e. Where a Terminal Arrival Area (TAA) has been
established to support RNAV approaches, inform the
aircraft of its position relative to the appropriate IAF
and issue the approach clearance. (See FIG 5-9-6.)
EXAMPLE1. Aircraft 1: The aircraft is in the straight in area of the
TAA. “Seven miles from CENTR, Cleared R-NAV Runway
One Eight Approach.”
2. Aircraft 2: The aircraft is in the left base area of the TAA.
“One five miles from LEFTT, Cleared GPS Runway One
Eight Approach.”
3. Aircraft 3: The aircraft is in the right base area of the
TAA. “Four miles from WRITE, Cleared FMS Runway One
Eight Approach.”
5-9-5. APPROACH SEPARATION
RESPONSIBILITY
a. The radar controller performing the approach
control function is responsible for separation of radar
arrivals unless visual separation is provided by the
tower, or a letter of agreement/facility directive
authorizes otherwise. Radar final controllers ensure
that established separation is maintained between
aircraft under their control and other aircraft
established on the same final approach course.
NOTE-
The radar controller may be a controller in an ARTCC, a
terminal facility, or a tower controller when authorized to
perform the approach control function in a terminal area.
REFERENCE-
FAAO JO 7110.65, Para 2-1-19, Wake Turbulence.
FAAO JO 7110.65, Section 5, Radar Separation, Para_5-5-1,
Application.
FAAO JO 7110.65, Para 7-2-1, Visual Separation.
FAAO JO 7110.65, Para 5-5-4, Minima.
FAAO JO 7210.3, Para_2-1-15, Authorization for Separation Services
by Towers.
b. When timed approaches are being conducted,
the radar controller shall maintain the radar
separation specified in para 6-7-5, Interval Minima,
until the aircraft is observed to have passed the final
approach fix inbound (nonprecision approaches) or
the OM or the fix used in lieu of the outer marker
(precision approaches) and is within 5 miles of the
runway on the final approach course or until visual
separation can be provided by the tower.
REFERENCE-
FAAO JO 7110.65, Para 5-4-6, Receiving Controller Handoff.
FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception.
FAAO JO 7110.65, Para 5-9-6, Parallel Dependent ILS/MLS
Approaches.
FAAO JO 7110.65, Para 6-7-2, Approach Sequence.
JO 7110.65S 2/14/08
5-9-6 Radar Arrivals
FIG 5-9-6
Basic “T” Design
IAF IAF
IF(IAF)
FAF
MAP
Runway 18
Missed Approach Holding Fix
Plan view
WRITE LEFTT
CENTR
#1
#3
#2
JO 7110.65S 2/14/08
5-9-7
Radar Arrivals
5-9-6. 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 5-9-7, Aircraft 2 is 1.5 miles from Aircraft 1, and
Aircraft 3 is 1.5 miles or more from Aircraft 2. The resultant
separation between Aircrafts 1 and 3 is at least 2.5 miles.
3. Provide a minimum of 2 miles radar
separation diagonally between successive aircraft on
adjacent localizer/azimuth courses where runway
centerlines are more than 4,300 feet but no more than
9,000 feet apart.
FIG 5-9-8
Parallel Dependent ILS/MLS Approaches
EXAMPLE-
In FIG 5-9-8, Aircraft 2 is 2 miles from heavy Aircraft 1.
Aircraft 3 is a small aircraft and is 6 miles from Aircraft_1.
*The resultant separation between Aircrafts 2 and 3 is
4.2_miles.
4. Provide the minimum applicable radar
separation between aircraft on the same final
approach course.
REFERENCE-
FAAO JO 7110.65, Section 5, Radar Separation, Para 5-5-4, Minima.
b. The following conditions are required when
applying the minimum radar separation on adjacent
localizer/azimuth courses allowed in subpara a:
1. Apply this separation standard only after
aircraft are established on the parallel final approach
course.
2. Straight-in landings will be made.
3. Missed approach procedures do not conflict.
4. Aircraft are informed that approaches to both
runways are in use. This information may be provided
through the ATIS.
5. Approach control shall have the interphone
capability of communicating directly with the local
controller at locations where separation responsibility has not been delegated to the tower.
NOTE-
The interphone capability is an integral part of this
procedure when approach control has the sole separation
responsibility.
JO 7110.65S 2/14/08
5-9-8 Radar Arrivals
REFERENCE-
FAAO JO 7110.65, Para 5-9-5, Approach Separation Responsibility.
FAAO JO 7210.3, Para_2-1-15, Authorization for Separation Services
by Towers.
c. Consideration should be given to known factors
that may in any way affect the safety of the instrument
approach phase of flight, such as surface wind
direction and velocity, wind shear alerts/reports,
severe weather activity, etc. Closely monitor weather
activity that could impact the final approach course.
Weather conditions in the vicinity of the final
approach course may dictate a change of approach in
use.
REFERENCE-
FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception.
5-9-7. SIMULTANEOUS INDEPENDENT
ILS/MLS APPROACHES- DUAL & TRIPLE
TERMINAL
a. Apply the following minimum separation when
conducting simultaneous independent 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 to parallel final approach.
NOTE1. During triple parallel approaches, no two aircraft will
be assigned the same altitude during turn-on. All
three_aircraft will be assigned altitudes which differ by a
minimum of 1,000 feet. Example: 3,000, 4,000, 5,000;
7,000, 8,000, 9,000.
2. Communications transfer to the tower controller's
frequency shall be completed prior to losing vertical
separation between aircraft.
2. Dual parallel runway centerlines are at least
4,300 feet apart.
3. Triple parallel runway centerlines are at least
5,000 feet apart and the airport field elevation is less
than 1,000 feet MSL.
4. A high-resolution color monitor with alert
algorithms, such as the final monitor aid or that
required in the precision runway monitor program
shall be used to monitor approaches where:
(a) Triple parallel runway centerlines are at
least 4,300 but less than 5,000 feet apart and the
airport field elevation is less than 1,000 feet MSL.
(b) Triple parallel approaches to airports
where the airport field elevation is 1,000 feet MSL or
more require the high resolution color monitor with
alert algorithms and an approved FAA aeronautical
study.
5. Provide the minimum applicable radar
separation between aircraft on the same final
approach course.
REFERENCE-
FAAO JO 7110.65, Para 5-5-4, Minima.
b. The following conditions are required when
applying the minimum separation on adjacent dual or
triple ILS/MLS courses allowed in subpara a:
1. Straight-in landings will be made.
2. ILS, MLS, radar, and appropriate frequencies
are operating normally.
3. Inform aircraft that simultaneous ILS/MLS
approaches are in use prior to aircraft departing an
outer fix. This information may be provided through
the ATIS.
4. Clear the aircraft to descend to the
appropriate glideslope/glidepath intercept altitude
soon enough to provide a period of level flight to
dissipate excess speed. Provide at least 1 mile of
straight flight prior to the final approach course
intercept.
NOTE-
Not applicable to curved and segmented MLS approaches.
5. An NTZ at least 2,000 feet wide is established
an equal distance between extended runway final
approach courses and shall be depicted on the
monitor display. The primary responsibility for
navigation on the final approach course rests with the
pilot. Control instructions and information are issued
only to ensure separation between aircraft and to
prevent aircraft from penetrating the NTZ.
6. Monitor all approaches regardless of weather.
Monitor local control frequency to receive any
aircraft transmission. Issue control instructions as
necessary to ensure aircraft do not enter the NTZ.
NOTE1. Separate monitor controllers, each with transmit/
receive and override capability on the local control
frequency, shall ensure aircraft do not penetrate the
depicted NTZ. Facility directives shall define responsibility for providing the minimum applicable longitudinal
separation between aircraft on the same final approach
course.
JO 7110.65S 2/14/08
5-9-9
Radar Arrivals
2. The aircraft is considered the center of the primary
radar return for that aircraft, or, if an FMA or other color
final monitor aid is used, the center of the digitized target
of that aircraft, for the purposes of ensuring an aircraft
does not penetrate the NTZ. The provisions of para 5-5-2,
Target Separation, apply also.
c. The following procedures shall be used by the
final monitor controllers:
1. Instruct the aircraft to return to the correct
final approach course when aircraft are observed to
overshoot the turn-on or to continue on a track which
will penetrate the NTZ.
PHRASEOLOGY-
YOU HAVE CROSSED THE FINAL APPROACH
COURSE. TURN (left/right) IMMEDIATELY AND
RETURN TO LOCALIZER/AZIMUTH COURSE,
or
TURN (left/right) AND RETURN TO THE
LOCALIZER/AZIMUTH COURSE.
2. Instruct aircraft on the adjacent final
approach course to alter course to avoid the deviating
aircraft when an aircraft is observed penetrating or in
the controller's judgment will penetrate the NTZ.
PHRASEOLOGY-
TRAFFIC ALERT, (call sign), TURN (right/left)
IMMEDIATELY HEADING (degrees), CLIMB AND
MAINTAIN (altitude).
3. Terminate radar monitoring when one of the
following occurs:
(a) Visual separation is applied.
(b) The aircraft reports the approach lights or
runway in sight.
(c) The aircraft is 1 mile or less from the
runway threshold, if procedurally required and
contained in facility directives.
4. Do not inform the aircraft when radar
monitoring is terminated.
5. Do not apply the provisions of para 5-13-1,
Monitor on PAR Equipment, for simultaneous ILS,
MLS, or ILS and MLS approaches.
d. Consideration should be given to known factors
that may in any way affect the safety of the instrument
approach phase of flight when simultaneous ILS,
MLS, or ILS and MLS approaches are being
conducted to parallel runways. Factors include but
are not limited to wind direction/velocity, wind-shear
alerts/reports, severe weather activity, etc. Closely
monitor weather activity that could impact the final
approach course. Weather conditions in the vicinity
of the final approach course may dictate a change of
approach in use.
