Section 4. Longitudinal Separation
6-4-1. APPLICATION
Separate aircraft longitudinally by requiring them to
do one of the following, as appropriate:
a. Depart at a specified time.
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 JO 7110.65, Para 4-5-7, Altitude Information.
6-4-2. MINIMA ON SAME, CONVERGING,
OR CROSSING COURSES
Separate aircraft on the same, converging, or crossing
courses by an interval expressed in time or distance,
using the following minima:
a. When the leading aircraft maintains a speed at
least 44 knots faster than the following aircraft -
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, or 3 minutes between other aircraft
if, in either case, one of the following conditions is
met:
1. A departing aircraft follows a preceding
aircraft which has taken off from the same or adjacent
airport. (See FIG 6-4-1.)
FIG 6-4-1
Minima on Same Course
44 Knots or More Separation
2. A departing aircraft follows a preceding
en_route aircraft which has reported over a fix serving
the departure airport. (See FIG 6-4-2.)
FIG 6-4-2
Minima on Converging Courses
44 Knots or More Separation
JO 7110.65S 2/14/08
6-4-2 Longitudinal Separation
3. An en route aircraft follows a preceding en
route aircraft which has reported over the same fix.
(See FIG 6-4-3.)
FIG 6-4-3
Minima on Crossing Courses
44 Knots or More Separation
b. When the leading aircraft maintains a speed at
least 22 knots faster than the following aircraft -
10_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; or 5 minutes between other aircraft
if, in either case, one of the following conditions
exists:
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
2. A departing aircraft follows a preceding
en_route aircraft which has reported over a fix serving
the departure airport. (See FIG 6-4-5.)
FIG 6-4-5
Minima on Converging Courses
22 Knots or More Separation
3. An en route aircraft follows a preceding
en_route aircraft which has reported over the same fix.
(See FIG 6-4-6.)
FIG 6-4-6
Minima on Crossing Courses
22 Knots or More Separation
JO 7110.65S 2/14/08
6-4-3
Longitudinal Separation
c. When an aircraft is climbing or descending
through the altitude of another aircraft:
1. 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- 10 miles, if the descending aircraft
is leading or the climbing aircraft is following.
(See_FIG 6-4-7 and FIG 6-4-8.)
FIG 6-4-7
Descending Through Another Aircraft's
Altitude DME Separation
FIG 6-4-8
Climbing Through Another Aircraft's
Altitude DME 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.
3. Between RNAV aircraft that are operating
along an RNAV route that is eight miles or less in
width- 10 miles provided the following conditions
are met:
(a) The descending aircraft is leading or the
climbing aircraft is following.
(b) The aircraft were separated by not more
than 4,000 feet when the altitude change started.
FIG 6-4-9
Descending Through Another
Aircraft's Altitude Timed Separation
FIG 6-4-10
Climbing Through Another
Aircraft's Altitude Timed Separation
JO 7110.65S 2/14/08
6-4-4 Longitudinal Separation
d. When the conditions of subparas a, b, or c
cannot be met- 20 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; 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
Minima for Same Course Separation
FIG 6-4-12
Minima for Crossing Courses Separation
FIG 6-4-13
Minima for Same Course Separation
FIG 6-4-14
Minima for Crossing Courses Separation
FIG 6-4-15
Climbing Through Another
Aircraft's Altitude Separation
FIG 6-4-16
Descending Through Another
Aircraft's Altitude Separation
JO 7110.65S 2/14/08
6-4-5
Longitudinal Separation
e. Between aircraft, when one aircraft is using
DME/ATD and the other is not- 30 miles if both the
following conditions are met:
(See FIG 6-4-17 and FIG 6-4-18.)
FIG 6-4-17
Minima for Same Course Separation
FIG 6-4-18
Minima for Crossing Courses Separation
1. The aircraft using DME/ATD derives distance information by reference to the same NAVAID
or waypoint over which the aircraft not using
DME/ATD has reported.
2. The aircraft not using DME/ATD is within
15_minutes of the NAVAID.
6-4-3. MINIMA ON OPPOSITE COURSES
Separate aircraft traveling opposite courses by
assigning different altitudes consistent with the
approved vertical separation from 10 minutes before,
until 10_minutes after they are estimated to pass.
Vertical separation may be discontinued after one of
the following conditions is met: (See FIG 6-4-19.)
FIG 6-4-19
Minima for Opposite Courses 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,
DME fixes, or waypoints indicating they have passed
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
to aircraft operating in opposite directions along the same
airway or radial. This procedure may also be applied to
aircraft established on diverging airways or radials of the
same NAVAID.
b. Both aircraft have reported passing the same
intersection/waypoint and they are at least 3 minutes
apart.
c. Two RNAV aircraft have reported passing the
same position and are at least 8 miles apart if
operating along a route that is 8 miles or less in width;
or 18 miles apart if operating along an expanded
route; except that 30 miles shall be applied if
operating along that portion of any route segment
JO 7110.65S 2/14/08
6-4-6 Longitudinal Separation
defined by a navigation station requiring extended
usable distance limitations beyond 130 miles.
d. An aircraft utilizing RNAV and an aircraft
utilizing VOR have reported passing the same
position and the RNAV aircraft is at least 4 miles
beyond the reported position when operating along a
route that is 8 miles or less in width; 9 miles beyond
the point when operating along an expanded route;
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
limitation beyond 130 miles; or 3 minutes apart
whichever is greater.
6-4-4. SEPARATION BY PILOTS
When pilots of aircraft on the same course in direct
radio communication with each other concur, you
may authorize the following aircraft to maintain
longitudinal separation of 10 minutes; or 20 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.
PHRASEOLOGY-
MAINTAIN AT LEAST ONE ZERO MINUTES/
TWO_ZERO MILES SEPARATION FROM (ident).
6-4-5. RNAV AIRCRAFT ALONG VOR
AIRWAYS/ROUTES
Advise the pilot to use DME distances when applying
DME separation to an RNAV aircraft operating along
VOR airways/routes.
PHRASEOLOGY-
USE DME DISTANCES.
NOTE-
ATD derived from area navigation devices having
slant-range correction will not coincide with the direct
DME readout.
JO 7110.65S 2/14/08
6-5-1
Lateral Separation
Section 5. Lateral Separation
6-5-1. SEPARATION METHODS
Separate aircraft by one of the following methods:
a. Clear aircraft on different airways or routes
whose widths or protected airspace do not overlap.
b. Clear aircraft below 18,000 to proceed to and
report over or hold at different geographical locations
determined visually or by reference to NAVAIDs.
c. Clear aircraft to hold over different fixes whose
holding pattern airspace areas do not overlap each
other or other airspace to be protected.
d. Clear departing aircraft to fly specified
headings which diverge by at least 45 degrees.
6-5-2. MINIMA ON DIVERGING RADIALS
a. Consider separation to exist between aircraft:
1. Established on radials of the same NAVAID
that diverge by at least 15 degrees when either aircraft
is clear of the airspace to be protected for the other
aircraft.
2. With non-VOR/DME based navigational
equipment established on tracks of the same
waypoint that diverge by at least 15 degrees when
either aircraft is clear of the airspace to be protected
for the other aircraft.
FIG 6-5-1
Minima on Diverging Radials
NOTE-
The procedure may be applied to converging as well as
diverging aircraft. (See FIG 6-5-1.) The aircraft depicted
6 miles from the NAVAID/waypoint would require vertical
separation until reaching the 6-mile point. Reversing
direction, the same aircraft would require vertical
separation before passing the 6-mile point. Due to the
nature of GPS equipment, issue crossing restrictions in
reference to the next waypoint, since the pilot receives
tracking “to” data rather than tracking “from” the last
waypoint.
b. Use TBL 6-5-1 and TBL 6-5-2 to determine
the distance required for various divergence angles to
clear the airspace to be protected. For divergence that
falls between two values, use the lesser divergence
value to obtain the distance.
TBL 6-5-1
Non-DME Divergence
Distance Minima
Divergence (Degrees) Distance (NM)
15 16
20 12
25 10
30 8
35 7
45 6
55 5
90 4
NOTE: This table is for non-DME application only.
TBL 6-5-2
Divergence
Distance Minima
Divergence
(Degrees)
Distance (NM)
Below FL 180
Fl 180 through
FL 450
15 17 18
20 13 15
25 11 13
30 9 11
35 8 11
45 7 11
55 6 11
90 5 11
NOTE: This table is for DME application and
compensates for DME slant-range error.
JO 7110.65S 2/14/08
6-5-2 Lateral Separation
NOTE-
For altitudes of 3,000 feet or less above the elevation of the
NAVAID, DME slant-range error is negligible and the
values in TBL 6-5-1 may be used.
6-5-3. DME ARC MINIMA
Apply lateral DME separation by requiring aircraft
using DME to fly an arc about a NAVAID at a
specified distance using the following minima:
(See FIG 6-5-2.)
