Section 8. Class C Service- Terminal
7-8-1. APPLICATION
Apply Class C service procedures within the
designated Class C airspace and the associated outer
area. Class C services are designed to keep ATC
informed of all aircraft within Class C airspace, not
to exclude operations. Two-way radio communications and operational transponder are normally
required for operations within Class C airspace, but
operations without radio communications or
transponder can be conducted by LOA, facility
directive, or special arrangement with Class C
airspace controlling facility.
REFERENCE-
FAAO JO 7110.65, Para 7-2-1, Visual Separation.
14 CFR Section 91.215, ATC Transponder and Altitude Reporting
Equipment and Use.
7-8-2. CLASS C SERVICES
a. Class C services include the following:
1. Sequencing of all aircraft to the primary
airport.
2. Standard IFR services to IFR aircraft.
3. Separation, traffic advisories, and safety
alerts between IFR and VFR aircraft.
4. Mandatory traffic advisories and safety alerts
between VFR aircraft.
b. Provide Class C services to all aircraft operating
within Class C airspace.
c. Provide Class C services to all participating
aircraft in the outer area.
d. Aircraft should not normally be held. However,
if holding is necessary, inform the pilot of the
expected length of delay.
e. When a radar outage occurs, advise aircraft that
Class C services are not available and, if appropriate,
when to contact the tower.
REFERENCE-
FAAO JO 7110.65, Para 7-2-1, Visual Separation.
7-8-3. SEPARATION
Separate VFR aircraft from 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 resolution 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, when wake
turbulence separation is required.
REFERENCE-
FAAO JO 7110.65, Para 7-2-1, Visual Separation.
7-8-4. ESTABLISHING TWO-WAY
COMMUNICATIONS
Class C service requires pilots to establish two-way
radio communications before entering Class C
airspace. If the controller responds to a radio call
with, “(a/c call sign) standby,” radio communications
have been established and the pilot can enter Class C
airspace. If workload or traffic conditions prevent
immediate provision of Class C services, inform the
pilot to remain outside Class C airspace until
conditions permit the services to be provided.
PHRASEOLOGY(A/c call sign) REMAIN OUTSIDE CHARLIE AIRSPACE
AND STANDBY.
REFERENCE-
FAAO JO 7110.65, Para 7-2-1, Visual Separation.
JO 7110.65S 2/14/08
7-8-2 Class C Service- Terminal
7-8-5. ALTITUDE ASSIGNMENTS
a. When necessary to assign altitudes to VFR
aircraft, assign altitudes that meet the MVA, MSA, or
minimum IFR altitude criteria.
b. Aircraft assigned altitudes which are contrary to
14 CFR Section 91.159 shall be advised to resume
altitudes appropriate for the direction of flight when
the altitude is no longer needed for separation, when
leaving the outer area, or when terminating Class C
service.
PHRASEOLOGY-
RESUME APPROPRIATE VFR ALTITUDES.
REFERENCE-
FAAO JO 7110.65, Para 7-2-1, Visual Separation.
7-8-6. EXCEPTIONS
a. VFR helicopters need not be separated from
IFR helicopters. Traffic information and safety alerts
shall be issued as appropriate.
b. Hot air balloons need not be separated from IFR
aircraft. Traffic information and safety alerts shall be
issued as appropriate.
7-8-7. ADJACENT AIRPORT OPERATIONS
a. Aircraft that will penetrate Class C airspace
after departing controlled airports within or adjacent
to Class_C airspace shall be provided the same
services as those aircraft departing the primary
airport. Procedures for handling this situation shall be
covered in a LOA or a facility directive, as
appropriate.
b. Aircraft departing uncontrolled airports within
Class C airspace shall be handled using procedures
advertised in a Letter to Airmen.
7-8-8. TERMINATION OF SERVICE
Unless aircraft are landing at secondary airports or
have requested termination of service while in the
outer area, provide services until the aircraft departs
the associated outer area. Terminate Class C service
to aircraft landing at other than the primary airport at
a sufficient distance from the airport to allow the pilot
to change to the appropriate frequency for traffic and
airport information.
PHRASEOLOGY-
CHANGE TO ADVISORY FREQUENCY APPROVED,
or
CONTACT (facility identification).
