGH FREQUENCY.)
HEAVY (AIRCRAFT)−
HF COMMUNICATIONS−
(See AIRCRAFT CLASSES.)
(See HIGH FREQUENCY COMMUNICATIONS.)
HEIGHT ABOVE AIRPORT− The height of the HIGH ALTITUDE REDESIGN (HAR)− A level of
Minimum Descent Altitude above the published non−restrictive routing (NRR) service for aircraft
airport elevation. This is published in conjunction that have all waypoints associated with the HAR
with circling minimums. program in their flight management systems or
(See MINIMUM DESCENT ALTITUDE.) RNAV equipage.

PCG H−1
Pilot/Controller Glossary 2/16/06

HIGH FREQUENCY− The frequency band between align with the final or intermediate segment of the
3 and 30 MHz. approach and/or descend in the holding pattern to an
(See HIGH FREQUENCY COMMUNICATIONS.) altitude that will permit a normal descent to the final
approach fix altitude. The hold in lieu of procedure
HIGH FREQUENCY COMMUNICATIONS− High
turn is a required maneuver (the same as a procedure
radio frequencies (HF) between 3 and 30 MHz used
turn) unless the aircraft is being radar vectored to the
for air-to-ground voice communication in overseas
final approach course, when “NoPT” is shown on the
operations.
approach chart, or when the pilot requests or the
HIGH SPEED EXIT− controller advises the pilot to make a “straight−in”
(See HIGH SPEED TAXIWAY.) approach.
HIGH SPEED TAXIWAY− A long radius taxiway HOLD PROCEDURE− A predetermined maneuver
designed and provided with lighting or marking to which keeps aircraft within a specified airspace while
define the path of aircraft, traveling at high speed (up awaiting further clearance from air traffic control.
to 60 knots), from the runway center to a point on the Also used during ground operations to keep aircraft
center of a taxiway. Also referred to as long radius within a specified area or at a specified point while
exit or turn-off taxiway. The high speed taxiway is awaiting further clearance from air traffic control.
designed to expedite aircraft turning off the runway (See HOLDING FIX.)
after landing, thus reducing runway occupancy time. (Refer to AIM.)
HIGH SPEED TURNOFF− HOLDING FIX− A specified fix identifiable to a
(See HIGH SPEED TAXIWAY.) pilot by NAVAIDs or visual reference to the ground
used as a reference point in establishing and main-
HIWAS− taining the position of an aircraft while holding.
(See HAZARDOUS INFLIGHT WEATHER
(See FIX.)
ADVISORY SERVICE.)
(See VISUAL HOLDING.)
HIWAS AREA− (Refer to AIM.)
(See HAZARDOUS INFLIGHT WEATHER
HOLDING POINT [ICAO]− A specified location,
ADVISORY SERVICE.)
identified by visual or other means, in the vicinity of
HIWAS BROADCAST AREA− A geographical area which the position of an aircraft in flight is main-
of responsibility including one or more HIWAS tained in accordance with air traffic control clear-
outlet areas assigned to an AFSS/FSS for hazardous ances.
weather advisory broadcasting.
HOLDING PROCEDURE−
HIWAS OUTLET AREA− An area defined as a 150 (See HOLD PROCEDURE.)
NM radius of a HIWAS outlet, expanded as necessary
to provide coverage. HOLD-SHORT POINT− A point on the runway
beyond which a landing aircraft with a LAHSO
HOLD FOR RELEASE− Used by ATC to delay an clearance is not authorized to proceed. This point
aircraft for traffic management reasons; i.e., weather, may be located prior to an intersecting runway,
traffic volume, etc. Hold for release instructions taxiway, predetermined point, or approach/departure
(including departure delay information) are used to flight path.
inform a pilot or a controller (either directly or
HOLD-SHORT POSITION LIGHTS− Flashing in-
through an authorized relay) that an IFR departure
pavement white lights located at specified hold-short
clearance is not valid until a release time or additional
points.
instructions have been received.
(See ICAO term HOLDING POINT.) HOLD-SHORT POSITION MARKING− The
painted runway marking located at the hold-short
HOLD IN LIEU OF PROCEDURE TURN− A hold
point on all LAHSO runways.
in lieu of procedure turn shall be established over a
final or intermediate fix when an approach can be HOLD-SHORT POSITION SIGNS− Red and white
made from a properly aligned holding pattern. The holding position signs located alongside the hold-
hold in lieu of procedure turn permits the pilot to short point.

PCG H−2
2/16/06 Pilot/Controller Glossary

HOMING− Flight toward a NAVAID, without HOVER TAXI− Used to describe a helicopter/VTOL
correcting for wind, by adjusting the aircraft heading aircraft movement conducted above the surface and
to maintain a relative bearing of zero degrees. in ground effect at airspeeds less than approximately
(See BEARING.) 20 knots. The actual height may vary, and some
(See ICAO term HOMING.) helicopters may require hover taxi above 25 feet AGL
to reduce ground effect turbulence or provide
HOMING [ICAO]− The procedure of using the
clearance for cargo slingloads.
direction-finding equipment of one radio station with
the emission of another radio station, where at least (See AIR TAXI.)
one of the stations is mobile, and whereby the mobile (See HOVER CHECK.)
station proceeds continuously towards the other (Refer to AIM.)
station.
HOW DO YOU HEAR ME?− A question relating to
HOVER CHECK− Used to describe when a helicop- the quality of the transmission or to determine how
ter/VTOL aircraft requires a stabilized hover to well the transmission is being received.
conduct a performance/power check prior to hover
taxi, air taxi, or takeoff. Altitude of the hover will HZ−
vary based on the purpose of the check. (See HERTZ.)

PCG H−3
2/16/06 Pilot/Controller Glossary

I
I SAY AGAIN− The message will be repeated. controller to confirm an aircraft identity or to identify
an aircraft.
IAF−
(Refer to AIM.)
(See INITIAL APPROACH FIX.)
IDENT FEATURE− The special feature in the Air
IAP− Traffic Control Radar Beacon System (ATCRBS)
(See INSTRUMENT APPROACH equipment. It is used to immediately distinguish one
PROCEDURE.) displayed beacon target from other beacon targets.
IAWP− Initial Approach Waypoint (See IDENT.)
IF−
ICAO−
(See INTERMEDIATE FIX.)
(See ICAO Term INTERNATIONAL CIVIL
AVIATION ORGANIZATION.) IFIM−
(See INTERNATIONAL FLIGHT INFORMATION
ICING− The accumulation of airframe ice. MANUAL.)
Types of icing are: IF NO TRANSMISSION RECEIVED FOR
a. Rime Ice− Rough, milky, opaque ice formed by (TIME)− Used by ATC in radar approaches to prefix
the instantaneous freezing of small supercooled procedures which should be followed by the pilot in
water droplets. event of lost communications.
b. Clear Ice− A glossy, clear, or translucent ice (See LOST COMMUNICATIONS.)
formed by the relatively slow freezing or large IFR−
supercooled water droplets. (See INSTRUMENT FLIGHT RULES.)
c. Mixed− A mixture of clear ice and rime ice. IFR AIRCRAFT− An aircraft conducting flight in
accordance with instrument flight rules.
Intensity of icing:
a. Trace− Ice becomes perceptible. Rate of accu- IFR CONDITIONS− Weather conditions below the
mulation is slightly greater than the rate of sublima- minimum for flight under visual flight rules.
tion. Deicing/anti-icing equipment is not utilized (See INSTRUMENT METEOROLOGICAL
CONDITIONS.)
unless encountered for an extended period of time
(over 1 hour). IFR DEPARTURE PROCEDURE−
b. Light− The rate of accumulation may create a (See IFR TAKEOFF MINIMUMS AND
DEPARTURE PROCEDURES.)
problem if flight is prolonged in this environment
(Refer to AIM.)
(over 1 hour). Occasional use of deicing/anti-icing
equipment removes/prevents accumulation. It does IFR FLIGHT−
not present a problem if the deicing/anti-icing (See IFR AIRCRAFT.)
equipment is used. IFR LANDING MINIMUMS−
c. Moderate− The rate of accumulation is such that (See LANDING MINIMUMS.)
even short encounters become potentially hazardous
IFR MILITARY TRAINING ROUTES (IR)− Routes
and use of deicing/anti-icing equipment or flight
used by the Department of Defense and associated
diversion is necessary.
Reserve and Air Guard units for the purpose of
d. Severe− The rate of accumulation is such that conducting low-altitude navigation and tactical train-
deicing/anti-icing equipment fails to reduce or con- ing in both IFR and VFR weather conditions below
trol the hazard. Immediate flight diversion is neces- 10,000 feet MSL at airspeeds in excess of 250 knots
sary. IAS.
IDENT− A request for a pilot to activate the aircraft IFR TAKEOFF MINIMUMS AND DEPARTURE
transponder identification feature. This will help the PROCEDURES− Title 14 Code of Federal

PCG I−1
Pilot/Controller Glossary 2/16/06

Regulations Part 91, prescribes standard takeoff rules minimum and with runway visual range of not less
for certain civil users. At some airports, obstructions than 150 feet.
or other factors require the establishment of nonstan- c. IIIC.−An ILS approach procedure which pro-
dard takeoff minimums, departure procedures, or vides for approach without a decision height mini-
both to assist pilots in avoiding obstacles during mum and without runway visual range minimum.
climb to the minimum en route altitude. Those
airports are listed in FAA/DOD Instrument Approach ILS PRM APPROACH− An instrument landing
Procedures (IAPs) Charts under a section entitled system (ILS) approach conducted to parallel runways
“IFR Takeoff Minimums and Departure Procedures.” whose extended centerlines are separated by less than
The FAA/DOD IAP chart legend illustrates the 4,300 feet and the parallel runways have a Precision
symbol used to alert the pilot to nonstandard takeoff Runway Monitoring (PRM) system that permits
minimums and departure procedures. When depart- simultaneous independent ILS approaches.
ing IFR from such airports or from any airports where IM−
there are no departure procedures, DPs, or ATC (See INNER MARKER.)
facilities available, pilots should advise ATC of any
departure limitations. Controllers may query a pilot IMC−
to determine acceptable departure directions, turns, (See INSTRUMENT METEOROLOGICAL
or headings after takeoff. Pilots should be familiar CONDITIONS.)
with the departure procedures and must assure that IMMEDIATELY− Used by ATC or pilots when such
their aircraft can meet or exceed any specified climb action compliance is required to avoid an imminent
gradients. situation.
INCERFA (Uncertainty Phase) [ICAO]− A situation
IF/IAWP− Intermediate Fix/Initial Approach Way-
wherein uncertainty exists as to the safety of an
point. The waypoint where the final approach course
aircraft and its occupants.
of a T approach meets the crossbar of the T. When
designated (in conjunction with a TAA) this way- INCREASE SPEED TO (SPEED)−
point will be used as an IAWP when approaching the (See SPEED ADJUSTMENT.)
airport from certain directions, and as an IFWP when
INERTIAL NAVIGATION SYSTEM− An RNAV
beginning the approach from another IAWP.
system which is a form of self-contained navigation.
(See Area Navigation/RNAV.)
IFWP− Intermediate Fix Waypoint
INFLIGHT REFUELING−
ILS− (See AERIAL REFUELING.)
(See INSTRUMENT LANDING SYSTEM.) INFLIGHT WEATHER ADVISORY−
(See WEATHER ADVISORY.)
ILS CATEGORIES− 1. ILS Category I. An ILS
approach procedure which provides for approach to INFORMATION REQUEST− A request originated
a height above touchdown of not less than 200 feet by an FSS for information concerning an overdue
and with runway visual range of not less than 1,800 VFR aircraft.
feet.− 2. ILS Category II. An ILS approach procedure INITIAL APPROACH FIX− The fixes depicted on
which provides for approach to a height above instrument approach procedure charts that identify
touchdown of not less than 100 feet and with runway the beginning of the initial approach segment(s).
visual range of not less than 1,200 feet.− 3. ILS (See FIX.)
Category III: (See SEGMENTS OF AN INSTRUMENT
a. IIIA.−An ILS approach procedure which pro- APPROACH PROCEDURE.)
vides for approach without a decision height mini- INITIAL APPROACH SEGMENT−
mum and with runway visual range of not less than (See SEGMENTS OF AN INSTRUMENT
700 feet. APPROACH PROCEDURE.)
b. IIIB.−An ILS approach procedure which pro- INITIAL APPROACH SEGMENT [ICAO]− That
vides for approach without a decision height segment of an instrument approach procedure

PCG I−2
2/16/06 Pilot/Controller Glossary

between the initial approach fix and the intermediate c. Special instrument approach procedures are
approach fix or, where applicable, the final approach approved by the FAA for individual operators but are
fix or point. not published in 14 CFR Part 97 for public use.
(See ICAO term INSTRUMENT APPROACH
INLAND NAVIGATION FACILITY− A navigation PROCEDURE.)
aid on a North American Route at which the common
INSTRUMENT APPROACH PROCEDURE
route and/or the noncommon route begins or ends.
[ICAO]− A series of predetermined maneuvers by
reference to flight instruments with specified protec-
INNER MARKER− A marker beacon used with an
tion from obstacles from the initial approach fix, or
ILS (CAT II) precision approach located between the
where applicable, from the beginning of a defined
middle marker and the end of the ILS runway,
arrival route to a point from which a landing can be
transmitting a radiation pattern keyed at six dots per
completed and thereafter, if a landing is not com-
second and indicating to the pilot, both aurally and
pleted, to a position at which holding or en route
visually, that he/she is at the designated decision
obstacle clearance criteria apply.
height (DH), normally 100 feet above the touchdown
zone elevation, on the ILS CAT II approach. It also INSTRUMENT APPROACH PROCEDURES
marks progress during a CAT III approach. CHARTS−
(See INSTRUMENT LANDING SYSTEM.) (See AERONAUTICAL CHART.)
(Refer to AIM.) INSTRUMENT DEPARTURE PROCEDURE
(DP)− A preplanned instrument flight rule (IFR)
INNER MARKER BEACON− departure procedure published for pilot use, in
(See INNER MARKER.) graphic or textual format, that provides obstruction
clearance from the terminal area to the appropriate en
INREQ− route structure. There are two types of DP, Obstacle
(See INFORMATION REQUEST.) Departure Procedure (ODP), printed either textually
or graphically, and, Standard Instrument Departure
INS− (SID), which is always printed graphically.
(See INERTIAL NAVIGATION SYSTEM.) (See IFR TAKEOFF MINIMUMS AND
DEPARTURE PROCEDURES.)
INSTRUMENT APPROACH− (See OBSTACLE DEPARTURE PROCEDURES.)
(See INSTRUMENT APPROACH (See STANDARD INSTRUMENT DEPARTURES.)
PROCEDURE.) (Refer to AIM.)

INSTRUMENT APPROACH PROCEDURE− A INSTRUMENT DEPARTURE PROCEDURE (DP)

series of predetermined maneuvers for the orderly CHARTS−
transfer of an aircraft under instrument flight condi- (See AERONAUTICAL CHART.)
tions from the beginning of the initial approach to a INSTRUMENT FLIGHT RULES− Rules governing
landing or to a point from which a landing may be the procedures for conducting instrument flight. Also
made visually. It is prescribed and approved for a a term used by pilots and controllers to indicate type
specific airport by competent authority. of flight plan.
(See SEGMENTS OF AN INSTRUMENT (See INSTRUMENT METEOROLOGICAL
APPROACH PROCEDURE.) CONDITIONS.)
(Refer to 14 CFR Part 91.) (See VISUAL FLIGHT RULES.)
(Refer to AIM.) (See VISUAL METEOROLOGICAL
CONDITIONS.)
a. U.S. civil standard instrument approach proce- (See ICAO term INSTRUMENT FLIGHT
dures are approved by the FAA as prescribed under RULES.)
14 CFR Part 97 and are available for public use. (Refer to AIM.)
b. U.S. military standard instrument approach INSTRUMENT FLIGHT RULES [ICAO]− A set of
procedures are approved and published by the rules governing the conduct of flight under instru-
Department of Defense. ment meteorological conditions.

PCG I−3
Pilot/Controller Glossary 2/16/06

INSTRUMENT LANDING SYSTEM− A precision intended for operations down to 30 m (100 feet)
instrument approach system which normally consists decision height and down to an RVR of the order of
of the following electronic components and visual 400 m.
aids: d. Precision Approach Runway, Category III−An
a. Localizer. instrument runway served by ILS to and along the
(See LOCALIZER.) surface of the runway and:
b. Glideslope. 1. Intended for operations down to an RVR of
(See GLIDESLOPE.) the order of 200 m (no decision height being
applicable) using visual aids during the final phase of
c. Outer Marker.
landing;
(See OUTER MARKER.)
2. Intended for operations down to an RVR of
d. Middle Marker. the order of 50 m (no decision height being
(See MIDDLE MARKER.) applicable) using visual aids for taxiing;
e. Approach Lights. 3. Intended for operations without reliance on
(See AIRPORT LIGHTING.) visual reference for landing or taxiing.
(Refer to 14 CFR Part 91.) Note 1: See Annex 10 Volume I, Part I, Chapter 3,
(Refer to AIM.) for related ILS specifications.
INSTRUMENT METEOROLOGICAL CONDI- Note 2: Visual aids need not necessarily be
TIONS− Meteorological conditions expressed in matched to the scale of nonvisual aids provided.
terms of visibility, distance from cloud, and ceiling The criterion for the selection of visual aids is the
conditions in which operations are intended to be
less than the minima specified for visual meteorolog-
conducted.
ical conditions.
(See INSTRUMENT FLIGHT RULES.) INTEGRITY− The ability of a system to provide
(See VISUAL FLIGHT RULES.) timely warnings to users when the system should not
(See VISUAL METEOROLOGICAL be used for navigation.
CONDITIONS.)
INTERMEDIATE APPROACH SEGMENT−
INSTRUMENT RUNWAY− A runway equipped (See SEGMENTS OF AN INSTRUMENT
with electronic and visual navigation aids for which APPROACH PROCEDURE.)
a precision or nonprecision approach procedure
INTERMEDIATE APPROACH SEGMENT
having straight-in landing minimums has been
[ICAO]− That segment of an instrument approach
approved.
procedure between either the intermediate approach
(See ICAO term INSTRUMENT RUNWAY.)
fix and the final approach fix or point, or between the
INSTRUMENT RUNWAY [ICAO]− One of the end of a reversal, race track or dead reckoning track
following types of runways intended for the opera- procedure and the final approach fix or point, as
tion of aircraft using instrument approach proce- appropriate.
dures: INTERMEDIATE FIX− The fix that identifies the
a. Nonprecision Approach Runway−An instru- beginning of the intermediate approach segment of an
ment runway served by visual aids and a nonvisual instrument approach procedure. The fix is not
aid providing at least directional guidance adequate normally identified on the instrument approach chart
for a straight-in approach. as an intermediate fix (IF).
b. Precision Approach Runway, Category I−An (See SEGMENTS OF AN INSTRUMENT
instrument runway served by ILS and visual aids APPROACH PROCEDURE.)
intended for operations down to 60 m (200 feet) INTERMEDIATE LANDING− On the rare occasion
decision height and down to an RVR of the order of that this option is requested, it should be approved.
800 m. The departure center, however, must advise the
c. Precision Approach Runway, Category II−An ATCSCC so that the appropriate delay is carried over
instrument runway served by ILS and visual aids and assigned at the intermediate airport. An

PCG I−4
2/16/06 Pilot/Controller Glossary

intermediate landing airport within the arrival center 5. North American Region
will not be accepted without coordination with and 6. North Atlantic Region
the approval of the ATCSCC.
7. Pacific Region
INTERNATIONAL AIRPORT− Relating to interna- 8. South American Region
tional flight, it means:
INTERNATIONAL FLIGHT INFORMATION
a. An airport of entry which has been designated MANUAL− A publication designed primarily as a
by the Secretary of Treasury or Commissioner of pilot’s preflight planning guide for flights into
Customs as an international airport for customs foreign airspace and for flights returning to the U.S.
service. from foreign locations.
b. A landing rights airport at which specific
permission to land must be obtained from customs INTERROGATOR− The ground-based surveillance
authorities in advance of contemplated use. radar beacon transmitter-receiver, which normally
scans in synchronism with a primary radar, transmit-
c. Airports designated under the Convention on ting discrete radio signals which repetitiously request
International Civil Aviation as an airport for use by all transponders on the mode being used to reply. The
international commercial air transport and/or interna- replies received are mixed with the primary radar
tional general aviation. returns and displayed on the same plan position
(See ICAO term INTERNATIONAL AIRPORT.) indicator (radar scope). Also, applied to the airborne
(Refer to AIRPORT/FACILITY DIRECTORY.) element of the TACAN/DME system.
(Refer to IFIM.) (See TRANSPONDER.)
INTERNATIONAL AIRPORT [ICAO]− Any airport (Refer to AIM.)
designated by the Contracting State in whose territo- INTERSECTING RUNWAYS− Two or more run-
ry it is situated as an airport of entry and departure for ways which cross or meet within their lengths.
international air traffic, where the formalities inci- (See INTERSECTION.)
dent to customs, immigration, public health, animal
and plant quarantine and similar procedures are INTERSECTION−
carried out. a. A point defined by any combination of courses,
radials, or bearings of two or more navigational aids.
INTERNATIONAL CIVIL AVIATION ORGA-
NIZATION [ICAO]− A specialized agency of the b. Used to describe the point where two runways,
United Nations whose objective is to develop the a runway and a taxiway, or two taxiways cross or
principles and techniques of international air naviga- meet.
tion and to foster planning and development of INTERSECTION DEPARTURE− A departure from
international civil air transport. any runway intersection except the end of the runway.
a. Regions include: (See INTERSECTION.)
1. African-Indian Ocean Region INTERSECTION TAKEOFF−
2. Caribbean Region (See INTERSECTION DEPARTURE.)
3. European Region IR−
4. Middle East/Asia Region (See IFR MILITARY TRAINING ROUTES.)

PCG I−5
2/16/06 Pilot/Controller Glossary

J
JAMMING− Electronic or mechanical interference route; e.g., J105.
which may disrupt the display of aircraft on radar or (See Class A AIRSPACE.)
the transmission/reception of radio communications/ (Refer to 14 CFR Part 71.)
navigation.
JET STREAM− A migrating stream of high-speed
winds present at high altitudes.
JET BLAST− Jet engine exhaust (thrust stream
turbulence). JETTISONING OF EXTERNAL STORES− Air-
(See WAKE TURBULENCE.)
borne release of external stores; e.g., tiptanks,
ordnance.
(See FUEL DUMPING.)
JET ROUTE− A route designed to serve aircraft
(Refer to 14 CFR Part 91.)
operations from 18,000 feet MSL up to and including
flight level 450. The routes are referred to as “J” JOINT USE RESTRICTED AREA−
routes with numbering to identify the designated (See RESTRICTED AREA.)

PCG J−1
2/16/06 Pilot/Controller Glossary

K
KNOWN TRAFFIC− With respect to ATC clear-
ances, means aircraft whose altitude, position, and
intentions are known to ATC.

PCG K−1
2/16/06 Pilot/Controller Glossary

L
LAA− LANDING MINIMUMS− The minimum visibility
(See LOCAL AIRPORT ADVISORY.) prescribed for landing a civil aircraft while using an
instrument approach procedure. The minimum ap-
LAAS− plies with other limitations set forth in 14 CFR
(See LOW ALTITUDE ALERT SYSTEM.) Part 91 with respect to the Minimum Descent
Altitude (MDA) or Decision Height (DH) prescribed
LAHSO− An acronym for “Land and Hold Short
in the instrument approach procedures as follows:
Operation.” These operations include landing and
holding short of an intersecting runway, a taxiway, a a. Straight-in landing minimums. A statement of
predetermined point, or an approach/departure flight- MDA and visibility, or DH and visibility, required for
path. a straight-in landing on a specified runway, or
b. Circling minimums. A statement of MDA and
LAHSO-DRY− Land and hold short operations on visibility required for the circle-to-land maneuver.
runways that are dry. Note: Descent below the established MDA or DH is
LAHSO-WET− Land and hold short operations on not authorized during an approach unless the
aircraft is in a position from which a normal
runways that are wet (but not contaminated).
approach to the runway of intended landing can be
LAND AND HOLD SHORT OPERATIONS− Op- made and adequate visual reference to required
erations which include simultaneous takeoffs and visual cues is maintained.
landings and/or simultaneous landings when a land- (See CIRCLE-TO-LAND MANEUVER.)
ing aircraft is able and is instructed by the controller (See DECISION HEIGHT.)
to hold-short of the intersecting runway/taxiway or (See INSTRUMENT APPROACH
designated hold-short point. Pilots are expected to PROCEDURE.)
promptly inform the controller if the hold short (See MINIMUM DESCENT ALTITUDE.)
clearance cannot be accepted. (See STRAIGHT-IN LANDING.)
(See PARALLEL RUNWAYS.) (See VISIBILITY.)
(Refer to AIM.) (Refer to 14 CFR Part 91.)
LANDING ROLL− The distance from the point of
LANDING AREA− Any locality either on land, touchdown to the point where the aircraft can be
water, or structures, including airports/heliports and brought to a stop or exit the runway.
intermediate landing fields, which is used, or in-
tended to be used, for the landing and takeoff of LANDING SEQUENCE− The order in which air-
aircraft whether or not facilities are provided for the craft are positioned for landing.
shelter, servicing, or for receiving or discharging (See APPROACH SEQUENCE.)
passengers or cargo. LAST ASSIGNED ALTITUDE− The last altitude/
(See ICAO term LANDING AREA.) flight level assigned by ATC and acknowledged by
the pilot.
LANDING AREA [ICAO]− That part of a movement
(See MAINTAIN.)
area intended for the landing or take-off of aircraft.
(Refer to 14 CFR Part 91.)
LANDING DIRECTION INDICATOR− A device LATERAL NAVIGATION (LNAV)– A function of
which visually indicates the direction in which area navigation (RNAV) equipment which calculates,
landings and takeoffs should be made. displays, and provides lateral guidance to a profile or
(See TETRAHEDRON.) path.
(Refer to AIM.)
LATERAL SEPARATION− The lateral spacing of
LANDING DISTANCE AVAILABLE [ICAO]− The aircraft at the same altitude by requiring operation on
length of runway which is declared available and different routes or in different geographical locations.
suitable for the ground run of an aeroplane landing. (See SEPARATION.)

PCG L−1
Pilot/Controller Glossary 2/16/06

LDA− that increases the normal operating zone (NOZ)

(See LOCALIZER TYPE DIRECTIONAL AID.) width. An offset requires a 50 foot increase in DH and
(See ICAO Term LANDING DISTANCE is not authorized for CAT II and CAT III approaches.
AVAILABLE.)
LOCALIZER TYPE DIRECTIONAL AID− A NA-
LF− VAID used for nonprecision instrument approaches
(See LOW FREQUENCY.) with utility and accuracy comparable to a localizer
but which is not a part of a complete ILS and is not
LIGHTED AIRPORT− An airport where runway and aligned with the runway.
obstruction lighting is available. (Refer to AIM.)
(See AIRPORT LIGHTING.)
(Refer to AIM.) LOCALIZER USABLE DISTANCE− The maxi-
mum distance from the localizer transmitter at a
LIGHT GUN− A handheld directional light signaling specified altitude, as verified by flight inspection, at
device which emits a brilliant narrow beam of white, which reliable course information is continuously
green, or red light as selected by the tower controller. received.
The color and type of light transmitted can be used to (Refer to AIM.)
approve or disapprove anticipated pilot actions where
radio communication is not available. The light gun LOCATOR [ICAO]− An LM/MF NDB used as an aid
is used for controlling traffic operating in the vicinity to final approach.
of the airport and on the airport movement area. Note: A locator usually has an average radius of
(Refer to AIM.) rated coverage of between 18.5 and 46.3 km (10
and 25 NM).
LOCAL AIRPORT ADVISORY (LAA)− A service
provided by facilities, which are located on the LONG RANGE NAVIGATION−
landing airport, have a discrete ground−to−air com- (See LORAN.)
munication frequency or the tower frequency when LONGITUDINAL SEPARATION− The longitudi-
the tower is closed, automated weather reporting with nal spacing of aircraft at the same altitude by a
voice broadcasting, and a continuous ASOS/AWOS minimum distance expressed in units of time or
data display, other continuous direct reading instru- miles.
ments, or manual observations available to the (See SEPARATION.)
specialist. (Refer to AIM.)
(See AIRPORT ADVISORY AREA.)
LORAN− An electronic navigational system by
LOCAL TRAFFIC− Aircraft operating in the traffic which hyperbolic lines of position are determined by
pattern or within sight of the tower, or aircraft known measuring the difference in the time of reception of
to be departing or arriving from flight in local practice synchronized pulse signals from two fixed transmit-
areas, or aircraft executing practice instrument ap- ters. Loran A operates in the 1750-1950 kHz frequen-
proaches at the airport. cy band. Loran C and D operate in the 100-110 kHz
(See TRAFFIC PATTERN.) frequency band.
LOCALIZER− The component of an ILS which (Refer to AIM.)
provides course guidance to the runway. LOST COMMUNICATIONS− Loss of the ability to
(See INSTRUMENT LANDING SYSTEM.) communicate by radio. Aircraft are sometimes
(See ICAO term LOCALIZER COURSE.) referred to as NORDO (No Radio). Standard pilot
(Refer to AIM.) procedures are specified in 14 CFR Part 91. Radar
controllers issue procedures for pilots to follow in the
LOCALIZER COURSE [ICAO]− The locus of
event of lost communications during a radar approach
points, in any given horizontal plane, at which the
when weather reports indicate that an aircraft will
DDM (difference in depth of modulation) is zero.
likely encounter IFR weather conditions during the
LOCALIZER OFFSET− An angular offset of the approach.
localizer from the runway extended centerline in a (Refer to 14 CFR Part 91.)
direction away from the no transgression zone (NTZ) (Refer AIM.)