FIG 6-5-2
DME Arc Minima
REFERENCE-
FAAO JO 7110.65, Para 2-5-2, NAVAID Terms.
a. Between different arcs about a NAVAID
regardless of direction of flight:
1. At 35 miles or less from the NAVAID10_miles.
2. More than 35 miles from the NAVAID20_miles.
b. Between an arc about a NAVAID and other
airspace to be protected: (See FIG 6-5-3.)
FIG 6-5-3
DME Arc Minima
NOTE-
The other airspace to be protected may be a MOA, a
holding pattern, airway or route, ATCAA, Warning Area,
Restricted Area, Prohibited Area, etc.
1. At 35 miles or less from the NAVAID5_miles.
2. More than 35 miles from the NAVAID10_miles.
PHRASEOLOGY-
VIA (number of miles) MILE ARC (direction) OF (name of
DME NAVAID).
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-
P/CG Term- Airway.
P/CG Term- Route.
a. Direct courses and course changes of 15 degrees
or less:
1. Via NAVAIDs or radials FL 600 and below4_miles on each side of the route to a point 51 miles
from the NAVAID, then increasing in width on a
4_1 /2_degree 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 authorized under para 4-4-3, Degree-Distance Route
Definition for Military Operations.
(a) Below FL 180- 4 miles on each side of the
route.
JO 7110.65S 2/14/08
6-5-3
Lateral Separation
(b) FL 180 to FL 600 inclusive- 10 miles on
each side of the route.
3. Via degree-distance fixes for RNAV flights
above FL 450- 10 miles on each side of the route.
NOTE-
Degree-distance RNAV flight (random routes) at FL 450
and below are provided radar separation.
b. When course change is 16 degrees through
90_degrees, protect the airspace on the overflown side
beginning at the point where the course changes as
follows: (See FIG 6-5-5.)
FIG 6-5-5
Overflown Side Minima
16 to 90 Degrees
1. Below FL 180- same as subparas a1 or 2.
2. FL 180 to FL 230 inclusive- 14 miles.
3. Above FL 230 to FL 600 inclusive- 17 miles.
c. When course change is 91 degrees through
180_degrees, protect the airspace on the overflown
side beginning at the point where the course changes
as follows: (See FIG 6-5-6.)
1. Below FL 180- same as subparas a1 or 2.
2. FL 180 to FL 230 inclusive- 28 miles.
3. Above FL 230 to FL 600 inclusive- 34_miles.
FIG 6-5-6
Overflown Side Minima
91 to 180 Degrees
d. After the course changes specified in subparas_b or c have been completed and the aircraft is
back on course, the appropriate minima in subpara a
may be used.
REFERENCE-
FAAO JO 7110.65, Para 9-2-13, Military Operations Above FL 600.
JO 7110.65S 2/14/08
6-5-4 Lateral Separation
6-5-5. RNAV MINIMA- DIVERGING/
CROSSING COURSES
Consider lateral separation to exist when an RNAV
aircraft is beyond the point where the lateral protected
airspace of that aircraft has ceased to overlap the
lateral protected airspace of another by at least:
(See FIG 6-5-7 and FIG 6-5-8.)
FIG 6-5-7
RNAV Minima
a. When operating along a route that is 8 miles or
less in width- 4 miles.
b. When operating along an expanded route9_miles, except that 15 miles shall be applied along
that portion of any route segment requiring extended
usable distance limitation beyond 130 miles of the
reference facility.
FIG 6-5-8
RNAV Minima
JO 7110.65S 2/14/08
6-6-1
Vertical Separation
Section 6. Vertical Separation
6-6-1. APPLICATION
Assign an altitude to an aircraft after the aircraft
previously at that altitude has reported leaving the
altitude.
PHRASEOLOGY-
REPORT LEAVING/REACHING (altitude/flight level).
REPORT LEAVING ODD/EVEN ALTITUDES/FLIGHT
LEVELS.
(If aircraft is known to be operating below the lowest
useable flight level),
SAY ALTITUDE.
or
(If aircraft is known to be operating at or above the lowest
useable flight level),
SAY FLIGHT LEVEL.
or
If aircraft's position relative to the lowest useable flight
level is unknown),
SAY ALTITUDE OR FLIGHT LEVEL.
NOTE-
Consider known aircraft performance characteristics,
pilot furnished and/or Mode C detected information which
indicate that climb/descent will not be consistent with the
rates recommended in the AIM.
REFERENCE-
FAAO JO 7110.65, Para 2-1-3, Procedural Preference.
FAAO JO 7110.65, Para 4-5-1, Vertical Separation Minima.
FAAO JO 7110.65, Para 7-7-3, Separation.
FAAO JO 7110.65, Para 7-8-3, Separation.
FAAO JO 7110.65, Para 7-9-4, Separation.
6-6-2. EXCEPTIONS
Assign an altitude to an aircraft only after the aircraft
previously at that altitude has reported at or passing
through another altitude separated from the first by
the appropriate minimum when:
a. Severe turbulence is reported.
b. Aircraft are conducting military aerial
refueling.
REFERENCE-
FAAO JO 7110.65, Para 9-2-12, Military Aerial Refueling.
c. The aircraft previously at the altitude has been:
1. Issued a clearance permitting climb/descent
at pilot's discretion.
2. Cleared to CRUISE (altitude). However, do
not use Mode C to effect separation with an aircraft
on a cruise clearance.
NOTE-
An aircraft assigned a cruise clearance is assigned a block
of airspace from the minimum IFR altitude up to and
including the assigned cruising altitude, and climb/descent
within the block is at pilot's discretion. When the pilot
verbally reports leaving an altitude in descent, he/she may
not return to that altitude.
REFERENCE-
P/CG Term- Cruise.
6-6-3. SEPARATION BY PILOTS
When pilots of aircraft in direct radio communication
with each other during climb and descent concur, you
may authorize the lower aircraft, if climbing, or the
upper aircraft, if descending, to maintain vertical
separation.
JO 7110.65S 2/14/08
6-6-2
JO 7110.65S 2/14/08
6-7-1
Timed Approaches
Section 7. Timed Approaches
6-7-1. APPLICATION
Timed approaches using either nonradar procedures
or radar vectors to the final approach course may be
used at airports served by a tower if the following
conditions are met:
NOTE-
These procedures require NAVAIDs and standard/special
instrument approach procedures or adequate radar
coverage which permit an aircraft to:
1. Hold at a fix located on the approach course or to be
radar vectored to the final approach course for a
straight-in approach in accordance with the minima
specified in para 6-7-5, Interval Minima.
2. Proceed in the direction of the airport along the
approach course crossing the holding/approach fix at a
specified altitude if required.
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 minimums for the instrument approach procedure in use.
NOTE-
Determination of whether or not an existing ceiling meets
minima is accomplished by comparing MDA (MSL) with
ceiling (AGL) plus the airport elevation.
REFERENCE-
FAAO JO 7110.65, Para 6-7-2, Approach Sequence.
6-7-2. APPROACH SEQUENCE
When an aircraft passes the final approach fix
inbound (nonprecision approach) or the outer marker
or the fix used in lieu of the outer marker inbound
(precision approach), issue clearances for a succeeding timed approach in accordance with the following:
REFERENCE-
FAAO JO 7110.65, Para 5-9-5, Approach Separation Responsibility.
FAAO JO 7110.65, Para 6-7-4, Level Flight Restriction.
FAAO JO 7110.65, Para 6-7-7, Missed Approaches.
a. Clear the succeeding aircraft for approach, to
descend to the altitude vacated by the preceding
aircraft, and to leave the final approach fix inbound
(nonprecision approach) or the outer marker or the fix
used in lieu of the outer marker inbound (precision
approach) at a specified time; or when using radar to
sequence and position aircraft on the final approach
course, vector aircraft to cross the final approach
fix/outer marker or the fix used in lieu of the outer
marker in compliance with para 6-7-5, Interval
Minima.
FIG 6-7-1
Timed Approach Procedures
Using ILS and Longitudinal Separation Only
NOTE-
FIG 6-7-1 depicts the application of timed approach
procedures using an ILS and applying longitudinal
separation only. Using an interval of 2 minutes between
successive approaches, the #1 and #2 aircraft have already
passed the outer locator (LOM) on final approach, and the
#3 aircraft has been cleared for approach and to depart the
LOM 2 minutes after the #2 aircraft reported leaving the
LOM inbound on final approach. After aircraft in the
approach sequence depart the holding/approach fix
(LOM) inbound, vertical separation is no longer provided
and longitudinal separation is utilized.
REFERENCE-
FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception.
JO 7110.65S 2/14/08
6-7-2 Timed Approaches
b. If an alternative missed approach procedure is
not available and weather conditions are less than
required by para 6-7-1, Application, subpara c, clear
the succeeding aircraft for an approach when the
preceding aircraft has landed or canceled its IFR
flight plan.