REFERENCE-
FAAO JO 7110.65, Para 5-1-13, Radar Service Termination.
FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception.
5-9-8. SIMULTANEOUS INDEPENDENT
DUAL ILS/MLS APPROACHES- HIGH
UPDATE RADAR
TERMINAL
a. Authorize simultaneous independent ILS,
MLS, or ILS and MLS approaches to parallel dual
runways with centerlines separated by at least
3,000_feet with one localizer offset by 2.5 degrees
using a precision runway monitor system with a
1.0_second radar update system and when centerlines
are separated by 3,400 to 4,300 feet when precision
runway monitors are utilized with a radar update rate
of 2.4 seconds or less; and
1. Provide a minimum of 1,000 feet vertical or
a minimum of 3 miles radar separation between
aircraft during turn-on to parallel final approach.
NOTE-
Communications transfer to the tower controller 's
frequency shall be completed prior to losing vertical
separation between aircraft.
2. Provide the minimum applicable radar
separation between aircraft on the same final
approach course.
REFERENCE-
FAAO JO 7110.65, Para 5-5-4, Minima.
b. The following conditions are required when
applying the minimum separation on dual ILS/MLS
courses allowed in subpara a:
1. Straight-in landings will be made.
2. ILS, MLS, radar, and appropriate frequencies
are operating normally.
3. Inform aircraft that closely spaced simultaneous ILS/MLS approaches are in use prior to aircraft
departing an outer fix. This information may be
provided through the ATIS.
4. Clear the aircraft to descend to the
appropriate glideslope/glidepath intercept altitude
soon enough to provide a period of level flight to
JO 7110.65S 2/14/08
5-9-10 Radar Arrivals
dissipate excess speed. Provide at least 1 mile of
straight flight prior to the final approach course
intercept.
NOTE-
Not applicable to curved and segmented MLS approaches.
5. An NTZ at least 2,000 feet wide is established
an equal distance between extended runway final
approach courses and shall be depicted on the
monitor display. The primary responsibility for
navigation on the final approach course rests with the
pilot. Control instructions and information are issued
only to ensure separation between aircraft and to
prevent aircraft from penetrating the NTZ.
6. Monitor all approaches regardless of weather.
Monitor local control frequency to receive any
aircraft transmission. Issue control instructions as
necessary to ensure aircraft do not enter the NTZ.
7. Separate monitor controllers, each with
transmit/receive and override capability on the local
control frequency, shall ensure aircraft do not
penetrate the depicted NTZ. Facility directives shall
define the responsibility for providing the minimum
applicable longitudinal separation between aircraft
on the same final approach course._
NOTE-
The aircraft is considered the center of the digitized target
for that aircraft for the purposes of ensuring an aircraft
does not penetrate the NTZ.
c. The following procedures shall be used by the
final monitor controllers:
1. A controller shall provide position information to an aircraft that is (left/right) of the depicted
localizer centerline, and in their opinion is continuing
on a track that may penetrate the NTZ.
PHRASEOLOGY(Aircraft call sign) I SHOW YOU (left/right) OF THE
FINAL APPROACH COURSE.
2. Instruct the aircraft to return immediately to
the correct final approach course when aircraft are
observed to overshoot the turn-on or continue on a
track which will penetrate the NTZ.
PHRASEOLOGY-
YOU HAVE CROSSED THE FINAL APPROACH
COURSE. TURN (left/right) IMMEDIATELY AND
RETURN TO LOCALIZER/AZIMUTH COURSE.
or
TURN (left/right) AND RETURN TO THE
LOCALIZER/AZIMUTH COURSE.
3. Instruct aircraft on the adjacent final
approach course to alter course to avoid the deviating
aircraft when an aircraft is observed penetrating or in
the controller's judgment will penetrate the NTZ.
NOTE-
An instruction that may include a descent to avoid the
deviating aircraft should only be used when there is no
other reasonable option available to the controller. In such
a case, the descent shall not put the aircraft below the MVA.
PHRASEOLOGY-
TRAFFIC ALERT, (call sign), TURN (left/right)
IMMEDIATELY HEADING (DEGREES), CLIMB AND
MAINTAIN (altitude).
4. Terminate radar monitoring when one of the
following occurs:
(a) Visual separation is applied.
(b) The aircraft reports the approach lights or
runway in sight.
(c) The aircraft has landed or, in the event of
a missed approach, is one-half mile beyond the
departure end of the runway.
5. Do not inform the aircraft when radar
monitoring is terminated.
6. Do not apply the provisions of para 5-13-1,
Monitor on PAR Equipment, for simultaneous ILS,
MLS, or ILS and MLS approaches.
d. Consideration should be given to known factors
that may in any way affect the safety of the instrument
approach phase of flight when simultaneous ILS,
MLS, or ILS and MLS approaches are being
conducted to parallel runways. Factors include but
are not limited to wind direction/velocity, wind-shear
alerts/reports, severe weather activity, etc. Closely
monitor weather activity that could impact the final
approach course. Weather conditions in the vicinity
of the final approach course may dictate a change of
the approach in use.
REFERENCE-
FAAO JO 7110.65, Para 5-1-13, Radar Service Termination.
FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception.
JO 7110.65S 2/14/08
5-9-11
Radar Arrivals
5-9-9. SIMULTANEOUS OFFSET
INSTRUMENT APPROACHES (SOIA)- HIGH
UPDATE RADAR
TERMINAL
a. Simultaneous offset independent approaches
(SOIA) may be conducted at FAA designated airports
that have an authorization issued by the Director,
Terminal Safety and Operations Support in coordination with AFS with parallel runways that have
centerlines separated by less than 3,000 feet with
one_localizer offset by 2.5 to 3.0_degrees using a high
update rate surveillance system with a 1.0-second
radar update; and
1. Provide a minimum of 1,000 feet vertical or
a minimum of 3 miles radar separation between
aircraft during turn-on to final approaches.
NOTE-
Communications transfer to the tower controller 's
frequency shall be completed prior to losing vertical
separation between aircraft.
2. Provide the minimum applicable radar
separation between aircraft on the same final
approach course.
3. Provide the minimum applicable radar
separation between the LDA aircraft of a leading
SOIA pair and the ILS aircraft in the subsequent
SOIA pair when the parallel runways have
centerlines separated by less than 2500 feet.
REFERENCE-
FAAO JO 7110.65, Para 5-5-4, Minima.
b. The following conditions are required when
applying the minimum separation on ILS/MLS and
offset LDA with glideslope courses authorized in
subpara a above:
1. Straight-in landings will be made.
2. ILS, MLS, LDA, glideslope, DME, radar, and
appropriate frequencies are operating normally.
3. Inform aircraft that closely spaced simultaneous ILS/MLS approaches are in use prior to aircraft
departing an outer fix. This information may be
provided through the ATIS.
4. Clear the aircraft to descend to the
appropriate glideslope/glidepath intercept altitude
soon enough to provide a period of level flight to
dissipate excess speed. Provide at least 1 mile of
straight flight prior to the final approach course
intercept.
NOTE-
Not applicable to curved and segmented MLS approaches.
5. A No Transgression Zone (NTZ) at least
2,000_feet wide is established an equal distance
between extended runway final approach courses and
shall be depicted on the monitor display. The NTZ
begins prior to the point where adjacent inbound
aircraft first lose vertical separation and extends to a
point coincident with the location of the LDA MAP.
The primary responsibility for navigation on the final
approach course rests with the pilot. Control
instructions and information are issued only to ensure
separation between aircraft and to prevent aircraft
from penetrating the NTZ.
6. Monitor all approaches regardless of weather.
Monitor local control frequency to receive any
aircraft transmission. Issue control instructions as
necessary to ensure aircraft do not enter the NTZ.
7. Separate monitor controllers, each with
transmit/receive and override capability on the local
control frequency, shall ensure aircraft do not
penetrate the depicted NTZ. Facility directives shall
define the responsibility for providing the minimum
applicable longitudinal separation between aircraft
on the same final approach course and the minimum
applicable longitudinal separation between the LDA
aircraft of a leading SOIA pair and the ILS aircraft in
the subsequent SOIA pair when the parallel runways
have centerlines separated by less than 2500_feet.
NOTE-
The aircraft is considered the center of the digitized target
for that aircraft for the purposes of ensuring an aircraft
does not penetrate the NTZ.
c. The following procedures shall be used by the
final monitor controllers:
1. A controller shall provide position information to an aircraft that is (left/right) of the depicted
localizer centerline, and in their opinion is continuing
on a track that may penetrate the NTZ.
PHRASEOLOGY(Aircraft call sign) I SHOW YOU (left/right) OF THE
FINAL APPROACH COURSE.
2. Instruct the aircraft to return immediately to
the correct final approach course when aircraft are
observed to overshoot the turn-on or continue on a
track which will penetrate the NTZ.
JO 7110.65S 2/14/08
5-9-12 Radar Arrivals
PHRASEOLOGY-
YOU HAVE CROSSED THE FINAL APPROACH
COURSE. TURN (left/right) IMMEDIATELY AND
RETURN TO LOCALIZER/AZIMUTH COURSE.
or
TURN (left/right) AND RETURN TO THE
LOCALIZER/AZIMUTH COURSE.
3. Instruct aircraft on the adjacent final
approach course to alter course to avoid the deviating
aircraft when an aircraft is observed penetrating or in
the controller's judgment will penetrate the NTZ.