PCG L−2
2/16/06 Pilot/Controller Glossary

LOW ALTITUDE AIRWAY STRUCTURE− The LOW APPROACH− An approach over an airport or
network of airways serving aircraft operations up to runway following an instrument approach or a VFR
but not including 18,000 feet MSL. approach including the go-around maneuver where
(See AIRWAY.) the pilot intentionally does not make contact with the
(Refer to AIM.) runway.
LOW ALTITUDE ALERT, CHECK YOUR ALTI- (Refer to AIM.)
TUDE IMMEDIATELY−
(See SAFETY ALERT.) LOW FREQUENCY− The frequency band between
30 and 300 kHz.
LOW ALTITUDE ALERT SYSTEM− An auto-
mated function of the TPX-42 that alerts the (Refer to AIM.)
controller when a Mode C transponder equipped
aircraft on an IFR flight plan is below a LPV− A type of approach with vertical guidance
predetermined minimum safe altitude. If requested (APV) based on WAAS, published on RNAV (GPS)
by the pilot, Low Altitude Alert System monitoring approach charts. This procedure takes advantage of
is also available to VFR Mode C transponder the precise lateral guidance available from WAAS.
equipped aircraft. The minima is published as a decision altitude (DA).

PCG L−3
2/16/06 Pilot/Controller Glossary

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

PCG M−1
Pilot/Controller Glossary 2/16/06

imminent and grave danger and that immediate METERING AIRPORTS− Airports adapted for
assistance is requested. metering and for which optimum flight paths are
(See PAN-PAN.) defined. A maximum of 15 airports may be adapted.
(Refer to AIM.) METERING FIX− A fix along an established route
MCA− from over which aircraft will be metered prior to
(See MINIMUM CROSSING ALTITUDE.) entering terminal airspace. Normally, this fix should
be established at a distance from the airport which
MDA− will facilitate a profile descent 10,000 feet above
(See MINIMUM DESCENT ALTITUDE.) airport elevation (AAE) or above.
MEA− METERING POSITION(S)− Adapted PVDs/
(See MINIMUM EN ROUTE IFR ALTITUDE.) MDMs and associated “D” positions eligible for
MEARTS− display of a metering position list. A maximum of
(See MICRO-EN ROUTE AUTOMATED RADAR four PVDs/MDMs may be adapted.
TRACKING SYSTEM.) METERING POSITION LIST− An ordered list of
METEOROLOGICAL IMPACT STATEMENT− data on arrivals for a selected metering airport
An unscheduled planning forecast describing condi- displayed on a metering position PVD/MDM.
tions expected to begin within 4 to 12 hours which MFT−
may impact the flow of air traffic in a specific center’s (See METER FIX TIME/SLOT TIME.)
(ARTCC) area.
MHA−
METER FIX ARC− A semicircle, equidistant from (See MINIMUM HOLDING ALTITUDE.)
a meter fix, usually in low altitude relatively close to MIA−
the meter fix, used to help CTAS/HOST calculate a
(See MINIMUM IFR ALTITUDES.)
meter time, and determine appropriate sector meter
list assignments for aircraft not on an established MICROBURST− A small downburst with outbursts
arrival route or assigned a meter fix. of damaging winds extending 2.5 miles or less. In
spite of its small horizontal scale, an intense micro-
METER FIX TIME/SLOT TIME− A calculated time burst could induce wind speeds as high as 150 knots
to depart the meter fix in order to cross the vertex at (Refer to AIM.)
the ACLT. This time reflects descent speed adjust-
ment and any applicable time that must be absorbed MICRO-EN ROUTE AUTOMATED RADAR
prior to crossing the meter fix. TRACKING SYSTEM (MEARTS)− An automated
radar and radar beacon tracking system capable of
METER LIST− employing both short-range (ASR) and long-range
(See ARRIVAL SECTOR ADVISORY LIST.) (ARSR) radars. This microcomputer driven system
METER LIST DISPLAY INTERVAL− A dynamic provides improved tracking, continuous data record-
parameter which controls the number of minutes ing, and use of full digital radar displays.
prior to the flight plan calculated time of arrival at the MICROWAVE LANDING SYSTEM− A precision
meter fix for each aircraft, at which time the TCLT is instrument approach system operating in the micro-
frozen and becomes an ACLT; i.e., the VTA is wave spectrum which normally consists of the
updated and consequently the TCLT modified as following components:
appropriate until frozen at which time updating is a. Azimuth Station.
suspended and an ACLT is assigned. When frozen,
b. Elevation Station.
the flight entry is inserted into the arrival sector’s
meter list for display on the sector PVD/MDM. c. Precision Distance Measuring Equipment.
MLDI is used if filed true airspeed is less than or (See MLS CATEGORIES.)
equal to freeze speed parameters (FSPD). MID RVR−
METERING− A method of time-regulating arrival (See VISIBILITY.)
traffic flow into a terminal area so as not to exceed a MIDDLE COMPASS LOCATOR−
predetermined terminal acceptance rate. (See COMPASS LOCATOR.)

PCG M−2
2/16/06 Pilot/Controller Glossary

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

PCG M−3
Pilot/Controller Glossary 2/16/06

b. Other than mountainous areas, 1,000 feet above MINIMUM RECEPTION ALTITUDE− The lowest
the highest obstacle within a horizontal distance of 4 altitude at which an intersection can be determined.
nautical miles from the course to be flown; or (Refer to 14 CFR Part 95.)
c. As otherwise authorized by the Administrator MINIMUM SAFE ALTITUDE−
or assigned by ATC.
a. The minimum altitude specified in 14 CFR
(See MINIMUM CROSSING ALTITUDE.)
Part 91 for various aircraft operations.
(See MINIMUM EN ROUTE IFR ALTITUDE.)
(See MINIMUM OBSTRUCTION CLEARANCE b. Altitudes depicted on approach charts which
ALTITUDE.) provide at least 1,000 feet of obstacle clearance for
(See MINIMUM SAFE ALTITUDE.)
emergency use within a specified distance from the
navigation facility upon which a procedure is predi-
(See MINIMUM VECTORING ALTITUDE.)
cated. These altitudes will be identified as Minimum
(Refer to 14 CFR Part 91.)
Sector Altitudes or Emergency Safe Altitudes and are
MINIMUM NAVIGATION PERFORMANCE established as follows:
SPECIFICATION− A set of standards which require 1. Minimum Sector Altitudes. Altitudes de-
aircraft to have a minimum navigation performance picted on approach charts which provide at least
capability in order to operate in MNPS designated 1,000 feet of obstacle clearance within a 25-mile
airspace. In addition, aircraft must be certified by radius of the navigation facility upon which the
their State of Registry for MNPS operation. procedure is predicated. Sectors depicted on ap-
proach charts must be at least 90 degrees in scope.
MINIMUM NAVIGATION PERFORMANCE These altitudes are for emergency use only and do not
SPECIFICATION AIRSPACE− Designated airspace necessarily assure acceptable navigational signal
in which MNPS procedures are applied between coverage.
MNPS certified and equipped aircraft. Under certain (See ICAO term Minimum Sector Altitude.)
conditions, non-MNPS aircraft can operate in
MNPSA. However, standard oceanic separation 2. Emergency Safe Altitudes. Altitudes de-
minima is provided between the non-MNPS aircraft picted on approach charts which provide at least
and other traffic. Currently, the only designated 1,000 feet of obstacle clearance in nonmountainous
MNPSA is described as follows: areas and 2,000 feet of obstacle clearance in desig-
nated mountainous areas within a 100-mile radius of
a. Between FL 285 and FL 420; the navigation facility upon which the procedure is
b. Between latitudes 27_N and the North Pole; predicated and normally used only in military
procedures. These altitudes are identified on pub-
c. In the east, the eastern boundaries of the CTAs lished procedures as “Emergency Safe Altitudes.”
Santa Maria Oceanic, Shanwick Oceanic, and Reyk-
javik; MINIMUM SAFE ALTITUDE WARNING− A
d. In the west, the western boundaries of CTAs function of the ARTS III computer that aids the
Reykjavik and Gander Oceanic and New York controller by alerting him/her when a tracked Mode
Oceanic excluding the area west of 60_W and south C equipped aircraft is below or is predicted by the
of 38_30’N. computer to go below a predetermined minimum safe
altitude.
MINIMUM OBSTRUCTION CLEARANCE ALTI- (Refer to AIM.)
TUDE (MOCA)− The lowest published altitude in
effect between radio fixes on VOR airways, off-air- MINIMUM SECTOR ALTITUDE [ICAO]− The
way routes, or route segments which meets obstacle lowest altitude which may be used under emergency
clearance requirements for the entire route segment conditions which will provide a minimum clearance
and which assures acceptable navigational signal of 300 m (1,000 feet) above all obstacles located in
coverage only within 25 statute (22 nautical) miles of an area contained within a sector of a circle of 46 km
a VOR. (25 NM) radius centered on a radio aid to navigation.
(Refer to 14 CFR Part 91.) MINIMUMS− Weather condition requirements es-
(Refer to 14 CFR Part 95.) tablished for a particular operation or type of

PCG M−4
2/16/06 Pilot/Controller Glossary

operation; e.g., IFR takeoff or landing, alternate MISSED APPROACH POINT− A point prescribed
airport for IFR flight plans, VFR flight, etc. in each instrument approach procedure at which a
(See IFR CONDITIONS.) missed approach procedure shall be executed if the
(See IFR TAKEOFF MINIMUMS AND required visual reference does not exist.
DEPARTURE PROCEDURES.) (See MISSED APPROACH.)
(See LANDING MINIMUMS.) (See SEGMENTS OF AN INSTRUMENT
APPROACH PROCEDURE.)
(See VFR CONDITIONS.)
(Refer to 14 CFR Part 91.) MISSED APPROACH PROCEDURE [ICAO]− The
(Refer to AIM.) procedure to be followed if the approach cannot be
continued.
MINIMUM VECTORING ALTITUDE (MVA)− MISSED APPROACH SEGMENT−
The lowest MSL altitude at which an IFR aircraft will
(See SEGMENTS OF AN INSTRUMENT
be vectored by a radar controller, except as otherwise APPROACH PROCEDURE.)
authorized for radar approaches, departures, and
missed approaches. The altitude meets IFR obstacle MLDI−
clearance criteria. It may be lower than the published (See METER LIST DISPLAY INTERVAL.)
MEA along an airway or J-route segment. It may be
utilized for radar vectoring only upon the controller’s MLS−
determination that an adequate radar return is being (See MICROWAVE LANDING SYSTEM.)
received from the aircraft being controlled. Charts MLS CATEGORIES−
depicting minimum vectoring altitudes are normally
available only to the controllers and not to pilots. a. MLS Category I. An MLS approach procedure
which provides for an approach to a height above
(Refer to AIM.)
touchdown of not less than 200 feet and a runway
visual range of not less than 1,800 feet.
MINUTES-IN-TRAIL− A specified interval be-
tween aircraft expressed in time. This method would b. MLS Category II. Undefined until data gather-
more likely be utilized regardless of altitude. ing/analysis completion.
c. MLS Category III. Undefined until data gather-
MIS− ing/analysis completion.
(See METEOROLOGICAL IMPACT
STATEMENT.) MM−
(See MIDDLE MARKER.)
MISSED APPROACH− MNPS−
a. A maneuver conducted by a pilot when an (See MINIMUM NAVIGATION PERFORMANCE
instrument approach cannot be completed to a SPECIFICATION.)
landing. The route of flight and altitude are shown on
MNPSA−
instrument approach procedure charts. A pilot
(See MINIMUM NAVIGATION PERFORMANCE−
executing a missed approach prior to the Missed
SPECIFICATION AIRSPACE.)
Approach Point (MAP) must continue along the final
approach to the MAP. MOA−
b. A term used by the pilot to inform ATC that (See MILITARY OPERATIONS AREA.)
he/she is executing the missed approach. MOCA−
c. At locations where ATC radar service is pro- (See MINIMUM OBSTRUCTION CLEARANCE
vided, the pilot should conform to radar vectors when ALTITUDE.)
provided by ATC in lieu of the published missed MODE− The letter or number assigned to a specific
approach procedure. pulse spacing of radio signals transmitted or received
(See MISSED APPROACH POINT.) by ground interrogator or airborne transponder
(Refer to AIM.) components of the Air Traffic Control Radar Beacon

PCG M−5
Pilot/Controller Glossary 2/16/06

System (ATCRBS). Mode A (military Mode 3) and radar sort box according to the hierarchy of the
Mode C (altitude reporting) are used in air traffic sources assigned.
control.
MOVEMENT AREA− The runways, taxiways, and
(See INTERROGATOR.)
other areas of an airport/heliport which are utilized
(See RADAR.)
for taxiing/hover taxiing, air taxiing, takeoff, and
(See TRANSPONDER.)
landing of aircraft, exclusive of loading ramps and
(See ICAO term MODE.)
parking areas. At those airports/heliports with a
(Refer to AIM.) tower, specific approval for entry onto the movement
MODE (SSR MODE) [ICAO]− The letter or number area must be obtained from ATC.
assigned to a specific pulse spacing of the interroga- (See ICAO term MOVEMENT AREA.)
tion signals transmitted by an interrogator. There are
MOVEMENT AREA [ICAO]− That part of an
4 modes, A, B, C and D specified in Annex 10,
aerodrome to be used for the takeoff, landing and
corresponding to four different interrogation pulse
taxiing of aircraft, consisting of the maneuvering area
spacings.
and the apron(s).
MODE C INTRUDER ALERT− A function of
MOVING TARGET INDICATOR− An electronic
certain air traffic control automated systems designed
device which will permit radar scope presentation
to alert radar controllers to existing or pending
only from targets which are in motion. A partial
situations between a tracked target (known IFR or
remedy for ground clutter.
VFR aircraft) and an untracked target (unknown IFR
or VFR aircraft) that requires immediate attention/ac- MRA−
tion. (See MINIMUM RECEPTION ALTITUDE.)
(See CONFLICT ALERT.)
MSA−
MONITOR− (When used with communication trans- (See MINIMUM SAFE ALTITUDE.)
fer) listen on a specific frequency and stand by for
instructions. Under normal circumstances do not MSAW−
establish communications. (See MINIMUM SAFE ALTITUDE WARNING.)

MONITOR ALERT (MA)− A function of the ETMS MTI−

that provides traffic management personnel with a (See MOVING TARGET INDICATOR.)
tool for predicting potential capacity problems in MTR−
individual operational sectors. The MA is an indica- (See MILITARY TRAINING ROUTES.)
tion that traffic management personnel need to
analyze a particular sector for actual activity and to MULTICOM− A mobile service not open to public
determine the required action(s), if any, needed to correspondence used to provide communications
control the demand. essential to conduct the activities being performed by
or directed from private aircraft.
MONITOR ALERT PARAMETER (MAP)− The
number designated for use in monitor alert process- MULTIPLE RUNWAYS− The utilization of a dedi-
ing by the ETMS. The MAP is designated for each cated arrival runway(s) for departures and a dedicated
operational sector for increments of 15 minutes. departure runway(s) for arrivals when feasible to
reduce delays and enhance capacity.
MOSAIC/MULTI−SENSOR MODE− Accepts posi-
tional data from multiple radar or ADS−B sites. MVA−
Targets are displayed from a single source within a (See MINIMUM VECTORING ALTITUDE.)

PCG M−6
2/16/06 Pilot/Controller Glossary

N
NAS− c. H− High altitude.
(See NATIONAL AIRSPACE SYSTEM.) Note: The normal service range for T, L, and H class
aids is found in the AIM. Certain operational
NATIONAL AIRSPACE SYSTEM− The common requirements make it necessary to use some of
network of U.S. airspace; air navigation facilities, these aids at greater service ranges than
equipment and services, airports or landing areas; specified. Extended range is made possible
aeronautical charts, information and services; rules, through flight inspection determinations. Some
regulations and procedures, technical information, aids also have lesser service range due to location,
and manpower and material. Included are system terrain, frequency protection, etc. Restrictions to
components shared jointly with the military. service range are listed in Airport/Facility
Directory.
NATIONAL BEACON CODE ALLOCATION
NAVIGABLE AIRSPACE− Airspace at and above
PLAN AIRSPACE− Airspace over United States
the minimum flight altitudes prescribed in the CFRs
territory located within the North American continent
including airspace needed for safe takeoff and
between Canada and Mexico, including adjacent
landing.
territorial waters outward to about boundaries of
(Refer to 14 CFR Part 91.)
oceanic control areas (CTA)/Flight Information Re-
gions (FIR). NAVIGATION REFERENCE SYSTEM (NRS)−
(See FLIGHT INFORMATION REGION.) The NRS is a system of waypoints developed for use
within the United States for flight planning and
NATIONAL FLIGHT DATA CENTER− A facility in navigation without reference to ground based naviga-
Washington D.C., established by FAA to operate a tional aids. The NRS waypoints are located in a grid
central aeronautical information service for the pattern along defined latitude and longitude lines.
collection, validation, and dissemination of aeronau- The initial use of the NRS will be in the high altitude
tical data in support of the activities of government, environment in conjunction with the High Altitude
industry, and the aviation community. The informa- Redesign initiative. The NRS waypoints are intended
tion is published in the National Flight Data Digest. for use by aircraft capable of point−to−point naviga-
(See NATIONAL FLIGHT DATA DIGEST.) tion.
NATIONAL FLIGHT DATA DIGEST− A daily NAVIGATIONAL AID− Any visual or electronic
(except weekends and Federal holidays) publication device airborne or on the surface which provides
of flight information appropriate to aeronautical point-to-point guidance information or position data
charts, aeronautical publications, Notices to Airmen, to aircraft in flight.
or other media serving the purpose of providing (See AIR NAVIGATION FACILITY.)
operational flight data essential to safe and efficient NBCAP AIRSPACE−
aircraft operations. (See NATIONAL BEACON CODE ALLOCATION
PLAN AIRSPACE.)
NATIONAL SEARCH AND RESCUE PLAN− An
interagency agreement which provides for the effec- NDB−
tive utilization of all available facilities in all types of (See NONDIRECTIONAL BEACON.)
search and rescue missions. NEGATIVE− “No,” or “permission not granted,” or
“that is not correct.”
NAVAID−
(See NAVIGATIONAL AID.) NEGATIVE CONTACT− Used by pilots to inform
ATC that:
NAVAID CLASSES− VOR, VORTAC, and TACAN a. Previously issued traffic is not in sight. It may
aids are classed according to their operational use. be followed by the pilot’s request for the controller to
The three classes of NAVAIDs are: provide assistance in avoiding the traffic.
a. T− Terminal. b. They were unable to contact ATC on a particu-
b. L− Low altitude. lar frequency.

PCG N−1
Pilot/Controller Glossary 2/16/06

NFDC− NONCOMPOSITE SEPARATION− Separation in

(See NATIONAL FLIGHT DATA CENTER.) accordance with minima other than the composite
separation minimum specified for the area con-
NFDD− cerned.
(See NATIONAL FLIGHT DATA DIGEST.)
NONDIRECTIONAL BEACON− An L/MF or UHF
NIGHT− The time between the end of evening civil radio beacon transmitting nondirectional signals
twilight and the beginning of morning civil twilight, whereby the pilot of an aircraft equipped with
as published in the American Air Almanac, converted direction finding equipment can determine his/her
to local time. bearing to or from the radio beacon and “home” on or
(See ICAO term NIGHT.) track to or from the station. When the radio beacon is
NIGHT [ICAO]− The hours between the end of installed in conjunction with the Instrument Landing
evening civil twilight and the beginning of morning System marker, it is normally called a Compass
civil twilight or such other period between sunset and Locator.
sunrise as may be specified by the appropriate (See AUTOMATIC DIRECTION FINDER.)
authority. (See COMPASS LOCATOR.)
Note: Civil twilight ends in the evening when the
NONMOVEMENT AREAS− Taxiways and apron
center of the sun’s disk is 6 degrees below the
horizon and begins in the morning when the center (ramp) areas not under the control of air traffic.
of the sun’s disk is 6 degrees below the horizon.
NONPRECISION APPROACH−
NO GYRO APPROACH− A radar approach/vector (See NONPRECISION APPROACH
provided in case of a malfunctioning gyro-compass PROCEDURE.)
or directional gyro. Instead of providing the pilot NONPRECISION APPROACH PROCEDURE− A
with headings to be flown, the controller observes the standard instrument approach procedure in which no
radar track and issues control instructions “turn electronic glideslope is provided; e.g., VOR, TA-
right/left” or “stop turn” as appropriate. CAN, NDB, LOC, ASR, LDA, or SDF approaches.
(Refer to AIM.)
NONRADAR− Precedes other terms and generally
NO GYRO VECTOR− means without the use of radar, such as:
(See NO GYRO APPROACH.)
a. Nonradar Approach. Used to describe instru-
NO TRANSGRESSION ZONE (NTZ)− The NTZ is ment approaches for which course guidance on final
a 2,000 foot wide zone, located equidistant between approach is not provided by ground-based precision
parallel runway final approach courses in which or surveillance radar. Radar vectors to the final
flight is not allowed. approach course may or may not be provided by ATC.
Examples of nonradar approaches are VOR, NDB,
NONAPPROACH CONTROL TOWER− Author-
TACAN, and ILS/MLS approaches.
izes aircraft to land or takeoff at the airport controlled
(See FINAL APPROACH COURSE.)
by the tower or to transit the Class D airspace. The
primary function of a nonapproach control tower is (See FINAL APPROACH-IFR.)
the sequencing of aircraft in the traffic pattern and on (See INSTRUMENT APPROACH
the landing area. Nonapproach control towers also PROCEDURE.)
separate aircraft operating under instrument flight (See RADAR APPROACH.)
rules clearances from approach controls and centers. b. Nonradar Approach Control. An ATC facility
They provide ground control services to aircraft, providing approach control service without the use of
vehicles, personnel, and equipment on the airport radar.
movement area. (See APPROACH CONTROL FACILITY.)
NONCOMMON ROUTE/PORTION− That segment (See APPROACH CONTROL SERVICE.)
of a North American Route between the inland c. Nonradar Arrival. An aircraft arriving at an
navigation facility and a designated North American airport without radar service or at an airport served by
terminal. a radar facility and radar contact has not been

PCG N−2
2/16/06 Pilot/Controller Glossary

established or has been terminated due to a lack of d. Coastal Fix. A navigation aid or intersection
radar service to the airport. where an aircraft transitions between the domestic
(See RADAR ARRIVAL.) route structure and the oceanic route structure.
(See RADAR SERVICE.) NORTH AMERICAN ROUTE PROGRAM (NRP)−
d. Nonradar Route. A flight path or route over The NRP is a set of rules and procedures which are
which the pilot is performing his/her own navigation. designed to increase the flexibility of user flight
The pilot may be receiving radar separation, radar planning within published guidelines.
monitoring, or other ATC services while on a
NORTH MARK− A beacon data block sent by the
nonradar route.
host computer to be displayed by the ARTS on a 360
(See RADAR ROUTE.)
degree bearing at a locally selected radar azimuth and
e. Nonradar Separation. The spacing of aircraft in distance. The North Mark is used to ensure correct
accordance with established minima without the use range/azimuth orientation during periods of CEN-
of radar; e.g., vertical, lateral, or longitudinal separa- RAP.
tion.
(See RADAR SEPARATION.) NORTH PACIFIC− An organized route system
(See ICAO term NONRADAR SEPARATION.)
between the Alaskan west coast and Japan.
NOTAM−
NONRADAR SEPARATION [ICAO]− The separa-
(See NOTICE TO AIRMEN.)
tion used when aircraft position information is
derived from sources other than radar. NOTAM [ICAO]− A notice containing information
concerning the establishment, condition or change in
NON−RESTRICTIVE ROUTING (NRR)− Portions
any aeronautical facility, service, procedure or haz-
of a proposed route of flight where a user can flight
ard, the timely knowledge of which is essential to
plan the most advantageous flight path with no
personnel concerned with flight operations.
requirement to make reference to ground−based
NAVAIDs. a. I Distribution− Distribution by means of tele-
communication.
NOPAC− b. II Distribution− Distribution by means other
(See NORTH PACIFIC.) than telecommunications.
NORDO− NOTICE TO AIRMEN− A notice containing in-
(See LOST COMMUNICATIONS.) formation (not known sufficiently in advance to
NORMAL OPERATING ZONE (NOZ)− The NOZ publicize by other means) concerning the establish-
is the operating zone within which aircraft flight ment, condition, or change in any component (facil-
remains during normal independent simultaneous ity, service, or procedure of, or hazard in the National
parallel ILS approaches. Airspace System) the timely knowledge of which is
essential to personnel concerned with flight opera-
NORTH AMERICAN ROUTE− A numerically tions.
coded route preplanned over existing airway and a. NOTAM(D)− A NOTAM given (in addition to
route systems to and from specific coastal fixes local dissemination) distant dissemination beyond
serving the North Atlantic. North American Routes the area of responsibility of the Flight Service
consist of the following: Station. These NOTAMs will be stored and available
a. Common Route/Portion. That segment of a until canceled.
North American Route between the inland navigation b. NOTAM(L)− A NOTAM given local disse-
facility and the coastal fix. mination by voice and other means, such as telauto-
b. Noncommon Route/Portion. That segment of a graph and telephone, to satisfy local user
North American Route between the inland navigation requirements.
facility and a designated North American terminal. c. FDC NOTAM− A NOTAM regulatory in na-
c. Inland Navigation Facility. A navigation aid on ture, transmitted by USNOF and given system wide
a North American Route at which the common route dissemination.
and/or the noncommon route begins or ends. (See ICAO term NOTAM.)

PCG N−3
Pilot/Controller Glossary 2/16/06

NOTICES TO AIRMEN PUBLICATION− A publi- NRS−

cation issued every 28 days, designed primarily for (See NAVIGATION REFERENCE SYSTEM.)
the pilot, which contains current NOTAM
information considered essential to the safety of NTAP−
flight as well as supplemental data to other (See NOTICES TO AIRMEN PUBLICATION.)
aeronautical publications. The contraction NTAP is NUMEROUS TARGETS VICINITY (LOCA-
used in NOTAM text. TION)− A traffic advisory issued by ATC to advise
(See NOTICE TO AIRMEN.) pilots that targets on the radar scope are too numerous
NRR− to issue individually.
(See NON−RESTRICTIVE ROUTING.) (See TRAFFIC ADVISORIES.)