FIG 6-7-2
Timed Approach Procedures Using a Bearing on an
NDB and Longitudinal and Vertical Separation
NOTE-
FIG 6-7-2 depicts the application of timed approach
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
descend to 2,000 after the #2 aircraft has reported
departing the holding/approach fix inbound and leaving
2,000 at point A. The #2 aircraft has departed the
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
issue approach clearance to the #2 aircraft at point A.
c. Release the aircraft to the tower before it reaches
the final approach fix.
6-7-3. SEQUENCE INTERRUPTION
Interrupt the established timed approach sequence if
necessary to allow an aircraft to execute a different
type of approach.
6-7-4. LEVEL FLIGHT RESTRICTION
If the weather report indicates an aircraft will be in
IFR conditions over the final approach fix
(nonprecision approach) or the outer marker or the fix
used in lieu of the outer marker (precision approach)
when para 6-7-2, Approach Sequence, subpara b is
applied, clear the second aircraft for an approach
early enough to allow at least 1 minute of level flight
before crossing the final approach fix/outer marker or
the fix used in lieu of the outer marker.
6-7-5. INTERVAL MINIMA
Use a 2-minute or a 5-mile radar interval (except for
a small aircraft behind a heavy aircraft: use a
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 JO 7110.65, Para 5-9-5, Approach Separation Responsibility.
FAAO JO 7110.65, Para 6-7-1, Application.
FAAO JO 7110.65, Para 6-7-2, Approach Sequence.
a. Relative speeds of the aircraft concerned.
b. Existing weather conditions.
c. Distance between the approach fix and the
airport.
d. Type of approach being made.
6-7-6. TIME CHECK
Issue a time check to an aircraft before specifying a
time to leave the approach fix inbound unless the
aircraft is vectored to the final approach course.
6-7-7. MISSED APPROACHES
a. If weather conditions are such that an aircraft
will likely miss an approach, issue an alternative
missed approach procedure to the next aircraft.
b. If an aircraft misses an approach, allow the next
aircraft to continue the approach if it has been
assigned an alternative missed approach procedure.
Retain radar control or hold any remaining aircraft at
assigned altitudes until traffic conditions permit the
issuance of approach clearances.
c. When para 6-7-2, Approach Sequence, subpara b is applied and the first aircraft misses an
approach, retain radar control or clear the second
aircraft to maintain the last assigned altitude
(minimum holding altitude) and return to the
holding/approach fix to hold until traffic conditions
permit the issuance of approach clearances.
JO 7110.65S 2/14/08
7-1-1
General
Chapter 7. Visual
Section 1. General
7-1-1. CLASS A AIRSPACE
RESTRICTIONS
Do not apply visual separation or issue VFR or
“VFR-on-top” clearances in Class A airspace.
7-1-2. VFR CONDITIONS
a. You may clear aircraft to maintain “VFR
conditions” if one of the following conditions exists:
1. The pilot of an aircraft on an IFR flight plan
requests a VFR climb/descent.
2. TERMINAL. The clearance will result in
noise abatement benefits where part of the IFR
departure route does not conform to an FAA-
approved noise abatement route or altitude.
PHRASEOLOGY-
MAINTAIN VFR CONDITIONS.
MAINTAIN VFR CONDITIONS UNTIL (time or fix).
MAINTAIN VFR CONDITIONS ABOVE/BELOW
(altitude).
CLIMB/DESCEND VFR,
and if required,
BETWEEN (altitude) AND (altitude)
or
ABOVE/BELOW (altitude).
b. When, in your judgment, there is reason to
believe that flight in VFR conditions may become
impractical, issue an alternative clearance which will
ensure separation from all other aircraft for which
you have separation responsibility.
PHRASEOLOGY-
IF UNABLE, (alternative procedure), AND ADVISE.
7-1-3. APPROACH CONTROL SERVICE
FOR VFR ARRIVING AIRCRAFT
Issue the following where procedures have been
established for arriving VFR aircraft to contact
approach control for landing information:
a. Wind, runway, and altimeter setting at the
airport of intended landing. This information may be
omitted if contained in the ATIS broadcast and the
pilot states the appropriate ATIS code or if the pilot
uses the phrase, “have numbers.”
NOTE-
Pilot use of “have numbers” does not indicate receipt of the
ATIS broadcast.
b. Traffic information on a workload permitting
basis.
c. Time or place at which the aircraft is to contact
the tower on local control frequency for further
landing information.
d. An aircraft may be instructed to contact
approach control for landing and traffic information
upon initial contact with the tower.
REFERENCE-
FAAO JO 7110.65, Para 7-6-1, Application.
FAAO JO 7110.65, Para 7-6-2, Service Availability.
7-1-4. VISUAL HOLDING OF VFR
AIRCRAFT
TERMINAL
When it becomes necessary to hold VFR aircraft at
visual holding fixes, take the following actions:
a. Clear aircraft to hold at selected, prominent
geographical fixes which can be easily recognized
from the air, preferably those depicted on sectional
charts.
NOTE-
At some locations, VFR checkpoints are depicted on
Sectional Aeronautical and Terminal Area Charts. In
selecting geographical fixes, depicted VFR checkpoints
are preferred unless the pilot exhibits a familiarity with the
local area.
REFERENCE-
FAAO JO 7110.65, Para 4-6-5, Visual Holding Points.
JO 7110.65S 2/14/08
7-1-2 General
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 JO 7110.65, Para 7-6-5, Holding.
JO 7110.65S 2/14/08
7-2-1
Visual Separation
Section 2. Visual Separation
7-2-1. VISUAL SEPARATION
Aircraft may be separated by visual means, as
provided in this paragraph, when other approved
separation is assured before and after the application
of visual separation. To ensure that other separation
will exist, consider aircraft performance, wake
turbulence, closure rate, routes of flight, and known
weather conditions. Reported weather conditions
must allow the aircraft to remain within sight until
other separation exists. Do not apply visual
separation between successive departures when
departure routes and/or aircraft performance preclude maintaining separation.
REFERENCE-
FAAO JO 7110.65, Para 2-1-20, Wake Turbulence Cautionary
Advisories.
FAAO JO 7110.65, Para 2-1-21, Traffic Advisories.
FAAO JO 7110.65, Para 3-1-9, Use of Tower Radar Displays.
FAAO JO 7110.65, Para 5-9-5, Approach Separation Responsibility.
FAAO JO 7110.65, Para 7-4-1, Visual Approach.
FAAO JO 7110.65, Para 7-4-2, Vectors for Visual Approach.
FAAO JO 7110.65, Para 7-4-4, Approaches to Multiple Runways.
P/CG Term- Visual Approach.
P/CG Term- Visual Separation.
a. TERMINAL. Visual separation may be applied
between aircraft under the control of the same facility
within the terminal area up to but not including
FL_180, provided:
1. Communication is maintained with at least
one of the aircraft involved or the capability to
communicate immediately as prescribed in
para_3-9-3, Departure Control Instructions, subpara_a2 is available, and:
2. The aircraft are visually observed by the
tower and visual separation is maintained between
the aircraft by the tower. The tower shall not provide
visual separation between aircraft when wake
turbulence separation is required or when the lead
aircraft is a B757.
3. A pilot sees another aircraft and is instructed
to maintain visual separation from the aircraft as
follows:
(a) Tell the pilot about the other aircraft
including position, direction and, unless it is obvious,
the other aircraft's intention.
(b) Obtain acknowledgment from the pilot
that the other aircraft is in sight.
(c) Instruct the pilot to maintain visual
separation from that aircraft.
(d) Advise the pilot if the radar targets appear
likely to converge.
NOTE-
Issue this advisory in conjunction with the instruction to
maintain visual separation, or thereafter if the controller
subsequently becomes aware that the targets are merging.
(e) If the aircraft are on converging courses,
inform the other aircraft of the traffic and that visual
separation is being applied.
(f) If the pilot advises he/she has the traffic in
sight and will maintain visual separation from it (the
pilot must use that entire phrase), the controller need
only “approve” the operation instead of restating the
instructions.
PHRASEOLOGY-
TRAFFIC, (clock position and distance),
(direction)-BOUND, (type of aircraft), (intentions and
other relevant information).
If applicable,
ON CONVERGING COURSE.
DO YOU HAVE IT IN SIGHT?
If the answer is in the affirmative,
MAINTAIN VISUAL SEPARATION.
If the pilot advises he/she has the traffic in sight and will
maintain visual separation from it (pilot must use that
entire phrase):
APPROVED.
If aircraft are on converging courses, advise the other
aircraft:
TRAFFIC, (clock position and distance),
(direction)-BOUND, (type of aircraft), HAS YOU IN
SIGHT AND WILL MAINTAIN VISUAL SEPARATION.
b. EN ROUTE. Visual separation may be used up
to but not including FL 180 when the following
conditions are met:
1. Direct communication is maintained with one
of the aircraft involved and there is an ability to
communicate with the other.