JO 7110.65S 2/14/08
7-9-1
Class B Service Area- Terminal
Section 9. Class B Service Area- Terminal
7-9-1. APPLICATION
Apply Class B services and procedures within the
designated Class B airspace.
a. No person may operate an aircraft within
Class_B airspace unless:
1. The aircraft has an operable two-way radio
capable of communications with ATC on appropriate
frequencies for that Class B airspace.
2. The aircraft is equipped with the applicable
operating transponder and automatic altitude reporting equipment specified in para (a) of 14 CFR
Section_91.215, except as provided in para (d) of that
section.
7-9-2. VFR AIRCRAFT IN CLASS B
AIRSPACE
a. VFR aircraft must obtain an ATC clearance to
operate in Class B airspace.
REFERENCE-
FAAO JO 7110.65, Para 2-1-18, Operational Requests.
FAAO JO 7110.65, Para 2-4-22, Airspace Classes.
PHRASEOLOGY-
CLEARED THROUGH/TO ENTER/OUT OF BRAVO
AIRSPACE,
and as appropriate,
VIA (route). MAINTAIN (altitude) WHILE IN BRAVO
AIRSPACE.
or
CLEARED AS REQUESTED.
(Additional instructions, as necessary.)
REMAIN OUTSIDE BRAVO AIRSPACE. (When
necessary, reason and/or additional instructions.)
NOTE1. Assignment of radar headings, routes, or altitudes is
based on the provision that a pilot operating in accordance
with VFR is expected to advise ATC if compliance will
cause violation of any part of the CFR.
2. Separation and sequencing for VFR aircraft is
dependent upon radar. Efforts should be made to segregate
VFR traffic from IFR traffic flows when a radar outage
occurs.
b. Approve/deny requests from VFR aircraft to
operate in Class B airspace based on workload,
operational limitations and traffic conditions.
c. Inform the pilot when to expect further
clearance when VFR aircraft are held either inside or
outside Class B airspace.
d. Inform VFR aircraft when leaving Class B
airspace.
PHRASEOLOGY-
LEAVING (name) BRAVO AIRSPACE,
and as appropriate,
RESUME OWN NAVIGATION, REMAIN THIS
FREQUENCY FOR TRAFFIC ADVISORIES, RADAR
SERVICE TERMINATED, SQUAWK ONE TWO ZERO
ZERO.
7-9-3. METHODS
a. To the extent practical, clear large turbine
engine-powered airplanes to/from the primary airport
using altitudes and routes that avoid VFR corridors
and airspace below the Class B airspace floor where
VFR aircraft are operating.
NOTE-
Pilots operating in accordance with VFR are expected to
advise ATC if compliance with assigned altitudes,
headings, or routes will cause violation of any part of the
CFR.
b. Vector aircraft to remain in Class B airspace
after entry. Inform the aircraft when leaving and
reentering Class B airspace if it becomes necessary to
extend the flight path outside Class B airspace for
spacing.
NOTE14 CFR Section 91.131 states that “Unless otherwise
authorized by ATC, each person operating a large turbine
engine-powered airplane to or from a primary airport for
which a Class B airspace area is designated must operate
at or above the designated floors of the Class B airspace
area while within the lateral limits of that area.” Such
authorization should be the exception rather than the rule.
REFERENCE-
FAAO JO 7110.65, Para 5-1-10, Deviation Advisories.
JO 7110.65S 2/14/08
7-9-2 Class B Service Area- Terminal
c. Aircraft departing controlled airports within
Class B airspace will be provided the same services
as those aircraft departing the primary airport.
REFERENCE-
FAAO JO 7110.65, Para 2-1-18, Operational Requests.
7-9-4. SEPARATION
a. Standard IFR services to IFR aircraft.
b. VFR aircraft shall be separated from VFR/IFR
aircraft that weigh more than 19,000 pounds and
turbojets by no less than:
1. 1 1
/2 miles separation, or
2. 500 feet vertical separation, or
NOTE-
Apply the provisions of para 5-5-4, Minima, when wake
turbulence separation is required.
3. 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.
c. VFR aircraft shall be separated from all
VFR/IFR aircraft which weigh 19,000 pounds or less
by a minimum of:
1. Target resolution, or
2. 500 feet vertical separation, or
NOTE1. Apply the provisions of para 5-5-4, Minima, when
wake turbulence separation is required.