PCG N−4
2/16/06 Pilot/Controller Glossary

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

PCG O−1
Pilot/Controller Glossary 2/16/06

service in this airspace is delegated to various OM−

countries, based generally upon geographic proximi- (See OUTER MARKER.)
ty and the availability of the required resources. OMEGA− An RNAV system designed for long-range
OCEANIC DISPLAY AND PLANNING SYS- navigation based upon ground-based electronic navi-
TEM− An automated digital display system which gational aid signals.
provides flight data processing, conflict probe, and ON COURSE−
situation display for oceanic air traffic control.
a. Used to indicate that an aircraft is established on
OCEANIC NAVIGATIONAL ERROR REPORT− A the route centerline.
report filed when an aircraft exiting oceanic airspace b. Used by ATC to advise a pilot making a radar
has been observed by radar to be off course. ONER approach that his/her aircraft is lined up on the final
reporting parameters and procedures are contained in approach course.
FAAO 7110.82, Monitoring of Navigational Perfor- (See ON-COURSE INDICATION.)
mance In Oceanic Areas.
ON-COURSE INDICATION− An indication on an
OCEANIC PUBLISHED ROUTE− A route estab- instrument, which provides the pilot a visual means
lished in international airspace and charted or of determining that the aircraft is located on the
described in flight information publications, such as centerline of a given navigational track, or an
Route Charts, DOD Enroute Charts, Chart Supple- indication on a radar scope that an aircraft is on a
ments, NOTAMs, and Track Messages. given track.
OCEANIC TRANSITION ROUTE− An ATS route ONE-MINUTE WEATHER− The most recent one
established for the purpose of transitioning aircraft minute updated weather broadcast received by a pilot
to/from an organized track system. from an uncontrolled airport ASOS/AWOS.
ODAPS− ONER−
(See OCEANIC DISPLAY AND PLANNING (See OCEANIC NAVIGATIONAL ERROR
SYSTEM.) REPORT.)
OPERATIONAL−
ODP−
(See DUE REGARD.)
(See OBSTACLE DEPARTURE PROCEDURE.)
OPPOSITE DIRECTION AIRCRAFT− Aircraft are
OFF COURSE− A term used to describe a situation operating in opposite directions when:
where an aircraft has reported a position fix or is
observed on radar at a point not on the ATC-approved a. They are following the same track in reciprocal
route of flight. directions; or
b. Their tracks are parallel and the aircraft are
OFF-ROUTE VECTOR− A vector by ATC which flying in reciprocal directions; or
takes an aircraft off a previously assigned route.
c. Their tracks intersect at an angle of more than
Altitudes assigned by ATC during such vectors
135_.
provide required obstacle clearance.
OPTION APPROACH− An approach requested and
OFFSET PARALLEL RUNWAYS− Staggered run- conducted by a pilot which will result in either a
ways having centerlines which are parallel. touch-and-go, missed approach, low approach, stop-
OFFSHORE/CONTROL AIRSPACE AREA− That and-go, or full stop landing.
portion of airspace between the U.S. 12 NM limit and (See CLEARED FOR THE OPTION.)
the oceanic CTA/FIR boundary within which air (Refer to AIM.)
traffic control is exercised. These areas are estab- ORGANIZED TRACK SYSTEM− A series of ATS
lished to provide air traffic control services. Offshore/ routes which are fixed and charted; i.e., CEP,
Control Airspace Areas may be classified as either NOPAC, or flexible and described by NOTAM; i.e.,
Class A airspace or Class E airspace. NAT TRACK MESSAGE.
OFT− OROCA− An off-route altitude which provides
(See OUTER FIX TIME.) obstruction clearance with a 1,000 foot buffer in

PCG O−2
2/16/06 Pilot/Controller Glossary

nonmountainous terrain areas and a 2,000 foot buffer OUTER FIX ARC− A semicircle, usually about a
in designated mountainous areas within the United 50−70 mile radius from a meter fix, usually in high
States. This altitude may not provide signal coverage altitude, which is used by CTAS/HOST to calculate
from ground-based navigational aids, air traffic outer fix times and determine appropriate sector
control radar, or communications coverage. meter list assignments for aircraft on an established
arrival route that will traverse the arc.
OTR−
OUTER FIX TIME− A calculated time to depart the
(See OCEANIC TRANSITION ROUTE.)
outer fix in order to cross the vertex at the ACLT. The
OTS− time reflects descent speed adjustments and any
(See ORGANIZED TRACK SYSTEM.)
applicable delay time that must be absorbed prior to
crossing the meter fix.
OUT− The conversation is ended and no response is OUTER MARKER− A marker beacon at or near the
expected. glideslope intercept altitude of an ILS approach. It is
keyed to transmit two dashes per second on a 400 Hz
OUTER AREA (associated with Class C airspace)−
tone, which is received aurally and visually by
Nonregulatory airspace surrounding designated
compatible airborne equipment. The OM is normally
Class C airspace airports wherein ATC provides radar
located four to seven miles from the runway threshold
vectoring and sequencing on a full-time basis for all
on the extended centerline of the runway.
IFR and participating VFR aircraft. The service
(See INSTRUMENT LANDING SYSTEM.)
provided in the outer area is called Class C service
which includes: IFR/IFR−standard IFR separation; (See MARKER BEACON.)
IFR/VFR−traffic advisories and conflict resolution; (Refer to AIM.)
and VFR/VFR−traffic advisories and, as appropriate, OVER− My transmission is ended; I expect a
safety alerts. The normal radius will be 20 nautical response.
miles with some variations based on site-specific
requirements. The outer area extends outward from OVERHEAD MANEUVER− A series of predeter-
the primary Class C airspace airport and extends from mined maneuvers prescribed for aircraft (often in
the lower limits of radar/radio coverage up to the formation) for entry into the visual flight rules (VFR)
ceiling of the approach control’s delegated airspace traffic pattern and to proceed to a landing. An
excluding the Class C charted area and other airspace overhead maneuver is not an instrument flight rules
as appropriate. (IFR) approach procedure. An aircraft executing an
overhead maneuver is considered VFR and the IFR
(See CONFLICT RESOLUTION.)
flight plan is cancelled when the aircraft reaches the
(See CONTROLLED AIRSPACE.) “initial point” on the initial approach portion of the
maneuver. The pattern usually specifies the follow-
OUTER COMPASS LOCATOR−
ing:
(See COMPASS LOCATOR.)
a. The radio contact required of the pilot.
OUTER FIX− A general term used within ATC to b. The speed to be maintained.
describe fixes in the terminal area, other than the final c. An initial approach 3 to 5 miles in length.
approach fix. Aircraft are normally cleared to these
fixes by an Air Route Traffic Control Center or an d. An elliptical pattern consisting of two 180
Approach Control Facility. Aircraft are normally degree turns.
cleared from these fixes to the final approach fix or e. A break point at which the first 180 degree turn
final approach course. is started.
f. The direction of turns.
OR
g. Altitude (at least 500 feet above the convention-
OUTER FIX− An adapted fix along the converted al pattern).
route of flight, prior to the meter fix, for which h. A “Roll-out” on final approach not less than 1/4
crossing times are calculated and displayed in the mile from the landing threshold and not less than 300
metering position list. feet above the ground.

PCG O−3
Pilot/Controller Glossary 2/16/06

OVERLYING CENTER− The ARTCC facility that

is responsible for arrival/departure operations at a
specific terminal.

PCG O−4
2/16/06 Pilot/Controller Glossary

P
P TIME− PERMANENT ECHO− Radar signals reflected from
(See PROPOSED DEPARTURE TIME.) fixed objects on the earth’s surface; e.g., buildings,
towers, terrain. Permanent echoes are distinguished
P-ACP− from “ground clutter” by being definable locations
(See PREARRANGED COORDINATION rather than large areas. Under certain conditions they
PROCEDURES.) may be used to check radar alignment.
PAN-PAN− The international radio-telephony urgen- PHOTO RECONNAISSANCE− Military activity
cy signal. When repeated three times, indicates that requires locating individual photo targets and
uncertainty or alert followed by the nature of the navigating to the targets at a preplanned angle and
urgency. altitude. The activity normally requires a lateral route
(See MAYDAY.) width of 16 NM and altitude range of 1,500 feet to
(Refer to AIM.) 10,000 feet AGL.

PAR− PILOT BRIEFING− A service provided by the FSS

to assist pilots in flight planning. Briefing items may
(See PRECISION APPROACH RADAR.)
include weather information, NOTAMS, military
PAR [ICAO]− activities, flow control information, and other items
(See ICAO Term PRECISION APPROACH as requested.
RADAR.) (Refer to AIM.)

PARALLEL ILS APPROACHES− Approaches to PILOT IN COMMAND− The pilot responsible for
parallel runways by IFR aircraft which, when estab- the operation and safety of an aircraft during flight
lished inbound toward the airport on the adjacent time.
final approach courses, are radar-separated by at least (Refer to 14 CFR Part 91.)
2 miles. PILOT WEATHER REPORT− A report of meteoro-
(See FINAL APPROACH COURSE.) logical phenomena encountered by aircraft in flight.
(See SIMULTANEOUS ILS APPROACHES.) (Refer to AIM.)

PARALLEL MLS APPROACHES− PILOT’S DISCRETION− When used in conjunc-

(See PARALLEL ILS APPROACHES.)
tion with altitude assignments, means that ATC has
offered the pilot the option of starting climb or
PARALLEL OFFSET ROUTE− A parallel track to descent whenever he/she wishes and conducting the
the left or right of the designated or established climb or descent at any rate he/she wishes. He/she
airway/route. Normally associated with Area Navi- may temporarily level off at any intermediate alti-
gation (RNAV) operations. tude. However, once he/she has vacated an altitude,
(See AREA NAVIGATION.) he/she may not return to that altitude.

PARALLEL RUNWAYS− Two or more runways at PIREP−

the same airport whose centerlines are parallel. In (See PILOT WEATHER REPORT.)
addition to runway number, parallel runways are PITCH POINT− A fix/waypoint that serves as a
designated as L (left) and R (right) or, if three parallel transition point from a departure procedure or the low
runways exist, L (left), C (center), and R (right). altitude ground−based navigation structure into the
high altitude waypoint system.
PBCT−
(See PROPOSED BOUNDARY CROSSING PLANS DISPLAY− A display available in URET
TIME.) that provides detailed flight plan and predicted
conflict information in textual format for requested
PDC− Current Plans and all Trial Plans.
(See PRE−DEPARTURE CLEARANCE.) (See USER REQUEST EVALUATION TOOL.)

PCG P−1
Pilot/Controller Glossary 2/16/06
3/15/07

POFZ− controller’s airspace in a manner that assures standard

(See PRECISION OBSTACLE FREE ZONE.) separation without individual coordination for each
aircraft.
POINT OUT−
(See RADAR POINT OUT.) PRECIPITATION− Any or all forms of water
particles (rain, sleet, hail, or snow) that fall from the
POINT−TO−POINT (PTP)− A level of NRR service atmosphere and reach the surface.
for aircraft that is based on traditional waypoints in
their FMSs or RNAV equipage. PRECIPITATION RADAR WEATHER DE-
POLAR TRACK STRUCTURE− A system of SCRIPTIONS − Existing radar systems cannot detect
organized routes between Iceland and Alaska which turbulence. However, there is a direct correlation
overlie Canadian MNPS Airspace. between the degree of turbulence and other weather
features associated with thunderstorms and the
POSITION AND HOLD− Used by ATC to inform a weather radar precipitation intensity. Controllers will
pilot to taxi onto the departure runway in takeoff issue (where capable) precipitation intensity as
position and hold. It is not authorization for takeoff. observed by radar when using weather and radar
It is used when takeoff clearance cannot immediately processor (WARP) or NAS ground based digital
be issued because of traffic or other reasons. radars with weather capabilities. When precipitation
(See CLEARED FOR TAKEOFF.) intensity information is not available, the intensity
will be described as UNKNOWN. When intensity
POSITION REPORT− A report over a known levels can be determined, they shall be described as:
location as transmitted by an aircraft to ATC.
a. LIGHT (< 30 dBZ)
(Refer to AIM.)
b. MODERATE (30 to 40 dBZ)
POSITION SYMBOL− A computer-generated in-
dication shown on a radar display to indicate the c. HEAVY (> 40 to 50 dBZ)
mode of tracking. d. EXTREME (> 50 dBZ)
POSITIVE CONTROL− The separation of all air (Refer to AC 00−45, Aviation Weather Services.)
traffic within designated airspace by air traffic
PRECISION APPROACH−
control.
(See PRECISION APPROACH PROCEDURE.)
PRACTICE INSTRUMENT APPROACH− An
instrument approach procedure conducted by a VFR PRECISION APPROACH PROCEDURE− A stan-
or an IFR aircraft for the purpose of pilot training or dard instrument approach procedure in which an
proficiency demonstrations. electronic glideslope/glidepath is provided; e.g., ILS,
MLS, and PAR.
PRE−DEPARTURE CLEARANCE− An application (See INSTRUMENT LANDING SYSTEM.)
with the Terminal Data Link System (TDLS) that (See MICROWAVE LANDING SYSTEM.)
provides clearance information to subscribers,
(See PRECISION APPROACH RADAR.)
through a service provider, in text to the cockpit or
gate printer. PRECISION APPROACH RADAR− Radar equip-
PREARRANGED COORDINATION− A standard- ment in some ATC facilities operated by the FAA
ized procedure which permits an air traffic controller and/or the military services at joint-use civil/military
to enter the airspace assigned to another air traffic locations and separate military installations to detect
controller without verbal coordination. The proce- and display azimuth, elevation, and range of aircraft
dures are defined in a facility directive which ensures on the final approach course to a runway. This
standard separation between aircraft. equipment may be used to monitor certain nonradar
approaches, but is primarily used to conduct a
PREARRANGED COORDINATION PROCE- precision instrument approach (PAR) wherein the
DURES− A facility’s standardized procedure that controller issues guidance instructions to the pilot
describes the process by which one controller shall based on the aircraft’s position in relation to the final
allow an aircraft to penetrate or transit another approach course (azimuth), the glidepath (elevation),

PCG P−2
2/16/06
3/15/07 Pilot/Controller Glossary

and the distance (range) from the touchdown point on confined to one ARTCC’s area and are referred to by
the runway as displayed on the radar scope. the following names or acronyms:
Note: The abbreviation “PAR” is also used to a. Preferential Departure Route (PDR). A specific
denote preferential arrival routes in ARTCC departure route from an airport or terminal area to an
computers. en route point where there is no further need for flow
(See GLIDEPATH.) control. It may be included in an Instrument Depar-
(See PAR.) ture Procedure (DP) or a Preferred IFR Route.
(See PREFERENTIAL ROUTES.) b. Preferential Arrival Route (PAR). A specific
(See ICAO term PRECISION APPROACH arrival route from an appropriate en route point to an
RADAR.) airport or terminal area. It may be included in a
(Refer to AIM.) Standard Terminal Arrival (STAR) or a Preferred IFR
PRECISION APPROACH RADAR [ICAO]− Pri- Route. The abbreviation “PAR” is used primarily
mary radar equipment used to determine the position within the ARTCC and should not be confused with
of an aircraft during final approach, in terms of lateral the abbreviation for Precision Approach Radar.
and vertical deviations relative to a nominal approach c. Preferential Departure and Arrival Route
path, and in range relative to touchdown. (PDAR). A route between two terminals which are
Note: Precision approach radars are designed to within or immediately adjacent to one ARTCC’s area.
enable pilots of aircraft to be given guidance by PDARs are not synonymous with Preferred IFR
radio communication during the final stages of the Routes but may be listed as such as they do
approach to land. accomplish essentially the same purpose.
(See PREFERRED IFR ROUTES.)
PRECISION OBSTACLE FREE ZONE (POFZ)−
An 800 foot wide by 200 foot long area centered on PREFERRED IFR ROUTES− Routes established
the runway centerline adjacent to the threshold between busier airports to increase system efficiency
designed to protect aircraft flying precision ap- and capacity. They normally extend through one or
proaches from ground vehicles and other aircraft more ARTCC areas and are designed to achieve
when ceiling is less than 250 feet or visibility is less balanced traffic flows among high density terminals.
than 3/4 statute mile (or runway visual range below IFR clearances are issued on the basis of these routes
4,000 feet.) except when severe weather avoidance procedures or
other factors dictate otherwise. Preferred IFR Routes
PRECISION RUNWAY MONITOR (PRM)− Pro- are listed in the Airport/Facility Directory. If a flight
vides air traffic controllers with high precision is planned to or from an area having such routes but
secondary surveillance data for aircraft on final the departure or arrival point is not listed in the
approach to parallel runways that have extended Airport/Facility Directory, pilots may use that part of
centerlines separated by less than 4,300 feet. High a Preferred IFR Route which is appropriate for the
resolution color monitoring displays (FMA) are departure or arrival point that is listed. Preferred IFR
required to present surveillance track data to control- Routes are correlated with DPs and STARs and may
lers along with detailed maps depicting approaches be defined by airways, jet routes, direct routes
and no transgression zone. between NAVAIDs, Waypoints, NAVAID radials/
PREFERENTIAL ROUTES− Preferential routes DME, or any combinations thereof.
(PDRs, PARs, and PDARs) are adapted in ARTCC (See CENTER’S AREA.)
computers to accomplish inter/intrafacility controller (See INSTRUMENT DEPARTURE
PROCEDURE.)
coordination and to assure that flight data is posted at
(See PREFERENTIAL ROUTES.)
the proper control positions. Locations having a need
(See STANDARD TERMINAL ARRIVAL.)
for these specific inbound and outbound routes
(Refer to AIRPORT/FACILITY DIRECTORY.)
normally publish such routes in local facility bulle-
(Refer to NOTICES TO AIRMEN PUBLICATION.)
tins, and their use by pilots minimizes flight plan
route amendments. When the workload or traffic PRE-FLIGHT PILOT BRIEFING−
situation permits, controllers normally provide radar (See PILOT BRIEFING.)
vectors or assign requested routes to minimize PREVAILING VISIBILITY−
circuitous routing. Preferential routes are usually (See VISIBILITY.)

PCG P−3
Pilot/Controller Glossary 2/16/06
3/15/07

PRIMARY RADAR TARGET− An analog or digital intermediate approach segment of a nonprecision

target, exclusive of a secondary radar target, present- instrument approach. The profile descent normally
ed on a radar display. terminates at the approach gate or where the
glideslope or other appropriate minimum altitude is
PRM−
intercepted.
(See ILS PRM APPROACH and PRECISION
RUNWAY MONITOR.) PROGRESS REPORT−
PROCEDURE TURN− The maneuver prescribed (See POSITION REPORT.)
when it is necessary to reverse direction to establish PROGRESSIVE TAXI− Precise taxi instructions
an aircraft on the intermediate approach segment or given to a pilot unfamiliar with the airport or issued
final approach course. The outbound course, direc- in stages as the aircraft proceeds along the taxi route.
tion of turn, distance within which the turn must be
completed, and minimum altitude are specified in the PROHIBITED AREA−
procedure. However, unless otherwise restricted, the (See SPECIAL USE AIRSPACE.)
point at which the turn may be commenced and the (See ICAO term PROHIBITED AREA.)
type and rate of turn are left to the discretion of the PROHIBITED AREA [ICAO]− An airspace of
pilot. defined dimensions, above the land areas or territorial
(See ICAO term PROCEDURE TURN.) waters of a State, within which the flight of aircraft
PROCEDURE TURN [ICAO]− A maneuver in is prohibited.
which a turn is made away from a designated track PROPOSED BOUNDARY CROSSING TIME−
followed by a turn in the opposite direction to permit Each center has a PBCT parameter for each internal
the aircraft to intercept and proceed along the airport. Proposed internal flight plans are transmitted
reciprocal of the designated track. to the adjacent center if the flight time along the
Note 1: Procedure turns are designated “left” or proposed route from the departure airport to the
“right” according to the direction of the initial turn. center boundary is less than or equal to the value of
Note 2: Procedure turns may be designated as PBCT or if airport adaptation specifies transmission
being made either in level flight or while regardless of PBCT.
descending, according to the circumstances of
each individual approach procedure.
PROPOSED DEPARTURE TIME− The time that the
aircraft expects to become airborne.
PROCEDURE TURN INBOUND− That point of a
PROTECTED AIRSPACE− The airspace on either
procedure turn maneuver where course reversal has
side of an oceanic route/track that is equal to one-half
been completed and an aircraft is established inbound
the lateral separation minimum except where reduc-
on the intermediate approach segment or final
tion of protected airspace has been authorized.
approach course. A report of “procedure turn in-
bound” is normally used by ATC as a position report PT−
for separation purposes. (See PROCEDURE TURN.)
(See FINAL APPROACH COURSE.)
PTP−
(See PROCEDURE TURN.)
(See POINT−TO−POINT.)
(See SEGMENTS OF AN INSTRUMENT
APPROACH PROCEDURE.) PTS−
(See POLAR TRACK STRUCTURE.)
PROFILE DESCENT− An uninterrupted descent
(except where level flight is required for speed PUBLISHED ROUTE− A route for which an IFR
adjustment; e.g., 250 knots at 10,000 feet MSL) from altitude has been established and published; e.g.,
cruising altitude/level to interception of a glideslope Federal Airways, Jet Routes, Area Navigation
or to a minimum altitude specified for the initial or Routes, Specified Direct Routes.

PCG P−4
2/16/06 Pilot/Controller Glossary

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

PCG Q−1
2/16/06 Pilot/Controller Glossary

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

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Pilot/Controller Glossary 2/16/06

RADAR BEACON− wherein the controller retains and correlates the

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

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3/15/07 Pilot/Controller Glossary

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

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Pilot/Controller Glossary 2/16/06
3/15/07

RAIS− REDUCE SPEED TO (SPEED)−

(See REMOTE AIRPORT INFORMATION (See SPEED ADJUSTMENT.)
SERVICE.)
REIL−
RAMP− (See RUNWAY END IDENTIFIER LIGHTS.)
(See APRON.) RELEASE TIME− A departure time restriction
RANDOM ALTITUDE− An altitude inappropriate issued to a pilot by ATC (either directly or through an
for direction of flight and/or not in accordance with authorized relay) when necessary to separate a
FAAO 7110.65, Para 4−5−1, VERTICAL SEPARA- departing aircraft from other traffic.
TION MINIMA. (See ICAO term RELEASE TIME.)
RELEASE TIME [ICAO]− Time prior to which an
RANDOM ROUTE− Any route not established or
aircraft should be given further clearance or prior to
charted/published or not otherwise available to all
which it should not proceed in case of radio failure.
users.
REMOTE AIRPORT ADVISORY (RAA)− A re-
RC− mote service which may be provided by facilities,
(See ROAD RECONNAISSANCE.) which are not located on the landing airport, but have
RCAG− a discrete ground−to−air communication frequency
(See REMOTE COMMUNICATIONS or tower frequency when the tower is closed,
AIR/GROUND FACILITY.) automated weather reporting with voice available to
the pilot at the landing airport, and a continuous
RCC− ASOS/AWOS data display, other direct reading
(See RESCUE COORDINATION CENTER.) instruments, or manual observation is available to the
AFSS specialist.
RCO−
(See REMOTE COMMUNICATIONS OUTLET.) REMOTE AIRPORT INFORMATION SERVICE
(RAIS)− A temporary service provided by facilities,
RCR− which are not located on the landing airport, but have
(See RUNWAY CONDITION READING.) communication capability and automated weather
READ BACK− Repeat my message back to me. reporting available to the pilot at the landing airport.
REMOTE COMMUNICATIONS AIR/GROUND
RECEIVER AUTONOMOUS INTEGRITY MON-
FACILITY− An unmanned VHF/UHF transmitter/
ITORING (RAIM)− A technique whereby a civil
receiver facility which is used to expand ARTCC
GNSS receiver/processor determines the integrity of
air/ground communications coverage and to facilitate
the GNSS navigation signals without reference to
direct contact between pilots and controllers. RCAG
sensors or non-DoD integrity systems other than the
facilities are sometimes not equipped with emergen-
receiver itself. This determination is achieved by a
cy frequencies 121.5 MHz and 243.0 MHz.
consistency check among redundant pseudorange
(Refer to AIM.)
measurements.
REMOTE COMMUNICATIONS OUTLET− An
RECEIVING CONTROLLER− A controller/facility unmanned communications facility remotely con-
receiving control of an aircraft from another control- trolled by air traffic personnel. RCOs serve FSSs.
ler/facility. RTRs serve terminal ATC facilities. An RCO or RTR
RECEIVING FACILITY− may be UHF or VHF and will extend the communica-
(See RECEIVING CONTROLLER.) tion range of the air traffic facility. There are several
classes of RCOs and RTRs. The class is determined
RECONFORMANCE− The automated process of by the number of transmitters or receivers. Classes A
bringing an aircraft’s Current Plan Trajectory into through G are used primarily for air/ground purposes.
conformance with its track. RCO and RTR class O facilities are nonprotected

PCG R−4
2/16/06 Pilot/Controller Glossary

outlets subject to undetected and prolonged outages. c. Actual Navigation Performance (ANP). A mea-
RCO (O’s) and RTR (O’s) were established for the sure of the current estimated navigational performan-
express purpose of providing ground-to-ground com- ce. Also referred to as Estimated Position Error
munications between air traffic control specialists (EPE).
and pilots located at a satellite airport for delivering d. Estimated Position Error (EPE). A measure of
en route clearances, issuing departure authorizations, the current estimated navigational performance. Also
and acknowledging instrument flight rules cancella- referred to as Actual Navigation Performance (ANP).
tions or departure/landing times. As a secondary e. Lateral Navigation (LNAV). A function of area
function, they may be used for advisory purposes navigation (RNAV) equipment which calculates,
whenever the aircraft is below the coverage of the displays, and provides lateral guidance to a profile or
primary air/ground frequency. path.
REMOTE TRANSMITTER/RECEIVER− f. Vertical Navigation (VNAV). A function of area
(See REMOTE COMMUNICATIONS OUTLET.) navigation (RNAV) equipment which calculates,
displays, and provides vertical guidance to a profile
REPORT− Used to instruct pilots to advise ATC of
or path.
specified information; e.g., “Report passing Hamil-
ton VOR.” RESCUE COORDINATION CENTER− A search
and rescue (SAR) facility equipped and manned to
REPORTING POINT− A geographical location in coordinate and control SAR operations in an area
relation to which the position of an aircraft is designated by the SAR plan. The U.S. Coast Guard
reported. and the U.S. Air Force have responsibility for the
(See COMPULSORY REPORTING POINTS.) operation of RCCs.
(See ICAO term REPORTING POINT.) (See ICAO term RESCUE CO-ORDINATION
(Refer to AIM.) CENTRE.)
REPORTING POINT [ICAO]− A specified geo- RESCUE CO-ORDINATION CENTRE [ICAO]− A
graphical location in relation to which the position of unit responsible for promoting efficient organization
an aircraft can be reported. of search and rescue service and for coordinating the
conduct of search and rescue operations within a
REQUEST FULL ROUTE CLEARANCE− Used search and rescue region.
by pilots to request that the entire route of flight be
read verbatim in an ATC clearance. Such request RESOLUTION ADVISORY−A display indication
should be made to preclude receiving an ATC given to the pilot by the traffic alert and collision
clearance based on the original filed flight plan when avoidance systems (TCAS II) recommending a
a filed IFR flight plan has been revised by the pilot, maneuver to increase vertical separation relative to an
company, or operations prior to departure. intruding aircraft. Positive, negative, and vertical
speed limit (VSL) advisories constitute the resolution
REQUIRED NAVIGATION PERFORMANCE advisories. A resolution advisory is also classified as
(RNP)– A statement of the navigational performance corrective or preventive
necessary for operation within a defined airspace.
The following terms are commonly associated with RESTRICTED AREA−
RNP: (See SPECIAL USE AIRSPACE.)
(See ICAO term RESTRICTED AREA.)
a. Required Navigation Performance Level or
Type (RNP-X). A value, in nautical miles (NM), from RESTRICTED AREA [ICAO]− An airspace of
the intended horizontal position within which an defined dimensions, above the land areas or territorial
aircraft would be at least 95-percent of the total flying waters of a State, within which the flight of aircraft
time. is restricted in accordance with certain specified
b. Required Navigation Performance (RNP) Air- conditions.
space. A generic term designating airspace, route (s), RESUME NORMAL SPEED− Used by ATC to
leg (s), operation (s), or procedure (s) where mini- advise a pilot that previously issued speed control
mum required navigational performance (RNP) have restrictions are deleted. An instruction to “resume
been established. normal speed” does not delete speed restrictions that

PCG R−5
Pilot/Controller Glossary 2/16/06

are applicable to published procedures of upcoming ROUTE ACTION NOTIFICATION− URET notifi-
segments of flight, unless specifically stated by ATC. cation that a PAR/PDR/PDAR has been applied to the
This does not relieve the pilot of those speed flight plan.
restrictions which are applicable to 14 CFR Sec- (See ATC PREFERRED ROUTE
tion 91.117. NOTIFICATION.)
(See USER REQUEST EVALUATION TOOL.)
RESUME OWN NAVIGATION− Used by ATC to
advise a pilot to resume his/her own navigational ROUTE SEGMENT− As used in Air Traffic Control,
responsibility. It is issued after completion of a radar a part of a route that can be defined by two
vector or when radar contact is lost while the aircraft navigational fixes, two NAVAIDs, or a fix and a
is being radar vectored. NAVAID.
(See FIX.)
(See RADAR CONTACT LOST.)
(See ROUTE.)
(See RADAR SERVICE TERMINATED.)
(See ICAO term ROUTE SEGMENT.)
RMI− ROUTE SEGMENT [ICAO]− A portion of a route to
(See RADIO MAGNETIC INDICATOR.) be flown, as defined by two consecutive significant
points specified in a flight plan.
RNAV−
RSA−
(See AREA NAVIGATION.) (See RUNWAY SAFETY AREA.)
(See ICAO Term AREA NAVIGATION.)
RTR−
RNAV APPROACH− An instrument approach pro- (See REMOTE TRANSMITTER/RECEIVER.)
cedure which relies on aircraft area navigation RUNWAY− A defined rectangular area on a land
equipment for navigational guidance. airport prepared for the landing and takeoff run of
(See AREA NAVIGATION.) aircraft along its length. Runways are normally
(See INSTRUMENT APPROACH numbered in relation to their magnetic direction
PROCEDURE.) rounded off to the nearest 10 degrees; e.g., Runway
1, Runway 25.
ROAD RECONNAISSANCE− Military activity re- (See PARALLEL RUNWAYS.)
quiring navigation along roads, railroads, and rivers. (See ICAO term RUNWAY.)
Reconnaissance route/route segments are seldom
along a straight line and normally require a lateral RUNWAY [ICAO]− A defined rectangular area on a
route width of 10 NM to 30 NM and an altitude range land aerodrome prepared for the landing and take-off
of 500 feet to 10,000 feet AGL. of aircraft.
RUNWAY CENTERLINE LIGHTING−
ROGER− I have received all of your last transmis- (See AIRPORT LIGHTING.)
sion. It should not be used to answer a question
requiring a yes or a no answer. RUNWAY CONDITION READING− Numerical
decelerometer readings relayed by air traffic control-
(See AFFIRMATIVE.)
lers at USAF and certain civil bases for use by the
(See NEGATIVE.)
pilot in determining runway braking action. These
ROLLOUT RVR− readings are routinely relayed only to USAF and Air
National Guard Aircraft.
(See VISIBILITY.)
(See BRAKING ACTION.)
ROUTE− A defined path, consisting of one or more RUNWAY END IDENTIFIER LIGHTS−
courses in a horizontal plane, which aircraft traverse (See AIRPORT LIGHTING.)
over the surface of the earth.
RUNWAY GRADIENT− The average slope, mea-
(See AIRWAY.) sured in percent, between two ends or points on a
(See JET ROUTE.) runway. Runway gradient is depicted on Government
(See PUBLISHED ROUTE.) aerodrome sketches when total runway gradient
(See UNPUBLISHED ROUTE.) exceeds 0.3%.