JO 7110.65S 2/14/08
7-2-2 Visual Separation
2. A pilot sees another aircraft and is instructed
to maintain visual separation from it as follows:
(a) Tell the pilot about the other aircraft
including position, direction and unless it is obvious,
the other aircraft's intentions.
(b) Obtain acknowledgment from the pilot
that the other aircraft is in sight.
(c) Instruct the pilot to maintain visual
separation from that aircraft.
(d) Advise the pilot if the radar targets appear
likely to converge.
(e) If the aircraft are on converging courses,
inform the other aircraft of the traffic and that visual
separation is being applied.
(f) Advise the pilots if either aircraft is a
heavy.
(g) Traffic advisories and wake turbulence
cautionary advisories shall be issued in accordance
with para 2-1-20, Wake Turbulence Cautionary
Advisories, and para 2-1-21, Traffic Advisories.
(h) If the pilot advises he/she has the traffic in
sight and will maintain visual separation from it (the
pilot must use that entire phrase), the controller need
only “approve” the operation instead of restating the
instructions.
PHRASEOLOGY-
TRAFFIC, (clock position and distance),
(direction)-BOUND, (type of aircraft), (intentions and
other relevant information).
If applicable,
ON CONVERGING COURSE.
DO YOU HAVE IT IN SIGHT?
If the answer is in the affirmative,
MAINTAIN VISUAL SEPARATION.
If the pilot advises he/she has the traffic in sight and will
maintain visual separation from it (pilot must use that
entire phrase):
(Call Sign) APPROVED.
If aircraft are on converging courses, advise the other
aircraft:
TRAFFIC, (clock position and distance),
(direction)-BOUND, (type of aircraft), HAS YOU IN
SIGHT AND WILL MAINTAIN VISUAL SEPARATION.
REFERENCE-
FAAO JO 7110.65, Para 7-4-1, Visual Approach.
FAAO JO 7110.65, Para 7-4-2, Vectors for Visual Approach.
c. Nonapproach control towers may be authorized
to provide visual separation between aircraft within
surface areas or designated areas provided other
separation is assured before and after the application
of visual separation. This may be applied by the
nonapproach control tower providing the separation
or by a pilot visually observing another aircraft and
being instructed to maintain visual separation with
that aircraft.
PHRASEOLOGY-
VISUAL SEPARATION APPROVED BETWEEN
(identification) AND (identification),
and for departing aircraft,
(departing/succeeding aircraft) RELEASED YOUR
DISCRETION.
NOTE-
Separation of IFR aircraft before and after application of
visual separation is an IFR control function (Approach/
Departure/En Route). A nonapproach control tower by
accepting authorization for visual separation becomes
responsible for ensuring that separation. Separation
requirements also apply to VFR aircraft when IFR,
Class_B, Class C or TRSA separation is prescribed.
REFERENCE-
FAAO JO 7110.65, Para 4-8-11, Practice Approaches.
FAAO JO 7110.65, Para 5-6-1, Application.
FAAO JO 7110.65, Para 7-4-2, Vectors for Visual Approach.
FAAO JO 7110.65, Para 7-6-1, Application.
FAAO JO 7110.65, Para 7-7-1, Application.
FAAO JO 7110.65, Para 7-7-2, Issuance of EFC.
FAAO JO 7110.65, Para 7-7-3, Separation.
FAAO JO 7110.65, Para 7-7-4, Helicopter Traffic.
FAAO JO 7110.65, Para 7-7-5, Altitude Assignments.
FAAO JO 7110.65, Para 7-7-6, Approach Interval.
FAAO JO 7110.65, Para 7-7-7, TRSA Departure Information.
FAAO JO 7110.65, Para 7-8-2, Class C Services.
FAAO JO 7110.65, Para 7-8-3, Separation.
FAAO JO 7110.65, Para 7-8-4, Establishing Two-Way
Communications.
FAAO JO 7110.65, Para 7-8-5, Altitude Assignments.
FAAO JO 7110.65, Para 7-8-6, Exceptions.
FAAO JO 7110.65, Para 7-9-1, Application.
FAAO JO 7110.65, Para 7-9-3, Methods.
FAAO JO 7110.65, Para 7-9-4, Separation.
FAAO JO 7110.65, Para 7-9-6, Helicopter Traffic.
FAAO JO 7110.65, Para 7-9-7, Altitude Assignments.
JO 7110.65S 2/14/08
7-3-1
VFR-on-top
Section 3. VFR-on-top
7-3-1. VFR-ON-TOP
a. You may clear an aircraft to maintain
“VFR-on-top” if the pilot of an aircraft on an IFR
flight plan requests the clearance.
PHRASEOLOGY-
MAINTAIN VFR-ON-TOP.
NOTE1. When an aircraft has been cleared to maintain
“VFR-on-top,” the pilot is responsible to fly at an
appropriate VFR altitude, comply with VFR visibility and
distance from cloud criteria, and to be vigilant so as to see
and avoid other aircraft. The pilot is also responsible to
comply with instrument flight rules applicable to the flight
(e.g., adherence to ATC clearances).
2. Although standard IFR separation is not applied,
controllers shall continue to provide traffic advisories and
safety alerts, and apply merging target procedures to
aircraft operating VFR-on-top.
REFERENCE-
FAAO JO 7110.65, Para 2-1-6, Safety Alert.
FAAO JO 7110.65, Para 2-1-21, Traffic Advisories.
FAAO JO 7110.65, Para 5-1-8, Merging Target Procedures.
FAAO JO 7110.65, Para 7-1-1, Class A Airspace Restrictions.
AIM, Para 5-5-13, VFR-on-top.
14 CFR Section 91.157, Special VFR Weather Minimums.
14 CFR Section 91.159, VFR Cruising Altitude or Flight Level.
b. You may clear an aircraft to climb through
clouds, smoke, haze, or other meteorological
formations and then to maintain “VFR-on-top” if the
following conditions are met:
1. The pilot requests the clearance.
2. You inform the pilot of the reported height of
the tops of the meteorological formation, or
3. You inform the pilot that no top report is
available.
4. When necessary, you ensure separation from
all other traffic for which you have separation
responsibility by issuing an alternative clearance.
5. When an aircraft is climbing to and reports
reaching “VFR-on-top,” reclear the aircraft to
maintain “VFR-on-top.”
PHRASEOLOGY-
CLIMB TO AND REPORT REACHING VFR-ON-TOP,
and
TOPS REPORTED (altitude),
or
NO TOPS REPORTS.
IF NOT ON TOP AT (altitude), MAINTAIN (altitude), AND
ADVISE.
MAINTAIN VFR-ON-TOP.
c. Do not clear an aircraft to maintain “VFR-on-
top” between sunset and sunrise to separate holding
aircraft from each other or from en route aircraft
unless restrictions are applied to ensure the
appropriate IFR vertical separation.
PHRASEOLOGY-
MAINTAIN VFR-ON-TOP AT OR ABOVE/BELOW/
BETWEEN (altitudes).
EXAMPLE“Maintain VFR-on-top at or above one three thousand
five_hundred.”
“Maintain VFR-on-top at or below one two thousand
five_hundred.”
“Maintain VFR-on-top at or between six thousand and
one_zero thousand.”
d. When, in your judgment, there is reason to
believe that flight in VFR conditions may become
impractical, issue an alternative clearance which will
ensure separation from all other aircraft for which
you have separation responsibility.
PHRASEOLOGY-
IF UNABLE, (alternative procedure), AND ADVISE.
REFERENCE-
FAAO JO 7110.65, Para 9-3-3, VFR-on-top.
JO 7110.65S 2/14/08
7-3-2 VFR-on-top
7-3-2. ALTITUDE FOR DIRECTION OF
FLIGHT
Inform an aircraft maintaining “VFR-on-top” when
a report indicates the pilot is not complying with
14_CFR Section 91.159(a).
NOTE-
As required by 14 CFR Section 91.159(a), the appropriate
VFR altitudes for aircraft (not in a holding pattern of
2_minutes or less, or turning) operating more than
3,000_feet above the surface to and including 18,000 feet
MSL:
Magnetic courses 0-179- odd cardinal altitudes plus
500_feet; e.g., 3,500, 5,500.
Magnetic courses 180-359- even cardinal altitudes plus
500 feet; e.g., 4,500, 8,500.
PHRASEOLOGY-
VFR-ON-TOP CRUISING LEVELS FOR YOUR
DIRECTION OF FLIGHT ARE:
more than 3,000 feet above the surface to FL 180:
ODD/EVEN ALTITUDES/FLIGHT LEVELS PLUS
FIVE_HUNDRED FEET.