2. Aircraft weighing 19,000 pounds or less include all
aircraft in SRS Categories I and II plus G73, STAR, S601,
BE30, SW3, B190 and C212.
3. Visual separation, as specified in para 7-2-1,
Visual Separation, para 7-4-2, Vectors for 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.
REFERENCE-
P/CG Term- Lateral Separation.
P/CG Term- Radar Separation.
P/CG Term- Target Resolution.
P/CG Term- Visual Separation.
7-9-5. TRAFFIC ADVISORIES
a. Provide mandatory traffic advisories and safety
alerts, between all aircraft.
b. Apply merging target procedures in accordance
with para 5-1-8, Merging Target Procedures.
7-9-6. HELICOPTER TRAFFIC
VFR helicopters need not be separated from VFR or
IFR helicopters. Traffic advisories and safety alerts
shall be issued as appropriate.
7-9-7. ALTITUDE ASSIGNMENTS
a. Altitude information contained in a clearance,
instruction, or advisory to VFR aircraft shall meet
MVA, MSA, or minimum IFR altitude criteria.
b. Issue altitude assignments, if required, 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,
2. Over other than congested areas, an altitude at least
500 feet above the surface.
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.
c. Aircraft assigned altitudes which are contrary to
14 CFR Section 91.159 shall be advised to resume
altitudes appropriate for the direction of flight when
the altitude assignment is no longer required or when
leaving Class B airspace.
PHRASEOLOGY-
RESUME APPROPRIATE VFR ALTITUDES.
7-9-8. APPROACH INTERVAL
The tower shall specify the approach interval.
JO 7110.65S 2/14/08
8-1-1
General
Chapter 8. Offshore/Oceanic Procedures
Section 1. General
8-1-1. ATC SERVICE
Provide air traffic control service in oceanic
controlled airspace in accordance with the procedures
in this chapter except when other procedures/minima
are prescribed in a directive or a letter of agreement.
REFERENCE-
FAAO JO 7110.65, Procedural Letters of Agreement, Para 1-1-9.
8-1-2. OPERATIONS IN OFFSHORE
AIRSPACE AREAS
Provide air traffic control service in offshore airspace
areas in accordance with procedures and minima in
this chapter. For those situations not covered by this
chapter, the provisions in this Order shall apply.
8-1-3. VFR FLIGHT PLANS
VFR flights in Oceanic FIRs may be conducted in
meteorological conditions equal to or greater than
those specified in 14 CFR Section 91.155, Basic VFR
weather minimums. Operations on a VFR flight plan
are permitted only between sunrise and sunset and
only within:
a. Miami, Houston, and San Juan Oceanic Control
Areas (CTAs) at or below FL 180.
b. Within the Oakland FIR when operating less
than 100 NM seaward from the shoreline within
controlled airspace.
c. All Oceanic FIR airspace below the Oceanic
CTAs.
8-1-4. TYPES OF SEPARATION
Separation shall consist of at least one of the
following:
a. Vertical separation;
b. Horizontal separation, either;
1. Longitudinal; or
2. Lateral;
c. Composite separation;
d. Radar separation, as specified in Chapter 5,
Radar, where radar coverage is adequate.
8-1-5. ALTIMETER SETTING
Within oceanic control areas, unless directed and/or
charted otherwise, altitude assignment shall be based
on flight levels and a standard altimeter setting of
29.92 inches Hg.
8-1-6. RECEIPT OF POSITION REPORTS
When a position report affecting separation is not
received, take action to obtain the report no later than
10_minutes after the control estimate, unless
otherwise specified.
8-1-7. OCEANIC NAVIGATIONAL ERROR
REPORTING (ONER) PROCEDURES
FAAO 7110.82, Monitoring of Navigation, Longitudinal Separation, and Altitude Keeping
Performance in Oceanic Airspace, contains procedures for reporting and processing navigational
errors observed by ATC radar for aircraft exiting
oceanic airspace.