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2/16/06 Pilot/Controller Glossary

RUNWAY HEADING− The magnetic direction that Figure 3−1 in AC 150/5300-13 depicts the RSA. The
corresponds with the runway centerline extended, not design standards dictate that the RSA shall be:
the painted runway number. When cleared to “fly or a. Cleared, graded, and have no potentially haz-
maintain runway heading,” pilots are expected to fly ardous ruts, humps, depressions, or other surface
or maintain the heading that corresponds with the variations;
extended centerline of the departure runway. Drift b. Drained by grading or storm sewers to prevent
correction shall not be applied; e.g., Runway 4, actual water accumulation;
magnetic heading of the runway centerline 044, fly
044. c. Capable, under dry conditions, of supporting
snow removal equipment, aircraft rescue and fire-
RUNWAY IN USE/ACTIVE RUNWAY/DUTY fighting equipment, and the occasional passage of
RUNWAY− Any runway or runways currently being aircraft without causing structural damage to the
used for takeoff or landing. When multiple runways aircraft; and,
are used, they are all considered active runways. In d. Free of objects, except for objects that need to
the metering sense, a selectable adapted item which be located in the runway safety area because of their
specifies the landing runway configuration or direc- function. These objects shall be constructed on low
tion of traffic flow. The adapted optimum flight plan impact resistant supports (frangible mounted struc-
from each transition fix to the vertex is determined by tures) to the lowest practical height with the frangible
the runway configuration for arrival metering proces- point no higher than 3 inches above grade.
sing purposes. (Refer to AC 150/5300-13, Airport Design,
Chapter 3.)
RUNWAY LIGHTS−
(See AIRPORT LIGHTING.) RUNWAY TRANSITION−
a. Conventional STARs/SIDs. The portion of a
RUNWAY MARKINGS− STAR/SID that serves a particular runway or run-
(See AIRPORT MARKING AIDS.) ways at an airport.
RUNWAY OVERRUN− In military aviation exclu- b. RNAV STARs/SIDs. Defines a path(s) from
sively, a stabilized or paved area beyond the end of a the common route to the final point(s) on a STAR. For
runway, of the same width as the runway plus a SID, the common route that serves a particular
shoulders, centered on the extended runway center- runway or runways at an airport.
line. RUNWAY USE PROGRAM− A noise abatement
runway selection plan designed to enhance noise
RUNWAY PROFILE DESCENT− An instrument
abatement efforts with regard to airport communities
flight rules (IFR) air traffic control arrival procedure
for arriving and departing aircraft. These plans are
to a runway published for pilot use in graphic and/or
developed into runway use programs and apply to all
textual form and may be associated with a STAR.
turbojet aircraft 12,500 pounds or heavier; turbojet
Runway Profile Descents provide routing and may
aircraft less than 12,500 pounds are included only if
depict crossing altitudes, speed restrictions, and
the airport proprietor determines that the aircraft
headings to be flown from the en route structure to the
creates a noise problem. Runway use programs are
point where the pilot will receive clearance for and
coordinated with FAA offices, and safety criteria
execute an instrument approach procedure. A Run-
used in these programs are developed by the Office of
way Profile Descent may apply to more than one
Flight Operations. Runway use programs are admin-
runway if so stated on the chart.
istered by the Air Traffic Service as “Formal” or
(Refer to AIM.)
“Informal” programs.
RUNWAY SAFETY AREA− A defined surface a. Formal Runway Use Program− An approved
surrounding the runway prepared, or suitable, for noise abatement program which is defined and
reducing the risk of damage to airplanes in the event acknowledged in a Letter of Understanding between
of an undershoot, overshoot, or excursion from the Flight Operations, Air Traffic Service, the airport
runway. The dimensions of the RSA vary and can be proprietor, and the users. Once established, participa-
determined by using the criteria contained within tion in the program is mandatory for aircraft operators
AC 150/5300-13, Airport Design, Chapter 3. and pilots as provided for in 14 CFR Section 91.129.

PCG R−7
Pilot/Controller Glossary 2/16/06

b. Informal Runway Use Program− An approved RUNWAY VISIBILITY VALUE−

noise abatement program which does not require a (See VISIBILITY.)
Letter of Understanding, and participation in the RUNWAY VISUAL RANGE−
program is voluntary for aircraft operators/pilots. (See VISIBILITY.)

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8/3/06 Pilot/Controller Glossary

S
SAA− or aircraft/other tangible object) that safety logic has
(See SPECIAL ACTIVITY AIRSPACE.) predicted will result in an imminent collision, based
upon the current set of Safety Logic parameters.
SAFETY ALERT− A safety alert issued by ATC to
b. FALSE ALERT−
aircraft under their control if ATC is aware the aircraft
is at an altitude which, in the controller’s judgment, 1. Alerts generated by one or more false sur-
places the aircraft in unsafe proximity to terrain, face−radar targets that the system has interpreted as
obstructions, or other aircraft. The controller may real tracks and placed into safety logic.
discontinue the issuance of further alerts if the pilot 2. Alerts in which the safety logic software did
advises he/she is taking action to correct the situation not perform correctly, based upon the design specifi-
or has the other aircraft in sight. cations and the current set of Safety Logic parame-
ters.
a. Terrain/Obstruction Alert− A safety alert issued
by ATC to aircraft under their control if ATC is aware c. NUISANCE ALERT− An alert in which one or
the aircraft is at an altitude which, in the controller’s more of the following is true:
judgment, places the aircraft in unsafe proximity to 1. The alert is generated by a known situation
terrain/obstructions; e.g., “Low Altitude Alert, check that is not considered an unsafe operation, such as
your altitude immediately.” LAHSO or other approved operations.
b. Aircraft Conflict Alert− A safety alert issued by 2. The alert is generated by inaccurate secon-
ATC to aircraft under their control if ATC is aware of dary radar data received by the Safety Logic System.
an aircraft that is not under their control at an altitude 3. The alert is generated by surface radar targets
which, in the controller’s judgment, places both caused by moderate or greater precipitation.
aircraft in unsafe proximity to each other. With the 4. One or more of the aircraft involved in the
alert, ATC will offer the pilot an alternate course of alert is not intending to use a runway (i.e., helicopter,
action when feasible; e.g., “Traffic Alert, advise you pipeline patrol, non−Mode C overflight, etc.).
turn right heading zero niner zero or climb to eight d. VALID NON−ALERT− A situation in which
thousand immediately.” the safety logic software correctly determines that an
Note: The issuance of a safety alert is contingent alert is not required, based upon the design specifica-
upon the capability of the controller to have an tions and the current set of Safety Logic parameters.
awareness of an unsafe condition. The course of e. INVALID NON−ALERT− A situation in which
action provided will be predicated on other traffic the safety logic software did not issue an alert when
under ATC control. Once the alert is issued, it is an alert was required, based upon the design specifi-
solely the pilot’s prerogative to determine what
cations.
course of action, if any, he/she will take.
SAIL BACK− A maneuver during high wind condi-
SAFETY LOGIC SYSTEM− A software enhance- tions (usually with power off) where float plane
ment to ASDE−3, ASDE−X, and ASDE−3X, that movement is controlled by water rudders/opening
predicts the path of aircraft landing and/or departing, and closing cabin doors.
and/or vehicular movements on runways. Visual and SAME DIRECTION AIRCRAFT− Aircraft are oper-
aural alarms are activated when the safety logic ating in the same direction when:
projects a potential collision. The Airport Movement a. They are following the same track in the same
Area Safety System (AMASS) is a safety logic direction; or
system enhancement to the ASDE−3. The Safety
b. Their tracks are parallel and the aircraft are
Logic System for ASDE−X and ASDE−3X is an
flying in the same direction; or
integral part of the software program.
c. Their tracks intersect at an angle of less than 45
SAFETY LOGIC SYSTEM ALERTS− degrees.
a. ALERT− An actual situation involving two real SAR−
safety logic tracks (aircraft/aircraft, aircraft/vehicle, (See SEARCH AND RESCUE.)

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Pilot/Controller Glossary 2/16/06
8/3/06

SAY AGAIN− Used to request a repeat of the last employed during an SAR Mission; e.g., a Civil Air
transmission. Usually specifies transmission or por- Patrol Wing, or a Coast Guard Station.
tion thereof not understood or received; e.g., “Say (See SEARCH AND RESCUE.)
again all after ABRAM VOR.”
SECONDARY RADAR TARGET− A target derived
SAY ALTITUDE− Used by ATC to ascertain an from a transponder return presented on a radar
aircraft’s specific altitude/flight level. When the display.
aircraft is climbing or descending, the pilot should SECTIONAL AERONAUTICAL CHARTS−
state the indicated altitude rounded to the nearest 100 (See AERONAUTICAL CHART.)
feet.
SECTOR LIST DROP INTERVAL− A parameter
SAY HEADING− Used by ATC to request an aircraft number of minutes after the meter fix time when
heading. The pilot should state the actual heading of arrival aircraft will be deleted from the arrival sector
the aircraft. list.

SCHEDULED TIME OF ARRIVAL (STA)− A STA SEE AND AVOID− When weather conditions per-
is the desired time that an aircraft should cross a mit, pilots operating IFR or VFR are required to
certain point (landing or metering fix). It takes other observe and maneuver to avoid other aircraft. Right-
traffic and airspace configuration into account. A of-way rules are contained in 14 CFR Part 91.
STA time shows the results of the TMA scheduler SEGMENTED CIRCLE− A system of visual indica-
that has calculated an arrival time according to tors designed to provide traffic pattern information at
parameters such as optimized spacing, aircraft per- airports without operating control towers.
formance, and weather. (Refer to AIM.)
SDF− SEGMENTS OF AN INSTRUMENT APPROACH
(See SIMPLIFIED DIRECTIONAL FACILITY.) PROCEDURE− An instrument approach procedure
may have as many as four separate segments
SEA LANE− A designated portion of water outlined depending on how the approach procedure is struc-
by visual surface markers for and intended to be used tured.
by aircraft designed to operate on water. a. Initial Approach− The segment between the
initial approach fix and the intermediate fix or the
SEARCH AND RESCUE− A service which seeks
point where the aircraft is established on the inter-
missing aircraft and assists those found to be in need
mediate course or final approach course.
of assistance. It is a cooperative effort using the
(See ICAO term INITIAL APPROACH
facilities and services of available Federal, state and
SEGMENT.)
local agencies. The U.S. Coast Guard is responsible
for coordination of search and rescue for the Maritime b. Intermediate Approach− The segment between
Region, and the U.S. Air Force is responsible for the intermediate fix or point and the final approach
search and rescue for the Inland Region. Information fix.
pertinent to search and rescue should be passed (See ICAO term INTERMEDIATE APPROACH
through any air traffic facility or be transmitted SEGMENT.)
directly to the Rescue Coordination Center by c. Final Approach− The segment between the final
telephone. approach fix or point and the runway, airport, or
(See FLIGHT SERVICE STATION.) missed approach point.
(See RESCUE COORDINATION CENTER.) (See ICAO term FINAL APPROACH SEGMENT.)
(Refer to AIM.) d. Missed Approach− The segment between the
missed approach point or the point of arrival at
SEARCH AND RESCUE FACILITY− A facility decision height and the missed approach fix at the
responsible for maintaining and operating a search prescribed altitude.
and rescue (SAR) service to render aid to persons and (Refer to 14 CFR Part 97.)
property in distress. It is any SAR unit, station, NET, (See ICAO term MISSED APPROACH
or other operational activity which can be usefully PROCEDURE.)

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8/30/07 Pilot/Controller Glossary

SEPARATION- In air traffic control, the spacing of air traffic control facilities are coordinating and ob‐
aircraft to achieve their safe and orderly movement in taining the complete clearance.
flight and while landing and taking off.
SHORT TAKEOFF AND LANDING AIRCRAFT-
(See SEPARATION MINIMA.) An aircraft which, at some weight within its approved
(See ICAO term SEPARATION.) operating weight, is capable of operating from a
SEPARATION [ICAO]- Spacing between aircraft, STOL runway in compliance with the applicable
levels or tracks. STOL characteristics, airworthiness, operations,
noise, and pollution standards.
SEPARATION MINIMA- The minimum longitudi‐ (See VERTICAL TAKEOFF AND LANDING
nal, lateral, or vertical distances by which aircraft are AIRCRAFT.)
spaced through the application of air traffic control SIAP-
procedures.
(See STANDARD INSTRUMENT APPROACH
(See SEPARATION.) PROCEDURE.)
SERVICE- A generic term that designates functions SID-
or assistance available from or rendered by air traffic (See STANDARD INSTRUMENT DEPARTURE.)
control. For example, Class C service would denote
SIDESTEP MANEUVER- A visual maneuver ac‐
the ATC services provided within a Class C airspace
complished by a pilot at the completion of an instru‐
area.
ment approach to permit a straight‐in landing on a
SEVERE WEATHER AVOIDANCE PLAN- An ap‐ parallel runway not more than 1,200 feet to either side
proved plan to minimize the affect of severe weather of the runway to which the instrument approach was
on traffic flows in impacted terminal and/or ARTCC conducted.
areas. SWAP is normally implemented to provide the (Refer to AIM.)
least disruption to the ATC system when flight SIGMET- A weather advisory issued concerning
through portions of airspace is difficult or impossible weather significant to the safety of all aircraft. SIG‐
due to severe weather. MET advisories cover severe and extreme turbu‐
SEVERE WEATHER FORECAST ALERTS- Pre‐ lence, severe icing, and widespread dust or
liminary messages issued in order to alert users that sandstorms that reduce visibility to less than 3 miles.
a Severe Weather Watch Bulletin (WW) is being is‐ (See AIRMET.)
sued. These messages define areas of possible severe (See AWW.)
thunderstorms or tornado activity. The messages are (See CONVECTIVE SIGMET.)
unscheduled and issued as required by the Storm (See CWA.)
Prediction Center (SPC) at Norman, Oklahoma. (See ICAO term SIGMET INFORMATION.)
(See AIRMET.) (Refer to AIM.)
(See CONVECTIVE SIGMET.) SIGMET INFORMATION [ICAO]- Information is‐
(See CWA.) sued by a meteorological watch office concerning the
(See SIGMET.) occurrence or expected occurrence of specified en‐
route weather phenomena which may affect the safety
SFA- of aircraft operations.
(See SINGLE FREQUENCY APPROACH.)
SIGNIFICANT METEOROLOGICAL INFOR‐
SFO- MATION-
(See SIMULATED FLAMEOUT.) (See SIGMET.)

SHF- SIGNIFICANT POINT- A point, whether a named

(See SUPER HIGH FREQUENCY.) intersection, a NAVAID, a fix derived from a NA‐
VAID(s), or geographical coordinate expressed in de‐
SHORT RANGE CLEARANCE- A clearance is‐ grees of latitude and longitude, which is established
sued to a departing IFR flight which authorizes IFR for the purpose of providing separation, as a reporting
flight to a specific fix short of the destination while point, or to delineate a route of flight.

PCG S-3
Pilot/Controller Glossary 2/16/06
8/3/06

SIMPLIFIED DIRECTIONAL FACILITY- A NA‐ tandem cockpits, or two sets of flight controls but
VAID used for nonprecision instrument approaches. operated by one pilot is considered single‐piloted by
The final approach course is similar to that of an ILS ATC when determining the appropriate air traffic
localizer except that the SDF course may be offset service to be applied.
from the runway, generally not more than 3 degrees, (See SINGLE FREQUENCY APPROACH.)
and the course may be wider than the localizer,
SKYSPOTTER- A pilot who has received special‐
resulting in a lower degree of accuracy.
ized training in observing and reporting inflight
(Refer to AIM.)
weather phenomena.
SIMULATED FLAMEOUT- A practice approach SLASH- A radar beacon reply displayed as an
by a jet aircraft (normally military) at idle thrust to a elongated target.
runway. The approach may start at a runway (high
key) and may continue on a relatively high and wide SLDI-
downwind leg with a continuous turn to final. It (See SECTOR LIST DROP INTERVAL.)
terminates in landing or low approach. The purpose SLOT TIME-
of this approach is to simulate a flameout. (See METER FIX TIME/SLOT TIME.)
(See FLAMEOUT.)
SLOW TAXI- To taxi a float plane at low power or
SIMULTANEOUS ILS APPROACHES- An ap‐ low RPM.
proach system permitting simultaneous ILS/MLS
approaches to airports having parallel runways SN-
separated by at least 4,300 feet between centerlines. (See SYSTEM STRATEGIC NAVIGATION.)
Integral parts of a total system are ILS/MLS, radar, SPEAK SLOWER- Used in verbal communications
communications, ATC procedures, and appropriate as a request to reduce speech rate.
airborne equipment.
(See PARALLEL RUNWAYS.)
SPECIAL ACTIVITY AIRSPACE (SAA)- Any
(Refer to AIM.)
airspace with defined dimensions within the National
Airspace System wherein limitations may be im‐
SIMULTANEOUS MLS APPROACHES- posed upon aircraft operations. This airspace may be
(See SIMULTANEOUS ILS APPROACHES.) restricted areas, prohibited areas, military operations
SINGLE DIRECTION ROUTES- Preferred IFR areas, air ATC assigned airspace, and any other
Routes which are sometimes depicted on high designated airspace areas. The dimensions of this
altitude en route charts and which are normally flown airspace are programmed into URET and can be
in one direction only. designated as either active or inactive by screen entry.
Aircraft trajectories are constantly tested against the
(See PREFERRED IFR ROUTES.)
dimensions of active areas and alerts issued to the
(Refer to AIRPORT/FACILITY DIRECTORY.)
applicable sectors when violations are predicted.
SINGLE FREQUENCY APPROACH- A service (See USER REQUEST EVALUATION TOOL.)
provided under a letter of agreement to military
SPECIAL EMERGENCY- A condition of air piracy
single‐piloted turbojet aircraft which permits use of
or other hostile act by a person(s) aboard an aircraft
a single UHF frequency during approach for landing.
which threatens the safety of the aircraft or its
Pilots will not normally be required to change
passengers.
frequency from the beginning of the approach to
touchdown except that pilots conducting an en route SPECIAL INSTRUMENT APPROACH PROCE‐
descent are required to change frequency when DURE-
control is transferred from the air route traffic control (See INSTRUMENT APPROACH PROCEDURE.)
center to the terminal facility. The abbreviation
SPECIAL USE AIRSPACE- Airspace of defined di‐
“SFA” in the DOD FLIP IFR Supplement under
mensions identified by an area on the surface of the
“Communications” indicates this service is available
earth wherein activities must be confined because of
at an aerodrome.
their nature and/or wherein limitations may be
SINGLE‐PILOTED AIRCRAFT- A military turbo‐ imposed upon aircraft operations that are not a part of
jet aircraft possessing one set of flight controls, those activities. Types of special use airspace are:

PCG S-4
2/16/06
8/3/06 Pilot/Controller Glossary

a. Alert Area− Airspace which may contain a high SPECIAL VFR CONDITIONS− Meteorological
volume of pilot training activities or an unusual type conditions that are less than those required for basic
of aerial activity, neither of which is hazardous to VFR flight in Class B, C, D, or E surface areas and
aircraft. Alert Areas are depicted on aeronautical in which some aircraft are permitted flight under
charts for the information of nonparticipating pilots. visual flight rules.
All activities within an Alert Area are conducted in (See SPECIAL VFR OPERATIONS.)
accordance with Federal Aviation Regulations, and (Refer to 14 CFR Part 91.)
pilots of participating aircraft as well as pilots
SPECIAL VFR FLIGHT [ICAO]− A VFR flight
transiting the area are equally responsible for colli-
cleared by air traffic control to operate within Class
sion avoidance.
B, C, D, and E surface areas in metrological
b. Controlled Firing Area− Airspace wherein conditions below VMC.
activities are conducted under conditions so con- SPECIAL VFR OPERATIONS− Aircraft operating
trolled as to eliminate hazards to nonparticipating in accordance with clearances within Class B, C, D,
aircraft and to ensure the safety of persons and and E surface areas in weather conditions less than the
property on the ground. basic VFR weather minima. Such operations must be
c. Military Operations Area (MOA)− A MOA is requested by the pilot and approved by ATC.
airspace established outside of Class A airspace area (See SPECIAL VFR CONDITIONS.)
to separate or segregate certain nonhazardous mili- (See ICAO term SPECIAL VFR FLIGHT.)
tary activities from IFR traffic and to identify for SPEED−
VFR traffic where these activities are conducted. (See AIRSPEED.)
(Refer to AIM.) (See GROUND SPEED.)
d. Prohibited Area− Airspace designated under SPEED ADJUSTMENT− An ATC procedure used to
14 CFR Part 73 within which no person may operate request pilots to adjust aircraft speed to a specific
an aircraft without the permission of the using value for the purpose of providing desired spacing.
agency. Pilots are expected to maintain a speed of plus or
(Refer to AIM.)
minus 10 knots or 0.02 Mach number of the specified
speed. Examples of speed adjustments are:
(Refer to En Route Charts.)
a. “Increase/reduce speed to Mach point (num-
e. Restricted Area− Airspace designated under ber.)”
14 CFR Part 73, within which the flight of aircraft, b. “Increase/reduce speed to (speed in knots)” or
while not wholly prohibited, is subject to restriction. “Increase/reduce speed (number of knots) knots.”
Most restricted areas are designated joint use and
IFR/VFR operations in the area may be authorized by SPEED BRAKES− Moveable aerodynamic devices
the controlling ATC facility when it is not being on aircraft that reduce airspeed during descent and
utilized by the using agency. Restricted areas are landing.
depicted on en route charts. Where joint use is SPEED SEGMENTS− Portions of the arrival route
authorized, the name of the ATC controlling facility between the transition point and the vertex along the
is also shown. optimum flight path for which speeds and altitudes
(Refer to 14 CFR Part 73.) are specified. There is one set of arrival speed
(Refer to AIM.) segments adapted from each transition point to each
vertex. Each set may contain up to six segments.
f. Warning Area− A warning area is airspace of
SQUAWK (Mode, Code, Function)− Activate spe-
defined dimensions extending from 3 nautical miles
cific modes/codes/functions on the aircraft trans-
outward from the coast of the United States, that
ponder; e.g., “Squawk three/alpha, two one zero five,
contains activity that may be hazardous to nonpartici-
low.”
pating aircraft. The purpose of such warning area is
(See TRANSPONDER.)
to warn nonparticipating pilots of the potential
danger. A warning area may be located over domestic STA−
or international waters or both. (See SCHEDULED TIME OF ARRIVAL.)

PCG S−5
Pilot/Controller Glossary 2/16/06
8/3/06

STAGING/QUEUING− The placement, integration, territory, or possession of the United States or the
and segregation of departure aircraft in designated District of Columbia, but not including any govern-
movement areas of an airport by departure fix, EDCT, ment-owned aircraft engaged in carrying persons or
and/or restriction. property for commercial purposes.
STAND BY− Means the controller or pilot must STATIC RESTRICTIONS− Those restrictions that
pause for a few seconds, usually to attend to other are usually not subject to change, fixed, in place,
duties of a higher priority. Also means to wait as in and/or published.
“stand by for clearance.” The caller should reestab- STATIONARY RESERVATIONS− Altitude reserva-
lish contact if a delay is lengthy. “Stand by” is not an tions which encompass activities in a fixed area.
approval or denial. Stationary reservations may include activities, such
STANDARD INSTRUMENT APPROACH PRO- as special tests of weapons systems or equipment,
CEDURE (SIAP)− certain U.S. Navy carrier, fleet, and anti-submarine
(See INSTRUMENT APPROACH PROCEDURE.)
operations, rocket, missile and drone operations, and
certain aerial refueling or similar operations.
STANDARD INSTRUMENT DEPARTURE (SID)−
STEP TAXI− To taxi a float plane at full power or
A preplanned instrument flight rule (IFR) air traffic
high RPM.
control (ATC) departure procedure printed for pilot/
controller use in graphic form to provide obstacle STEP TURN− A maneuver used to put a float plane
clearance and a transition from the terminal area to in a planing configuration prior to entering an active
the appropriate en route structure. SIDs are primarily sea lane for takeoff. The STEP TURN maneuver
designed for system enhancement to expedite traffic should only be used upon pilot request.
flow and to reduce pilot/controller workload. ATC STEPDOWN FIX− A fix permitting additional
clearance must always be received prior to flying a descent within a segment of an instrument approach
SID. procedure by identifying a point at which a control-
(See IFR TAKEOFF MINIMUMS AND ling obstacle has been safely overflown.
DEPARTURE PROCEDURES.)
STEREO ROUTE− A routinely used route of flight
(See OBSTACLE DEPARTURE PROCEDURE.)
established by users and ARTCCs identified by a
(Refer to AIM.)
coded name; e.g., ALPHA 2. These routes minimize
STANDARD RATE TURN− A turn of three degrees flight plan handling and communications.
per second. STOL AIRCRAFT−
STANDARD TERMINAL ARRIVAL− A pre- (See SHORT TAKEOFF AND LANDING
planned instrument flight rule (IFR) air traffic control AIRCRAFT.)
arrival procedure published for pilot use in graphic STOP ALTITUDE SQUAWK− Used by ATC to
and/or textual form. STARs provide transition from inform an aircraft to turn-off the automatic altitude
the en route structure to an outer fix or an instrument reporting feature of its transponder. It is issued when
approach fix/arrival waypoint in the terminal area. the verbally reported altitude varies 300 feet or more
STANDARD TERMINAL ARRIVAL CHARTS− from the automatic altitude report.
(See ALTITUDE READOUT.)
(See AERONAUTICAL CHART.)
(See TRANSPONDER.)
STANDARD TERMINAL AUTOMATION RE- STOP AND GO− A procedure wherein an aircraft
PLACEMENT SYSTEM (STARS)− will land, make a complete stop on the runway, and
(See DTAS.) then commence a takeoff from that point.
STAR− (See LOW APPROACH.)
(See STANDARD TERMINAL ARRIVAL.) (See OPTION APPROACH.)

STATE AIRCRAFT− Aircraft used in military, STOP BURST−

customs and police service, in the exclusive service (See STOP STREAM.)
of any government, or of any political subdivision, STOP BUZZER−
thereof including the government of any state, (See STOP STREAM.)

PCG S−6
2/16/06
8/3/06 Pilot/Controller Glossary

STOP SQUAWK (Mode or Code)− Used by ATC to a. Substitute routes which are shown on U.S.
tell the pilot to turn specified functions of the aircraft Government charts.
transponder off. b. Routes defined by ATC as specific NAVAID
(See STOP ALTITUDE SQUAWK.) radials or courses.
(See TRANSPONDER.) c. Routes defined by ATC as direct to or between
STOP STREAM− Used by ATC to request a pilot to NAVAIDs.
suspend electronic attack activity. SUNSET AND SUNRISE− The mean solar times of
(See JAMMING.) sunset and sunrise as published in the Nautical
Almanac, converted to local standard time for the
STOPOVER FLIGHT PLAN− A flight plan format
locality concerned. Within Alaska, the end of evening
which permits in a single submission the filing of a
civil twilight and the beginning of morning civil
sequence of flight plans through interim full-stop
twilight, as defined for each locality.
destinations to a final destination.
SUPER HIGH FREQUENCY− The frequency band
STOPWAY− An area beyond the takeoff runway no between 3 and 30 gigahertz (GHz). The elevation and
less wide than the runway and centered upon the azimuth stations of the microwave landing system
extended centerline of the runway, able to support the operate from 5031 MHz to 5091 MHz in this spec-
airplane during an aborted takeoff, without causing trum.
structural damage to the airplane, and designated by
SUPPLEMENTAL WEATHER SERVICE LOCA-
the airport authorities for use in decelerating the
TION− Airport facilities staffed with contract person-
airplane during an aborted takeoff.
nel who take weather observations and provide
STRAIGHT-IN APPROACH IFR− An instrument current local weather to pilots via telephone or radio.
approach wherein final approach is begun without (All other services are provided by the parent FSS.)
first having executed a procedure turn, not SUPPS− Refers to ICAO Document 7030 Regional
necessarily completed with a straight-in landing or Supplementary Procedures. SUPPS contain proce-
made to straight-in landing minimums. dures for each ICAO Region which are unique to that
(See LANDING MINIMUMS.) Region and are not covered in the worldwide
(See STRAIGHT-IN APPROACH VFR.) provisions identified in the ICAO Air Navigation
(See STRAIGHT-IN LANDING.) Plan. Procedures contained in Chapter 8 are based in
STRAIGHT-IN APPROACH VFR− Entry into the part on those published in SUPPS.
traffic pattern by interception of the extended runway SURFACE AREA− The airspace contained by the
centerline (final approach course) without executing lateral boundary of the Class B, C, D, or E airspace
any other portion of the traffic pattern. designated for an airport that begins at the surface and
(See TRAFFIC PATTERN.) extends upward.
STRAIGHT-IN LANDING− A landing made on a SURPIC− A description of surface vessels in the area
runway aligned within 30_ of the final approach of a Search and Rescue incident including their
course following completion of an instrument ap- predicted positions and their characteristics.
proach. (Refer to FAAO 7110.65, Para 10−6−4,
INFLIGHT CONTINGENCIES.)
(See STRAIGHT-IN APPROACH IFR.)
SURVEILLANCE APPROACH− An instrument
STRAIGHT-IN LANDING MINIMUMS− approach wherein the air traffic controller issues
(See LANDING MINIMUMS.) instructions, for pilot compliance, based on aircraft
STRAIGHT-IN MINIMUMS− position in relation to the final approach course
(See STRAIGHT-IN LANDING MINIMUMS.) (azimuth), and the distance (range) from the end of
the runway as displayed on the controller’s radar
STRATEGIC PLANNING− Planning whereby solu- scope. The controller will provide recommended
tions are sought to resolve potential conflicts. altitudes on final approach if requested by the pilot.
SUBSTITUTE ROUTE− A route assigned to pilots (Refer to AIM.)
when any part of an airway or route is unusable SWAP−
because of NAVAID status. These routes consist of: (See SEVERE WEATHER AVOIDANCE PLAN.)

PCG S−7
Pilot/Controller Glossary 2/16/06
8/3/06

SWSL− planned route using internal aircraft systems to

(See SUPPLEMENTAL WEATHER SERVICE maintain a desired track. This activity normally
LOCATION.) requires a lateral route width of 10 NM and altitude
SYSTEM STRATEGIC NAVIGATION− Military range of 1,000 feet to 6,000 feet AGL with some route
activity accomplished by navigating along a pre- segments that permit terrain following.