NOTE-
An instruction that may include a descent to avoid the
deviating aircraft should only be used when there is no
other reasonable option available to the controller. In such
a case, the descent shall not put the aircraft below the MVA.
PHRASEOLOGY-
TRAFFIC ALERT, (call sign), TURN (left/right)
IMMEDIATELY HEADING (DEGREES), CLIMB AND
MAINTAIN (altitude).
4. Terminate radar monitoring when one of the
following occurs:
(a) The ILS aircraft passes the end of the NTZ
nearest the runway threshold.
(b) The LDA aircraft passes the end of the
NTZ nearest the runway threshold and has reported
the ILS aircraft in sight.
(c) The aircraft begins the visual segment of
the approach.
5. Do not inform the aircraft when radar
monitoring is terminated.
6. Do not apply the provisions of para 5-13-1,
Monitor on PAR Equipment, for simultaneous ILS,
MLS, ILS and MLS, or SOIA approaches.
d. Advise the pilot of the LDA aircraft of traffic on
the adjacent ILS approach course, if that traffic will
be a factor in the visual segment of the approach. The
provisions of para 7-2-1, Visual Separation,
subpara_a2 concerning visual separation between
aircraft being provided by the tower shall not be
applied to aircraft conducting SOIAs.
NOTE-
Once advised, the pilot is authorized to continue past the
LDA MAP if all of the following conditions are met:
The_pilot has the ILS traffic in sight and expects the traffic
to remain in sight; the pilot advises ATC that the traffic is
in sight; and the pilot has the runway environment in sight.
Otherwise, it is the pilot's responsibility to execute a missed
approach at the LDA MAP.
e. Ensure that the LDA aircraft is positioned to
facilitate the flight crew's ability to see the ILS traffic
from the nominal clear-of-clouds point to the LDA
MAP so that the flight crew can remain separated
from that traffic visually from the LDA MAP to the
runway threshold.
NOTE-
After accepting a clearance for and LDA PRM approach,
pilots must remain on the LDA course until passing the
LDA MAP prior to alignment with the runway centerline.
Between the LDA MAP and the runway threshold, the pilot
of the LDA aircraft assumes visual separation responsibility from the aircraft on the ILS approach, which means
maneuvering the aircraft as necessary to avoid the ILS
traffic until landing, and providing wake turbulence
avoidance, if necessary.
f. In the visual segment between the LDA MAP
and the runway threshold, if the pilot of the LDA
aircraft loses visual contact with the ILS traffic, the
pilot must advise ATC as soon as practical and follow
the published missed approach procedure. If necessary, issue alternate missed approach instructions.
g. Wake turbulence requirements between aircraft
on adjacent final approach courses inside the LDA
MAP are as follows (standard in-trail wake
separation shall be applied between aircraft on the
same approach course):
1. When runways are at least 2,500 feet apart,
there are no wake turbulence requirements between
aircraft on adjacent final approach courses.
2. For runways less than 2,500 feet apart,
whenever the ceiling is greater than or equal to
500_feet above the MVA, wake vortex spacing
between aircraft on adjacent final approach courses
need not be applied.
3. For runways less than 2,500 feet apart,
whenever the ceiling is less than 500 feet above the
MVA, wake vortex spacing between aircraft on
adjacent final approach courses, as described in
para_5-5-4, Minima, shall be applied unless
acceptable mitigating techniques and operational
procedures have been documented and verified by an
AFS safety assessment and authorized by Director,
Terminal Safety and Operations Support. The wake
turbulence mitigation techniques employed will be
based on each airport's specific runway geometry and
JO 7110.65S 2/14/08
5-9-13
Radar Arrivals
meteorological conditions and implemented through
local facility directives.
4. Issue all applicable wake turbulence
advisories.
REFERENCE-
FAAO JO 8260.49, Para 13.0, Wake Turbulence Requirements.
FAAO JO 7210.3, Para 10-4-6, Simultaneous ILS/MLS Approaches.
FAAO JO 7110.65, Para 2-1-20, Wake Turbulence Cautionary
Advisories.
FAAO JO 7110.65, Para 5-5-4, Minima.
h. Consideration should be given to known factors
that may in any way affect the safety of the instrument
approach phase of flight when conducting SOIA to
parallel runways. Factors include but are not limited
to wind direction/velocity, wind-shear alerts/reports,
severe weather activity, etc. Closely monitor weather
activity that could impact the final approach course.
Weather conditions in the vicinity of the final
approach course may dictate a change of the approach
in use.
REFERENCE-
FAAO JO 7110.65, Para 5-1-13, Radar Service Termination.
FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception.
JO 7110.65S 2/14/08
5-9-14
JO 7110.65S 2/14/08
5-10-1
Radar Approaches- Terminal
Section 10. Radar Approaches- Terminal
5-10-1. APPLICATION
a. Provide radar approaches in accordance with
standard or special instrument approach procedures.
b. A radar approach may be given to any aircraft
upon request and may be offered to aircraft in distress
regardless of weather conditions or to expedite
traffic.
NOTE-
Acceptance of a radar approach by a pilot does not waive
the prescribed weather minima for the airport or for the
particular aircraft operator concerned. The pilot is
responsible for determining if the approach and landing
are authorized under the existing weather minima.
REFERENCE-
FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception.
FAAO JO 7110.65, Para 5-12-10, Elevation Failure.
5-10-2. APPROACH INFORMATION
a. Issue the following information to an aircraft
that will conduct a radar approach. Current approach
information contained in the ATIS broadcast may be
omitted if the pilot states the appropriate ATIS
broadcast code. All items listed below, except for
subpara 3 may be omitted after the first approach if
repeated approaches are made and no change has
occurred. Transmissions with aircraft in this phase of
the approach should occur approximately every
minute.
REFERENCE-
FAAO JO 7110.65, Para 4-7-10, Approach Information.
1. Altimeter setting.
2. If available, ceiling and visibility if the
ceiling at the airport of intended landing is reported
below 1,000 feet or below the highest circling
minimum, whichever is greater, or if the visibility is
less than 3 miles. Advise pilots when weather
information is available via the Automated Weather
Observing System (AWOS)/Automated Surface
Observing System (ASOS) and, if requested, issue
the appropriate frequency.
NOTE-
Automated weather observing systems may be set to
provide one minute updates. This one minute data may be
useful to the pilot for possible weather trends. Controllers
provide service based solely on official weather, i.e., hourly
and special observations.
3. Issue any known changes classified as special
weather observations as soon as possible. Special
weather observations need not be issued after they are
included in the ATIS broadcast and the pilot states the
appropriate ATIS broadcast code.
4. Pertinent information on known airport
conditions if they are considered necessary to the safe
operation of the aircraft concerned.
5. Lost communication procedures as specified
in para 5-10-4, Lost Communications.
b. Before starting final approach:
NOTE1. ASR approach procedures may be prescribed for
specific runways, for an airport/heliport, and for
helicopters only to a “point-in-space,“ i.e., a MAP from
which a helicopter must be able to proceed to the landing
area by visual reference to a prescribed surface route.
2. Occasionally, helicopter PAR approaches are available
to runways where conventional PAR approaches have been
established. In those instances where the two PAR
approaches serve the same runway, the helicopter
approach will have a steeper glide slope and a lower
decision height. By the controllers designating the
approach to be flown, the helicopter pilot understands
which of the two approaches he/she has been vectored for
and which set of minima apply.
1. Inform the aircraft of the type of approach,
runway, airport, heliport, or other point, as
appropriate, to which the approach will be made.
Specify the airport name when the approach is to a
secondary airport.
PHRASEOLOGY-
THIS WILL BE A P-A-R/SURVEILLANCE APPROACH
TO:
RUNWAY (runway number),
or
(airport name) AIRPORT, RUNWAY (runway number),
or
(airport name) AIRPORT/HELIPORT.
THIS WILL BE A COPTER P-A-R APPROACH TO:
RUNWAY (runway number),
JO 7110.65S 2/14/08
5-10-2 Radar Approaches- Terminal
or
(airport name) AIRPORT, RUNWAY (runway number),
or
(airport name) AIRPORT/HELIPORT.
2. For surveillance approaches, specify the
location of the MAP in relation to the runway/airport/
heliport.
PHRASEOLOGY-
MISSED APPROACH POINT IS (distance) MILE(S)
FROM RUNWAY/AIRPORT/HELIPORT,
or for a point-in-space approach,
A MISSED APPROACH POINT (distance) MILE(S)
(direction from landing area) OF (airport name)
AIRPORT/HELIPORT.
EXAMPLE-
Helicopter point-in-space approach:
“Army copter Zulu Two, this will be a surveillance
approach to a missed approach point, three point five miles
south of Creedon Heliport.”
REFERENCE-
FAAO JO 7110.65, Para 5-12-10, Elevation Failure.
c. Inform an aircraft making an approach to an
airport not served by a tower that no traffic or landing
runway information is available for that airport.
PHRASEOLOGY-
NO TRAFFIC OR LANDING RUNWAY INFORMATION
AVAILABLE FOR THE AIRPORT.
REFERENCE-
FAAO JO 7110.65, Para_2-7-2, Altimeter Setting Issuance Below
Lowest Usable FL.
FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception.
5-10-3. NO-GYRO APPROACH
When an aircraft will make a no-gyro surveillance or
a PAR approach:
a. Before issuing a vector, inform the aircraft of
the type of approach.
PHRASEOLOGY-
THIS WILL BE A NO-GYRO SURVEILLANCE/P-A-R
APPROACH.
b. Instruct the aircraft when to start and stop turn.
PHRASEOLOGY-
TURN LEFT/RIGHT. STOP TURN.
c. After turn on to final approach has been made
and prior to the aircraft reaching the approach gate,
instruct the aircraft to make half-standard rate turns.