JO 7110.65S 2/14/08
7-4-1
Approaches
Section 4. Approaches
7-4-1. VISUAL APPROACH
A visual approach is an ATC authorization for an
aircraft on an IFR flight plan to proceed visually to the
airport of intended landing; it is not an instrument
approach procedure. Also, there is no missed
approach segment. An aircraft unable to complete a
visual approach shall be handled as any go-around
and appropriate separation must be provided.
REFERENCE-
FAAO JO 7110.65, Para 2-1-20, Wake Turbulence Cautionary
Advisories.
FAAO JO 7110.65, Para 3-10-2, Forwarding Approach Information
by Nonapproach Control Facilities.
FAAO JO 7110.65, Para 7-2-1, Visual Separation.
FAAO JO 7110.65, Para 7-4-4, Approaches to Multiple Runways.
7-4-2. VECTORS FOR VISUAL APPROACH
A vector for a visual approach may be initiated if the
reported ceiling at the airport of intended landing is
at least 500 feet above the MVA/MIA and the
visibility is 3 miles or greater. At airports without
weather reporting service there must be reasonable
assurance (e.g. area weather reports, PIREPs, etc.)
that descent and flight to the airport can be made
visually, and the pilot must be informed that weather
information is not available.
PHRASEOLOGY(Ident) FLY HEADING OR TURN RIGHT/LEFT
HEADING (degrees) VECTOR FOR VISUAL
APPROACH TO (airport name).
(If appropriate)
WEATHER NOT AVAILABLE.
NOTE-
At airports where weather information is not available, a
pilot request for a visual approach indicates that descent
and flight to the airport can be made visually and clear of
clouds.
REFERENCE-
FAAO JO 7110.65, Para 5-9-1, Vectors to Final Approach Course.
FAAO JO 7110.65, Para 7-2-1, Visual Separation.
FAAO JO 7110.65, Para 7-4-3, Clearance for Visual Approach.
FAAO JO 7110.65, Para 7-4-4, Approaches to Multiple Runways.
FAAO JO 7110.65, Para 7-6-7, Sequencing.
FAAO JO 7110.65, Para 7-7-3, Separation.
7-4-3. CLEARANCE FOR VISUAL
APPROACH
ARTCCs and approach controls may clear aircraft for
visual approaches using the following procedures:
NOTE-
Towers may exercise this authority when authorized by a
LOA with the facility that provides the IFR service, or by
a facility directive at collocated facilities.
a. Controllers may initiate, or pilots may request,
a visual approach even when an aircraft is being
vectored for an instrument approach and the pilot
subsequently reports:
1. The airport or the runway in sight at airports
with operating control towers.
2. The airport in sight at airports without a
control tower.
b. Resolve potential conflicts with all other
aircraft, advise an overtaking aircraft of the distance
to the preceding aircraft and speed difference, and
ensure that weather conditions at the airport are VFR
or that the pilot has been informed that weather is not
available for the destination airport. Upon pilot
request, advise the pilot of the frequency to receive
weather information where AWOS/ASOS is available.
PHRASEOLOGY(Ident) (instructions) CLEARED VISUAL APPROACH
RUNWAY (number);
or
(ident) (instructions) CLEARED VISUAL APPROACH TO
(airport name)
(and if appropriate)
WEATHER NOT AVAILABLE OR VERIFY THAT YOU
HAVE THE (airport) WEATHER.
REFERENCE-
FAAO JO 7110.65, Para 7-2-1, Visual Separation.
c. Clear an aircraft for a visual approach when:
1. The aircraft is number one in the approach
sequence, or
2. The aircraft is to follow a preceding aircraft
and the pilot reports the preceding aircraft in sight and
is instructed to follow it, or
JO 7110.65S 2/14/08
7-4-2 Approaches
NOTE-
The pilot need not report the airport/runway in sight.
3. The pilot reports the airport or runway in sight
but not the preceding aircraft. Radar separation must
be maintained until visual separation is provided.
d. All aircraft following a heavy jet/B757 must be
informed of the airplane manufacturer and model.
EXAMPLE“Cessna Three Four Juliet, following a Boeing 757,
12 o'clock, six miles.”
e. Inform the tower of the aircraft's position prior
to communications transfer at controlled airports.
ARTS/STARS functions may be used provided a
facility directive or LOA specifies control and
communication transfer points.
f. In addition to the requirements of para 7-4-2,
Vectors for Visual Approach, and subparas a, b, c, d,
and e, ensure that the location of the destination
airport is provided when the pilot is asked to report
the destination airport in sight.
g. In those instances where airports are located in
close proximity, also provide the location of the
airport that may cause the confusion.
EXAMPLE“Cessna Five Six November, Cleveland Burke Lakefront
Airport is at 12 o'clock, 5 miles. Cleveland Hopkins
Airport is at 1 o'clock 12 miles. Report Cleveland Hopkins
in sight.”
REFERENCE-
FAAO JO 7110.65, Para 7-4-4, Approaches to Multiple Runways.
7-4-4. APPROACHES TO MULTIPLE
RUNWAYS
a. All aircraft must be informed that approaches
are being conducted to parallel/intersecting/converging runways. This may be accomplished through use
of the ATIS.
b. When conducting visual approaches to multiple
runways ensure the following:
1. Do not permit the respective aircrafts'
primary radar returns to merge unless visual
separation is being applied.
2. When the aircraft flight paths intersect,
ensure standard separation is maintained until visual
separation is provided.
c. In addition to the requirements in para 7-2-1,
Visual Separation, para 7-4-1, Visual Approach,
para 7-4-2, Vectors for Visual Approach, and
para 7-4-3, Clearance for Visual Approach, the
following conditions apply to visual approaches
being conducted simultaneously to parallel, intersecting, and converging runways, as appropriate:
1. Parallel runways separated by less than
2,500_feet. Unless standard separation is provided by
ATC, an aircraft must report sighting a preceding
aircraft making an approach (instrument or visual) to
the adjacent parallel runway. When an aircraft reports
another aircraft in sight on the adjacent final approach
course and visual separation is applied, controllers
must advise the succeeding aircraft to maintain visual
separation. However, do not permit a heavy/B757
aircraft to overtake another aircraft. Do not permit a
large aircraft to overtake a small aircraft.
2. Parallel runways separated by at least
2,500_feet, but less than 4,300 feet.
(a) Standard separation is provided until the
aircraft are established on a heading which will
intercept the extended centerline of the runway at an
angle not greater than 30 degrees, and each aircraft
has been issued and the pilot has acknowledged
receipt of the visual approach clearance.
NOTE-
The intent of the 30 degree intercept angle is to reduce the
potential for overshoots of the final, and preclude
side-by-side operations with one or both aircraft in a
“belly-up” configuration during the turn. Aircraft
performance, speed, and the number of degrees of the turn
to the final are factors to be considered by the controller
when vectoring aircraft to parallel runways.
(b) Visual approaches may be conducted to
one runway while visual or instrument approaches
are conducted simultaneously to the other runway,
provided the conditions of subpara (a) are met.
(c) Provided aircraft flight paths do not
intersect, and when the provisions of subparas (a) and
(b) are met, it is not necessary to apply any other type
of separation with aircraft on the adjacent final
approach course.
3. Parallel runways separated by 4,300 feet or
more.
(a) When aircraft flight paths do not intersect,
visual approaches may be conducted simultaneously,
provided standard separation is maintained until one
of the aircraft has been issued and the pilot has
JO 7110.65S 2/14/08
7-4-3
Approaches
acknowledged receipt of the visual approach
clearance.
(b) Visual approaches may be conducted to
one runway while visual or instrument approaches
are conducted simultaneously to the other runway,
provided the conditions of subpara (a) are met.
(c) Provided the aircraft flight paths do not
intersect, when the provisions of subparas (a) and (b)
are met, it is not necessary to apply any other type of
separation with aircraft on the adjacent final approach
course.
4. Intersecting and converging runways. Visual
approaches may be conducted simultaneously with
visual or instrument approaches to another runway,
provided:
(a) Standard separation is maintained until
the aircraft conducting the visual approach has been
issued and the pilot has acknowledged receipt of the
visual approach clearance.
(b) When aircraft flight paths intersect, radar
separation must be maintained until visual separation
is provided.
NOTE-
Although simultaneous approaches may be conducted to
intersecting runways, staggered approaches may be
necessary to meet the airport separation requirements
specified in para 3-10-4, Intersecting Runway Separation.
REFERENCE-
FAAO 7110.79, Charted Visual Flight Procedures.
FAAO JO 7110.65, Para 7-4-5, Charted Visual Flight Procedures
(CVFP). USA/USN Not Applicable.
FAAO JO 7110.65, Para 7-7-3, Separation.