PCG S−8
2/16/06 Pilot/Controller Glossary

T
TACAN− TARGET RESOLUTION− A process to ensure that
(See TACTICAL AIR NAVIGATION.) correlated radar targets do not touch. Target resolu-
tion shall be applied as follows:
TACAN-ONLY AIRCRAFT− An aircraft, normally
military, possessing TACAN with DME but no VOR a. Between the edges of two primary targets or the
navigational system capability. Clearances must edges of the ASR-9 primary target symbol.
specify TACAN or VORTAC fixes and approaches. b. Between the end of the beacon control slash and
the edge of a primary target.
TACTICAL AIR NAVIGATION− An ultra-high c. Between the ends of two beacon control slashes.
frequency electronic rho-theta air navigation aid Note 1: MANDATORY TRAFFIC ADVISORIES
which provides suitably equipped aircraft a continu- AND SAFETY ALERTS SHALL BE ISSUED
ous indication of bearing and distance to the TACAN WHEN THIS PROCEDURE IS USED.
station. Note 2: This procedure shall not be provided
(See VORTAC.) utilizing mosaic radar systems.
(Refer to AIM.)
TARGET SYMBOL− A computer-generated indica-
TAILWIND− Any wind more than 90 degrees to the tion shown on a radar display resulting from a
longitudinal axis of the runway. The magnetic primary radar return or a radar beacon reply.
direction of the runway shall be used as the basis for TAS−
determining the longitudinal axis. (See TERMINAL AUTOMATION SYSTEMS.)
TAKEOFF AREA− TAWS−
(See LANDING AREA.) (See TERRAIN AWARENESS WARNING
SYSTEM.)
TAKE-OFF DISTANCE AVAILABLE [ICAO]− The
length of the take-off run available plus the length of TAXI− The movement of an airplane under its own
the clearway, if provided. power on the surface of an airport (14 CFR Sec-
tion 135.100 [Note]). Also, it describes the surface
TAKE-OFF RUN AVAILABLE [ICAO]− The length movement of helicopters equipped with wheels.
of runway declared available and suitable for the (See AIR TAXI.)
ground run of an aeroplane take-off. (See HOVER TAXI.)
TARGET− The indication shown on an analog (Refer to 14 CFR Section 135.100.)
display resulting from a primary radar return or a (Refer to AIM.)
radar beacon reply. TAXI PATTERNS− Patterns established to illustrate
(See ASSOCIATED.) the desired flow of ground traffic for the different
(See DIGITAL TARGET.) runways or airport areas available for use.
(See DIGITIZED RADAR TARGET.) TCAS−
(See PRIMARY RADAR TARGET.) (See TRAFFIC ALERT AND COLLISION
(See RADAR.) AVOIDANCE SYSTEM.)
(See SECONDARY RADAR TARGET.) TCH−
(See TARGET SYMBOL.) (See THRESHOLD CROSSING HEIGHT.)
(See ICAO term TARGET.)
TCLT−
(See UNASSOCIATED.)
(See TENTATIVE CALCULATED LANDING
TARGET [ICAO]− In radar: TIME.)
a. Generally, any discrete object which reflects or TDLS−
retransmits energy back to the radar equipment. (See TERMINAL DATA LINK SYSTEM.)
b. Specifically, an object of radar search or TDZE−
surveillance. (See TOUCHDOWN ZONE ELEVATION.)

PCG T−1
Pilot/Controller Glossary 2/16/06

TELEPHONE INFORMATION BRIEFING SER- services provided instrument flight rules (IFR)
VICE− A continuous telephone recording of meteo- aircraft to visual flight rules (VFR) aircraft. The
rological and/or aeronautical information. program is divided into four types service referred to
(Refer to AIM.) as basic radar service, terminal radar service area
(TRSA) service, Class B service and Class C service.
TENTATIVE CALCULATED LANDING TIME− A The type of service provided at a particular location
projected time calculated for adapted vertex for each is contained in the Airport/Facility Directory.
arrival aircraft based upon runway configuration,
a. Basic Radar Service− These services are pro-
airport acceptance rate, airport arrival delay period,
vided for VFR aircraft by all commissioned terminal
and other metered arrival aircraft. This time is either
radar facilities. Basic radar service includes safety
the VTA of the aircraft or the TCLT/ACLT of the
alerts, traffic advisories, limited radar vectoring
previous aircraft plus the AAI, whichever is later.
when requested by the pilot, and sequencing at
This time will be updated in response to an aircraft’s
locations where procedures have been established for
progress and its current relationship to other arrivals.
this purpose and/or when covered by a letter of
TERMINAL AREA− A general term used to describe agreement. The purpose of this service is to adjust the
airspace in which approach control service or airport flow of arriving IFR and VFR aircraft into the traffic
traffic control service is provided. pattern in a safe and orderly manner and to provide
traffic advisories to departing VFR aircraft.
TERMINAL AREA FACILITY− A facility provid- b. TRSA Service− This service provides, in
ing air traffic control service for arriving and addition to basic radar service, sequencing of all IFR
departing IFR, VFR, Special VFR, and on occasion and participating VFR aircraft to the primary airport
en route aircraft. and separation between all participating VFR air-
(See APPROACH CONTROL FACILITY.) craft. The purpose of this service is to provide
(See TOWER.) separation between all participating VFR aircraft and
all IFR aircraft operating within the area defined as a
TERMINAL AUTOMATION SYSTEMS (TAS)−
TRSA.
TAS is used to identify the numerous automated
tracking systems including ARTS IIE, ARTS IIIA, c. Class C Service− This service provides, in
ARTS IIIE, STARS, and MEARTS. addition to basic radar service, approved separation
between IFR and VFR aircraft, and sequencing of
TERMINAL DATA LINK SYSTEM (TDLS)− A VFR aircraft, and sequencing of VFR arrivals to the
system that provides Digital Automatic Terminal primary airport.
Information Service (D−ATIS) both on a specified d. Class B Service− This service provides, in
radio frequency and also, for subscribers, in a text addition to basic radar service, approved separation
message via data link to the cockpit or to a gate of aircraft based on IFR, VFR, and/or weight, and
printer. TDLS also provides Pre−departure Clear- sequencing of VFR arrivals to the primary airport(s).
ances (PDC), at selected airports, to subscribers, (See CONTROLLED AIRSPACE.)
through a service provider, in text to the cockpit or to (See TERMINAL RADAR SERVICE AREA.)
a gate printer. In addition, TDLS will emulate the (Refer to AIM.)
Flight Data Input/Output (FDIO) information within (Refer to AIRPORT/FACILITY DIRECTORY.)
the control tower.
TERMINAL-VERY HIGH FREQUENCY OMNI-
TERMINAL RADAR SERVICE AREA− Airspace DIRECTIONAL RANGE STATION− A very high
surrounding designated airports wherein ATC pro- frequency terminal omnirange station located on or
vides radar vectoring, sequencing, and separation on near an airport and used as an approach aid.
a full-time basis for all IFR and participating VFR (See NAVIGATIONAL AID.)
aircraft. The AIM contains an explanation of TRSA. (See VOR.)
TRSAs are depicted on VFR aeronautical charts.
Pilot participation is urged but is not mandatory. TERRAIN AWARENESS WARNING SYSTEM
(TAWS)− An on−board, terrain proximity alerting
TERMINAL VFR RADAR SERVICE− A national system providing the aircrew ‘Low Altitude warn-
program instituted to extend the terminal radar ings’ to allow immediate pilot action.

PCG T−2
2/16/06 Pilot/Controller Glossary

TERRAIN FOLLOWING− The flight of a military on the 24-hour clock system. The day begins at 0000
aircraft maintaining a constant AGL altitude above and ends at 2359.
the terrain or the highest obstruction. The altitude of TMA−
the aircraft will constantly change with the varying
(See TRAFFIC MANAGEMENT ADVISOR.)
terrain and/or obstruction.
TMPA−
TETRAHEDRON− A device normally located on (See TRAFFIC MANAGEMENT PROGRAM
uncontrolled airports and used as a landing direction ALERT.)
indicator. The small end of a tetrahedron points in the
direction of landing. At controlled airports, the TMU−
tetrahedron, if installed, should be disregarded (See TRAFFIC MANAGEMENT UNIT.)
because tower instructions supersede the indicator. TODA [ICAO]−
(See SEGMENTED CIRCLE.) (See ICAO Term TAKE-OFF DISTANCE
(Refer to AIM.) AVAILABLE.)
TORA [ICAO]−
TF−
(See ICAO Term TAKE-OFF RUN AVAILABLE.)
(See TERRAIN FOLLOWING.)
TORCHING− The burning of fuel at the end of an
THAT IS CORRECT− The understanding you have exhaust pipe or stack of a reciprocating aircraft
is right. engine, the result of an excessive richness in the fuel
air mixture.
360 OVERHEAD−
(See OVERHEAD MANEUVER.) TOTAL ESTIMATED ELAPSED TIME [ICAO]−
For IFR flights, the estimated time required from
THRESHOLD− The beginning of that portion of the take-off to arrive over that designated point, defined
runway usable for landing. by reference to navigation aids, from which it is
(See AIRPORT LIGHTING.) intended that an instrument approach procedure will
(See DISPLACED THRESHOLD.) be commenced, or, if no navigation aid is associated
with the destination aerodrome, to arrive over the
THRESHOLD CROSSING HEIGHT− The theoreti- destination aerodrome. For VFR flights, the
cal height above the runway threshold at which the estimated time required from take-off to arrive over
aircraft’s glideslope antenna would be if the aircraft the destination aerodrome.
maintains the trajectory established by the mean ILS (See ICAO term ESTIMATED ELAPSED TIME.)
glideslope or MLS glidepath.
(See GLIDESLOPE.)
TOUCH-AND-GO− An operation by an aircraft that
lands and departs on a runway without stopping or
(See THRESHOLD.)
exiting the runway.
THRESHOLD LIGHTS− TOUCH-AND-GO LANDING−
(See AIRPORT LIGHTING.) (See TOUCH-AND-GO.)
TIBS− TOUCHDOWN−
(See TELEPHONE INFORMATION BRIEFING a. The point at which an aircraft first makes
SERVICE.) contact with the landing surface.
TIME GROUP− Four digits representing the hour b. Concerning a precision radar approach (PAR),
and minutes from the Coordinated Universal Time it is the point where the glide path intercepts the
(UTC) clock. FAA uses UTC for all operations. The landing surface.
term “ZULU” may be used to denote UTC. The word (See ICAO term TOUCHDOWN.)
“local” or the time zone equivalent shall be used to TOUCHDOWN [ICAO]− The point where the
denote local when local time is given during radio and nominal glide path intercepts the runway.
telephone communications. When written, a time Note: Touchdown as defined above is only a datum
zone designator is used to indicate local time; e.g. and is not necessarily the actual point at which the
“0205M” (Mountain). The local time may be based aircraft will touch the runway.

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Pilot/Controller Glossary 2/16/06

TOUCHDOWN RVR− TPX-42− A numeric beacon decoder equipment/sys-

(See VISIBILITY.) tem. It is designed to be added to terminal radar
systems for beacon decoding. It provides rapid target
TOUCHDOWN ZONE− The first 3,000 feet of the identification, reinforcement of the primary radar
runway beginning at the threshold. The area is used target, and altitude information from Mode C.
for determination of Touchdown Zone Elevation in (See AUTOMATED RADAR TERMINAL
the development of straight-in landing minimums for SYSTEMS.)
instrument approaches. (See TRANSPONDER.)
(See ICAO term TOUCHDOWN ZONE.)
TRACEABLE PRESSURE STANDARD− The fa-
TOUCHDOWN ZONE [ICAO]− The portion of a cility station pressure instrument, with certification/
runway, beyond the threshold, where it is intended calibration traceable to the National Institute of
landing aircraft first contact the runway. Standards and Technology. Traceable pressure stan-
dards may be mercurial barometers, commissioned
TOUCHDOWN ZONE ELEVATION− The highest ASOS or dual transducer AWOS, or portable pressure
elevation in the first 3,000 feet of the landing surface. standards or DASI.
TDZE is indicated on the instrument approach
procedure chart when straight-in landing minimums TRACK− The actual flight path of an aircraft over the
are authorized. surface of the earth.
(See TOUCHDOWN ZONE.) (See COURSE.)
(See FLIGHT PATH.)
TOUCHDOWN ZONE LIGHTING− (See ROUTE.)
(See AIRPORT LIGHTING.) (See ICAO term TRACK.)
TOWER− A terminal facility that uses air/ground TRACK [ICAO]− The projection on the earth’s
communications, visual signaling, and other devices surface of the path of an aircraft, the direction of
to provide ATC services to aircraft operating in the which path at any point is usually expressed in
vicinity of an airport or on the movement area. degrees from North (True, Magnetic, or Grid).
Authorizes aircraft to land or takeoff at the airport TRAFFIC−
controlled by the tower or to transit the Class D
a. A term used by a controller to transfer radar
airspace area regardless of flight plan or weather
identification of an aircraft to another controller for
conditions (IFR or VFR). A tower may also provide
the purpose of coordinating separation action. Traffic
approach control services (radar or nonradar).
is normally issued:
(See AIRPORT TRAFFIC CONTROL SERVICE.)
(See APPROACH CONTROL FACILITY.) 1. In response to a handoff or point out,
(See APPROACH CONTROL SERVICE.) 2. In anticipation of a handoff or point out, or
(See MOVEMENT AREA.) 3. In conjunction with a request for control of an
(See TOWER EN ROUTE CONTROL aircraft.
SERVICE.) b. A term used by ATC to refer to one or more
(See ICAO term AERODROME CONTROL aircraft.
TOWER.)
(Refer to AIM.)
TRAFFIC ADVISORIES− Advisories issued to alert
pilots to other known or observed air traffic which
TOWER EN ROUTE CONTROL SERVICE− The may be in such proximity to the position or intended
control of IFR en route traffic within delegated route of flight of their aircraft to warrant their
airspace between two or more adjacent approach attention. Such advisories may be based on:
control facilities. This service is designed to expedite a. Visual observation.
traffic and reduce control and pilot communication b. Observation of radar identified and nonidenti-
requirements. fied aircraft targets on an ATC radar display, or
TOWER TO TOWER− c. Verbal reports from pilots or other facilities.
(See TOWER EN ROUTE CONTROL Note 1: The word “traffic” followed by additional
SERVICE.) information, if known, is used to provide such

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2/16/06 Pilot/Controller Glossary

advisories; e.g., “Traffic, 2 o’clock, one zero miles, TRAFFIC MANAGEMENT UNIT− The entity in
southbound, eight thousand.” ARTCCs and designated terminals directly involved
Note 2: Traffic advisory service will be provided to in the active management of facility traffic. Usually
the extent possible depending on higher priority under the direct supervision of an assistant manager
duties of the controller or other limitations; e.g., for traffic management.
radar limitations, volume of traffic, frequency
congestion, or controller workload. Radar/
TRAFFIC NO FACTOR− Indicates that the traffic
nonradar traffic advisories do not relieve the pilot described in a previously issued traffic advisory is no
of his/her responsibility to see and avoid other factor.
aircraft. Pilots are cautioned that there are many TRAFFIC NO LONGER OBSERVED− Indicates
times when the controller is not able to give traffic that the traffic described in a previously issued traffic
advisories concerning all traffic in the aircraft’s
proximity; in other words, when a pilot requests or
advisory is no longer depicted on radar, but may still
is receiving traffic advisories, he/she should not be a factor.
assume that all traffic will be issued. TRAFFIC PATTERN− The traffic flow that is
(Refer to AIM.) prescribed for aircraft landing at, taxiing on, or taking
off from an airport. The components of a typical
TRAFFIC ALERT (aircraft call sign), TURN traffic pattern are upwind leg, crosswind leg, down-
(left/right) IMMEDIATELY, (climb/descend) AND wind leg, base leg, and final approach.
MAINTAIN (altitude).
a. Upwind Leg− A flight path parallel to the
(See SAFETY ALERT.) landing runway in the direction of landing.
TRAFFIC ALERT AND COLLISION AVOID- b. Crosswind Leg− A flight path at right angles to
ANCE SYSTEM− An airborne collision avoidance the landing runway off its upwind end.
system based on radar beacon signals which operates c. Downwind Leg− A flight path parallel to the
independent of ground-based equipment. TCAS-I landing runway in the direction opposite to landing.
generates traffic advisories only. TCAS-II generates The downwind leg normally extends between the
traffic advisories, and resolution (collision avoid- crosswind leg and the base leg.
ance) advisories in the vertical plane. d. Base Leg− A flight path at right angles to the
TRAFFIC INFORMATION− landing runway off its approach end. The base leg
normally extends from the downwind leg to the
(See TRAFFIC ADVISORIES.)
intersection of the extended runway centerline.
TRAFFIC IN SIGHT− Used by pilots to inform a e. Final Approach. A flight path in the direction of
controller that previously issued traffic is in sight. landing along the extended runway centerline. The
(See NEGATIVE CONTACT.) final approach normally extends from the base leg to
(See TRAFFIC ADVISORIES.) the runway. An aircraft making a straight-in approach
VFR is also considered to be on final approach.
TRAFFIC MANAGEMENT ADVISOR (TMA)− A (See STRAIGHT-IN APPROACH VFR.)
computerized tool which assists Traffic Management (See TAXI PATTERNS.)
Coordinators to efficiently schedule arrival traffic to (See ICAO term AERODROME TRAFFIC
a metered airport, by calculating meter fix times and CIRCUIT.)
delays then sending that information to the sector (Refer to 14 CFR Part 91.)
controllers. (Refer to AIM.)
TRAFFIC MANAGEMENT PROGRAM ALERT− TRAFFIC SITUATION DISPLAY (TSD)− TSD is a
A term used in a Notice to Airmen (NOTAM) issued computer system that receives radar track data from
in conjunction with a special traffic management all 20 CONUS ARTCCs, organizes this data into a
program to alert pilots to the existence of the program mosaic display, and presents it on a computer screen.
and to refer them to either the Notices to Airmen The display allows the traffic management coordina-
publication or a special traffic management program tor multiple methods of selection and highlighting of
advisory message for program details. The contrac- individual aircraft or groups of aircraft. The user has
tion TMPA is used in NOTAM text. the option of superimposing these aircraft positions

PCG T−5
Pilot/Controller Glossary 2/16/06

over any number of background displays. These Transition) used to connect one of several en route
background options include ARTCC boundaries, any airways/jet routes to the basic STAR.
stratum of en route sector boundaries, fixes, airways, (Refer to DP/STAR Charts.)
military and other special use airspace, airports, and
TRANSITION POINT− A point at an adapted
geopolitical boundaries. By using the TSD, a coordi-
number of miles from the vertex at which an arrival
nator can monitor any number of traffic situations or
aircraft would normally commence descent from its
the entire systemwide traffic flows.
en route altitude. This is the first fix adapted on the
TRAJECTORY− A URET representation of the path arrival speed segments.
an aircraft is predicted to fly based upon a Current TRANSITION WAYPOINT− The waypoint that
Plan or Trial Plan. defines the beginning of a runway or en route
(See USER REQUEST EVALUATION TOOL.) transition on an RNAV SID or STAR.
TRAJECTORY MODELING− The automated pro- TRANSITIONAL AIRSPACE− That portion of
cess of calculating a trajectory. controlled airspace wherein aircraft change from one
TRANSCRIBED WEATHER BROADCAST− A phase of flight or flight condition to another.
continuous recording of meteorological and aeronau- TRANSMISSOMETER− An apparatus used to de-
tical information that is broadcast on L/MF and VOR termine visibility by measuring the transmission of
facilities for pilots. (Provided only in Alaska.) light through the atmosphere. It is the measurement
(Refer to AIM.) source for determining runway visual range (RVR)
TRANSFER OF CONTROL− That action whereby and runway visibility value (RVV).
the responsibility for the separation of an aircraft is (See VISIBILITY.)
transferred from one controller to another. TRANSMITTING IN THE BLIND− A transmis-
(See ICAO term TRANSFER OF CONTROL.) sion from one station to other stations in
TRANSFER OF CONTROL [ICAO]− Transfer of circumstances where two-way communication
responsibility for providing air traffic control service. cannot be established, but where it is believed that the
called stations may be able to receive the transmis-
TRANSFERRING CONTROLLER− A controller/ sion.
facility transferring control of an aircraft to another
controller/facility. TRANSPONDER− The airborne radar beacon re-
(See ICAO term TRANSFERRING ceiver/transmitter portion of the Air Traffic Control
UNIT/CONTROLLER.) Radar Beacon System (ATCRBS) which automati-
cally receives radio signals from interrogators on the
TRANSFERRING FACILITY− ground, and selectively replies with a specific reply
(See TRANSFERRING CONTROLLER.) pulse or pulse group only to those interrogations
TRANSFERRING UNIT/CONTROLLER [ICAO]− being received on the mode to which it is set to
Air traffic control unit/air traffic controller in the respond.
process of transferring the responsibility for provid- (See INTERROGATOR.)
ing air traffic control service to an aircraft to the next (See ICAO term TRANSPONDER.)
air traffic control unit/air traffic controller along the (Refer to AIM.)
route of flight. TRANSPONDER [ICAO]− A receiver/transmitter
Note: See definition of accepting unit/controller. which will generate a reply signal upon proper
interrogation; the interrogation and reply being on
TRANSITION−
different frequencies.
a. The general term that describes the change from
one phase of flight or flight condition to another; e.g., TRANSPONDER CODES−
transition from en route flight to the approach or (See CODES.)
transition from instrument flight to visual flight. TRIAL PLAN− A proposed amendment which
b. A published procedure (DP Transition) used to utilizes automation to analyze and display potential
connect the basic DP to one of several en route conflicts along the predicted trajectory of the selected
airways/jet routes, or a published procedure (STAR aircraft.

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2/16/06 Pilot/Controller Glossary

TRSA− TURN ANTICIPATION− (maneuver anticipation).

(See TERMINAL RADAR SERVICE AREA.)
TVOR−
TSD− (See TERMINAL-VERY HIGH FREQUENCY
(See TRAFFIC SITUATION DISPLAY.) OMNIDIRECTIONAL RANGE STATION.)
TURBOJET AIRCRAFT− An aircraft having a jet
TWEB−
engine in which the energy of the jet operates a
turbine which in turn operates the air compressor. (See TRANSCRIBED WEATHER BROADCAST.)

TURBOPROP AIRCRAFT− An aircraft having a jet TWO-WAY RADIO COMMUNICATIONS FAIL-

engine in which the energy of the jet operates a URE−
turbine which drives the propeller. (See LOST COMMUNICATIONS.)

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2/16/06 Pilot/Controller Glossary

U
UDF− airports. Locations and frequencies of UNICOMs are
(See DIRECTION FINDER.) shown on aeronautical charts and publications.
(See AIRPORT/FACILITY DIRECTORY.)
UHF− (Refer to AIM.)
(See ULTRAHIGH FREQUENCY.)
UNPUBLISHED ROUTE− A route for which no
ULTRAHIGH FREQUENCY− The frequency band minimum altitude is published or charted for pilot
between 300 and 3,000 MHz. The bank of radio use. It may include a direct route between NAVAIDs,
frequencies used for military air/ground voice com- a radial, a radar vector, or a final approach course
munications. In some instances this may go as low as beyond the segments of an instrument approach
225 MHz and still be referred to as UHF. procedure.
(See PUBLISHED ROUTE.)
ULTRALIGHT VEHICLE− An aeronautical vehicle (See ROUTE.)
operated for sport or recreational purposes which
does not require FAA registration, an airworthiness UNRELIABLE (GPS/WAAS)− An advisory to
certificate, nor pilot certification. They are primarily pilots indicating the expected level of service of the
single occupant vehicles, although some two-place GPS and/or WAAS may not be available. Pilots must
vehicles are authorized for training purposes. Opera- then determine the adequacy of the signal for desired
tion of an ultralight vehicle in certain airspace use.
requires authorization from ATC.
UPWIND LEG−
(Refer to 14 CFR Part 103.)
(See TRAFFIC PATTERN.)
UNABLE− Indicates inability to comply with a URET−
specific instruction, request, or clearance. (See USER REQUEST EVALUATION TOOL.)
UNASSOCIATED− A radar target that does not URGENCY− A condition of being concerned about
display a data block with flight identification and safety and of requiring timely but not immediate
altitude information. assistance; a potential distress condition.
(See ASSOCIATED.) (See ICAO term URGENCY.)

UNDER THE HOOD− Indicates that the pilot is URGENCY [ICAO]− A condition concerning the
using a hood to restrict visibility outside the cockpit safety of an aircraft or other vehicle, or of person on
while simulating instrument flight. An appropriately board or in sight, but which does not require
rated pilot is required in the other control seat while immediate assistance.
this operation is being conducted.
USAFIB−
(Refer to 14 CFR Part 91.)
(See ARMY AVIATION FLIGHT INFORMATION
BULLETIN.)
UNFROZEN− The Scheduled Time of Arrival (STA)
tags, which are still being rescheduled by traffic USER REQUEST EVALUATION TOOL (URET)−
management advisor (TMA) calculations. The air- User Request Evaluation Tool is an automated tool
craft will remain unfrozen until the time the corre- provided at each Radar Associate position in selected
sponding estimated time of arrival (ETA) tag passes En Route facilities. This tool utilizes flight and radar
the preset freeze horizon for that aircraft’s stream data to determine present and future trajectories for
class. At this point the automatic rescheduling will all active and proposal aircraft and provides en-
stop, and the STA becomes “frozen.” hanced, automated flight data management.
UNICOM− A nongovernment communication facil- UVDF−
ity which may provide airport information at certain (See DIRECTION FINDER.)

PCG U−1
2/16/06 Pilot/Controller Glossary

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

PCG V−1
Pilot/Controller Glossary 2/16/06

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

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2/16/06 Pilot/Controller Glossary

3. Rollout RVR− The RVR readout values gradients greater than 200 feet per nautical mile.
obtained from RVR equipment located nearest the These procedures are published in the ‘Take−Off
rollout end of the runway. Minimums and (Obstacle) Departure Procedures’
(See ICAO term FLIGHT VISIBILITY.) section of the Terminal Procedures Publications.
(See ICAO term GROUND VISIBILITY.) (See AIM.)
(See ICAO term RUNWAY VISUAL RANGE.) VISUAL DESCENT POINT− A defined point on the
(See ICAO term VISIBILITY.) final approach course of a nonprecision straight-in
VISIBILITY [ICAO]− The ability, as determined by approach procedure from which normal descent from
atmospheric conditions and expressed in units of the MDA to the runway touchdown point may be
distance, to see and identify prominent unlighted commenced, provided the approach threshold of that
objects by day and prominent lighted objects by runway, or approach lights, or other markings
night. identifiable with the approach end of that runway are
clearly visible to the pilot.
a. Flight Visibility−The visibility forward from
the cockpit of an aircraft in flight. VISUAL FLIGHT RULES− Rules that govern the
procedures for conducting flight under visual
b. Ground Visibility−The visibility at an aero- conditions. The term “VFR” is also used in the
drome as reported by an accredited observer. United States to indicate weather conditions that are
c. Runway Visual Range [RVR]−The range over equal to or greater than minimum VFR requirements.
which the pilot of an aircraft on the centerline of a In addition, it is used by pilots and controllers to
runway can see the runway surface markings or the indicate type of flight plan.
lights delineating the runway or identifying its (See INSTRUMENT FLIGHT RULES.)
centerline. (See INSTRUMENT METEOROLOGICAL
CONDITIONS.)
VISUAL APPROACH− An approach conducted on
(See VISUAL METEOROLOGICAL
an instrument flight rules (IFR) flight plan which CONDITIONS.)
authorizes the pilot to proceed visually and clear of (Refer to 14 CFR Part 91.)
clouds to the airport. The pilot must, at all times, have (Refer to AIM.)
either the airport or the preceding aircraft in sight.
This approach must be authorized and under the VISUAL HOLDING− The holding of aircraft at
control of the appropriate air traffic control facility. selected, prominent geographical fixes which can be
Reported weather at the airport must be ceiling at or easily recognized from the air.
above 1,000 feet and visibility of 3 miles or greater. (See HOLDING FIX.)
(See ICAO term VISUAL APPROACH.) VISUAL METEOROLOGICAL CONDITIONS−
Meteorological conditions expressed in terms of
VISUAL APPROACH [ICAO]− An approach by an
visibility, distance from cloud, and ceiling equal to or
IFR flight when either part or all of an instrument
better than specified minima.
approach procedure is not completed and the ap-
(See INSTRUMENT FLIGHT RULES.)
proach is executed in visual reference to terrain.
(See INSTRUMENT METEOROLOGICAL
VISUAL APPROACH SLOPE INDICATOR− CONDITIONS.)
(See AIRPORT LIGHTING.) (See VISUAL FLIGHT RULES.)