PHRASEOLOGY-
MAKE HALF-STANDARD RATE TURNS.
REFERENCE-
FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception.
FAAO JO 7110.65, Para 5-12-10, Elevation Failure.
5-10-4. LOST COMMUNICATIONS
When weather reports indicate that an aircraft will
likely encounter IFR weather conditions during the
approach, take the following action as soon as
possible after establishing radar identification and
radio communications (may be omitted after the first
approach when successive approaches are made and
the instructions remain the same):
NOTE-
Air traffic control facilities at U.S. Army and U.S. Air Force
installations are not required to transmit lost communications instructions to military aircraft. All military facilities
will issue specific lost communications instructions to civil
aircraft when required.
a. If lost communications instructions will require
the aircraft to fly on an unpublished route, issue an
appropriate altitude to the pilot. If the lost
communications instructions are the same for both
pattern and final, the pattern/vector controller shall
issue both. Advise the pilot that if radio communications are lost for a specified time interval (not more
than 1 minute) on vector to final approach, 15 seconds
on a surveillance final approach, or 5 seconds on a
PAR final approach to:
1. Attempt contact on a secondary or a tower
frequency.
2. Proceed in accordance with visual flight rules
if possible.
3. Proceed with an approved nonradar
approach, or execute the specific lost communications procedure for the radar approach being used.
NOTE-
The approved procedures are those published on the FAA
Forms 8260 or applicable military document.
JO 7110.65S 2/14/08
5-10-3
Radar Approaches- Terminal
PHRASEOLOGY-
IF NO TRANSMISSIONS ARE RECEIVED FOR (time
interval) IN THE PATTERN OR FIVE/FIFTEEN
SECONDS ON FINAL APPROACH, ATTEMPT
CONTACT ON (frequency), AND
if the possibility exists,
PROCEED VFR. IF UNABLE:
if approved,
PROCEED WITH (nonradar approach), MAINTAIN
(altitude) UNTIL ESTABLISHED ON/OVER FIX/
NAVAID/APPROACH PROCEDURE,
or
(alternative instructions).
PHRASEOLOGY-
USN. For ACLS operations using Mode I, IA, and II,
IF NO TRANSMISSIONS ARE RECEIVED FOR
FIVE_SECONDS AFTER LOSS OF DATA LINK,
ATTEMPT CONTACT ON (frequency), AND
if the possibility exists,
PROCEED VFR. IF UNABLE:
if approved,
PROCEED WITH (nonradar approach), MAINTAIN
(altitude) UNTIL ESTABLISHED ON/OVER FIX/
NAVAID/APPROACH PROCEDURE,
or
(alternative instructions).
b. If the final approach lost communications
instructions are changed, differ from those for the
pattern, or are not issued by the pattern controller,
they shall be issued by the final controller.
c. If the pilot states that he/she cannot accept a lost
communications procedure due to weather conditions or other reasons, request the pilot's intention.
NOTE-
The pilot is responsible for determining the adequacy of
lost communications procedures with respect to aircraft
performance, equipment capability, or reported weather.
REFERENCE-
FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception.
FAAO JO 7110.65, Para 5-10-2, Approach Information.
FAAO JO 7110.65, Para 5-12-10, Elevation Failure.
5-10-5. RADAR CONTACT LOST
If radar contact is lost during an approach and the
aircraft has not started final approach, clear the
aircraft to an appropriate NAVAID/fix for an
instrument approach.
REFERENCE-
FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception.
FAAO JO 7110.65, Para 5-10-14, Final Approach Abnormalities.
FAAO JO 7110.65, Para 5-12-10, Elevation Failure.
5-10-6. LANDING CHECK
USA/USN. Advise the pilot to perform landing
check while the aircraft is on downwind leg and in
time to complete it before turning base leg. If an
incomplete pattern is used, issue this before handoff
to the final controller for a PAR approach, or before
starting descent on final approach for surveillance
approach.
PHRASEOLOGY-
PERFORM LANDING CHECK.
REFERENCE-
FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception.
FAAO JO 7110.65, Para 5-12-10, Elevation Failure.
5-10-7. POSITION INFORMATION
Inform the aircraft of its position at least once before
starting final approach.
PHRASEOLOGY(Number) MILES (direction) OF (airport name)
AIRPORT,
or
(number) MILES (direction) OF (airport name) AIRPORT
ON DOWNWIND/BASE LEG.
REFERENCE-
FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception.
FAAO JO 7110.65, Para 5-12-10, Elevation Failure.
5-10-8. FINAL CONTROLLER
CHANGEOVER
When instructing the aircraft to change frequency for
final approach guidance, include the name of the
facility.
PHRASEOLOGY-
CONTACT (name of facility) FINAL CONTROLLER ON
(frequency).
JO 7110.65S 2/14/08
5-10-4 Radar Approaches- Terminal
REFERENCE-
FAAO JO 7110.65, Para 2-1-17, Radio Communications Transfer.
FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception.
FAAO JO 7110.65, Para 5-9-4, Arrival Instructions.
FAAO JO 7110.65, Para 5-12-10, Elevation Failure.
5-10-9. COMMUNICATIONS CHECK
On initial contact with the final controller, ask the
aircraft for a communication check.
PHRASEOLOGY(Aircraft call sign), (name of facility) FINAL
CONTROLLER. HOW DO YOU HEAR ME?
REFERENCE-
FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception.
FAAO JO 7110.65, Para 5-12-10, Elevation Failure.
5-10-10. TRANSMISSION
ACKNOWLEDGMENT
After contact has been established with the final
controller and while on the final approach course,
instruct the aircraft not to acknowledge further
transmissions.
PHRASEOLOGY-
DO NOT ACKNOWLEDGE FURTHER TRANS­
MISSIONS.
REFERENCE-
FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception.
FAAO JO 7110.65, Para 5-12-10, Elevation Failure.
5-10-11. MISSED APPROACH
Before an aircraft starts final descent for a full stop
landing and weather reports indicate that any portion
of the final approach will be conducted in IFR
conditions, issue a specific missed approach
procedure approved for the radar approach being
conducted.
PHRASEOLOGY-
YOUR MISSED APPROACH PROCEDURE IS (missed
approach procedure).
NOTE1. The specific missed approach procedure is published on
FAA Form 8260-4 or applicable military document.
2. USAF. At locations where missed approach instructions are published in base flying regulations, controllers
need not issue missed approach instructions to locally
assigned/attached aircraft.
REFERENCE-
FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception.
FAAO JO 7110.65, Para 5-12-10, Elevation Failure.
5-10-12. LOW APPROACH AND TOUCH-
AND-GO
Before an aircraft which plans to execute a low
approach or touch-and-go begins final descent, issue
appropriate departure instructions to be followed
upon completion of the approach. Climb-out
instructions must include a specific heading and
altitude except when the aircraft will maintain VFR
and contact the tower.
PHRASEOLOGY-
AFTER COMPLETING LOW APPROACH/TOUCH AND
GO:
CLIMB AND MAINTAIN (altitude).
TURN (right or left) HEADING (degrees)/FLY RUNWAY
HEADING,
or
MAINTAIN VFR, CONTACT TOWER,
or
(other instructions as appropriate).
NOTE-
This may be omitted after the first approach if instructions
remain the same.
REFERENCE-
FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception.
FAAO JO 7110.65, Para 5-12-10, Elevation Failure.
5-10-13. TOWER CLEARANCE
a. When an aircraft is on final approach to an
airport served by a tower, obtain a clearance to land,
touch-and-go, or make low approach. Issue the
clearance and the surface wind to the aircraft.
b. If the clearance is not obtained or is canceled,
inform the aircraft and issue alternative instructions.
PHRASEOLOGY-
TOWER CLEARANCE CANCELED/NOT RECEIVED
(alternative instructions).
REFERENCE-
FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception.
FAAO JO 7110.65, Para 5-12-10, Elevation Failure.
JO 7110.65S 2/14/08
5-10-5
Radar Approaches- Terminal
5-10-14. FINAL APPROACH
ABNORMALITIES
Instruct the aircraft if runway environment not in
sight, execute a missed approach if previously given;
or climb to or maintain a specified altitude and fly a
specified course whenever the completion of a safe
approach is questionable because one or more of the
following conditions exists. The conditions in
subparas a, b, and c do not apply after the aircraft
passes decision height on a PAR approach.
EXAMPLE-
Typical reasons for issuing missed approach instructions:
“Radar contact lost.”
“Too high/low for safe approach.”
“Too far right/left for safe approach.”
REFERENCE-
FAAO JO 7110.65, Para 5-12-7, Position Advisories.
a. Safety limits are exceeded or radical target
deviations are observed.
b. Position or identification of the aircraft is in
doubt.
c. Radar contact is lost or a malfunctioning radar
is suspected.
PHRASEOLOGY(Reason) IF RUNWAY/APPROACH LIGHTS/RUNWAY
LIGHTS NOT IN SIGHT, EXECUTE MISSED
APPROACH/(alternative instructions).
NOTE-
If the pilot requests, approval may be granted to proceed
with the approach via ILS or another navigational
aid/approach aid.
REFERENCE-
FAAO JO 7110.65, Para 5-10-5, Radar Contact Lost.
d. Airport conditions or traffic preclude approach
completion.
PHRASEOLOGY-
EXECUTE MISSED APPROACH/(alternative instructions), (reason).
REFERENCE-
FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception.
FAAO JO 7110.65, Para 5-12-10, Elevation Failure.
5-10-15. MILITARY SINGLE FREQUENCY
APPROACHES
a. Utilize single frequency approach procedures
as contained in a letter of agreement.
b. Do not require a frequency change from aircraft
on a single frequency approach after the approach has
begun unless:
1. Landing or low approach has been
completed.