7-4-5. CHARTED VISUAL FLIGHT
PROCEDURES (CVFP). USA/USN NOT
APPLICABLE
Clear an aircraft for a CVFP only when the following
conditions are met:
a. There is an operating control tower.
b. The published name of the CVFP and the
landing runway are specified in the approach
clearance, the reported ceiling at the airport of
intended landing is at least 500 feet above the
MVA/MIA, and the visibility is 3 miles or more,
unless higher minimums are published for the
particular CVFP.
c. When using parallel or intersecting/converging
runways, the criteria specified in para 7-4-4,
Approaches to Multiple Runways, are applied.
d. An aircraft not following another aircraft on the
approach reports sighting a charted visual landmark,
or reports sighting a preceding aircraft landing on the
same runway and has been instructed to follow that
aircraft.
PHRASEOLOGY(Ident) CLEARED (name of CVFP) APPROACH.
7-4-6. CONTACT APPROACH
Clear an aircraft for a contact approach only if the
following conditions are met:
a. The pilot has requested it.
NOTE-
When executing a contact approach, the pilot is
responsible for maintaining the required flight visibility,
cloud clearance, and terrain/obstruction clearance.
Unless otherwise restricted, the pilot may find it necessary
to descend, climb, and/or fly a circuitous route to the
airport to maintain cloud clearance and/or terrain/
obstruction clearance. It is not in any way intended that
controllers will initiate or suggest a contact approach to a
pilot.
b. The reported ground visibility is at least
1_statute mile.
c. A standard or special instrument approach
procedure has been published and is functioning for
the airport of intended landing.
d. Approved separation is applied between
aircraft so cleared and other IFR or SVFR aircraft.
When applying vertical separation, do not assign a
fixed altitude but clear the aircraft at or below an
altitude which is at least 1,000 feet below any IFR
traffic but not below the minimum safe altitude
prescribed in 14 CFR Section 91.119.
NOTE14 CFR Section 91.119 specifies the minimum safe altitude
to be flown:
(a) Anywhere.
(b) Over congested areas.
(c) Other than congested areas. To provide for an
emergency landing in the event of power failure and
without undue hazard to persons or property on the
surface.
(d) Helicopters. May be operated at less than the
minimums prescribed in paras (b) and (c) above if the
operation is conducted without hazard to persons or
property on the surface.
JO 7110.65S 2/14/08
7-4-4 Approaches
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.
JO 7110.65S 2/14/08
7-5-1
Special VFR (SVFR)
Section 5. Special VFR (SVFR)
7-5-1. AUTHORIZATION
a. SVFR operations in weather conditions less
than basic VFR minima are authorized:
REFERENCE-
FAAO JO 7110.65, Para 2-1-4, Operational Priority.
1. At any location not prohibited by 14 CFR
Part 91, Appendix D or when an exemption to
14_CFR Part 91 has been granted and an associated
LOA established. 14 CFR Part 91 does not prohibit
SVFR helicopter operations.
2. Only within the lateral boundaries of Class_B,
Class C, Class D, or Class E surface areas, below
10,000 feet MSL.
3. Only when requested by the pilot.
4. On the basis of weather conditions reported at
the airport of intended landing/departure.
REFERENCE-
FAAO JO 7110.65, Para 7-5-6, Climb to VFR.
FAAO JO 7110.65, Para 7-5-7, Ground Visibility Below One Mile.
5. When weather conditions are not reported at
the airport of intended landing/departure and the pilot
advises that VFR cannot be maintained and requests
SVFR.
PHRASEOLOGY-
CLEARED TO ENTER/OUT OF/THROUGH, (name)
SURFACE AREA
and if required,
(direction) OF (name) AIRPORT (specified routing),
and
MAINTAIN SPECIAL V-F-R CONDITIONS,
and if required,
AT OR BELOW (altitude below 10,000 feet MSL)
or as applicable under an exemption from 14 CFR
Part_91,
CLEARED FOR (coded arrival or departure procedure)
ARRIVAL/DEPARTURE, (additional instructions as
required).
REFERENCE-
FAAO JO 7110.65, Para 2-4-22, Airspace Classes.
b. SVFR operations may be authorized for aircraft
operating in or transiting a Class B, Class C, Class D,
or Class E surface area when the primary airport is
reporting VFR but the pilot advises that basic VFR
cannot be maintained.
NOTE-
The basic requirements for issuance of a SVFR clearance
in subpara a apply with the obvious exception that weather
conditions at the controlling airport are not required to be
less than basic VFR minima.
7-5-2. PRIORITY
a. SVFR flights may be approved only if arriving
and departing IFR aircraft are not delayed.
EXAMPLE1. A SVFR aircraft has been cleared to enter a Class B,
Class C, Class D, or Class E surface area and subsequently
an IFR aircraft is ready to depart or is in position to begin
an approach. Less overall delay might accrue to the IFR
aircraft if the SVFR aircraft is allowed to proceed to the
airport and land, rather than leave, a Class B, Class C,
Class D, or Class E surface area or be repositioned to
provide IFR priority.
2. A SVFR aircraft is number one for takeoff and located
in such a position that the number two aircraft, an IFR
flight, cannot taxi past to gain access to the runway. Less
overall delay might accrue to the IFR aircraft by releasing
the SVFR departure rather than by having the aircraft taxi
down the runway to a turnoff point so the IFR aircraft could
be released first.
NOTE-
The priority afforded IFR aircraft over SVFR aircraft is not
intended to be so rigidly applied that inefficient use of
airspace results. The controller has the prerogative of
permitting completion of a SVFR operation already in
progress when an IFR aircraft becomes a factor if better
overall efficiency will result.
b. Inform an aircraft of the anticipated delay when
a SVFR clearance cannot be granted because of IFR
traffic. Do not issue an EFC or expected departure
time.
PHRASEOLOGY-
EXPECT (number) MINUTES DELAY, (additional
instructions as necessary).
REFERENCE-
FAAO JO 7110.65, Para 2-1-4, Operational Priority.
FAAO JO 7110.65, Para 5-6-1, Application.
JO 7110.65S 2/14/08
7-5-2 Special VFR (SVFR)
7-5-3. SEPARATION
a. Apply approved separation between:
1. SVFR aircraft.
2. SVFR aircraft and IFR aircraft.
NOTE-
Approved separation between SVFR fixed-wing aircraft,
and between SVFR fixed-wing aircraft and IFR fixed-wing
aircraft, is prescribed in Chapter 6 and Chapter 7,
para_7-5-4, Altitude Assignment. Radar vectors are
authorized as prescribed in para 5-6-1, Application,
subpara f.
b. Alternate SVFR helicopter separation minima
may be established when warranted by the volume
and/or complexity of local helicopter operations.
Alternate SVFR helicopter separation minima shall
be established with an LOA with the helicopter
operator which shall specify, as a minimum, that
SVFR helicopters are to maintain visual reference to
the surface and adhere to the following aircraft
separation minima:
1. Between a SVFR helicopter and an arriving
or departing IFR aircraft:
(a) 1
/2 mile. If the IFR aircraft is less than
1_mile from the landing airport.
(b) 1 mile. If the IFR aircraft is 1 mile or
more from the airport.
2. 1 mile between SVFR helicopters. This
separation may be reduced to 200 feet if:
(a) Both helicopters are departing simultaneously on courses that diverge by at least 30 degrees
and:
(1) The tower can determine this separation
by reference to surface markings; or
(2) One of the departing helicopters is
instructed to remain at least 200 feet from the other.
NOTE-
Radar vectors are authorized as prescribed in para 5-6-1,
Application.
REFERENCE-
FAAO JO 7110.65, Para 2-1-4, Operational Priority.
7-5-4. ALTITUDE ASSIGNMENT
Do not assign a fixed altitude when applying vertical
separation, but clear the SVFR aircraft at or below an
altitude which is at least 500 feet below any
conflicting IFR traffic but not below the MSA
prescribed in 14 CFR Section 91.119.
PHRASEOLOGY-
MAINTAIN SPECIAL V-F-R CONDITIONS AT OR
BELOW (altitude).
NOTE1. SVFR aircraft are not assigned fixed altitudes to
maintain because of the clearance from clouds
requirement.
2. The MSAs are:
(a) Over congested areas, an altitude at least 1,000_feet
above the highest obstacle, and
(b) Over other than congested areas, an altitude at least
500 feet above the surface.
(c) Helicopters may be operated at less than the
minimum altitudes prescribed in (a) and (b) above.
REFERENCE-
FAAO JO 7110.65, Para 2-1-4, Operational Priority.
FAAO JO 7110.65, Para 5-6-1, Application.
14 CFR Section 91.119, Minimum Safe Altitudes: General.
7-5-5. LOCAL OPERATIONS
a. Authorize local SVFR operations for a specified
period (series of landings and takeoffs, etc.) upon
request if the aircraft can be recalled when traffic or
weather conditions require. Where warranted, LOAs
may be consummated.
PHRASEOLOGY-
LOCAL SPECIAL V-F-R OPERATIONS IN THE
IMMEDIATE VICINITY OF (name) AIRPORT ARE
AUTHORIZED UNTIL (time). MAINTAIN SPECIAL
V-F-R CONDITIONS.