VISUAL CLIMB OVER AIRPORT (VCOA)− A VISUAL SEPARATION− A means employed by

departure option for an IFR aircraft, operating in ATC to separate aircraft in terminal areas and en route
visual meteorological conditions equal to or greater airspace in the NAS. There are two ways to effect this
than the specified visibility and ceiling, to visually separation:
conduct climbing turns over the airport to the a. The tower controller sees the aircraft involved
published “climb−to” altitude from which to proceed and issues instructions, as necessary, to ensure that
with the instrument portion of the departure. VCOA the aircraft avoid each other.
procedures are developed to avoid obstacles greater b. A pilot sees the other aircraft involved and upon
than 3 statute miles from the departure end of the instructions from the controller provides his/her own
runway as an alternative to complying with climb separation by maneuvering his/her aircraft as neces-

PCG V−3
Pilot/Controller Glossary 2/16/06

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

PCG V−4
2/16/06 Pilot/Controller Glossary

W
WA− WIDE-AREA AUGMENTATION SYSTEM
(See AIRMET.) (WAAS)− The WAAS is a satellite navigation system
(See WEATHER ADVISORY.) consisting of the equipment and software which
augments the GPS Standard Positioning Service
WAAS−
(SPS). The WAAS provides enhanced integrity,
(See WIDE-AREA AUGMENTATION SYSTEM.)
accuracy, availability, and continuity over and above
WAKE TURBULENCE− Phenomena resulting from GPS SPS. The differential correction function pro-
the passage of an aircraft through the atmosphere. vides improved accuracy required for precision
The term includes vortices, thrust stream turbulence, approach.
jet blast, jet wash, propeller wash, and rotor wash
WILCO− I have received your message, understand
both on the ground and in the air.
it, and will comply with it.
(See AIRCRAFT CLASSES.)
(See JET BLAST.) WIND GRID DISPLAY− A display that presents the
(See VORTICES.) latest forecasted wind data overlaid on a map of the
(Refer to AIM.) ARTCC area. Wind data is automatically entered and
updated periodically by transmissions from the
WARNING AREA−
National Weather Service. Winds at specific alti-
(See SPECIAL USE AIRSPACE.)
tudes, along with temperatures and air pressure can be
WAYPOINT− A predetermined geographical posi- viewed.
tion used for route/instrument approach definition,
progress reports, published VFR routes, visual WIND SHEAR− A change in wind speed and/or wind
reporting points or points for transitioning and/or direction in a short distance resulting in a tearing or
circumnavigating controlled and/or special use air- shearing effect. It can exist in a horizontal or vertical
space, that is defined relative to a VORTAC station direction and occasionally in both.
or in terms of latitude/longitude coordinates. WING TIP VORTICES−
WEATHER ADVISORY− In aviation weather fore- (See VORTICES.)
cast practice, an expression of hazardous weather WORDS TWICE−
conditions not predicted in the area forecast, as they
a. As a request: “Communication is difficult.
affect the operation of air traffic and as prepared by
Please say every phrase twice.”
the NWS.
(See AIRMET.) b. As information: “Since communications are
(See SIGMET.) difficult, every phrase in this message will be spoken
twice.”
WHEN ABLE− When used in conjunction with ATC
instructions, gives the pilot the latitude to delay WORLD AERONAUTICAL CHARTS−
compliance until a condition or event has been (See AERONAUTICAL CHART.)
reconciled. Unlike “pilot discretion,” when instruc- WS−
tions are prefaced “when able,” the pilot is expected (See SIGMET.)
to seek the first opportunity to comply. Once a
(See WEATHER ADVISORY.)
maneuver has been initiated, the pilot is expected to
continue until the specifications of the instructions WST−
have been met. “When able,” should not be used (See CONVECTIVE SIGMET.)
when expeditious compliance is required. (See WEATHER ADVISORY.)

PCG W−1
8/30/07 7110.65R CHG 3

Index
[References are to page numbers]

A AIT, 5-4-5
Alignment Accuracy Check (Radar), 5-1-1
Abbreviated Departure Clearance, 4-3-3 ALNOT, 10-3-2
Abbreviated Transmissions, 2-4-2 ALNOT Cancellation, 10-3-2
Abbreviations, 1-2-3 ALS Intensity Settings, 3-4-2
Additional Separation for Formation Flights, 5-5-4 ALSF-2/SSALR, 3-4-3
Adjacent Airspace, 5-5-5 Alternative Routes, 4-4-3
Adjusted Minimum Flight Level, 4-5-2 Altimeter Setting (Oceanic), 8-1-1
Advance Descent Clearance, 4-7-1 Altimeter Settings, 2-7-1
Aerial Refueling, 9-2-5 Altitude Amendments, 4-2-1
Air Defense Exercise Beacon Code Assignment, Altitude and Distance Limitations, 4-1-1
5-2-4 Altitude Assignment and Verification, 4-5-1
Air Defense Identification Zone (Land Based), Altitude Assignment for Military High Altitude
9-2-4 Instrument Approaches, 4-8-5
Air Traffic Service (ATS) Routes, 2-5-1 Altitude Confirmation - Mode C, 5-2-7
Air Traffic Services Interfacility Data Altitude Confirmation - Non-Mode C, 5-2-7
Communications (AIDC), 8-2-1
Altitude Confirmation - Nonradar, 4-5-7
Airborne Military Flights, 2-2-4
Altitude Filters (Beacon), 5-2-8
Aircraft Bomb Threats, 10-2-4
Altitude for Direction of Flight (IFR), 4-5-1
Aircraft Carrying Dangerous Materials, 9-2-1
Altitude for Direction of Flight (OTP), 7-3-2
Aircraft Equipment Suffix (Strips), 2-3-10 Altitude Instructions, 4-5-3
Aircraft Identification, 2-4-8 Altitude Restricted Low Approach, 3-10-8
Aircraft Identity (Strips), 2-3-9 ALTRV Clearance, 4-2-2
Aircraft Information (Experimental), C-1 ALTRV Information, 2-2-2
Aircraft Information (Fixed-Wing), A-1 Annotations, 1-2-3
Aircraft Information (Helicopters), B-1 Anticipated Altitude Changes, 4-5-7
Aircraft Information (Homebuilt), C-1 Anticipating Separation (ATCT - Arrival), 3-10-7
Aircraft Information (Rotorcraft), B-1 Anticipating Separation (ATCT - Departure),
3-9-4
Aircraft Orientation, 10-2-1
Approach Clearance Information, 4-8-6
Aircraft Position Plots, 10-3-2
Approach Clearance Procedures, 4-8-1
Aircraft Type (Strips), 2-3-10
Approach Control Service for VFR Arriving
Aircraft Types, 2-4-11 Aircraft, 7-1-1
Airport Conditions, 3-3-1, 4-7-5 Approach Information (Arrivals), 4-7-4
Airport Ground Emergency, 10-1-2 Approach Lights, 3-4-2
Airport Lighting, 3-4-1 Approach Separation Responsibility, 5-9-5
Airport Surface Detection Procedures, 3-6-1 Approaches to Multiple Runways (Visual), 7-4-2
Airspace Classes, 2-4-11 Arctic CTA, 8-10-1

Index I-1
7110.65R CHG 3 8/30/07

[References are to page numbers]

Arresting System Operations, 3-3-3 Braking Action, 3-3-2

Arrival Information, 4-7-3 Braking Action Advisories, 3-3-2
Arrival Information by Approach Control Facilities,
4-7-5
C
Arrival Instructions (Radar), 5-9-2
Calm Wind Conditions, 2-6-4
Arrival Procedures, 4-7-1
Canadian Airspace Procedures, 12-1-1
Arrival Procedures and Separation (ATCT),
3-10-1 Cancellation of Takeoff Clearance, 3-9-9
Arrivals on Parallel or Nonintersecting Diverging Caribbean ICAO Region, 8-8-1
Runways (Radar), 5-8-3 Celestial Navigation Training, 9-2-1
ARTS, 5-15-1 Charted Visual Flight Procedures, 7-4-3
ATC Assigned Airspace, 9-3-1 Circling Approach, 4-8-5
ATC Service, 2-1-1 Class A Airspace Restrictions, 7-1-1
ATIS Application, 2-9-1 Class B Separation, 7-9-2
ATIS Content, 2-9-2 Class B Service Area (Terminal), 7-9-1
Class C Separation, 7-8-1
ATIS Procedures, 2-9-1
Class C Service (Terminal), 7-8-1
Authorized Interruptions, 2-4-1
Clearance Beyond Fix, 4-6-2
Authorized Relays, 2-4-2
Clearance Delivery Instructions, 4-2-1
Authorized Transmissions, 2-4-1
Clearance for Visual Approach, 7-4-1
Automated Information Transfer, 5-4-5
Clearance Information (Arrivals), 4-7-1
Automated Radar Terminal Systems - Terminal,
Clearance Items, 4-2-1
5-15-1
Clearance Items (Airfile), 4-2-3
Automatic Altitude Reporting, 5-2-7
Clearance Limit, 4-8-5
Automation - En Route, 5-14-1
Clearance Prefix, 4-2-1
Avoidance of Areas of Nuclear Radiation, 9-2-8
Clearance Relay, 4-2-1
AWACS Special Flights, 9-2-8
Clearance Status (Strips), 2-3-10
Clearance to Holding Fix, 4-6-1
B Clearance Void Times, 4-3-5
Closed Runway Information, 3-3-1
Balloons, Unmanned Free, 9-6-1
Closed Traffic, 3-10-8
Beacon Code for Pressure Suit Flights and Flights
Above FL 600, 5-2-4 Coast Tracks, 5-14-2
Communications Failure, 10-4-1
Beacon Code Monitor, 5-2-5
Communications Release (Approaches), 4-8-6
Beacon Identification Methods, 5-3-1
Composite Separation Minima (Oceanic), 8-9-2
Beacon Range Accuracy, 5-1-2
Computer Entry of Assigned Altitude, 5-14-1
Beacon Systems, 5-2-1
Computer Message Verification, 2-2-2
Beacon Target Displacement, 5-5-6
Conflict Alert (Host), 5-14-1
Beacon Termination, 5-2-8
Conflict Alert/Mode C Intruder (MCI) (ARTS),
Below Minima Report by Pilot, 4-7-4 5-15-2

I-2 Index
8/30/07 7110.65R CHG 3

[References are to page numbers]

Constraints Governing Supplements and Procedural DOE, 9-2-1

Deviations, 1-1-2
Duty Priority, 2-1-1
Contact Approach, 7-4-3
Control Estimates, 8-1-1
Control Symbology (Strip), 2-3-10
E
Control Transfer, 2-1-7 E-MSAW, 5-14-1

Controller Initiated Coast Tracks, 5-14-2 Edge of Scope, 5-5-5

Electronic Attack (EA) Activity, 5-1-2
Controller Pilot Data Link Communications
(CPDLC), 2-4-4, 4-5-4, 13-2-3 Electronic Cursor, 5-1-3
Coordinate Use of Airspace, 2-1-7 ELP Operations, 3-10-9
Coordination Between Local and Ground ELT, 10-2-3
Controllers, 3-1-2 Emergencies, 10-1-1
Coordination with Receiving Facility (Departures), Emergencies Involving Military Fighter-Type
4-3-6 Aircraft, 10-1-2
Course Definitions, 1-2-2 Emergency Airport Recommendation, 10-2-6
Crossing Altitude, 4-1-2 Emergency Assistance, 10-2-1
CVFP, 7-4-3 Emergency Code Assignment, 5-2-3
Emergency Control Actions, 10-4-1

D Emergency Landing Pattern (ELP) Operations,

3-10-9
Decision Support Tools, 13-1-1 Emergency Lighting, 3-4-1
Degree - Distance Route Definition for Military Emergency Locator Transmitter Signals, 10-2-3
Operations, 4-4-2 Emergency Obstruction Video Map, 10-2-6
Delay Sequencing (Departures), 4-3-6 Emergency Procedures (Oceanic), 10-6-1
Department of Energy Special Flights, 9-2-1 Emergency Situations, 10-2-1
Departure and Arrival (Radar Separation), 5-8-3 Emphasis for Clarity, 2-4-4
Departure Clearances, 4-3-1 En Route Data Entries (Strips), 2-3-3
Departure Control Instructions (ATCT), 3-9-1 En Route Fourth Line Data Block Usage, 5-4-5
Departure Delay Information (ATCT), 3-9-1 En Route Minimum Safe Altitude Warning, 5-14-1
Departure Information (ATCT), 3-9-1 En Route Sector Team Responsibilities, 2-10-1
Departure Procedures, 4-3-1 Entry of Reported Altitude, 5-14-2
Departure Procedures and Separation (ATCT), EOVM, 10-2-6
3-9-1 Equipment on Runways, 3-1-2
Departure Restrictions, 4-3-5 Establishing Two-Way Communications (Class D),
Departure Terminology, 4-3-1 3-1-5
Departures on Parallel or Nonintersecting Diverging Evasive Action Maneuvers, 9-2-9
Runways (Radar), 5-8-3 Expeditious Compliance, 2-1-3
Deviation Advisories (Protected Airspace), 5-1-4 Experimental Aircraft Operations, 9-2-2
Discrete Environment (Beacon), 5-2-1 Explosive Cargo, 10-5-1
Disseminating Weather Information, 2-6-4 Explosive Detection K-9 Teams, 10-2-5

Index I-3
7110.65R CHG 3 8/30/07

[References are to page numbers]

F Ground Traffic Movement, 3-7-1

FAA Research and Development Flights, 9-2-2

Facility Identification, 2-4-8
H
Failed Transponder in Class A Airspace, 5-2-6 Helicopter Arrival Separation, 3-11-3
Failure to Display Assigned Beacon Code, 5-2-5 Helicopter Departure Separation, 3-11-2
False or Deceptive Communications, 2-4-1 Helicopter Landing Clearance, 3-11-4
Far Field Monitor (FFM) Remote Status Unit, Helicopter Operations, 3-11-1
3-3-4 Helicopter Takeoff Clearance, 3-11-1
Final Approach Course Interception, 5-9-1 High Intensity Runway Lights, 3-4-4
Final Approach Obstacle Clearance Surfaces (OCS), High Speed Turnoff Lights, 3-4-4
3-7-5
Hijacked Aircraft, 10-2-2
Fix Use, 4-1-2
HIRL, 3-4-4
Flight Check Aircraft, 9-1-1
HIRL Associated with MALSR, 3-4-4
Flight Direction Exceptions, 4-5-2
HIRL Changes Affecting RVR, 3-4-4
Flight Plans and Control Information, 2-2-1
HIWAS, 2-6-1
Flight Progress Strips, 2-3-1
Hold for Release, 4-3-5
FLYNET, 9-2-2
Holding Aircraft, 4-6-1
Formation Flight Additional Separation, 5-5-4
Holding Delays, 4-6-2
Formation Flights, 2-1-6
Holding Flight Path Deviation, 4-6-3
Forward Departure Delay Information, 4-3-6
Holding Instructions, 4-6-3
Forwarding Amended and UTM Data, 2-2-3
Holding Pattern Surveillance, 5-1-4
Forwarding Approach Information by Nonapproach
Control Facilities, 3-10-1 Holding Points (Visual), 4-6-3
Forwarding Departure Times, 4-3-7
Forwarding Flight Plan Data Between U.S. ARTCCs
and Canadian ACCs, 2-2-4
I
Forwarding Information, 2-2-1 ICAO Phonetics, 2-4-5

Forwarding VFR Data, 2-2-1 IFR - VFR Flights, 4-2-3

Fuel Dumping, 9-4-1 IFR Flight Progress Data, 2-2-1

IFR to VFR Flight Plan Change, 2-2-1
Function Code Assignments, 5-2-2
ILS Protection/Critical Areas (Holding), 4-6-3
Inflight Deviations from Transponder/Mode C
G Requirements Between 10,000 Feet and 18,000
Feet, 5-2-8
GPA 102/103 Correction Factor, 5-5-6
Inflight Equipment Malfunctions, 2-1-4
Ground Missile Emergencies, 10-7-1
Inhibiting Low Altitude Alert System (TPX-42),
Ground Operations, 3-7-3 5-16-1
Ground Operations When Volcanic Ash is Present, Inhibiting Minimum Safe Altitude Warning (ARTS),
3-1-6 5-15-2
Ground Stop, 4-3-6 Initial Heading, 5-8-1

I-4 Index
8/30/07 7110.65R CHG 3

[References are to page numbers]

Inoperative Interrogator, 5-2-6

M
Inoperative/Malfunctioning Transponder, 5-2-5
Mach Number Technique, 8-3-2
Interceptor Operations, 9-2-4
Malfunctioning Interrogator, 5-2-6
Interfacility Automated Information Transfer,
5-4-5 MALSR/ODALS, 3-4-2
Man-Portable Air Defense Systems (MANPADS)
Interphone Message Format, 2-4-3
Alert, 10-2-5
Interphone Message Termination, 2-4-4 Manual Input of Computer Assigned Beacon Codes,
Interphone Transmission Priorities, 2-4-2 2-2-2
Intersecting Runway Separation (Arrival), 3-10-3 Medium Intensity Runway Lights, 3-4-4

Intersecting Runway Separation (Departure), Merging Target Procedures, 5-1-3

3-9-7 Military DVFR Departures, 2-2-1
Military Operations above FL 600, 9-2-7

J Military Procedures, 2-1-6

Military Single Frequency Approaches, 5-10-5
Jettisoning of External Stores, 9-5-1 Military Special Use Frequencies, 9-2-7
Military Training Routes, 9-2-2

K Minimum En Route Altitudes, 4-5-3

Minimum Fuel, 2-1-4
K-9 Teams, 10-2-5 MIRL, 3-4-4
Missed Approach, 4-8-6

L Missed Approach (Radar Approach), 5-10-4

Mixed Environment (Beacon), 5-2-1
LAAS, 5-16-1 Mode C Intruder Alert (Host), 5-14-1
Landing Area Condition, 3-3-1 Monitoring Radios, 2-4-1
Landing Clearance, 3-10-6 MSAW, 5-15-2
Landing Clearance Without Visual Observation,
3-10-7
N
Landing Information (ATCT), 3-10-1
NAVAID Fixes, 2-5-2
Lateral Separation (Nonradar), 6-5-1
NAVAID Malfunctions, 2-1-5
Lateral Separation (Oceanic), 8-4-1
NAVAID Terms, 2-5-1
Law Enforcement Operations by Civil and Military
Organizations, 9-2-5 NAVAID Use Limitations, 4-1-1
Navy Fleet Support Missions, 10-5-1
Light Signals (ATCT), 3-2-1
No-Gyro Approach, 5-10-2
Longitudinal Separation (Nonradar), 6-4-1
Nondiscrete Environment (Beacon), 5-2-1
Longitudinal Separation (Oceanic), 8-3-1
Nonradar, 6-1-1
Low Approach, 4-8-7
Nonradar Initial Separation of Departing and
Low Level Wind Shear/Microburst Advisories, Arriving Aircraft, 6-3-1
3-1-3
Nonradar Initial Separation of Successive Departing
Lowest Usable Flight Level, 4-5-2 Aircraft, 6-2-1

Index I-5
7110.65R CHG 3 8/30/07

[References are to page numbers]

Nonradar Timed Approaches, 6-7-1 Pilot Acknowledgment/Read Back, 2-4-1

Nonstandard Formation/Cell Operations, 9-2-9 PIREP Information, 2-6-1
NORAD Special Flights, 9-2-8 Point Out, 5-4-4
North American ICAO Region, 8-10-1 Position Determination (Airports), 3-1-2
North American Route Program (NRP), 2-2-5 Position Information (Radar), 5-3-2
North Atlantic ICAO Region, 8-7-1 Position Report (Oceanic), 8-1-1
Notes, 1-2-2 Position Reporting (Radar), 5-1-4
Number Clarification, 2-4-8 Position Responsibilities, 2-10-1
Numbers Usage, 2-4-5 Practice Approaches, 4-8-6
Practice Precautionary Approaches, 3-10-9
O Prearranged Coordination, 5-4-5
Precision Approach Critical Area, 3-7-4
Observed Abnormalities, 3-1-5
Precision Approach Path Indicators (PAPI), 3-4-1
Obstruction Lights, 3-4-5
Ocean21 ATC System, 13-2-1 Precision Obstacle Free Zone (POFZ), 3-7-5

Oceanic Coordination, 8-2-1 Preventive Control (Airports), 3-1-1

Oceanic Data Entries, 2-3-5 Primary Radar Identification Methods, 5-3-1

Oceanic Navigational Error Reporting (ONER) Priority Interruptions, 2-4-2

Procedures, 8-1-1 Procedural Letters of Agreement, 1-1-2
Oceanic Procedures, 8-1-1 Procedural Preference, 2-1-1
Oceanic Separation, 8-1-1
Oceanic Transition Procedures, 8-5-1
Oceanic VFR Flight Plans, 8-1-1
Q
Offshore Procedures, 8-1-1 Questionable Identification, 5-3-2
Offshore Transition Procedures, 8-5-1
Open Skies Treaty Aircraft, 9-2-10
R
Operational Priority, 2-1-2
Radar Approaches - Terminal, 5-10-1
Operational Requests, 2-1-9
Overdue Aircraft, 10-3-1 Radar Arrivals, 5-9-1

Overhead Maneuver, 3-10-8 Radar Beacon Changes for Military Aircraft, 4-7-2
Radar Beacon Code Changes, 5-2-2

P Radar Departures, 5-8-1

Radar Fix Posting, 5-1-4
Pacific ICAO Region, 8-9-1 Radar Identification, 5-3-1
PAR Approaches - Terminal, 5-12-1 Radar Identification Status, 5-3-2
Parachute Operations, 9-7-1 Radar Presentation and Equipment Performance,
Parallel Dependent ILS/MLS Approaches, 5-9-7 5-1-1
Passing or Diverging, 5-5-4 Radar Separation, 5-5-1
Personnel on Runways, 3-1-2 Radar Separation Application, 5-5-1

I-6 Index
8/30/07 7110.65R CHG 3

[References are to page numbers]

Radar Separation Minima, 5-5-2 RVR/RVV, 2-8-1

Radar Separation Vertical Application, 5-5-3 RVSM, 2-1-12
Radar Service Limitations, 5-1-3
Radar Service Termination, 5-1-4
S
Radar Use, 5-1-1
Radio and Interphone Communications, 2-4-1 Safety Alert, 2-1-3

Radio Communications, 2-4-1 Safety Management System (SMS), 1-1-1

Radio Communications Transfer, 2-1-7 Same Runway Separation (Arrival), 3-10-2
Radio Failure (Beacon), 5-2-3 Same Runway Separation (Departure), 3-9-4
Radio Frequency Changes for Military Aircraft, SAR, 10-3-1
4-7-2 SAR Information to be Forwarded to ARTCC,
Radio Message Format, 2-4-2 10-3-1
Receiver-Only Acknowledgment (ATCT), 3-2-1 SAR Information to be Forwarded to RCC, 10-3-1
Receiving Controller Handoff, 5-4-3 Sea Lane Operations, 3-12-1
Recording Information, 2-2-1 Search and Rescue, 10-3-1
Reduced Vertical Separation Minimum (RVSM), Sector Eligibility, 5-14-2
2-1-12 Selected Altitude Limits, 5-14-2
Reduction of Route Protected Airspace (Oceanic),
Separation from Airspace Reservations, 8-6-1
8-4-3
Separation from Obstructions, 5-5-5
References, 1-2-3
Sequence/Spacing Application, 3-8-1
REIL, 3-4-1
Sequenced Flashing Lights, 3-4-2
Relayed Approach Clearance, 4-8-5
Release Times, 4-3-5 SFA, 4-7-1

Reporting Essential Flight Information, 2-1-5 Side-Step Maneuver, 4-8-6

Reporting Weather Conditions, 2-6-4 Simulated Flameout (SFO) Approaches, 3-10-9

Responsibility Transfer to RCC, 10-3-2 Simultaneous Approach and Runway Edge Light
Operation, 3-4-4
Rotating Beacon, 3-4-5
Simultaneous Departures (Radar), 5-8-1
Route Amendments, 4-2-1
Simultaneous Independent Dual ILS/MLS
Route and NAVAID Description, 2-5-1 Approaches - High Update Radar, 5-9-9
Route Assignment, 4-4-1 Simultaneous Independent ILS/MLS Approaches -
Route Structure Transitions, 4-4-2 Dual & Triple, 5-9-8
Route Use, 4-4-1 Simultaneous Landings or Takeoffs (Helicopter),
3-11-3
Routes in Class G Airspace, 4-4-3
Simultaneous Offset Instrument Approaches
Runway Centerline Lights, 3-4-4 (SOIA)- High Update Radar, 5-9-11
Runway Edge Lights, 3-4-3 Simultaneous Opposite Direction Operation,
Runway End Identifier Lights, 3-4-1 3-8-2
Runway Exiting, 3-10-7 Simultaneous Same Direction Operation, 3-8-1
Runway Proximity, 3-7-4 Single Frequency Approaches, 4-7-1
Runway Selection, 3-5-1 Spacing and Sequencing (ATCT), 3-8-1

Index I-7
7110.65R CHG 3 8/30/07

[References are to page numbers]

Special Flights, 9-1-1 Terminal Radar/Nonradar Team Position

Responsibilities, 2-10-2
Special Interest Sites, 9-2-4
Terrain Awareness Warning System (TAWS) Alerts,
Special Operations, 9-2-1
2-1-13
Special Use Airspace, 9-3-1
Through Clearances, 4-2-2
Special VFR, 7-5-1
Timely Information (ATCT), 3-3-1
Specifying Altitude (Approaches), 4-8-5
Touch-and-Go Approach, 4-8-7
Speed Adjustment, 5-7-1
Touch-and-Go Low Approach, 3-8-1
Speed Adjustment Minima, 5-7-3
Touchdown Zone Lights, 3-4-4
Speed Adjustment Termination, 5-7-3
Tower Team Position Responsibilities, 2-10-4
Standby or Low Sensitivity Operation, 5-2-5
TPX-42 - Terminal, 5-16-1
STOL Runways, 3-5-1
Track Separation (Oceanic), 8-4-4
Stop-and-Go Low Approach, 3-8-1
Track Suspend Function (ARTS), 5-15-2
Successive Departures (Radar), 5-8-1
Traffic Advisories, 2-1-10
Surface Area Restrictions, 3-1-5
Traffic Information (Airports), 3-1-2
Surface Areas, 2-1-7
Traffic Management Procedures, 11-1-1
Surveillance Approaches - Terminal, 5-11-1
SVFR, 7-5-1 Transfer of Jurisdiction, 4-7-4

Switching ILS/MLS Runways, 4-7-6 Transfer of Position (SOP), D-1

Transfer of Radar Identification, 5-4-1

T
Transfer of Radar Identification - Methods, 5-4-1
Transfer of Radar Identification - Terms, 5-4-1
Tailwind Components, 3-5-1 Transfer of Radar Identification - Traffic, 5-4-2
Takeoff Clearance, 3-9-9 Transferring Controller Handoff, 5-4-2
Target Markers, 5-3-3 Transmit Proposed Flight Plan, 2-2-3
Target Resolution, 5-5-1
TRSA, 7-7-1
Target Separation, 5-5-1
TRSA Separation, 7-7-1
Taxi and Ground Movement Operations, 3-7-1
Taxi and Ground Movement Procedures, 3-7-1
Taxi into Position and Hold (TIPH), 3-9-2 U
Taxiway Lights, 3-4-5 Unauthorized Laser Illumination of Aircraft,
Teletype Flight Data Format - U.S. ARTCCs - 2-9-2, 10-2-6
Canadian ACCs, 2-2-4 Unidentified Flying Object (UFO) Reports, 9-8-1
Temporary Moving Airspace Reservations, 8-6-1 Unmanned Free Balloons, 9-6-1
Temporary Stationary Airspace Reservations, Unmonitored NAVAIDs (Holding), 4-6-3
8-6-1
Unsafe Runway Information, 3-3-1
Terminal Automation Systems Identification
Methods, 5-3-2 USAF/USN Undergraduate Pilots (Strips), 2-3-10
Terminal Data Entries (Strips), 2-3-6 Use of Active Runways, 3-1-1
Terminal Radar Service Area, 7-7-1 Use of MARSA, 2-1-5

I-8 Index
8/30/07 7110.65R CHG 3

[References are to page numbers]

Use of PAR for Approach Monitoring - Terminal, Visual, 7-1-1

5-13-1
Visual Approach Slope Indicators, 3-4-1
Use of Tower Radar Displays, 3-1-4
Visual Approaches, 7-4-1
User Request Evaluation Tool (URET), 13-1-1 Visual Holding of VFR Aircraft, 7-1-1
Visual Separation, 7-2-1
V Visual Signals (ATCT), 3-2-1
Visually Scanning Runways, 3-1-5
Validation of Mode C Readout, 5-2-6
Volcanic Ash, 10-2-7
VASI, 3-4-1
Vectoring, 5-6-1
Vectors Across Final Approach Course, 5-9-2 W
Vectors Below Minimum Altitude, 5-6-2 Wake Turbulence, 2-1-9
Vectors for Visual Approach, 7-4-1 Wake Turbulence Cautionary Advisories, 2-1-9
Vectors to Final Approach Course, 5-9-1 Wake Turbulence Separation for Intersection
Departures, 3-9-6
Vehicles on Runways, 3-1-2
Warning Signal (ATCT), 3-2-1
Vertical Application Exceptions, 5-5-4
Weather and Chaff Services, 2-6-2
Vertical Separation (Nonradar), 6-6-1
Weather Deviations, 8-9-3
Vertical Separation Minima, 4-5-1
Weather Deviations in North Atlantic (NAT)
VFR - IFR Flights, 4-2-3 Airspace, 8-7-2
VFR Aircraft in Weather Difficulty, 10-2-2 Weather Familiarization, 2-6-1
VFR Basic Radar Service (Terminal), 7-6-1 Weather Information, 2-6-1
VFR Code Assignments, 5-2-3 Weather Information (Arrivals), 4-7-3
VFR Conditions, 7-1-1 Weather Reconnaissance Flights, 9-2-8
VFR Release of IFR Departure, 4-3-7 Withholding Landing Clearance, 3-10-7
VFR-on-top, 7-3-1 Word Meanings, 1-2-1
VFR-on-top (NAVAID Use), 4-1-2 Words and Phrases (Communications), 2-4-4

Index I-9
 7110.65R CHG 3
8/30/07
U.S. Department
of Transportation
Federal Aviation
Administration

BRIEFING GUIDE

U.S. DEPARTMENT OF TRANSPORTATION

FEDERAL AVIATION ADMINISTRATION
Initiated By: AJR-0
Vice President, System Operations Services
7110.65R CHG 3 8/30/07