2. The aircraft is in visual flight rules (VFR)
conditions during daylight hours.
3. The pilot requests the frequency change.
4. An emergency situation exists.
5. The aircraft is cleared for a visual approach.
6. The pilot cancels instrument flight rules
(IFR).
c. Accomplish the following steps to complete
communications transfer on single frequency
approaches after completion of a handoff:
1. Transferring controller: Position transmitter
selectors to preclude further transmissions on the
special use frequencies.
2. Receiving controller: Position transmitter
and receiver selectors to enable communications on
the special use frequencies.
3. Do not require or expect the flight to check on
frequency unless an actual frequency change is
transmitted to the pilot.
JO 7110.65S 2/14/08
5-10-6
JO 7110.65S 2/14/08
5-11-1
Surveillance Approaches- Terminal
Section 11. Surveillance Approaches- Terminal
5-11-1. ALTITUDE INFORMATION
Provide recommended altitudes on final approach if
the pilot requests. If recommended altitudes are
requested, inform the pilot that recommended
altitudes which are at or above the published MDA
will be given for each mile on final.
REFERENCE-
FAAO JO 7210.3, Para_10-5-7, Recommended Altitudes for
Surveillance Approaches.
FAAO JO 7110.65, Para 5-11-5, Final Approach Guidance.
PHRASEOLOGY-
RECOMMENDED ALTITUDES WILL BE PROVIDED
FOR EACH MILE ON FINAL TO MINIMUM DESCENT
ALTITUDE/CIRCLING MINIMUM DESCENT
ALTITUDE.
5-11-2. VISUAL REFERENCE REPORT
Aircraft may be requested to report the runway,
approach/runway lights, or airport in sight. Helicopters making a “point-in-space” approach may be
requested to report when able to proceed to the
landing area by visual reference to a prescribed
surface route.
PHRASEOLOGY-
REPORT (runway, approach/runway lights or airport) IN
SIGHT.
REPORT WHEN ABLE TO PROCEED VISUALLY TO
AIRPORT/HELIPORT.
5-11-3. DESCENT NOTIFICATION
a. Issue advance notice of where descent will
begin and issue the straight-in MDA prior to issuing
final descent for the approaches.
NOTE-
The point at which descent to the minimum descent altitude
is authorized is the final approach fix unless an altitude
limiting stepdown-fix is prescribed.
b. When it is determined that the surveillance
approach will terminate in a circle to land maneuver,
request the aircraft approach category from the pilot.
After receiving the aircraft approach category,
provide him/her with the applicable circling MDA
prior to issuing final descent for the approach.
NOTE-
Pilots are normally expected to furnish the aircraft
approach category to the controller when it is determined
that the surveillance approach will terminate in a circle to
land maneuver. If this information is not voluntarily given,
solicit the aircraft approach category from the pilot, and
then issue him/her the applicable circling MDA.
PHRASEOLOGY-
PREPARE TO DESCEND IN (number) MILE(S).
for straight-in approaches,
MINIMUM DESCENT ALTITUDE (altitude).
for circling approaches,
REQUEST YOUR AIRCRAFT APPROACH CATEGORY.
(Upon receipt of aircraft approach category),
PUBLISHED CIRCLING MINIMUM DESCENT
ALTITUDE (altitude).
5-11-4. DESCENT INSTRUCTIONS
When an aircraft reaches the descent point, issue one
of the following as appropriate:
REFERENCE-
FAAO JO 7110.65, Para 5-12-10, Elevation Failure.
a. Unless a descent restriction exists, advise the
aircraft to descend to the MDA.
PHRASEOLOGY(Number) MILES FROM RUNWAY/AIRPORT/
HELIPORT. DESCEND TO YOUR MINIMUM DESCENT
ALTITUDE.
b. When a descent restriction exists, specify the
prescribed restriction altitude. When the aircraft has
passed the altitude limiting point, advise to continue
descent to MDA.
PHRASEOLOGY(Number) MILES FROM RUNWAY/AIRPORT/
HELIPORT. DESCEND AND MAINTAIN (restriction
altitude).
DESCEND TO YOUR MINIMUM DESCENT ALTITUDE.
5-11-5. FINAL APPROACH GUIDANCE
a. Issue course guidance, inform the aircraft when
it is on course, and frequently inform the aircraft of
any deviation from course. Transmissions with
aircraft on surveillance final approach should occur
approximately every 15 seconds.
JO 7110.65S 2/14/08
5-11-2 Surveillance Approaches- Terminal
PHRASEOLOGY-
HEADING (heading),
ON COURSE,
or
SLIGHTLY/WELL LEFT/RIGHT OF COURSE.
NOTE-
Controllers should not key the radio transmitter
continuously during radar approaches to preclude a
lengthy communications block. The decision on how often
transmitters are unkeyed is the controller's prerogative.
b. Issue trend information, as required, to indicate
target position with respect to the extended runway
centerline and to describe the target movement as
appropriate corrections are issued. Trend information
may be modified by the terms “RAPIDLY” and
“SLOWLY” as appropriate.
EXAMPLE“Going left/right of course.”
“Left/right of course and holding/correcting.”
c. Inform the aircraft of its distance from the
runway, airport/heliport, or MAP, as appropriate,
each mile on final.
PHRASEOLOGY(Number) MILE(S) FROM RUNWAY/AIRPORT/
HELIPORT OR MISSED APPROACH POINT.
d. Recommended altitudes shall be furnished, if
requested, in accordance with para 5-11-1, Altitude
Information.
PHRASEOLOGY-
If requested,
ALTITUDE SHOULD BE (altitude).
5-11-6. APPROACH GUIDANCE
TERMINATION
a. Discontinue surveillance approach guidance
when:
1. Requested by the pilot.
2. In your opinion, continuation of a safe
approach to the MAP is questionable.
3. The aircraft is over the MAP.
b. Surveillance approach guidance may be
discontinued when the pilot reports the runway or
approach/runway lights in sight or if a “point-
in-space” approach, he/she reports able to proceed to
the landing area by visual reference to a prescribed
surface route.
c. When approach guidance is discontinued in
accordance with subpara a and the aircraft has
reported the runway or approach/runway lights in
sight, advise the aircraft of its position and to proceed
visually.
PHRASEOLOGY(Distance) MILE(S) FROM RUNWAY/AIRPORT/
HELIPORT,
or
OVER MISSED APPROACH POINT.
PROCEED VISUALLY (additional instructions/clearance
as required.)
d. When approach guidance is discontinued in
accordance with subpara a above and the aircraft has
not reported the runway or approach/runway lights in
sight, advise the aircraft of its position and to execute
a missed approach unless the runway or approach/
runway lights are in sight or, if a “point-in-space”
approach, unless able to proceed visually.
PHRASEOLOGY(Distance) MILE(S) FROM RUNWAY,
or
OVER MISSED APPROACH POINT.
IF RUNWAY,
or
APPROACH/RUNWAY LIGHTS NOT IN SIGHT,
EXECUTE MISSED APPROACH/(missed approach
instructions). (Additional instructions/clearance, as
required.)
(Distance and direction) FROM AIRPORT/HELIPORT/
MISSED APPROACH POINT.
IF UNABLE TO PROCEED VISUALLY, EXECUTE
MISSED APPROACH. (Additional instructions/clearance, if required.)
NOTE-
Terminal instrument approach procedures and flight
inspection criteria require establishment of a MAP for each
procedure including the point to which satisfactory radar
guidance can be provided.
JO 7110.65S 2/14/08
5-12-1
PAR Approaches- Terminal
Section 12. PAR Approaches- Terminal
5-12-1. GLIDEPATH NOTIFICATION
Inform the aircraft when it is approaching glidepath
(approximately 10 to 30 seconds before final
descent).
PHRASEOLOGY-
APPROACHING GLIDEPATH.
5-12-2. DECISION HEIGHT (DH)
NOTIFICATION
Provide the DH to any pilot who requests it.
PHRASEOLOGY-
DECISION HEIGHT (number of feet).
5-12-3. DESCENT INSTRUCTION
When an aircraft reaches the point where final
descent is to start, instruct it to begin descent.
PHRASEOLOGY-
BEGIN DESCENT.
5-12-4. GLIDEPATH AND COURSE
INFORMATION
a. Issue course guidance and inform the aircraft
when it is on glidepath and on course, and frequently
inform the aircraft of any deviation from glidepath or
course. Transmissions with aircraft on precision final
approach should occur approximately every
5_seconds.
PHRASEOLOGY-
HEADING (heading).
ON GLIDEPATH.
ON COURSE,
or
SLIGHTLY/WELL ABOVE/BELOW GLIDEPATH.
SLIGHTLY/WELL LEFT/RIGHT OF COURSE.
NOTE-
Controllers should not key the radio transmitter
continuously during radar approaches to preclude a
lengthy communications block. The decision on how often
transmitters are unkeyed is the controller's prerogative.
b. Issue trend information as required, to indicate
target position with respect to the azimuth and
elevation cursors and to describe target movement as
appropriate corrections are issued. Trend information
may be modified by the terms “RAPIDLY” or
“SLOWLY,” as appropriate.
EXAMPLE“Going above/below glidepath.”
“Going right/left of course.”
“Above/below glidepath and coming down/up.”
“Above/below glidepath and holding.”
“Left/right of course and holding/correcting.”
REFERENCE-
FAAO JO 7110.65, Para 5-12-7, Position Advisories.
FAAO JO 7110.65, Para 5-13-3, Monitor Information.
5-12-5. DISTANCE FROM TOUCHDOWN
Inform the aircraft of its distance from touchdown at
least once each mile on final approach.