REFERENCE-
FAAO JO 7210.3, Para 4-3-2, Appropriate Subjects.
b. Control facilities may also authorize an FSS to
transmit SVFR clearances so that only one aircraft at
a time operates in the Class B, Class C, Class D, or
Class E surface areas unless pilots agree that they
will maintain visual separation with other aircraft
operating in the Class B, Class C, Class D, or Class_E
surface areas. Such authorization concerning visual
separation by pilots shall be contained in a LOA
between the control facility and the FSS.
REFERENCE-
FAAO JO 7210.3, Para 4-3-3, Developing LOA.
FAAO JO 7110.65, Para 2-1-4, Operational Priority.
JO 7110.65S 2/14/08
7-5-3
Special VFR (SVFR)
7-5-6. CLIMB TO VFR
Authorize an aircraft to climb to VFR upon request if
the only weather limitation is restricted visibility.
PHRASEOLOGY-
CLIMB TO V-F-R WITHIN (name) SURFACE
AREA/WITHIN (a specified distance) MILES FROM
(airport name) AIRPORT, MAINTAIN SPECIAL V-F-R
CONDITIONS UNTIL REACHING V-F-R.
REFERENCE-
FAAO JO 7110.65, Para 2-1-4, Operational Priority.
FAAO JO 7110.65, Para 2-4-22, Airspace Classes.
FAAO JO 7110.65, Para 7-5-1, Authorization.
7-5-7. GROUND VISIBILITY BELOW ONE
MILE
14 CFR Part 91 does not prohibit helicopter SVFR
flight when the visibility is less than 1 mile. Treat
requests for SVFR fixed wing operations as follows
when the ground visibility is officially reported at an
airport as less than 1 mile:
a. Inform departing aircraft that ground visibility
is less than 1 mile and that a clearance cannot be
issued.
b. Inform arriving aircraft, operating outside of a
Class B, Class C, Class D, or Class E surface area, that
ground visibility is less than 1 mile and that, unless an
emergency exists, a clearance cannot be issued.
c. Inform arriving aircraft, operating VFR/SVFR
within a Class B, Class C, Class D, or Class E surface
area, that ground visibility is less than 1 mile and
request the pilot to advise intentions.
PHRASEOLOGY(Name of airport) VISIBILITY LESS THAN ONE MILE.
ADVISE INTENTIONS.
NOTE-
Clear an aircraft to land at an airport with an operating
control tower, traffic permitting, if the pilot reports the
airport in sight. The pilot is responsible to continue to the
airport or exit the surface area. 14 CFR Section 91.157
prohibits VFR aircraft (other than helicopters) from
landing at any airport within a surface area when ground
visibility is less than 1 mile. A pilot could inadvertently
encounter conditions that are below SVFR minimums after
entering a surface area due to rapidly changing weather.
The pilot is best suited to determine the action to be taken
since pilots operating under SVFR between sunrise and
sunset are not required to be instrument rated, and the
possibility exists that flight visibility may not be the same
as ground visibility. 14 CFR Section 91.3 authorizes a pilot
encountering an inflight emergency requiring immediate
action to deviate from any rule of 14_CFR Part 91 to the
extent required to meet that emergency. Flight into adverse
weather conditions may require the pilot to execute the
emergency authority granted in 14 CFR Section 91.3 and
continue inbound to land.
d. Authorize scheduled air carrier aircraft in the
U.S. to conduct operations if ground visibility is not
less than
1
/2 statute mile.
NOTE14 CFR Part 121 permits landing or takeoff by domestic
scheduled air carriers where a local surface restriction to
visibility is not less than 1/2 statute mile, provided all turns
after takeoff or before landing and all flights beyond
1_statute mile from the airport boundary can be
accomplished above or outside the area so restricted. The
pilot is solely responsible for determining if the nature of
the visibility restriction will permit compliance with the
provisions of 14 CFR Part 121.
e. Clear an aircraft to fly through the Class B,
Class C, Class D, or Class E surface area if the
aircraft reports flight visibility is at least 1 statute
mile.
REFERENCE-
FAAO JO 7110.65, Para 2-1-4, Operational Priority.
FAAO JO 7110.65, Para 7-5-1, Authorization.
7-5-8. FLIGHT VISIBILITY BELOW ONE
MILE
Treat requests for SVFR fixed-wing operations as
follows when weather conditions are not reported at
an airport and the pilot advises the flight visibility is
less than 1 mile:
NOTE14 CFR Part 91 prescribes the visibility for basic VFR and
SVFR operations as the official reported ground visibility
at airports where provided and landing or takeoff “flight
visibility” where there is no official reported ground
visibility.
a. Inform departing aircraft that a clearance cannot
be issued.
b. Inform arriving aircraft operating outside of a
Class B, Class C, Class D or Class E surface area that
a clearance cannot be issued unless an emergency
exists.
c. Request the intentions of an arriving aircraft
operating within a Class B, Class C, Class D, or
Class E surface area.
JO 7110.65S 2/14/08
7-5-4 Special VFR (SVFR)
NOTE-
Clear an aircraft to land at an airport with an operating
control tower, traffic permitting, if the pilot reports the
airport in sight. The pilot is responsible to continue to the
airport or exit the surface area. 14 CFR Section 91.157
prohibits VFR aircraft (other than helicopters) from
landing at any airport within a surface area when flight
visibility is less than 1 mile. A pilot could inadvertently
encounter conditions that are below SVFR minimums after
entering a surface area due to rapidly changing weather.
The pilot is best suited to determine the action to be taken
since pilots operating under SVFR between sunrise and
sunset are not required to be instrument rated, and the
possibility exists that flight visibility may not be the same
as ground visibility. 14 CFR Section 91.3 authorizes a pilot
encountering an inflight emergency requiring immediate
action to deviate from any rule of 14 CFR Part 91 to the
extent required to meet that emergency. Flight into adverse
weather conditions may require the pilot to execute the
emergency authority granted in 14 CFR Section 91.3 and
continue inbound to land.
REFERENCE-
FAAO JO 7110.65, Para 2-1-4, Operational Priority.
JO 7110.65S 2/14/08
7-6-1
Basic Radar Service to VFR Aircraft- Terminal
Section 6. Basic Radar Service
to VFR Aircraft- Terminal
7-6-1. APPLICATION
a. Basic radar services for VFR aircraft shall
include:
1. Safety alerts.
2. Traffic advisories.
3. Limited radar vectoring when requested by
the pilot.
4. Sequencing at locations where procedures
have been established for this purpose and/or when
covered by a LOA.
b. Apply the procedures contained in para 7-1-3,
Approach Control Service for VFR Arriving Aircraft,
when arriving VFR aircraft are handled by approach
control and provide vectoring service in accordance
with Chapter 5, Radar, Section 7, Speed Adjustment,
in addition to the radar services prescribed in
para 5-6-1, Application, and para_5-6-2, Methods.
REFERENCE-
FAAO JO 7110.65, Para 2-1-16, Surface Areas.
FAAO JO 7110.65, Para 7-6-1, Application.
FAAO JO 7210.3, Chapter 11, Section 1, Terminal VFR Radar
Services.
AIM, Para 4-1-18, Terminal Radar Services for VFR Aircraft.
7-6-2. SERVICE AVAILABILITY
a. Inform aircraft on initial contact whenever this
service cannot be provided because of radar outage
and apply para 7-1-3, Approach Control Service for
VFR Arriving Aircraft.
b. Provide the service, to the extent possible using
an available frequency, if an aircraft desires the
service but cannot communicate on the appropriate
frequencies. Aircraft which do not desire radar
service may be fitted into the landing sequence by the
tower. Coordination of these aircraft shall be
accomplished with the approach control unless a
facility directive/LOA prescribes otherwise. Nonparticipating aircraft shall, to the extent possible, be
given the same landing sequence they would have
received had they been sequenced by radar vectors.
c. Radar sequencing to the primary airport, when
local procedures have been developed, shall be
provided unless the pilot states that the service is not
requested. Arriving aircraft are assumed to want
radar service unless the pilot states “Negative radar
service,” or makes a similar comment.
7-6-3. INITIAL CONTACT
An aircraft sighted by the local controller at the time
of first radio contact may be positioned in the landing
sequence after coordination with approach control.
7-6-4. IDENTIFICATION
Identify the aircraft before taking action to position it
in the approach sequence.
7-6-5. HOLDING
Hold VFR aircraft over the initial reporting fix or a fix
near the airport when holding is required to establish
an approach sequence.
REFERENCE-
FAAO JO 7110.65, Para 7-1-4, Visual Holding of VFR Aircraft.
7-6-6. APPROACH SEQUENCE
Do not assign landing sequence numbers, when
establishing aircraft in the approach sequence, unless
this responsibility has been delegated in a LOA or
facility directive.
NOTE-
The landing sequence is ordinarily established by the
tower.