NOTE-
FAAO 7110.82 establishes procedures for processing
ONER procedures, Oceanic Altitude Deviation Reports,
Erosion of Longitudinal Separation Reports, Letter of
Authorization Verification Reports, and for collecting
system data for analysis. This data is needed for risk
modeling activities to support separation standard
reductions.
8-1-8. USE OF CONTROL ESTIMATES
Control estimates are the estimated position of
aircraft, with reference to time as determined by the
ATC automation system in use or calculated by the
controller using known wind patterns, previous
aircraft transit times, pilot progress reports, and pilot
estimates. These estimates may be updated through
the receipt of automated position reports and/or
manually updated by the controller. Control estimates
shall be used when applying time-based separation
minima.
JO 7110.65S 2/14/08
8-1-2
JO 7110.65S 2/14/08
8-2-1
Coordination
Section 2. Coordination
8-2-1. GENERAL
ARTCCs shall:
a. Forward to appropriate ATS facilities, as a flight
progresses, current flight plan and control
information.
b. Coordinate flight plan and control information
in sufficient time to permit the receiving facility to
analyze the data and to effect any necessary
additional coordination. This may be specified in a
letter of agreement.
c. Coordinate with adjacent ATS facilities when
airspace to be protected will overlap the common
boundary.
d. Forward revisions of estimates of 3 minutes or
more to the appropriate ATS facility.
e. Coordinate with adjacent facilities on IFR and
VFR flights to ensure the continuation of appropriate
air traffic services.
8-2-2. TRANSFER OF CONTROL AND
COMMUNICATIONS
a. Only one air traffic control unit shall control an
aircraft at any given time.
b. The control of an aircraft shall be transferred
from one control unit to another at the time the aircraft
is estimated to cross the control boundary or at such
other point or time agreed upon by the two units.
c. The transferring unit shall forward to the
accepting unit any changed flight plan or control data
which are pertinent to the transfer.
d. The accepting unit shall notify the transferring
unit if it is unable to accept control under the terms
specified, or it shall specify the changes or conditions
required so that the aircraft can be accepted.
e. The accepting unit shall not alter the clearance
of an aircraft that has not yet reached the transfer of
control point without the prior approval of the
transferring unit.
f. Where nonradar separation minima are being
applied, the transfer of air-ground communications
with an aircraft shall be made 5 minutes before the
time at which the aircraft is estimated to reach the
boundary unless otherwise agreed to by the control
and/or communication units concerned.
8-2-3. AIR TRAFFIC SERVICES
INTERFACILITY DATA COMMUNICATIONS
(AIDC)
Where interfacility data communications capability
has been implemented, its use for ATC coordination
should be accomplished in accordance with regional
Interface Control Documents, and supported by
letters of agreement between the facilities concerned.
JO 7110.65S 2/14/08
8-2-2
JO 7110.65S 2/14/08
8-3-1
Longitudinal Separation
Section 3. Longitudinal Separation
8-3-1. APPLICATION
a. Longitudinal separation shall be applied so that
the spacing between the estimated positions of the
aircraft being separated is never less than a prescribed
minimum.
NOTE-
Consider separation to exist when the estimated positions
of the aircraft being separated are never less than a
prescribed minimum.
b. In situations where one aircraft requires a
different time-based longitudinal standard than
another, apply the larger of the two standards between
the aircraft concerned.
c. Longitudinal separation expressed in distance
may be applied as prescribed in Chapter 6, Nonradar.
d. In situations where an update to a control
estimate indicates that the minimum being applied no
longer exists, controllers shall ensure that separation
is reestablished. Issue traffic information as
necessary.
8-3-2. SEPARATION METHODS
a. For the purpose of application of longitudinal
separation, the terms same track shall be considered
identical to same course, reciprocal tracks shall be
considered identical to reciprocal courses, and
crossing tracks, shall be considered identical to
crossing courses.
NOTE-
Refer to para 1-2-2, Course Definitions.
b. Separate aircraft longitudinally in accordance
with the following:
1. Same track. Ensure that the estimated
spacing between aircraft is not less than the
applicable minimum required. (See FIG 8-3-1.)
FIG 8-3-1
Same Courses
2. Crossing tracks. Ensure that the estimated
spacing at the point of intersection is not less than the
applicable minimum required. (See FIG 8-3-2.)