PHRASEOLOGY(Number of miles) MILES FROM TOUCHDOWN.
5-12-6. DECISION HEIGHT
Inform the aircraft when it reaches the published
decision height.
PHRASEOLOGY-
AT DECISION HEIGHT.
5-12-7. POSITION ADVISORIES
a. Continue to provide glidepath and course
information prescribed in para 5-12-4, Glidepath
and Course Information, subparas a and b, until the
aircraft passes over threshold.
NOTE-
Glidepath and course information provided below decision
height is advisory only. 14 CFR Section 91.175 outlines
pilot responsibilities for descent below decision height.
b. Inform the aircraft when it is passing over the
approach lights.
PHRASEOLOGY-
OVER APPROACH LIGHTS.
c. Inform the aircraft when it is passing over the
landing threshold and inform it of its position with
respect to the final approach course.
JO 7110.65S 2/14/08
5-12-2 PAR Approaches- Terminal
PHRASEOLOGY-
OVER LANDING THRESHOLD, (position with respect to
course).
REFERENCE-
FAAO JO 7110.65, Para 5-10-14, Final Approach Abnormalities.
5-12-8. APPROACH GUIDANCE
TERMINATION
a. Discontinue precision approach guidance
when:
1. Requested by the pilot.
2. In your opinion, continuation of a safe
approach to the landing threshold is questionable.
3. The aircraft passes over landing threshold.
4. The pilot reports the runway/approach lights
in sight and requests to or advises that he/she will
proceed visually.
NOTE-
A pilot's report of “runway in sight” or “visual” is not a
request to proceed visually.
b. When precision approach guidance is discontinued in accordance with subpara a, advise the
aircraft of its position and to proceed visually.
PHRASEOLOGY(Distance) MILE(S) FROM TOUCHDOWN, PROCEED
VISUALLY (additional instructions/clearance as
required).
c. After a pilot has reported the runway/approach
lights in sight and requested to or advised that he/she
will proceed visually, and has been instructed to
proceed visually, all PAR approach procedures shall
be discontinued.
d. Continue to monitor final approach and
frequency. Pilots shall remain on final controller's
frequency until touchdown or otherwise instructed.
REFERENCE-
FAAO JO 7110.65, Para 5-10-14, Final Approach Abnormalities.
5-12-9. COMMUNICATION TRANSFER
Issue communications transfer instructions.
PHRASEOLOGY-
CONTACT (terminal control function) (frequency, if
required) AFTER LANDING.
NOTE-
Communications transfer instructions should be delayed
slightly until the aircraft is on the landing roll-out to
preclude diversion of the pilot's attention during transition
and touchdown.
REFERENCE-
FAAO JO 7110.65, Para 2-1-17, Radio Communications Transfer.
5-12-10. ELEVATION FAILURE
a. If the elevation portion of PAR equipment fails
during a precision approach:
1. Discontinue PAR instructions and tell the
aircraft to take over visually or if unable, to execute
a missed approach. If the aircraft executes a missed
approach, apply subpara 2 below.
PHRASEOLOGY-
NO GLIDEPATH INFORMATION AVAILABLE. IF
RUNWAY, APPROACH/RUNWAY LIGHTS, NOT IN
SIGHT, EXECUTE MISSED APPROACH/(alternative
instructions).
2. If a surveillance approach, ASR or PAR
without glide slope, is established for the same
runway, inform the aircraft that a surveillance
approach can be given. Use ASR or the azimuth
portion of the PAR to conduct the approach and apply
Chapter 5, Radar, Section 11, Surveillance
Approaches- Terminal. When the PAR azimuth is
used, inform the pilot that mileage information will
be from touchdown, and at those runways where
specific minima have been established for PAR
without glideslope, inform the pilot that the PAR
azimuth will be used for the approach.
EXAMPLE1. Approach information when PAR azimuth used:
“This will be a surveillance approach to runway three six.
Mileages will be from touchdown.”
or
“This will be a surveillance approach to runway three six
using P-A-R azimuth. Mileages will be from touchdown.”
2. Descent Instructions:
“Five miles from touchdown, descend to your minimum
descent altitude/minimum altitude.”
REFERENCE-
FAAO JO 7110.65, Para 5-10-2, Approach Information.
FAAO JO 7110.65, Para 5-11-4, Descent Instructions.
b. If the elevation portion of the PAR equipment is
inoperative before starting a precision approach,
apply subpara a2.
JO 7110.65S 2/14/08
5-12-3
PAR Approaches- Terminal
5-12-11. SURVEILLANCE UNUSABLE
PAR approaches may be conducted when the ASR is
unusable provided a nonradar instrument approach
will position the aircraft over a navigational aid or
DME fix within the precision radar coverage, or an
adjacent radar facility can provide a direct radar
handoff to the PAR controller.
NOTE-
The display of the NAVAID or DME fix in accordance with
para 5-3-2, Primary Radar Identification Methods, is not
required provided the NAVAID or DME fix can be
correlated on a PAR scope.
JO 7110.65S 2/14/08
5-12-4
JO 7110.65S 2/14/08
5-13-1
Use of PAR for Approach Monitoring- Terminal
Section 13. Use of PAR for Approach
Monitoring- Terminal
5-13-1. MONITOR ON PAR EQUIPMENT
USAF not applicable. Aircraft conducting precision
or nonprecision approaches shall be monitored by
PAR equipment if the PAR final approach course
coincides with the NAVAID final approach course
from the final approach fix to the runway and one of
the following conditions exists:
NOTE1. The provisions of this section do not apply to monitoring
simultaneous ILS, MLS, or ILS and MLS approaches.
2. This procedure is used in PAR facilities operated by the
FAA and other military services at joint-use civil/military
locations and military installations during the operational
hours of the PAR.
a. The reported weather is below basic VFR
minima.
b. USA Not applicable. At night.
c. Upon request of the pilot.
REFERENCE-
FAAO JO 7110.65, Para 5-9-7, Simultaneous Independent ILS/MLS
Approaches- Dual_& Triple.
5-13-2. MONITOR AVAILABILITY
a. Inform the aircraft of the frequency on which
monitoring information will be transmitted if it will
not be the same as the communication frequency used
for the approach.
PHRASEOLOGY-
RADAR MONITORING ON LOCALIZER VOICE
(frequency),
and if applicable,
CONTACT (terminal control function) (frequency, if
required) AFTER LANDING.
b. If the approach is not monitored, inform the
aircraft that radar monitoring is not available.
PHRASEOLOGY-
RADAR MONITORING NOT AVAILABLE.
c. If conditions prevent continued monitor after
the aircraft is on final approach, advise the pilot. State
the reason and issue alternate procedures as
appropriate.
PHRASEOLOGY(Reason), RADAR MONITORING NOT AVAILABLE,
(alternative instructions).
NOTE-
Approach monitoring is a vital service, but during the
approach, the controller acts primarily as a safety observer
and does not actually guide the aircraft. Loss of the radar
monitoring capability (and thus availability) is no reason
to terminate an otherwise good instrument approach.
Advise the pilot that radar contact has been lost (or other
reason as appropriate), that radar monitoring is not
available, and of actions for the pilot to take in either
proceeding with or breaking off the approach; i.e., contact
tower, remain on PAR frequency, etc.
5-13-3. MONITOR INFORMATION
When approaches are monitored, take the following
action:
a. Advise the pilot executing a nonprecision
approach that glidepath advisories are not provided.
Do this prior to the pilot beginning the final descent.
PHRASEOLOGY-
GLIDEPATH ADVISORIES WILL NOT BE PROVIDED.
b. Inform the aircraft when passing the final
approach fix (nonprecision approaches) or when
passing the outer marker or the fix used in lieu of the
outer marker (precision approaches).
PHRASEOLOGY-
PASSING (FIX).
c. Advise the pilot of glidepath trend information
(precision approaches) and course trend information
to indicate target position and movement with respect
to the elevation or azimuth cursor when the aircraft
target corresponds to a position of well above/below
the glidepath or well left/right of course and
whenever the aircraft exceeds the radar safety limits.
Repeat if no correction is observed.
EXAMPLE-
Course trend information:
“(Ident), well right/left of P-A-R course, drifting further
right/left.”
Glidepath trend information:
“(Ident), well above/below P-A-R glidepath.”
REFERENCE-
FAAO JO 7110.65, Para 5-12-4, Glidepath and Course Information.
JO 7110.65S 2/14/08
5-13-2 Use of PAR for Approach Monitoring- Terminal
d. If, after repeated advisories, the aircraft is
observed proceeding outside the safety limits or a
radical target deviation is observed, advise the
aircraft if unable to proceed visually, to execute a
missed approach. Issue a specific altitude and
heading if a procedure other than the published
missed approach is to be executed.
PHRASEOLOGY(Position with respect to course or glidepath). IF NOT
VISUAL, ADVISE YOU EXECUTE MISSED APPROACH
(alternative instructions).
e. Provide monitor information until the aircraft is
over the landing threshold or commences a circling
approach.
f. Provide azimuth monitoring only at locations
where the MLS glidepath and the PAR glidepath are
not coincidental.
REFERENCE-
FAAO JO 7110.65, Para 5-1-13, Radar Service Termination.
JO 7110.65S 2/14/08
5-14-1
Automation- En Route
Section 14. Automation- En Route
5-14-1. CONFLICT ALERT (CA) AND
MODE_C INTRUDER (MCI) ALERT
a. When a CA or MCI alert is displayed, evaluate
the reason for the alert without delay and take
appropriate action.
NOTE-
DARC does not have CA/MCI alert capability.