Table of Contents

Paragraph Title Page

Number
2-1-1 ATC SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2-1-2 DUTY PRIORITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2-5-1 AIR TRAFFIC SERVICE (ATS) ROUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3-1-4 COORDINATION BETWEEN LOCAL AND GROUND CONTROLLERS . . 5
3-7-6 PRECISION OBSTACLE FREE ZONE (POFZ) . . . . . . . . . . . . . . . . . . . . . . . . 12
3-9-4 TAXI INTO POSITION AND HOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3-9-8 INTERSECTING RUNWAY SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3-10-4 INTERSECTING RUNWAY SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 5, 14
3-10-5 LANDING CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3-10-6 ANTICIPATING SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
5-5-4 MINIMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
8-8-3 LONGITUDINAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
9-2-10 LAND-BASED AIR DEFENSE IDENTIFICATION ZONE (ADIZ)
ATC PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
10-2-6 HIJACKED AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
10-2-11 AIRCRAFT BOMB THREATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
10-4-4 COMMUNICATIONS FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
13-1-1 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
13-1-2 CONFLICT DETECTION AND RESOLUTION . . . . . . . . . . . . . . . . . . . . . . . . 19
13-1-5 THE AIRCRAFT LIST (ACL) AND FLIGHT DATA MANAGEMENT . . . . . 19
13-1-6 MANUAL COORDINATION AND THE URET COORDINATION MENU . . 19
13-1-6 RECORDING OF CONTROL DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
13-1-7 HOLDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
13-1-7 ACKNOWLEDGEMENT OF AUTOMATED NOTIFICATION . . . . . . . . . . . 19
13-1-8 CURRENCY OF TRAJECTORY INFORMATION . . . . . . . . . . . . . . . . . . . . . . 19
13-1-9 DELAY REPORTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
13-1-10 OVERDUE AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
13-1-11 USE OF GRAPHICS PLAN DISPLAY (GPD) . . . . . . . . . . . . . . . . . . . . . . . . . 19
13-1-12 FORECAST WINDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
13-1-13 INTERFACILITY CONNECTIVITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
13-1-14 PRIMARY RDP/FDP OUTAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
13-1-17 URET AIRSPACE CONFIGURATION ELEMENTS . . . . . . . . . . . . . . . . . . . . 19
APPENDIX A AIRCRAFT INFORMATION FIXED-WING AIRCRAFT . . . . . . . . . . . . . . . . 28
APPENDIX B AIRCRAFT INFORMATION HELICOPTERS/ROTORCRAFTS . . . . . . . . . . 28
APPENDIX D STANDARD OPERATING PRACTICE (SOP) FOR THE TRANSFER OF
POSITION RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

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8/30/07 7110.65R CHG 3

1. PARAGRAPH NUMBER AND TITLE:

2-1-1. ATC SERVICE;
2-1-2. DUTY PRIORITY, and
9-2-10. LAND-BASED AIR DEFENSE IDENTIFICATION ZONE (ADIZ) ATC PROCEDURES
2. BACKGROUND: Due to the tragic events of September 11, 2001, the FAA mission has forever changed. Additionally
in support of Presidential Directives, commitments from the Administrator, the Secretary of Transportation, the Secretary of
Homeland Security to the American people, it is incumbent upon us all to ensure Air Traffic Control evolves to meet the new
demands placed upon us. Therefore, one may assume that the FAA mission of providing separation of aircraft is second to
preserving and protecting national and public safety.
3. CHANGE:
OLD NEW
2-1-1. ATC SERVICE 2-1-1. ATC SERVICE
The primary purpose of the ATC system is to prevent a The primary purpose of the ATC system is to prevent a
collision between aircraft operating in the system and to collision between aircraft operating in the system and to
organize and expedite the flow of traffic. In addition to organize and expedite the flow of traffic, and to provide
its primary function, the ATC system has the capability support for National Security and Homeland
to provide (with certain limitations) additional services. Defense. In addition to its primary function, the ATC
The ability to provide additional services is limited by system has the capability to provide (with certain
many factors, such as the volume of traffic, frequency limitations) additional services. The ability to provide
congestion, quality of radar, controller workload, higher additional services is limited by many factors, such as the
priority duties, and the pure physical inability to scan and volume of traffic, frequency congestion, quality of radar,
detect those situations that fall in this category. It is controller workload, higher priority duties, and the pure
recognized that these services cannot be provided in physical inability to scan and detect those situations that
cases in which the provision of services is precluded by fall in this category. It is recognized that these services
the above factors. Consistent with the aforementioned cannot be provided in cases in which the provision of
conditions, controllers shall provide additional service services is precluded by the above factors. Consistent
procedures to the extent permitted by higher priority with the aforementioned conditions, controllers shall
duties and other circumstances. The provision of provide additional service procedures to the extent
additional services is not optional on the part of the permitted by higher priority duties and other
controller, but rather is required when the work situation circumstances. The provision of additional services is
permits. Provide air traffic control service in accordance not optional on the part of the controller, but rather is
with the procedures and minima in this order except required when the work situation permits. Provide air
when: traffic control service in accordance with the procedures
and minima in this order except when:

OLD NEW
2-1-2. DUTY PRIORITY 2-1-2. DUTY PRIORITY
Title through aNOTE- No Change
b. Provide additional services to the extent possible, b. Provide support to national security and
contingent only upon higher priority duties and other homeland defense activities to include, but not be
factors including limitations of radar, volume of traffic, limited to, reporting of suspicious and/or unusual
frequency congestion, and workload. aircraft/pilot activities.
Add REFERENCE-
FAAO JO 7610.4, Special Operations.

Add c. Provide additional services to the extent

possible, contingent only upon higher priority duties
and other factors including limitations of radar,
volume of traffic, frequency congestion, and
workload.

Briefing Guide BG-3

7110.65R CHG 3 8/30/07

OLD NEW
9-2-10. LAND-BASED AIR DEFENSE 9-2-10. LAND-BASED AIR DEFENSE
IDENTIFICATION ZONE (ADIZ) ATC IDENTIFICATION ZONE (ADIZ) ATC
PROCEDURES PROCEDURES
TERMINAL TERMINAL
a. Verify IFR and VFR flight operations entering, a. Verify, by direct observation or pilot confirma‐
exiting, or transitioning the ADIZ meet all of the tion, IFR and VFR flight operations entering, exiting, or
following minimum conditions: transitioning the ADIZ meet all of the following
minimum conditions:
1. Two-way radio communications are maintained No Change
at all times prior to entering and throughout transition of
the ADIZ. Aircraft operating in an airport traffic pattern
or landing at nontowered airports are exempt from the
ATC communication requirement, provided they
monitor the airport common traffic advisory frequency.
2. Aircraft is equipped with an operating 2. Aircraft is equipped with an operating
transponder with automatic altitude reporting capability. transponder with automatic altitude reporting capability.
Aircraft is squawking an ATC assigned discrete beacon Aircraft is squawking an ATC assigned discrete beacon
code at all times. Do not allow an aircraft to squawk VFR code, with altitude, at all times. Do not allow an aircraft
while in the ADIZ. to cancel its flight plan and/or squawk VFR while in the
ADIZ.
3 through 5 No Change
b. Pilots unable to comply with the requirements of b. Pilots unable to comply with the requirements of
subpara a, above, shall be advised to remain clear of the subpara a, above, shall be instructed to remain clear of
ADIZ. or exit the ADIZ as appropriate. When equipment
failure involving transponder or Mode C is
experienced, and the aircraft is operating within the
ADIZ, the pilot may be permitted to land. An
operation such as this may be permissible when it is
more expedient than exiting the ADIZ and no
additional security risk is evident.
Add NOTE-
Specific operations may be exempted, waivered, or
verbally granted by the appropriate authority
establishing the ADIZ.

1. PARAGRAPH NUMBER AND TITLE: 2-5-1. AIR TRAFFIC SERVICE (ATS) ROUTES

2. BACKGROUND: In 2005, the Area Navigation/Required Navigation Performance (RNAV/RNP) Group developed
and published low altitude RNAV routes around the Charlotte, Cincinnati, and Jacksonville Terminal Areas. ICAO approved
the use of the letter T to designate these RNAV routes. The routes are flown by Global Navigation Satellite System (GNSS)
equipped aircraft and the RNAV/RNP Group is working with other terminal areas to publish future “T” routes.
3. CHANGE:
OLD NEW
2-5-1. AIR TRAFFIC SERVICE (ATS) ROUTES 2-5-1. AIR TRAFFIC SERVICE (ATS) ROUTES
Title through f No Change
g. Published RNAV routes. State the letter “Q” g. Published RNAV routes.
followed by the route number in group form except in
Alaska where RNAV routes are followed with the letter
“R.”

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8/30/07 7110.65R CHG 3

Add 1. High Altitude - State the letter “Q” followed by

the route number in group form.
EXAMPLE- No Change
“Q One Forty-five.”
Add 2. Low Altitude - State the letter of the route
phonetically, followed by the number of the route in
group form.
Add EXAMPLE-
“Tango Two Ten.”

1. PARAGRAPH NUMBER AND TITLE:

3-1-4. COORDINATION BETWEEN LOCAL AND GROUND CONTROLLERS;
3-9-4. TAXI INTO POSITION AND HOLD;
3-9-8. INTERSECTING RUNWAY SEPARATION;
3-10-4. INTERSECTING RUNWAY SEPARATION;
3-10-5. LANDING CLEARANCE, and
3-10-6. ANTICIPATING SEPARATION

2. BACKGROUND: Due to the rise in operational errors and pilot deviations involving TIPH, the FAA recognized the
need to re-evaluate and improve the application of TIPH operations in the National Airspace System (NAS). On March 21,
2006, ATO Terminal Services Unit began the process of conducting a Safety Risk Management (SRM) study on the TIPH
procedure used by air traffic controllers at airports throughout the NAS. The group members, referred to as the SRM Panel,
consisted of representatives from Terminal Services Unit (Airspace and Procedures, Human Factors, Safety Management),
Flight Standards, Safety Services Unit, and an air traffic control field representative. The SRM Panel members analyzed
TIPH procedures for risk and developed strategies to mitigate the risks identified. They conducted a study of TIPH as
described in the FAAO 7110.65, Air Traffic Control, and FAAO 7210.3, Facility Operation and Administration, prior to the
issuance of FAAN 7110.439 (GENOT 6/13) and FAAN 7210.622 (GENOT 6/15). The purpose of analysis, from a safety
perspective prior to the issuance of the GENOTs, was to determine the TIPH safety baseline. The SRM Panel then identified
the associated hazards and mitigations to those hazards, including those mitigations contained in the GENOTs to determine
their effectiveness. The results of the Safety Risk Management Document (SRMD) were used to develop a new national
standard for the use of TIPH. More detailed information can be found in the SRMD dated May 30, 2006.

3. CHANGE:

OLD NEW
3-1-4. COORDINATION BETWEEN LOCAL 3-1-4. COORDINATION BETWEEN LOCAL
AND GROUND CONTROLLERS AND GROUND CONTROLLERS
Title through a No Change
b. Ground control shall notify local control of any b. Ground control must notify local control of any
aircraft taxied to an intersection for takeoff, unless aircraft taxied to an intersection for takeoff. This
departure from that intersection is specifically notification may be accomplished by verbal means or
designated via prior coordination or facility directive as by flight progress strips.
the standard operating procedure for the runway to be
used. When standard procedures require departures to
use a specific intersection, ground control shall notify
local control when aircraft are taxied to other portions of
the runway for departure.

Briefing Guide BG-5

7110.65R CHG 3 8/30/07

OLD NEW
3-9-4. TAXI INTO POSITION AND HOLD 3-9-4. TAXI INTO POSITION AND HOLD
(TIPH) (TIPH)
a. The intent of TIPH is to position aircraft for an a. The intent of TIPH is to position aircraft for an
imminent departure. Authorize an aircraft to taxi into imminent departure. Authorize an aircraft to taxi into
position and hold, except as restricted in subpara g, when position and hold, except as restricted in subpara g, when
takeoff clearance cannot be issued because of traffic. takeoff clearance cannot be issued because of traffic.
Issue traffic information to any aircraft so authorized. Issue traffic information to any aircraft so authorized.
Traffic information may be omitted when the traffic is Traffic information may be omitted when traffic is
another aircraft which has landed on or is taking off the another aircraft which has landed on or is taking off the
same runway and is clearly visible to the holding aircraft. same runway and is clearly visible to the holding aircraft.
Do not use conditional phrases such as “behind landing Do not use conditional phrases such as “behind landing
traffic” or “after the departing aircraft.” traffic” or “after the departing aircraft.”
b. USN NOT APPLICABLE. First state the runway No Change
number followed by the taxi into position clearance
when more than one runway is active.
PHRASEOLOGY- No Change
RUNWAY (number), POSITION AND HOLD.

 Or, when only one runway is active:

POSITION AND HOLD.

Add c. Do not issue a clearance to an aircraft requesting
a full-stop, touch-and-go, stop-and-go, option, or
unrestricted low approach on the same runway with
an aircraft that is holding in position, taxiing into
position or has been cleared to taxi into position and
hold until the aircraft in position starts takeoff roll.
Do not clear an aircraft to TIPH if an aircraft has
been cleared to land, touch-and-go, stop-and-go,
option or unrestricted low approach on the same
runway.
Add PHRASEOLOGY-
RUNWAY (number), CONTINUE, TRAFFIC
HOLDING IN POSITION,

or

(when only one runway is active): CONTINUE,

TRAFFIC HOLDING IN POSITION.

Add EXAMPLE-
“American 528, runway two three, continue, traffic
holding in position.”

or

(when only one runway is active): “American 528,

continue, traffic holding in position.”

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8/30/07 7110.65R CHG 3

Add 1. Landing clearance need not be withheld if the

safety logic system is operating in full core alert
runway configuration.
Add 2. Facilities without the safety logic system and
facilities with the safety logic system in limited
configuration must withhold landing clearance until
the aircraft in position starts takeoff roll.
Add REFERENCE-
FAAO 7110.65, Landing Clearance, Para 3-10-5.

c. When an aircraft is authorized to taxi into takeoff d. When an aircraft is authorized to taxi into position
position to hold, inform it of the closest traffic that is and hold, inform it of the closest traffic requesting a
cleared to land, touch‐and‐go, stop‐and‐go, or full-stop, touch-and-go, stop-and-go, option or
unrestricted low approach on the same runway. unrestricted low approach to the same runway.
EXAMPLE- No Change
“United Five, runway one eight, position and hold.
Traffic a Boeing Seven Thirty Seven, six mile final.”

 Or, when only one runway is active:

“United Five, position and hold. Traffic a Boeing

Seven Thirty Seven, six mile final.”
d. USAF. When an aircraft is authorized to taxi into e. USAF. When an aircraft is authorized to taxi into
takeoff position to hold, inform it of the closest traffic takeoff position to hold, inform it of the closest traffic
within 6 miles on final approach to the same runway. If within 6 miles on final approach to the same runway. If
the approaching aircraft is on a different frequency, the approaching aircraft is on a different frequency,
inform it of the aircraft taxiing into position. inform it of the aircraft taxiing into position.
e. Do not authorize an aircraft to taxi into position and f. Do not authorize an aircraft to taxi into position and
hold when the departure point is not visible from the hold when the departure point is not visible from the
tower, unless the aircraft's position can be verified by tower, unless the aircraft's position can be verified by
ASDE or the runway is used for departures only. ASDE or the runway is used for departures only.
f. Do not authorize an aircraft to taxi into position and g. An aircraft may be authorized to taxi into position
hold at an intersection between sunset and sunrise or at and hold at an intersection between sunset and sunrise.
anytime when the intersection is not visible from the The procedure must be approved by the appropriate
tower. Director, Terminal Operations (service area office)
and by the Director, Terminal Safety and Operations
Support, and must be contained in a facility directive.
The following conditions must apply:
Add 1. The runway must be used as a departure-only
runway.
Add 2. Only one aircraft at a time is permitted to taxi
into position and hold on the same runway.
Add 3. Document on FAA Form 7230-4, Daily Record
of Facility Operation, the following: “TIPH at INT of
RWY (number) and TWY (name) IN EFFECT”
when using runway as a departure-only runway.
“TIPH at INT of RWY (number) and TWY (name)
SUSPENDED” when runway is not used as a
departure-only runway.

Briefing Guide BG-7

7110.65R CHG 3 8/30/07

Add h. Do not authorize an aircraft to taxi into position

and hold at anytime when the intersection is not
visible from the tower.
Add i. Do not authorize aircraft to simultaneously taxi
into position and hold on the same runway, between
sunrise and sunset, unless the local assist/local
monitor position is staffed.
g. USN. Do not authorize aircraft to taxi into takeoff j. USN. Do not authorize aircraft to taxi into takeoff
position to hold simultaneously on intersecting runways. position to hold simultaneously on intersecting runways.
PHRASEOLOGY- No Change
CONTINUE HOLDING,

 or

TAXI OFF THE RUNWAY.

REFERENCE- No Change
FAAO 7110.65, Altitude Restricted Low Approach, Para 3-10-10.

Add k. When aircraft are authorized to taxi into

position and hold on runways that intersect, traffic
must be exchanged between that aircraft and the
aircraft that is authorized to position and hold,
depart, or arrive to the intersecting runway(s).
Add EXAMPLE-
“United Five, runway four, position and hold, traffic
holding runway three-one.”
“Delta One, runway three-one, position and hold,
traffic holding runway four.”
Add  Or, when issuing traffic information to an arrival
aircraft and an aircraft that is holding on runway(s)
that intersect(s):
Add “Delta One, runway four, position and hold, traffic
landing runway three-one.”
“United Five, runway three-one, cleared to land.
Traffic holding in position runway four.”
Add  Or, when issuing traffic information to a departing
aircraft and an aircraft that is holding on runway(s)
that intersect(s):
Add “Delta One, runway three-one, position and hold,
traffic departing runway four.”
“United Five, runway four, cleared for takeoff, traffic
holding runway three-one.”
Add REFERENCE-
FAAO 7110.65, Intersecting Runway Separation, Para 3-9-8.
FAAO 7110.65, Intersecting Runway Separation, Para 3-10-4.

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8/30/07 7110.65R CHG 3

h. When a local controller delivers or amends an ATC l. When a local controller delivers or amends an ATC
clearance to an aircraft awaiting departure and that clearance to an aircraft awaiting departure and that
aircraft is holding short of a runway or is holding in aircraft is holding short of a runway or is holding in
position on a runway, an additional clearance shall be position on a runway, an additional clearance shall be
issued to prevent the possibility of the aircraft issued to prevent the possibility of the aircraft
inadvertently taxiing onto the runway and/or beginning inadvertently taxiing onto the runway and/or beginning
takeoff roll. In such cases, append one of the following takeoff roll. In such cases, append one of the following
ATC instructions as appropriate: ATC instructions as appropriate:
1. HOLD SHORT OF RUNWAY, or No Change
2. HOLD IN POSITION. No Change
i. USAF/USN. When issuing additional instructions m. USAF/USN. When issuing additional instructions
or information to an aircraft holding in takeoff position, or information to an aircraft holding in takeoff position,
include instructions to continue holding or taxi off the include instructions to continue holding or taxi off the
runway, unless it is cleared for takeoff. runway, unless it is cleared for takeoff.
PHRASEOLOGY- No Change
CONTINUE HOLDING,

 or

TAXI OFF THE RUNWAY.

REFERENCE- No Change
FAAO 7110.65, Altitude Restricted Low Approach, Para 3-10-10.

OLD NEW
3-9-8. INTERSECTING RUNWAY 3-9-8. INTERSECTING RUNWAY
SEPARATION SEPARATION
Add a. Issue traffic information to each aircraft
operating on intersecting runways.
Separate departing aircraft from an aircraft using an b. Separate departing aircraft from an aircraft using an
intersecting runway, or nonintersecting runways when intersecting runway, or nonintersecting runways when
the flight paths intersect, by ensuring that the departure the flight paths intersect, by ensuring that the departure
does not begin takeoff roll until one of the following does not begin takeoff roll until one of the following
exists: exists:
REFERENCE- No Change
FAAO 7110.65, Traffic Advisories, Para 2-1-21.

a. The preceding aircraft has departed and passed the 1. The preceding aircraft has departed and passed the
intersection, has crossed the departure runway, or is intersection, has crossed the departure runway, or is
turning to avert any conflict. turning to avert any conflict.
(See FIG 3-9-5 and FIG 3-9-6.) (See FIG 3-9-5 and FIG 3-9-6.)

OLD NEW
3-10-4. INTERSECTING RUNWAY 3-10-4. INTERSECTING RUNWAY
SEPARATION SEPARATION
Add Issue traffic information to each aircraft operating
on intersecting runways.

Briefing Guide BG-9

7110.65R CHG 3 8/30/07

OLD NEW
3-10-5. LANDING CLEARANCE 3-10-5. LANDING CLEARANCE
a. Issue landing clearance. Restate the landing runway No Change
whenever more than one runway is active, or an
instrument approach is being conducted to a closed
runway.
PHRASEOLOGY- No Change
CLEARED TO LAND,

 or

RUNWAY (designator) CLEARED TO LAND.

Add b. Do not clear an aircraft for a full-stop,
touch-and-go, stop-and-go, option, or unrestricted
low approach when a departing aircraft has been
instructed to taxi into position and hold, is taxiing
into position, or is holding in position on the same
runway. The landing clearance may be issued once
the aircraft in position has started takeoff roll.
b. “USN NOT APPLICABLE.” Inform the closest c. “USN NOT APPLICABLE.“ Inform the closest
aircraft that is cleared to land, touch‐and‐go, aircraft that is requesting a full-stop, touch-and-go,
stop‐and‐go, or unrestricted low approaches when there stop-and-go, option, or unrestricted low approaches
is traffic holding on the same runway. when there is traffic authorized to taxi into position
and hold on the same runway.
EXAMPLE- EXAMPLE-
“Delta One, cleared to land. Traffic holding in position.” “Delta One, continue, traffic holding in position.”

 or  or

“Delta One, runway one eight, cleared to land. Traffic “Delta One, runway one eight, continue, traffic hold‐
holding in position.” ing in position.”
Add d. During same runway operations, while TIPH is
being applied, landing clearance need not be
withheld if the safety logic system to that runway is in
full core alert runway configuration.
Add EXAMPLE-
If the safety logic system is operating in full core alert
runway configuration:

“Delta One, cleared to land. Traffic holding in

position.”

 or

“Delta One, runway one eight, cleared to land. Traffic

holding in position.”
c. USA/USN. Issue surface wind when clearing an e. USA/USN. Issue surface wind when clearing an
aircraft to land, touch‐and‐go, stop‐and‐go, low aircraft to land, touch‐and‐go, stop‐and‐go, low
approach, or the option. Restate the landing runway approach, or the option. Restate the landing runway
whenever there is a possibility of a conflict with another whenever there is a possibility of a conflict with another
aircraft which is using or is planning to use another aircraft which is using or is planning to use another
runway. runway.

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8/30/07 7110.65R CHG 3

OLD NEW
3-10-6. ANTICIPATING SEPARATION 3-10-6. ANTICIPATING SEPARATION
Landing clearance to succeeding aircraft in a landing a. Landing clearance to succeeding aircraft in a
sequence need not be withheld if you observe the landing sequence need not be withheld if you observe the
positions of the aircraft and determine that prescribed positions of the aircraft and determine that prescribed
runway separation will exist when the aircraft cross the runway separation will exist when the aircraft cross the
landing threshold. Issue traffic information to the landing threshold. Issue traffic information to the
succeeding aircraft if not previously reported and succeeding aircraft if not previously reported and
appropriate traffic holding in position or departing prior appropriate traffic holding in position or departing prior
to their arrival. to their arrival.
EXAMPLE- No Change
“American Two Forty-Five cleared to land, number two
following United Boeing Seven-Thirty-Seven two mile
final, traffic will depart prior to your arrival.”

“American Two Forty-Five cleared to land, number two

following United Boeing Seven-Thirty-Seven two mile
final, traffic will be an MD 88 holding in position.”

“American Two Forty-Five cleared to land, following

United Boeing Seven-Thirty-Seven two mile final,
traffic will depart prior to your arrival.”
NOTE- No Change
Landing sequence number is optional at tower facilities
where arrivals are sequenced by the approach control.
Add b. Anticipating separation must not be applied
when conducting TIPH operations, except as
restricted in para 3-10-5d.
REFERENCE- No Change
FAAO 7110.65, Closed/Unsafe Runway Information, Para 3-3-2.
FAAO 7110.65, Landing Clearance, Para 3-10-5c, not required if
utilizing the provisions of Para 3-10-6.
P/CG Term- Clear of the Runway.

Briefing Guide BG-11

7110.65R CHG 3 8/30/07

1. PARAGRAPH NUMBER AND TITLE: 3-7-6. PRECISION OBSTACLE FREE ZONE (POFZ)

2. BACKGROUND: The Precision Obstacle Free Zone (POFZ) is an FAA Airport Obstructions Standards Committee
(AOSC) initiative (Decision Document #01b, 18 Dec 2003) to protect the area of short final during very low ceilings
(<250feet) or visibilities (<3/4 statute mile or <4000 feet RVR). This change provides guidance to the controller on when the
POFZ needs to remain clear of aircraft and vehicles. There are currently four types of hold lines; those that protect
runways/taxiways, and those that protect the ILS critical area. This does not change. What does potentially change is the
location of the ILS critical area hold lines (and appropriate signage). The POFZ may require the airport to position these lines
so that when the low ceiling and/or visibility occur, aircraft and vehicles will be held outside the POFZ. If an aircraft or
vehicle violates the POFZ during low visibility or ceilings, then the controller must advise any aircraft within 2 miles of the
runway threshold. The majority of effort in this initiative falls on the Airports Division (AAS), Flight Standards (AFS) and
the local airport management AAS has published three documents that address POFZ; AC 150/5300-13, Change 8, Airport
Design; AC 150/5340-1H, Standards for Airport Markings, Change 2, and AC 150/5340-18D, Standards for Airport Sign
Systems.

Along with the POFZ there is another surface area that must be protected. This area is called the Obstacle Clearance Surface
(OCS) and is composed of the “W” ,“X” and “Y” surfaces. (The description for these surface areas can be found in
FAAO8260.3b, Volume III, Chapter 3, paragraph 3.4. ). The “W”, “X” and “Y” surfaces are designed to protect both sides of
the final approach course when the reported weather is 800' or less and the visibility is 2 SM or less and the aircraft is on final
within 2 NM of the runway threshold. These protected surfaces exist in the case that an aircraft executes a missed approach,
it's momentum may carry it below the decision altitude (DA) before the pitch, flaps and engine power can begin a climb. This
loss in altitude is such that tail heights of taxiing aircraft and those holding for departure could be a factor. This initiative went
into effect on January 1, 2007.

3. CHANGE:

OLD NEW
3-7-6. PRECISION OBSTACLE FREE ZONE 3-7-6. PRECISION OBSTACLE FREE ZONE
(POFZ) (POFZ) AND FINAL APPROACH OBSTACLE
CLEARANCE SURFACES (OCS)
a. Ensure the POFZ is clear when an aircraft on a a. Ensure the POFZ is clear of traffic (aircraft or
vertically guided final approach is within 2 NM of the vehicles) when an aircraft on a vertically-guided final
runway threshold and the reported ceiling is below approach is within 2 miles of the runway threshold and
250feet or visibility is less than 3/4 SM (or runway visual the reported ceiling is below 300 feet or visibility is less
range below 4,000 feet). than 3/4 SM to protect aircraft executing a missed
approach.
NOTE- NOTE-
Only horizontal surfaces (e.g., the wings) can penetrate Only horizontal surfaces (e.g., the wings) can penetrate
POFZ; but not the vertical surfaces (e.g., fuselage or the POFZ, but not the vertical surfaces (e.g., fuselage or
tail). tail). Three hundred feet (300) is used because ATC
does not measure ceilings in fifty (50) foot increments.
b. If the POFZ is not clear, then the minimum Height b. Ensure the final approach OCS (e.g., ILS /LPV
Above Touchdown (HAT) and visibility is 250feet and W, X, and Y surfaces) are clear of aircraft/vehicles
3/ SM. when an aircraft on the vertically-guided approach
4
is within 2 miles of the runway threshold and the
reported ceiling is below 800 feet or visibility is less
than 2 SM to protect aircraft executing a missed
approach.
PHRASEOLOGY- Delete
(ACID) AIRCRAFT(VEHICLE) IN THE PRECISION
OBSTRUCTION FREE ZONE. DECISION ALTITUDE
IS (insert your airfield altitude + 250').

BG-12 Briefing Guide

8/30/07 7110.65R CHG 3

OLD
FIG 3-7-1
Precision Obstacle Free Zone (POFZ)

NEW
FIG 3-7-1
Precision Obstacle Free Zone (POFZ)

Briefing Guide BG-13

7110.65R CHG 3 8/30/07

Add NOTE-
1. The POFZ and the close-in portion of the final
approach obstacle clearance surfaces protect aircraft
executing a missed approach. Their dimensions are
described in FAAO 8260.3b, Volume III, Chapter 3,
paragraph 3.4, United States Standards for Terminal
Instrument Procedures.
2. Vehicles that are less than 10 feet in height,
necessary for the maintenance of the airport and/or
navigation facilities operating outside the movement
area, are exempt.
Add c. If it is not possible to clear the POFZ or OCS
prior to an aircraft reaching a point 2 miles from the
runway threshold and the weather is less than
described in subparas a or b above, issue traffic to the
landing aircraft.
Add NOTE-
The POFZ and/or OCS must be cleared as soon as
practical.
Add PHRASEOLOGY-
(ACID), IN THE EVENT OF MISSED APPROACH
(issue traffic).