FIG 8-3-2
Crossing Courses
JO 7110.65S 2/14/08
8-3-2 Longitudinal Separation
3. Reciprocal tracks:
(a) Ensure that aircraft are vertically separated for a time interval equal to the applicable
minimum required before and after the aircraft are
estimated to pass. (See FIG 8-3-3.)
FIG 8-3-3
Reciprocal Courses
(b) Vertical separation may be discontinued
after one of the following conditions are met:
(1) Both aircraft have reported passing a
significant point and the aircraft are separated by at
least the applicable minimum required for the same
direction longitudinal spacing; (See FIG 8-3-4.) or
FIG 8-3-4
Vertical Separation
(2) Both aircraft have reported passing
ground-based NAVAIDs or DME fixes indicating
that they have passed each other.
8-3-3. MACH NUMBER TECHNIQUE
The use of Mach number technique allows for the
application of reduced longitudinal separation
minima. The following conditions shall be met when
the Mach number technique is being applied:
a. Aircraft Types: Turbojet aircraft only.
b. Routes:
1. The aircraft follow the same track or
continuously diverging tracks, and
2. The aircraft concerned have reported over a
common point; or
3. If the aircraft have not reported over a
common point, the appropriate time interval being
applied between aircraft exists and will exist at the
common point; or,
4. If a common point does not exist, the
appropriate time interval being applied between
aircraft exists and will exist at significant points along
each track.
c. Altitudes: The aircraft concerned are in level,
climbing or descending flight.
d. Mach Number Assignment:
1. A Mach number (or, when appropriate, a
range of Mach numbers) shall be issued to each
aircraft unless otherwise prescribed on the basis of
ICAO regional agreement.
NOTE1. The application of Mach number technique requires
pilots to strictly adhere to the last assigned Mach number
(or range of Mach numbers), even during climbs and
descents, unless revised by ATC. Turbojet aircraft shall
request ATC approval before making any changes. If it is
essential to make an immediate temporary change in the
Mach number (e.g., due to turbulence), ATC shall be
notified as soon as possible that such a change has been
made.
2. When it is necessary to issue crossing restrictions to
ensure the appropriate time interval, it may be impossible
for an aircraft to comply with both the clearance to meet the
crossing restrictions and the clearance to maintain a
single, specific Mach number.
REFERENCE-
ICAO DOC 9426-AN/924, Part II, Section 2, Para 2.3.4, Para 2.4.7,
and Para 2.5.3.
EXAMPLE“Maintain Mach point eight four or greater.”
“Maintain Mach point eight three or less.”
“Maintain Mach point eight two or greater; do not exceed
Mach point eight four.”
e. Longitudinal Minima:
When the Mach number technique is applied,
minimum longitudinal separation shall be:
1. 10 minutes, provided that:
(a) The preceding aircraft maintains a Mach
number equal to, or greater than that maintained by
the following aircraft; or
JO 7110.65S 2/14/08
8-3-3
Longitudinal Separation
(b) When the following aircraft is faster than
the preceding aircraft, at least 10 minutes exists until
another form of separation is achieved; or
2. Between 9 and 5 minutes inclusive, provided
that the preceding aircraft is maintaining a Mach
number greater than the following aircraft in
accordance with the following:
(a) 9 minutes, if the preceding aircraft is
Mach_0.02 faster than the following aircraft;
(b) 8 minutes, if the preceding aircraft is
Mach_0.03 faster than the following aircraft;
(c) 7 minutes, if the preceding aircraft is
Mach_0.04 faster than the following aircraft;
(d) 6 minutes, if the preceding aircraft is
Mach_0.05 faster than the following aircraft;
(e) 5 minutes, if the preceding aircraft is
Mach_0.06 faster than the following aircraft.
NOTE-
A “rule-of-thumb” may be applied to assist in providing
the required estimated spacing over the oceanic exit point
when either conflict probe is not in use or when requested
by another facility. This rule-of-thumb can be stated as
follows: For each 600 NM in distance between the entry
and exit points of the area where the Mach Number
Technique is used, add 1 minute for each 0.01 difference in
Mach number for the two aircraft concerned to compensate
for the fact that the second aircraft is overtaking the first
aircraft. (See TBL 8-3-1.)