REFERENCE-
FAAO JO 7110.65, Para 2-1-6, Safety Alert.
b. If another controller is involved in the alert,
initiate coordination to ensure an effective course of
action. Coordination is not required when immediate
action is dictated.
c. Suppressing/Inhibiting CA/MCI alert.
1. The controller may suppress the display of a
CA/MCI alert from a control position with the
application of one of the following suppress/inhibit
computer functions:
(a) The Conflict Suppress (CO) function may
be used to suppress the CA/MCI display between
specific aircraft for a specific alert.
NOTE-
See NAS-MD-678 for the EARTS conflict suppress
message.
(b) The Group Suppression (SG) function
shall be applied exclusively to inhibit the displaying
of alerts among military aircraft engaged in special
military operations where standard en route separation criteria does not apply.
NOTE-
Special military operations where the SG function would
typically apply involve those activities where military
aircraft routinely operate in proximities to each other that
are less than standard en route separation criteria; i.e., air
refueling operations, ADC practice intercept operations,
etc.
2. The computer entry of a message suppressing
a CA/MCI alert constitutes acknowledgment for the
alert and signifies that appropriate action has or will
be taken.
3. The CA/MCI alert may not be suppressed or
inhibited at or for another control position without
being coordinated.
5-14-2. EN ROUTE MINIMUM SAFE
ALTITUDE WARNING (E-MSAW)
a. When an E-MSAW alert is displayed, immediately analyze the situation and take the appropriate
action to resolve the alert.
NOTE-
Caution should be exercised when issuing a clearance to an
aircraft in reaction to an E-MSAW alert to ensure that
adjacent MIA areas are not a factor.
REFERENCE-
FAAO JO 7110.65, Para 2-1-6, Safety Alert.
b. The controller may suppress the display of an
E-MSAW alert from his/her control position with the
application of one of the following suppress/inhibit
computer functions:
1. The specific alert suppression message may
be used to inhibit the E-MSAW alerting display on a
single flight for a specific alert.
2. The indefinite alert suppression message
shall be used exclusively to inhibit the display of
E-MSAW alerts on aircraft known to be flying at an
altitude that will activate the alert feature of one or
more MIA areas within an ARTCC.
NOTE1. The indefinite alert suppression message will remain in
effect for the duration of the referenced flight's active status
within the ARTCC unless modified by controller action.
2. The indefinite alert suppression message would
typically apply to military flights with clearance to fly
low-level type routes that routinely require altitudes below
established minimum IFR altitudes.
c. The computer entry of a message suppressing or
inhibiting E-MSAW alerts constitutes acknowledgment for the alert and indicates that appropriate action
has or will be taken to resolve the situation.
JO 7110.65S 2/14/08
5-14-2 Automation- En Route
5-14-3. COMPUTER ENTRY OF ASSIGNED
ALTITUDE
The data block shall always reflect the current status
of the aircraft unless otherwise specified in a facility
directive. Whenever an aircraft is cleared to maintain
an altitude different from that in the flight plan
database, enter into the computer one of the
following:
NOTE-
A facility directive may be published deleting the interim
altitude computer entry requirements of subpara b. The
directive would apply to those conditions where heavy
traffic or sector complexity preclude meeting these entry
requirements.
REFERENCE-
FAAO JO 7210.3, Para 8-2-7, Waiver to Interim Altitude
Requirements.
a. The new assigned altitude if the aircraft will
(climb or descend to and) maintain the new altitude,
or
b. An interim altitude if the aircraft will (climb or
descend to and) maintain the new altitude for a short
period of time and subsequently be recleared to the
altitude in the flight plan database or a new altitude or
a new interim altitude.
NOTE-
Use of the interim altitude function will ensure that the data
block reflects the actual status of the aircraft and eliminate
superfluous altitude updates.
5-14-4. ENTRY OF REPORTED ALTITUDE
Whenever Mode C altitude information is either not
available or is unreliable, enter reported altitudes into
the computer as follows:
NOTE-
Altitude updates are required to assure maximum accuracy
in applying slant range correction formulas.
a. When an aircraft reaches the assigned altitude.
b. When an aircraft at an assigned altitude is issued
a clearance to climb or descend.
c. A minimum of each 10,000 feet during climb to
or descent from FL 180 and above.
5-14-5. SELECTED ALTITUDE LIMITS
The display of Mode C targets and limited data blocks
is necessary for application of Merging Target
Procedures. Sectors shall ensure the display of
Mode_C targets and data blocks by entering
appropriate altitude limits and display filters to
include, as a minimum, the altitude stratum of the
sector plus:
a. 1,200 feet above the highest and below the
lowest altitude or flight level of the sector where
1,000 feet vertical separation is applicable; and
b. 2,200 feet above the highest and below the
lowest flight level of the sector where 2,000 feet
vertical separation is applicable.
NOTE1. The data block, for purposes of this paragraph, must
contain the beacon code and Mode C altitude at a
minimum.
2. Exception to these requirements may be authorized for
specific altitudes in certain ARTCC sectors if defined in
appropriate facility directives and approved by the
En_Route and Oceanic Operations Area Director.
REFERENCE-
FAAO JO 7110.65, Para 5-1-2, Alignment Accuracy Check.
5-14-6. SECTOR ELIGIBILITY
The use of the OK function is allowed to override
sector eligibility only when one of the following
conditions is met:
a. Prior coordination is effected.
b. The flight is within the control jurisdiction of
the sector.
5-14-7. COAST TRACKS
Do not use coast tracks in the application of either
radar or nonradar separation criteria.
5-14-8. CONTROLLER INITIATED COAST
TRACKS
a. Initiate coast tracks only in Flight Plan Aided
Tracking (FLAT) mode, except “free” coast tracking
may be used as a reminder that aircraft without
corresponding computer-stored flight plan information are under your control.
NOTE1. To ensure tracks are started in FLAT mode, perform a
start track function at the aircraft's most current reported
position, then immediately “force” the track into coast
tracking by performing another start function with “CT”
option in field 64. Making amendments to the stored route
with trackball entry when the aircraft is rerouted, and
repositioning the data block to coincide with the aircraft's
JO 7110.65S 2/14/08
5-14-3
Automation- En Route
position reports are methods of maintaining a coast track
in FLAT mode.
2. DARC does not have the capability to initiate coast
tracks.
b. Prior to initiating a coast track, ensure the
following:
1. A departure message or progress report
corresponding with the aircraft's current position is
entered into the computer.
2. The track being started is within the Posted
Time Update Interval (PTUI) of the aircraft's
computer-estimated position and the Flight Plan
Track Position Difference (FTPD) distance of the
aircraft's flight plan route.
NOTE-
FTPD is an automation parameter, normally set to
15_miles, that is compared with the tracked target's
perpendicular distance from the stored flight plan route. If
the track is within the parameter miles, it is eligible for
“FLAT tracking.” PTUI is an automation parameter,
normally set to 3 minutes, that is compared against the
difference between the calculated time of arrival and the
actual time of arrival over a fix. If the difference is greater
than PTUI, the flight plan's stored data will be revised and
fix-time update messages will be generated.
c. As soon as practicable after the aircraft is in
radar surveillance, initiate action to cause radar
tracking to begin on the aircraft.
JO 7110.65S 2/14/08
5-14-4
JO 7110.65S 2/14/08
5-15-1
Automated Radar Terminal Systems (ARTS)- Terminal
Section 15. Automated Radar Terminal
Systems (ARTS)- Terminal
5-15-1. APPLICATION
ARTS/STARS may be used for identifying aircraft
assigned a discrete beacon code, maintaining identity
of targets, and performing handoffs of these targets
between controllers.
NOTE-
USAF/USN. Where PIDP/DAIR equipment is capable of
performing the functions described in this section, it may
be used accordingly.
5-15-2. RESPONSIBILITY
This equipment does not relieve the controller of the
responsibility to ensure proper identification, maintenance of identity, handoff of the correct target
associated with the alphanumeric data, and separation of aircraft.
5-15-3. FUNCTIONAL USE
In addition to other uses specified herein, terminal
automation may be used for the following functions:
a. Tracking.
b. Tagging.
c. Handoff.
d. Altitude information.
REFERENCE-
FAAO JO 7110.65, Para 5-2-23, Altitude Filters.
e. Coordination.
f. Ground speed.
g. Identification.
5-15-4. SYSTEM REQUIREMENTS
Use terminal automation systems as follows:
NOTE-
Locally developed procedures, operating instructions, and
training material are required because of differences in
equipment capability. Such locally developed procedures
shall be supplemental to those contained in this section and
shall be designed to make maximum use of the ARTS
equipment.
a. Inform all appropriate positions before terminating or reinstating use of the terminal automation
system at a control position. When terminating the
use of terminal automation systems, all pertinent
flight data of that position shall be transferred or
terminated.
b. Inform other interfaced facilities of scheduled
and unscheduled shutdowns.
c. Initiate a track/tag on all aircraft to the
maximum extent possible. As a minimum, aircraft
identification should be entered, and automated
handoff functions should be used.
d. Assigned altitude, if displayed, shall be kept
current at all times. Climb and descent arrows, where
available, shall be used to indicate other than level
flight.
e. The automatic altitude readout of an aircraft
under another controller's jurisdiction may be used
for vertical separation purposes without verbal
coordination provided:
1. Operation is conducted using single site radar
coverage.
2. Prearranged coordination procedures are
contained in a facility directive in accordance with
para_5-4-10, Prearranged Coordination, and
FAAO_7210.3, para 3-7-7, Prearranged Coordination.
3. Do not use Mode C to effect vertical
separation within a Mosaic radar configuration.