7-6-7. SEQUENCING
a. Establish radar contact before instructing a VFR
aircraft to enter the traffic pattern at a specified point
or vectoring the aircraft to a position in the approach
sequence. Inform the pilot of the aircraft to follow
when the integrity of the approach sequence is
dependent on following a preceding aircraft. Ensure
visual contact is established with the aircraft to follow
and provide instruction to follow that aircraft.
PHRASEOLOGY-
FOLLOW (description) (position, if necessary).
b. Direct a VFR aircraft to a point near the airport
to hold when a position is not available in the
approach sequence for the runway in use. The aircraft
7/31/08 JO 7110.65S CHG 1
JO 7110.65S 2/14/08
7-6-2 Basic Radar Service to VFR Aircraft- Terminal
may be vectored to another runway after coordination
with the tower.
c. Apply the following procedures to a VFR
aircraft being radar sequenced:
1. The provisions of para 5-5-4, Minima,
subparas e and f.
2. When parallel runways are less than
2,500_feet apart, do not permit a heavy jet/B757 to
overtake any aircraft nor a large aircraft to overtake
a small aircraft established on final within the
facility's area of responsibility.
7-6-8. CONTROL TRANSFER
a. Inform the tower of the aircraft's position and
then instruct the pilot to contact the tower.
b. The aircraft may be instructed to contact the
tower prior to the tower being advised of the aircraft's
position provided:
1. The tower advises the aircraft is in sight, and
2. Space is available in the landing sequence.
c. Instruct the pilot to contact the tower at the
appropriate point when the approach control
ARTS/STARS track data is being displayed on the
tower's BRITE/DBRITE/TDW display, the aircraft
is tagged by ARTS/STARS, and a facility directive
specifies change of communications and control
jurisdiction points.
NOTE-
The point at which an aircraft is instructed to contact the
tower is determined by prior coordination between the
tower and approach control and will vary, depending on
the runway in use, weather, etc. The transfer of
communications ordinarily occurs at least 5 miles from the
runway. The point for the transfer of communications
should be a sufficient distance from the airport to permit
the tower to properly sequence the aircraft, but not at a
distance that could derogate the provision of radar traffic
information service.
7-6-9. ABANDONED APPROACH
Instruct the aircraft to change to approach control for
sequencing when an aircraft, under tower control,
abandons the approach and coordination with
approach control reveals no immediate space in the
approach sequence.
7-6-10. VFR DEPARTURE INFORMATION
Inform departing VFR aircraft who request radar
traffic advisories when to contact departure control
and the frequency to use. Provide traffic advisories in
accordance with para 2-1-21, Traffic Advisories,
after the departure is radar identified.
NOTE-
Departing aircraft desiring traffic information are
expected to request the service and to state their proposed
direction of flight upon initial contact with ground control.
7-6-11. TERMINATION OF SERVICE
Basic radar services should be provided to the extent
possible, workload permitting. Terminate radar
service to aircraft landing at airports other than those
where sequencing service is provided at a sufficient
distance from the airport to permit the pilot to change
to the appropriate frequency for traffic and airport
information.
PHRASEOLOGY-
RADAR SERVICE TERMINATED, SQUAWK ONE TWO
ZERO ZERO,
or
SQUAWK VFR,
then
CHANGE TO ADVISORY FREQUENCY APPROVED,
or
CONTACT (frequency identification),
or
FREQUENCY CHANGE APPROVED.
JO 7110.65S 2/14/08
7-6-3
Basic Radar Service to VFR Aircraft- Terminal
7-6-12. SERVICE PROVIDED WHEN
TOWER IS INOPERATIVE
a. Provide the following services during hours
when the tower is not in operation:
1. Wind direction and velocity.
NOTE-
Issue information provided from the FSS or WSO.
Otherwise, inform the pilot that wind information is not
available.
2. Traffic information.
3. Inform aircraft when radar service is
terminated.
REFERENCE-
FAAO JO 7110.65, Para 5-1-13, Radar Service Termination.
b. Do not assign landing sequence.
JO 7110.65S 2/14/08
7-6-4
JO 7110.65S 2/14/08
7-7-1
Terminal Radar Service Area (TRSA)- Terminal
Section 7. Terminal Radar Service
Area (TRSA)- Terminal
7-7-1. APPLICATION
Apply TRSA procedures within the designated
TRSA in addition to the basic services described in
Chapter 7, Visual, Section 6, Basic Radar Service to
VFR Aircraft- Terminal.
REFERENCE-
FAAO JO 7110.65, Para 7-2-1, Visual Separation.
7-7-2. ISSUANCE OF EFC
Inform the pilot when to expect further clearance
when VFR aircraft are held either inside or outside the
TRSA.
REFERENCE-
FAAO JO 7110.65, Para 7-2-1, Visual Separation.
7-7-3. SEPARATION
Separate VFR aircraft from VFR/IFR aircraft by any
one of the following:
a. Visual separation, as specified in para 7-2-1,
Visual Separation, para 7-4-2, Vectors for Visual
Approach, and para 7-6-7, Sequencing.
NOTE-
Issue wake turbulence cautionary advisories in accordance with para 2-1-20, Wake Turbulence Cautionary
Advisories.
b. 500 feet vertical separation.
c. Target resolution when using broadband radar
systems. The application of target resolutions at
locations not using broadband radar will be
individually approved by the Director of Terminal
Safety and Operations Support.
NOTE-
Apply the provisions of para 5-5-4, Minima, subparas e
and f when wake turbulence separation is required.
REFERENCE-
FAAO JO 7110.65, Para 7-2-1, Visual Separation.
7-7-4. HELICOPTER TRAFFIC
Helicopters need not be separated from other
helicopters. Traffic information shall be exchanged,
as necessary.
REFERENCE-
FAAO JO 7110.65, Para 7-2-1, Visual Separation.
7-7-5. ALTITUDE ASSIGNMENTS
a. Altitude information contained in a clearance,
instruction, or advisory to VFR aircraft shall meet
MVA, MSA, or minimum IFR altitude criteria.
REFERENCE-
FAAO JO 7110.65, Para 4-5-2, Flight Direction.
FAAO JO 7110.65, Para 4-5-3, Exceptions.
FAAO JO 7110.65, Para 4-5-6, Minimum En Route Altitudes.
b. If required, issue altitude assignments, consistent with the provisions of 14 CFR Section 91.119.
NOTE-
The MSAs are:
1. Over congested areas, an altitude at least 1,000 feet
above the highest obstacle; and
2. Over other than congested areas, an altitude at least
500 feet above the surface.
c. When necessary to assign an altitude for
separation purposes to VFR aircraft contrary to
14_CFR Section 91.159, advise the aircraft to resume
altitudes appropriate for the direction of flight when
the altitude assignment is no longer needed for
separation or when leaving the TRSA.
PHRASEOLOGY-
RESUME APPROPRIATE VFR ALTITUDES.
REFERENCE-
FAAO JO 7110.65, Para 4-8-11, Practice Approaches.
FAAO JO 7110.65, Para 5-6-1, Application.
FAAO JO 7110.65, Para 7-2-1, Visual Separation.
7-7-6. APPROACH INTERVAL
The tower shall specify the approach interval.
REFERENCE-
FAAO JO 7110.65, Para 7-2-1, Visual Separation.
7-7-7. TRSA DEPARTURE INFORMATION
a. At controlled airports within the TRSA, inform
a departing aircraft proposing to operate within the
TRSA when to contact departure control and the
frequency to use. If the aircraft is properly equipped,
ground control or clearance delivery shall issue the
appropriate beacon code.
NOTE-
Departing aircraft are assumed to want TRSA service
unless the pilot states, “negative TRSA service,” or makes
a similar comment. Pilots are expected to inform the
controller of intended destination and/or route of flight and
altitude.
JO 7110.65S 2/14/08
7-7-2 Terminal Radar Service Area (TRSA)- Terminal
b. Provide separation until the aircraft leaves the
TRSA.
c. Inform VFR participating aircraft when leaving
the TRSA.
PHRASEOLOGY-
LEAVING THE (name) TRSA,
and as appropriate,
RESUME OWN NAVIGATION, REMAIN THIS
FREQUENCY FOR TRAFFIC ADVISORIES, RADAR
SERVICE TERMINATED, SQUAWK ONE TWO ZERO
ZERO.
d. Aircraft departing satellite controlled airports
that will penetrate the TRSA should be provided the
same service as those aircraft departing the primary
airport. Procedures for handling this situation shall be
covered in a letter of agreement or facility directives,
as appropriate.
e. Procedures for handling aircraft departing
uncontrolled satellite airports must be advertised in a
facility bulletin and service provided accordingly.
REFERENCE-
FAAO JO 7110.65, Para 7-2-1, Visual Separation.
JO 7110.65S 2/14/08
7-8-1
Class C Service- Terminal