TAXIING AIRCRAFT/VEHICLE LEFT/RIGHT OF

RUNWAY.
Add EXAMPLE-
“United 623, in the event of missed approach, taxiing
aircraft right of runway.”

“Delta 1058, in the event of missed approach, vehicle

left of runway.”
Add REFERENCE-
FAAO 7110.65, Traffic Information, Para 3-1-6.

1. PARAGRAPH NUMBER AND TITLE: 3-10-4. INTERSECTING RUNWAY SEPARATION

2. BACKGROUND: A note is needed to emphasize the application of existing visual separation procedures when this is
being provided by the tower. This change is being added to visual separation, procedures clearly for those aircraft when
visual separation is in use.

3. CHANGE:

OLD NEW
3-10-4. INTERSECTING RUNWAY 3-10-4. INTERSECTING RUNWAY
SEPARATION SEPARATION
See page 9 of this Briefing Guide for additional text
being added.
a through a2 No Change

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8/30/07 7110.65R CHG 3

Add NOTE-
When visual separation is being applied by the tower,
appropriate control instructions and traffic advisories
must be issued to ensure go around or missed
approaches avert any conflict with the flight path of
traffic on the other runway.
Add REFERENCE-
FAAO 7110.65, Visual Separation, Para 7-2-1a2.

1. PARAGRAPH NUMBER AND TITLE: 5-5-4. MINIMA

2. BACKGROUND: Recently, questions have been raised from field facilities to clarify what “directly behind” means in
regard to wake turbulence separation criteria found in this paragraph. Therefore, a “note” has been added to provide such.

3. CHANGE:

OLD NEW
5-5-4. MINIMA 5-5-4. MINIMA
Title through d No Change
e. Separate aircraft operating directly behind, or No Change
directly behind and less than 1,000 feet below, or
following an aircraft conducting an instrument approach
by:
NOTE- NOTE-
Add 1. When applying wake turbulence separation criteria,
directly behind means an aircraft is operating within
2500 feet of the flight path of the leading aircraft over
the surface of the earth.
Consider parallel runways less than 2,500 feet apart 2. Consider parallel runways less than 2,500 feet apart
as a single runway because of the possible effects of as a single runway because of the possible effects of wake
wake turbulence. turbulence.
1. Heavy behind heavy- 4 miles. No Change
2. Large/heavy behind B757- 4 miles. No Change
3. Small behind B757- 5 miles. No Change
4. Small/large behind heavy - 5 miles. No Change

Briefing Guide BG-15

7110.65R CHG 3 8/30/07

1. PARAGRAPH NUMBER AND TITLE: 8-8-3. LONGITUDINAL SEPARATION

2. BACKGROUND: FAAO 7110.65P, as originally published, included procedures for providing longitudinal separation
at all altitudes in the ICAO Caribbean region. Due to an editorial oversight, Change 1 omitted procedures to apply
longitudinal separation for aircraft at FL 200 by specifying procedures “above FL 200” and “below FL 200”, but not “at or
above FL 200” or “at or below FL 200”. This change to FAAO 7110.65R remedies that oversight. Ocean21 is already
configured to apply the same longitudinal separation standards for aircraft at FL 200 as those above FL 200.

3. CHANGE:

OLD NEW
8-8-3. LONGITUDINAL SEPARATION 8-8-3. LONGITUDINAL SEPARATION
Title through a2 No Change
b. Turbojet operations above FL 200 in the Miami b. Turbojet operations at or above FL 200 in the
Oceanic, Houston Oceanic and San Juan CTAs/FIRs and Miami Oceanic, Houston Oceanic and San Juan
all altitudes in the West Atlantic Route System (WATRS) CTAs/FIRs and all altitudes in the West Atlantic Route
and New York Oceanic CTA/FIR (subsonic flight): System (WATRS) and New York Oceanic CTA/FIR
(subsonic flight):

1. PARAGRAPH NUMBER AND TITLE: 10-2-6. HIJACKED AIRCRAFT

2. BACKGROUND: The new “M” version of FAAO JO 7610.4, Special Operations, contains detailed procedures for
handling hijack and suspicious aircraft activities. A simplification change is warranted in FAAO 7110.65 to reduce
information redundancy, ensure consistency, and promote system security.

3. CHANGE:

OLD NEW
10-2-6. HIJACKED AIRCRAFT 10-2-6. HIJACKED AIRCRAFT
When you observe a Mode 3/A Code 7500, an Hijack attempts or actual events are a matter of
unexplained loss of beacon code, change in direction of national security and require special handling. Policy
flight or altitude, and/or a loss of communications, notify and procedures for hijack situations are detailed in
supervisory personnel immediately. As it relates to FAAO JO 7610.4, Special Operations. FAAO
observing a Code 7500, do the following: JO7610.4 describes reporting requirements, air
crew procedures, air traffic procedures and escort or
interceptor procedures for hijack situations.
NOTE- Delete
Military facilities will notify the appropriate FAA
ARTCC, or the host nation agency responsible for
enroute control, of any indication that an aircraft is
being hijacked. They will also provide full cooperation
with the civil agencies in the control of such aircraft.
EN ROUTE. During narrowband radar operations, Delete
Code7500 causes HIJK to blink in the data block.
NOTE- Delete
Only nondiscrete Code 7500 will be decoded as the
hijack code.

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8/30/07 7110.65R CHG 3

a. Acknowledge and confirm receipt of Code7500 by Delete

asking the pilot to verify it. If the aircraft is not being
subjected to unlawful interference, the pilot should
respond to the query by broadcasting in the clear that
he/she is not being subjected to unlawful interference. If
the reply is in the affirmative or if no reply is received,
do not question the pilot further but be responsive to the
aircraft requests.
PHRASEOLOGY- Delete
(Identification) (name of facility) VERIFY
SQUAWKING 7500.
NOTE- Delete
Code 7500 is only assigned upon notification from the
pilot that his/her aircraft is being subjected to unlawful
interference. Therefore, pilots have been requested to
refuse the assignment of Code 7500 in any other situation
and to inform the controller accordingly.
b. Notify supervisory personnel of the situation. Delete
c. Flight follow aircraft and use normal handoff Delete
procedures without requiring transmissions or responses
by aircraft unless communications have been established
by the aircraft.
d. If aircraft are dispatched to escort the hijacked Delete
aircraft, provide all possible assistance to the escort
aircraft to aid in placing them in a position behind the
hijacked aircraft.
NOTE- Delete
Escort procedures are contained in FAAO 7610.4,
Special Operations, Chapter 7, Hijacked/Suspicious
Aircraft Reporting and Procedures.
e. To the extent possible, afford the same control Delete
service to the aircraft operating VFR observed on the
hijack code.
REFERENCE- REFERENCE-
Add FAAO JO 7610.4, Hijacked/Suspicious Aircraft Reporting and
Procedures, Chapter 7.

FAAO 7110.65, Code Monitor, Para 5-2-13. No Change

Briefing Guide BG-17

7110.65R CHG 3 8/30/07

1. PARAGRAPH NUMBER AND TITLE: 10-2-11. AIRCRAFT BOMB THREATS

2. BACKGROUND: This change aligns aircraft bomb threat procedures with existing guidance contained in
FAAOJO7610.4, Special Operations.
3. CHANGE:
OLD NEW
10-2-11. AIRCRAFT BOMB THREATS 10-2-11. AIRCRAFT BOMB THREATS
a. When information is received from any source that No Change
a bomb has been placed on, in, or near an aircraft for the
purpose of damaging or destroying such aircraft, notify
your supervisor or the facility air traffic manager. If the
threat is general in nature, handle it as a “Suspicious
Activity.” When the threat is targeted against a specific
aircraft and you are in contact with the suspect aircraft,
take the following actions as appropriate:
NOTE- Delete
1. Facility supervisors are expected to notify the
appropriate offices, agencies, operators/air carriers
according to applicable plans, directives, and
FAAO7210.3, Facility Operation and Administration,
Handling Bomb Threat Incidents, Para2-1-8, or
applicable military directives.
2. “Suspicious activity” is covered in FAAO 7210.3, Delete
Facility Operation and Administration, Suspicious
Activities, Para 2-7-6. Military facilities would report a
“general” threat through the chain of command or
according to service directives.
Add REFERENCE-
FAAO JO 7610.4, Hijacked/Suspicious Aircraft Reporting and
Procedures, Chapter 7.

1. PARAGRAPH NUMBER AND TITLE: 10-4-4. COMMUNICATIONS FAILURE

2. BACKGROUND: The new “M” version of FAAO JO 7610.4 contains information advising controllers to consider
aircraft as “suspicious activity” (Chapter 7) when radio communications are lost or not established. The FAAO 7110.65
section on Communications Failure does not address this possibility. The two documents must be synchronized to avoid
confusion or conflict.
3. CHANGE:
OLD NEW
10-4-4. COMMUNICATIONS FAILURE 10-4-4. COMMUNICATIONS FAILURE
Title through dREFERENCE- No Change
Add e. If radio communications have not been
(re)established with the aircraft after five minutes,
consider the aircraft's activity to be possibly
suspicious and handle the flight per FAAO JO 7610.4,
Chapter 7, Hijacked/Suspicious Aircraft Reporting
and Procedures.

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8/30/07 7110.65R CHG 3

1. PARAGRAPH NUMBER AND TITLE:

13-1-1. DESCRIPTION;
13-1-2. CONFLICT DETECTION AND RESOLUTION;
13-1-5. THE AIRCRAFT LIST (ACL) AND FLIGHT DATA MANAGEMENT;
13-1-6. MANUAL COORDINATION AND THE URET COORDINATION MENU;
13-1-6. RECORDING OF CONTROL DATA;
13-1-7. HOLDING;
13-1-7. ACKNOWLEDGEMENT OF AUTOMATED NOTIFICATION;
13-1-8. CURRENCY OF TRAJECTORY INFORMATION;
13-1-9. DELAY REPORTING;
13-1-10. OVERDUE AIRCRAFT;
13-1-11. USE OF GRAPHICS PLAN DISPLAY (GPD);
13-1-12. FORECAST WINDS;
13-1-13. INTERFACILITY CONNECTIVITY;
13-1-14. PRIMARY RDP/FDP OUTAGES, and
13-1-17. URET AIRSPACE CONFIGURATION ELEMENTS

2. BACKGROUND: URET has been in use at certain facilities for several years. In order to ensure that URET procedures
remain viable and up-to-date a review of all current procedures and practices was conducted. This included review of
current national and local procedures, human factors, training and safety. As a result several recommendations for
improvement were made. These recommendations have been incorporated into URET procedures.

3. CHANGE:

OLD NEW
13-1-1. DESCRIPTION 13-1-1. DESCRIPTION
a. URET, a decision support technology and URET is an en route decision support tool that is used
component of the Free Flight Program, is utilized in the by the sector team in performing its strategic
en route environment and is located at the Radar planning responsibilities. URET uses flight plan data,
Associate (RA) position at an operational sector. The forecast winds, aircraft performance characteristics,
purpose of the tool is the prediction of conflicts between and track data to derive expected aircraft
aircraft and between aircraft and special use or trajectories, and to predict conflicts between aircraft
designated airspace, and it also provides trial planning and between aircraft and special use or designated
and enhanced flight data management capabilities. airspace. It also provides trial planning and enhanced
flight data management capabilities.
b. URET is designed to enhance the efficiency of the Delete
Sector Team by providing decision support in the
prediction and resolution of potential conflicts, and, as a
result, allowing controllers more latitude in other tasks,
such as responding to user requests. Further, the use of
the tool could provide increased system safety, decreased
system delays, and increased system flexibility,
predictability, productivity, and user access.
c. URET predicts conflicts up to 20minutes in Delete
advance using flight plan, forecast winds, aircraft
performance characteristics, and track data to derive
expected aircraft trajectories. URET supports early
identification and resolution of predicted conflicts and
the evaluation of user requests, and it is to be used by the
sector team in performing their strategic planning
responsibilities.

Briefing Guide BG-19

7110.65R CHG 3 8/30/07

OLD NEW
13-1-2. CONFLICT DETECTION AND 13-1-2. CONFLICT DETECTION AND
RESOLUTION RESOLUTION
a. Actively scan URET information for predicted a. Actively scan URET information for predicted
alerts. aircraft-to-aircraft and aircraft-to-airspace alerts.
b through d No Change
Add e. When the URET Stop Probe feature is activated
for an aircraft, Conflict Probe for that aircraft shall
be restarted before transfer of control, unless
otherwise coordinated.
Add NOTE-
The requirement in subpara 13-1-2e does not apply to
aircraft entering airspace of a non-URET facility.

OLD NEW
13-1-5. THE AIRCRAFT LIST (ACL) AND 13-1-5. THE AIRCRAFT LIST (ACL),
FLIGHT DATA MANAGEMENT DEPARTURE LIST (DL) AND FLIGHT DATA
MANAGEMENT
a. The ACL shall be used as the sector team's primary No Change
source of flight data.
b. When URET is operational, sector teams shall post b. Actively scan URET to identify automated
flight progress strips for any nonradar flights. notifications that require sector team action.
c. When URET is operational, sector teams shall post c. When an ACL or DL entry has a Remarks
any flight progress strip(s) that are deemed necessary for indication, the Remarks field of the flight plan shall
safe or efficient operations. The sector team shall comply be reviewed. Changes to the Remarks field shall also
with all applicable facility directives to maintain posted be reviewed.
flight progress strips.
NOTE- Delete
Cases in which an operational advantage may be
realized include, but are not limited to aircraft that
cannot be expected to remain in radar contact, aircraft
in hold, and emergencies.
Add d. Highlighting an entry on the ACL or DL shall be
used to indicate the flight requires an action or special
attention.
Add e. The Special Posting Area (SPA) should be used
to group aircraft that have special significance
(e.g.,aircraft to be sequenced, air refueling missions,
formations).
Add f. When URET is operational, sector teams shall
post flight progress strips for any nonradar flights.
Add g. When URET is operational, a flight progress
strip shall be posted for any flight plan not contained
in the Host Computer System.

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8/30/07 7110.65R CHG 3

Add h. When URET is operational, sector teams shall

post any flight progress strip(s) that are deemed
necessary for safe or efficient operations. The sector
team shall comply with all applicable facility
directives to maintain posted flight progress strips.
Add i. The URET Drop Track Delete option shall be
used in accordance with facility directives.

OLD NEW
Add 13-1-6. MANUAL COORDINATION AND THE
URET COORDINATION MENU

Add a. Where automated coordination with a facility is

not available (e.g., an international facility, a VFR
tower), use the URET Coordination Menu or a flight
progress strip to annotate manual coordination
status, in accordance with facility directives.
Add b. When the URET Coordination Menu is used and
the flight plan is subsequently changed, remove the
yellow coding from the Coordination Indicator after
any appropriate action has been taken.

OLD NEW
13-1-6. RECORDING OF CONTROL DATA 13-1-8. RECORDING OF CONTROL DATA
a. All control information not otherwise recorded via No Change
automation recordings or voice recordings shall be
manually recorded using approved methods.
b. Control information may be entered in the free text b. When a point out has been approved, remove the
area and shall be used for reference purposes only. yellow color coding on the ACL.
c. Data required to be entered into the free text area c. When the URET Free Text Area is used to enter
shall be designated in a facility directive. control information, authorized abbreviations shall
be used. You may use:
Add 1. The clearance abbreviations authorized in
TBL 13-1-1.
Add 2. The miscellaneous abbreviations authorized in
TBL 13-1-2.
Add 3. The URET equivalents for control information
symbols authorized in TBL 13-1-3.
Add 4. Plain language markings when it will aid in
understanding information.
Add 5. Locally approved abbreviations.

Briefing Guide BG-21

7110.65R CHG 3 8/30/07

Add d. When the URET Free Text Area is used to enter

control information, the Free Text Area shall remain
open and visible. When no longer relevant, the
information entered into the Free Text Area shall be
updated or deleted.
Add e. Control information entered in the Free Text
Area shall be used for reference purposes only.
Add NOTE-
Information entered into the Free Text Area does not
pass on handoff and, if necessary, must be coordinated.

Add

TBL 13-1-1
Clearance Abbreviations

Abbreviation Meaning
A Cleared to airport (point of intended landing)
B Center clearance delivered
C ATC clears (when clearance relayed through non-ATC facility)
CAF Cleared as filed
D Cleared to depart from the fix
F Cleared to the fix
H Cleared to hold and instructions issued
N Clearance not delivered
O Cleared to the outer marker
PD Cleared to climb/descend at pilot's discretion
Q Cleared to fly specified sectors of a NAVAID defined in terms of courses, bearings,
radials, or quadrants within a designated radius
T Cleared through (for landing and takeoff through intermediate point)
V Cleared over the fix
X Cleared to cross (airway, route, radial) at (point)
Z Tower jurisdiction

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8/30/07 7110.65R CHG 3

Add

TBL 13-1-2
Miscellaneous Abbreviations

Abbreviation Meaning
BC Back course approach
CT Contact approach
FA Final approach
FMS Flight management system approach
GPS GPS approach
I Initial approach
ILS ILS approach
MA Missed approach
MLS MLS approach
NDB Nondirectional radio beacon approach
OTP VFR conditions-on-top
PA Precision approach
PT Procedure turn
RA Resolution advisory (Pilot-reported TCAS event)
RH Runway heading
RNAV Area navigation approach
RP Report immediately upon passing (fix/altitude)
RX Report crossing
SA Surveillance approach
SI Straight-in approach
TA TACAN approach
TL Turn left
TR Turn right
VA Visual approach
VR VOR approach

Briefing Guide BG-23

7110.65R CHG 3 8/30/07

Add

TBL 13-1-3
URET Equivalents for Control Information Symbols

Abbreviation Meaning
T dir Depart (direction if specified)
= Climb and maintain
O Descend and maintain
CR Cruise
AT At
X Cross
M Maintain
/airway Join or intercept (airway, jet route, track, or course)
= While in controlled airspace
WICA While in control area
dir ECA Enter control area
dir OOCA Out of control area
dir ESA Cleared to enter surface area. Indicated direction of flight by appropriate compass letter(s)
Through surface area and altitude indicated direction of flight by appropriate compass letter(s).
TSA alt
Maintain special VFR conditions (altitude if appropriate) while in surface area
250 K Aircraft requested to adjust speed to 250 knots
-20 K Aircraft requested to reduce speed 20 knots
+30 K Aircraft requested to increase speed 30 knots
Local Special VFR operations in the vicinity of (name) airport are authorized until (time).
SVFR
Maintain special VFR conditions (altitude if appropriate)
B4 Before
AF After or Past
/ Until
*instructions* Alternate instructions
REST Restriction
AOB At or Below
AOA At or Above
- From-to (route, time, etc.)
Indicates a block altitude assignment. Altitudes are inclusive, and the first altitude shall be
(Alt)B(Alt)
lower than the second (Example 310B370)
V time Clearance void if aircraft not off ground by time
CL Pilot canceled flight plan
+info+ Information or revised information forwarded
**alt** Other than assigned altitude reported Example: **50**
ARC mi. dir. DME arc of VORTAC, TACAN, or MLS
Contact (facility) or (freq.), (time, fix, or altitude if appropriate). Insert frequency only when
C freq.
it is other than standard
R Radar contact
R alt Requested altitude
R/ Radar service terminated
RX Radar Contact Lost

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Abbreviation Meaning
RV Radar vector
RVX Pilot resumed own navigation
HO Handoff completed
E Emergency
W Warning
P Point out initiated. Indicate the appropriate facility, sector, or position.
FUEL Minimum fuel
EFC time Expect further clearance at (time)
- fix Direct to fix
FRC Full route clearance
IAF Initial approach fix
NORDO No Radio
PT Procedure turn
RLS Release
REQ Request
SI Straight in

OLD NEW
Add 13-1-7. HOLDING
Add For flights in hold, use URET Hold Annotations, a
flight progress strip, or a facility-approved
worksheet to annotate holding instructions, in
accordance with facility directives.

OLD NEW
13-1-7. ACKNOWLEDGEMENT OF 13-1-9. ACKNOWLEDGEMENT OF
AUTOMATED NOTIFICATION AUTOMATED NOTIFICATION
a. Remove Inappropriate Altitude for Direction of a. The URET Inappropriate Altitude for Direction
Flight coding only after any required coordination has of Flight (IAFDOF) feature shall be used in the
been completed. automatic mode (i.e., IAFDOF Manual shall remain
deselected) unless otherwise authorized in a facility
directive.
b. Remove Unsuccessful Transmission Message b. Completion of any required coordination for
(UTM) coding only after appropriate coordination has IAFDOF shall be acknowledged on the ACL by
been completed. removing the IAFDOF coding.
c. Send/acknowledge Host Embedded Route Text c. Completion of appropriate coordination for an
(HERT) coding only after the appropriate clearance has Unsuccessful Transmission Message (UTM) shall be
been issued to the pilot or otherwise coordinated. acknowledged on the ACL by removing the UTM
coding.
d. Remove Expect Departure Clearance Time d. Issuance of the Expect Departure Clearance
(EDCT) coding only after the EDCT has been issued to Time (EDCT) to the pilot or other control facility
the pilot. shall be acknowledged on the DL by removing the
EDCT coding.

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e. Remove ATC Preferred Route (APR) coding only e. IAFDOF, UTM, or EDCT coding shall be
after the route has been checked and any required action acknowledged only after the appropriate action has
has been completed. been completed.
Add f. Send/acknowledge Host Embedded Route Text
(HERT) coding only after the appropriate clearance
has been issued to the pilot or otherwise coordinated.
Do not send/acknowledge HERT unless the sector has
track control for the flight or it has been otherwise
coordinated.
Add g. Remove ATC Preferred Route (APR) coding
only after the route has been checked and any
required action has been completed. Do not remove
APR coding unless the sector has track control or it
has been otherwise coordinated.
NOTE- NOTE-
If coding is prematurely removed and the control of the If coding is prematurely removed and the control of the
aircraft is transferred prior to completing the aircraft is transferred before completing the appropriate
appropriate action, the next sector will not receive the action, the next sector may not receive the necessary
necessary APR notification. APR notification.

OLD NEW
13-1-8. CURRENCY OF TRAJECTORY 13-1-10. CURRENCY OF TRAJECTORY
INFORMATION INFORMATION

OLD NEW
13-1-9. DELAY REPORTING 13-1-11. DELAY REPORTING
a. Adhere to all applicable delay reporting directives No Change
while URET is operational.
b. Delay information shall be recorded either on b. Delay information shall be recorded. Delay
available flight progress strips or on facility approved information may be automatically recorded via use of
forms. the URET Hold Annotations Menu or manually on
flight progress strips or facility-approved worksheets,
in accordance with the facility-defined standard.
Add c. When using URET to automatically record delay
information, the URET hold annotations shall be
deleted when the aircraft is cleared from holding.
Add NOTE-
Delay information cannot be accurately recorded
unless URET hold annotations are deleted when the
aircraft is cleared from holding.

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OLD NEW
13-1-10. OVERDUE AIRCRAFT 13-1-12. OVERDUE AIRCRAFT
Upon receipt of the URET overdue aircraft notification Upon receipt of the URET overdue aircraft notification,
take appropriate actions set forth in Chapter 10, take appropriate actions set forth in Chapter 10,
Section 3, Overdue Aircraft. Section3, Overdue Aircraft.
NOTE- No Change
URET overdue aircraft notification is based on radar
track data. Updating an aircraft's route of fight will
remove the overdue aircraft notification.

OLD NEW
13-1-11. USE OF GRAPHICS PLAN DISPLAY 13-1-13. USE OF GRAPHICS PLAN DISPLAY
(GPD) (GPD)

OLD NEW
13-1-12. FORECAST WINDS 13-1-14. FORECAST WINDS
In the event that current forecast wind data is not In the event that current forecast wind data are not
available, continue use of URET with appropriate available, continue use of URET with appropriate
recognition that alert data may be affected. recognition that alert and trajectory data may be
affected.

OLD NEW
13-1-13. INTERFACILITY CONNECTIVITY 13-1-15. INTERFACILITY CONNECTIVITY

OLD NEW
13-1-14. PRIMARY RDP/FDP OUTAGES 13-1-16. PRIMARY HOST OUTAGES
In the event of a primary RDP/FDP outage, URET data In the event of a primary HOST outage, URET data may
may be used to support situational awareness while the be used to support situational awareness while the
facility transitions to the backup RDP or nonradar facility transitions to the backup RDP or nonradar
procedures. procedures.
NOTE- No Change
Without primary system input, URET data cannot be
updated and becomes stale.

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OLD NEW
Add 13-1-17. URET AIRSPACE CONFIGURATION
ELEMENTS
Add a. URET Airspace Configuration Elements are:
Add 1. Special Activity Airspace (SAA).
Add 2. Airport Stream Filters (ASF).
Add 3. URET adapted restrictions.
Add b. Where assigned as a sector responsibility by
facility directive, the sector team shall update URET
Airspace Configuration Elements to reflect current
status.
Add c. For Airspace Configuration Elements desig‐
nated as a sector responsibility, notify the operational
supervisor when the status of an Airspace Configura‐
tion Element has been modified in URET.

1. PARAGRAPH NUMBER AND TITLE:

APPENDIX A. AIRCRAFT INFORMATION FIXED-WING AIRCRAFT

2. BACKGROUND: Appendix A includes information on fixed-wing aircraft including aircraft type designators,

manufacturers, description of number and type of engines, aircraft weight classes, climb and descent rates, and same runway
separation. FAAO 7110.118, Land and Hold Short Operations (LAHSO), Appendix 1, LAHSO Aircraft Landing Distance
group information is incorporated.

3. CHANGE:

OLD NEW
APPENDIX A. AIRCRAFT INFORMATION APPENDIX A. AIRCRAFT INFORMATION
FIXED-WING AIRCRAFT FIXED-WING AIRCRAFT
See Appendix A for specific changes.

1. PARAGRAPH NUMBER AND TITLE:

APPENDIX B. AIRCRAFT INFORMATION HELICOPTERS/ROTORCRAFTS

2. BACKGROUND: Appendix B includes information on helicopters and rotorcraft aircraft including aircraft type
designators, manufacturers, description of number and type of engines, aircraft weight classes, climb and descent rates, and
same runway separation.

3. CHANGE:

OLD NEW
APPENDIX B. AIRCRAFT INFORMATION APPENDIX B. AIRCRAFT INFORMATION
HELICOPTERS/ROTORCRAFTS HELICOPTERS/ROTORCRAFTS
See Appendix B for specific changes.

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1. PARAGRAPH NUMBER AND TITLE: APPENDIX D. STANDARD OPERATING PRACTICE (SOP) FOR
THE TRANSFER OF POSITION RESPONSIBILITY

2. BACKGROUND: Cru-X/ART has been deployed by the ATO for the collection of Labor Distribution Reporting (LDR)
data in the operating quarters of en route/oceanic, terminal, and flight service facilities. Cru-X/ART replaces the facility's
FAA Form 7230-10, Position Log, or electronic version previously utilized by the facility (including Host, ARTS, and
STARS).

It is imperative that the transfer of position time be accurately noted and entered into the Cru-X/ART position logs, as it was
prior to Cru-X/ART. The actual time of position transfer occurs when a position is opened or when the relieving controller
states, “they have the position.”

When opening an operational position, the person opening the position is responsible for notifying the Supervisor/CIC of the
transfer of position time, so the Supervisor/CIC can enter that time in Cru-X/ART. When there is a relieved controller, that
individual is responsible to note the correct transfer of position time and enter it into ART.

3. CHANGE:

OLD NEW
APPENDIX D. STANDARD OPERATING APPENDIX D. STANDARD OPERATING
PRACTICE (SOP) FOR THE TRANSFER OF PRACTICE (SOP) FOR THE TRANSFER OF
POSITION RESPONSIBILITY POSITION RESPONSIBILITY
1 through 6b No Change
c. ASSUMPTION OF POSITION No Change
RESPONSIBILITY

Relieving Specialist Specialist Relieving Specialist Specialist

Being Relieved Being Relieved
1. Make a statement or No Change
otherwise indicate to the
specialist being relieved
that position
responsibility has been
assumed.
2. Release the position to 2. Release the position to
the relieving specialist. the relieving specialist
and mentally note the
time.

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OLD NEW
d. REVIEW THE POSITION No Change

Relieving Specialist Specialist Relieving Specialist Specialist

Being Relieved Being Relieved
1. Sign‐on the position Delete
unless a facility directive
authorizes substep 6d8.
2. Check, verify, and 1. Check, verify, and
update the information update the information
obtained in steps 6a and b. obtained in steps 6a and b.
3. Check position 2. Check position
equipment in accordance equipment in accordance
with existing directives. with existing directives.
4. Review checklist, 3. Review checklist,
Status Information Status Information
Area/s, written notes, and Area/s, written notes, and
other prescribed sources other prescribed sources
of information and advise of information and advise
the relieving specialist of the relieving specialist of
known omissions, known omissions,
updates, or inaccuracies. updates, or inaccuracies.
5. Observe overall 4. Observe overall
position operation to position operation to
determine if assistance is determine if assistance is
needed. needed.
6. If assistance is needed, 5. If assistance is needed,
provide or summon it as provide or summon it as
appropriate. appropriate.
7. Advise the appropriate 6. Advise the appropriate
position regarding known position regarding known
Status Information Status Information
Area(s) omissions, Area(s) omissions,
updates, or inaccuracies. updates, or inaccuracies.
8. Sign‐on the relieving 7. Sign-on the relieving
specialist if appropriate. specialist with the time as
noted in step 6c2.
9. Sign off the position in 8. Sign off the position in
accordance with existing accordance with existing
directives or otherwise directives or otherwise
indicate that the relief indicate that the relief
process is complete. process is complete.

BG-30 Briefing Guide