5-15-5. INFORMATION DISPLAYED
a. Two-letter ICAO designators or three-letter
designators, as appropriate, shall be used unless
program limitations dictate the use of a single letter
alpha prefix.
b. Use of the inhibit/select functions to remove
displayed information no longer required shall be in
accordance with local directives, which should
ensure maximum required use of the equipment.
c. Information displayed shall be in accordance
with national orders and specified in local directives.
JO 7110.65S 2/14/08
5-15-2 Automated Radar Terminal Systems (ARTS)- Terminal
5-15-6. CA/MCI
a. When a CA or MCI alert is displayed, evaluate
the reason for the alert without delay and take
appropriate action.
REFERENCE-
FAAO JO 7110.65, Para 2-1-6, Safety Alert.
b. If another controller is involved in the alert,
initiate coordination to ensure an effective course of
action. Coordination is not required when immediate
action is dictated.
c. Suppressing/Inhibiting CA/MCI alert.
1. The suppress function may be used to
suppress the display of a specific CA/MCI alert.
2. The inhibit function shall only be used to
inhibit the display of CA for aircraft routinely
engaged in operations where standard separation
criteria do not apply.
NOTE-
Examples of operations where standard separation criteria
do not apply are ADC practice intercept operations and air
shows.
3. Computer entry of a message suppressing a
CA/MCI alert constitutes acknowledgment for the
alert and signifies that appropriate action has or will
be taken.
4. CA/MCI alert may not be suppressed or
inhibited at or for another control position without
being coordinated.
5-15-7. INHIBITING MINIMUM SAFE
ALTITUDE WARNING (MSAW)
a. Inhibit MSAW processing of VFR aircraft and
aircraft that cancel instrument flight rules (IFR) flight
plans unless the pilot specifically requests otherwise.
REFERENCE-
FAAO JO 7110.65, Para 10-2-7, VFR Aircraft in Weather Difficulty.
FAAO JO 7110.65, Para 10-2-8, Radar Assistance to VFR Aircraft in
Weather Difficulty.
b. A low altitude alert may be suppressed from the
control position. Computer entry of the suppress
message constitutes an acknowledgment for the alert
and indicates that appropriate action has or will be
taken.
5-15-8. TRACK SUSPEND FUNCTION
Use the track suspend function only when data block
overlap in holding patterns or in proximity of the final
approach create an unworkable situation. If necessary
to suspend tracks, those which are not displaying
automatic altitude readouts shall be suspended. If the
condition still exists, those displaying automatic
altitude readouts may then be suspended.
JO 7110.65S 2/14/08
5-16-1
TPX-42- Terminal
Section 16. TPX-42- Terminal
5-16-1. APPLICATION
Each TPX-42 facility shall utilize the equipment to
the maximum extent possible consistent with local
operating conditions.
5-16-2. RESPONSIBILITY
This equipment does not relieve the controller of the
responsibility to ensure proper identification, maintenance of identity, handoff of the correct radar
beacon target associated with numeric data, and the
separation of aircraft.
5-16-3. FUNCTIONAL USE
TPX-42 may be used for the following functions:
a. Tagging.
b. Altitude information.
REFERENCE-
FAAO JO 7110.65, Para 5-2-23, Altitude Filters.
c. Coordination.
d. Target identity confirmation.
5-16-4. SYSTEM REQUIREMENTS
Use the TPX-42 system as follows:
a. TPX-42 facilities shall inform adjacent facilities of scheduled and unscheduled shutdowns.
b. To the maximum extent practicable, tags should
be utilized for all controlled aircraft.
5-16-5. INFORMATION DISPLAYED
a. Inhibiting portions of the tag shall be in
accordance with facility directives, which shall
ensure maximum required use of the equipment.
b. Mode C altitude information shall not be
inhibited unless a ground malfunction causes
repeated discrepancies of 300 feet or more between
the automatic altitude readouts and pilot reported
altitudes.
5-16-6. INHIBITING LOW ALTITUDE
ALERT SYSTEM (LAAS)
Assign a beacon code to a VFR aircraft or to an
aircraft that has canceled its IFR flight plan to inhibit
LAAS processing unless the aircraft has specifically
requested LAAS.
JO 7110.65S 2/14/08
5-16-2
JO 7110.65S 2/14/08
6-1-1
General
Chapter 6. Nonradar
Section 1. General
6-1-1. DISTANCE
Use mileage-based (DME and/or ATD) procedures and
minima only when direct pilot/controller communications are maintained.
6-1-2. NONRECEIPT OF POSITION
REPORT
When a position report affecting separation is not
received, take action to obtain the report no later than
5 minutes after the aircraft was estimated over the fix.
REFERENCE-
FAAO JO 7110.65, Para 9-2-7, IFR Military Training Routes.
6-1-3. DUPLICATE POSITION REPORTS
Do not require an aircraft to make the same position
report to more than one facility.
6-1-4. ADJACENT AIRPORT OPERATION
TERMINAL
WAKE TURBULENCE APPLICATION
The ATC facility providing service to heavy
jets/B757s and having control jurisdiction at adjacent
airports shall separate arriving or departing IFR
aircraft on a course that will cross behind the flight
path of a heavy jet/B757 - 2 minutes.
(See FIG 6-1-1 and FIG 6-1-2.)
FIG 6-1-1
Adjacent Airport Operation -- Arrival
FIG 6-1-2
Adjacent Airport Operation -- Departure
6-1-5. ARRIVAL MINIMA
TERMINAL
WAKE TURBULENCE APPLICATION
Separate IFR aircraft landing behind an arriving
heavy jet/B757 by 2 minutes when arriving:
a. The same runway (use 3 minutes for a small
aircraft behind a heavy jet/B757).
b. A parallel runway separated by less than
2,500_feet.
JO 7110.65S 2/14/08
6-1-2 General
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
JO 7110.65S 2/14/08
6-2-1
Initial Separation of Successive Departing Aircraft
Section 2. Initial Separation of Successive
Departing Aircraft
6-2-1. MINIMA ON DIVERGING COURSES
Separate aircraft that will fly courses diverging by
45_degrees or more after departing the same or
adjacent airports by use of one of the following
minima:
NOTE1. 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.)
FIG 6-2-1
Minima on Diverging Courses
2. Within 5 minutes after takeoff- 2 minutes
until courses diverge. (See FIG 6-2-2.)
FIG 6-2-2
Minima on Diverging Courses
3. Within 13 miles DME/ATD after takeoff -
3_miles until courses diverge. (See FIG 6-2-3.)
FIG 6-2-3
Minima on Diverging Courses
JO 7110.65S 2/14/08
6-2-2 Initial Separation of Successive Departing Aircraft
b. TERMINAL. Between aircraft departing in the
same direction from different runways whose
centerlines are parallel and separated by at least
3,500_feet, authorize simultaneous takeoffs when the
aircraft will fly diverging courses immediately after
takeoff. (See FIG 6-2-4.)
FIG 6-2-4
Minima on Diverging Courses
c. TERMINAL. Between aircraft that will fly
diverging courses immediately after takeoff from
diverging runways: (See FIG 6-2-5.)
1. Nonintersecting runways. Authorize simultaneous takeoffs when either of the following
conditions exist:
(a) The runways diverge by 30 degrees or
more.
(b) The distance between runway centerlines
at and beyond the points where takeoffs begin is at
least:
(1) 2,000 feet and the runways diverge by
15 to 29 degrees inclusive.
(2) 3,500 feet and the runways diverge by
less than 15 degrees.
FIG 6-2-5
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.)
FIG 6-2-6
Minima on Diverging Courses
JO 7110.65S 2/14/08
6-2-3
Initial Separation of Successive Departing Aircraft
(b) The runways diverge by 15 to 29 degrees
inclusive and the preceding aircraft has commenced
a turn. (See FIG 6-2-7.)
FIG 6-2-7
Minima on Diverging Courses
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
10,000 feet or below or outside of 10 miles from the
DME NAVAID. (See FIG 6-2-8 and FIG 6-2-9.)
FIG 6-2-8
Minima on Same Course
FIG 6-2-9
Minima on Same Course
JO 7110.65S 2/14/08
6-2-4
JO 7110.65S 2/14/08
6-3-1
Initial Separation of Departing and Arriving Aircraft
Section 3. Initial Separation of Departing
and Arriving Aircraft
6-3-1. SEPARATION MINIMA
a. Separate a departing aircraft from an arriving
aircraft making an instrument approach to the same
airport by using one of the following minima until
vertical or lateral separation is achieved:
b. TERMINAL. When takeoff direction differs by
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
less than 4_miles from the airport.
c. TERMINAL. When takeoff direction is other
than in subpara a, the departing aircraft takes off so
that it is established on a course diverging by at least
45_degrees from the reciprocal of the final approach
course before the arriving aircraft leaves a fix
inbound not less than 4 miles from the airport.
d. TERMINAL. When the absence of an appropriate fix precludes the application of subparas b or c and
at airports where approach control service is not
provided, the separation in subparas e or f shall be
applied.
e. When takeoff direction differs by at least
45_degrees from the reciprocal of the final approach
course, the departing aircraft takes off 3 minutes
before the arriving aircraft is estimated at the airport.
(See FIG 6-3-1.)
FIG 6-3-1
Separation Minima
f. When takeoff direction is other than in
subpara_d, the departing aircraft takes off so that it is
established on a course diverging by at least
45_degrees from the reciprocal of the final approach
course 5 minutes before the arriving aircraft is
estimated at the airport or before it starts procedure
turn. (See FIG 6-3-2 and FIG 6-3-3.)
FIG 6-3-2
Separation Minima
FIG 6-3-3
Separation Minima
JO 7110.65S 2/14/08
6-3-2
JO 7110.65S 2/14/08
6-4-1
Longitudinal Separation