TBL 8-3-1
Application of the Mach Number Technique When the Following Aircraft is Faster
Distance to Fly and Separation (in Minutes) Required at Entry Point
Difference in
Mach
001-600 NM 601-1200 NM 1201-1800 NM 1801-2400 NM 2401-3000 NM
0.01 . . . . . . . . . . 11 12 13 14 15
0.02 . . . . . . . . . . 12 14 16 18 20
0.03 . . . . . . . . . . 13 16 19 22 25
0.04 . . . . . . . . . . 14 18 22 26 30
0.05 . . . . . . . . . . 15 20 25 30 35
0.06 . . . . . . . . . . 16 22 28 34 40
0.07 . . . . . . . . . . 17 24 31 38 45
0.08 . . . . . . . . . . 18 26 34 42 50
0.09 . . . . . . . . . . 19 28 37 46 55
0.10 . . . . . . . . . . 20 30 40 50 60
JO 7110.65S 2/14/08
8-3-4
JO 7110.65S 2/14/08
8-4-1
Lateral Separation
Section 4. Lateral Separation
8-4-1. APPLICATION
Separate aircraft by assigning different flight paths
whose widths or protected airspace do not overlap.
Within that portion of the Gulf of Mexico Low
Offshore airspace controlled by Houston ARTCC,
use 12 NM between aircraft whose flight paths are
defined by published Grid System waypoints.
NOTE1. The Grid System is defined as those waypoints
contained within the Gulf of Mexico Low Offshore airspace
and published on the IFR Vertical Flight Reference Chart.
2. Lateral separation minima is contained in:
Section 7, North Atlantic ICAO Region.
Section 8, Caribbean ICAO Region.
Section 9, Pacific ICAO Region.
Section 10, North American ICAO Region-
Arctic_CTA.
8-4-2. SEPARATION METHODS
Lateral separation exists for:
a. Nonintersecting flight paths:
1. When the required distance is maintained
between the flight paths; or (See FIG 8-4-1.)
FIG 8-4-1
Separation Methods
2. When reduced route protected airspace is
applicable, and the protected airspace of the flight
paths do not overlap; or (See FIG 8-4-2.)
FIG 8-4-2
Separation Methods
3. When aircraft are crossing an oceanic
boundary and are entering an airspace with a larger
lateral minimum than the airspace being exited; and
(a) The smaller separation exists at the
boundary; and
(b) Flight paths diverge by 15_ or more until
the larger minimum is established. (See FIG 8-4-3.)
FIG 8-4-3
Separation Methods
JO 7110.65S 2/14/08
8-4-2 Lateral Separation
b. Intersecting flight paths with constant and same
width protected airspace when either aircraft is at or
beyond a distance equal to the applicable lateral
separation minimum measured perpendicular to the
flight path of the other aircraft. (See FIG 8-4-4.)
FIG 8-4-4
Separation Methods
c. Intersecting flight paths with constant but
different width protected airspace when either
aircraft is at or beyond a distance equal to the sum of
the protected airspace of both flight paths measured
perpendicular to the flight path of the other aircraft.
(See FIG 8-4-5.)
FIG 8-4-5
Separation Methods
d. Intersecting flight paths with variable width
protected airspace when either aircraft is at or beyond
a distance equal to the sum of the protected airspace
of both flight paths measured perpendicular to the
flight path of the other aircraft. Measure protected
airspace for each aircraft perpendicular to its flight
path at the first point or the last point, as applicable,
of protected airspace overlap.
NOTE-
In FIG 8-4-5, the protected airspace for westbound
flight_A is distance “a” (50 miles), and for southwestbound
flight B, distance “b” (10 miles). Therefore, the sum of
distances “a” and “b”; i.e., the protected airspace of
Aircrafts A and B, establishes the lateral separation
minimum (60 miles) applicable for either flight relevant to
the other.
FIG 8-4-6
Separation Methods
NOTE(See FIG 8-4-6.) At the first point of protected airspace
overlap, the protected airspace for westbound flight A is
distance “a” (50 miles), and for southbound flight B,
distance “b” (40 miles). The sum of distances “a” and “b”
(90 miles) establishes the lateral separation minimum
applicable in this example for either flight as it approaches
the intersection. For example, Aircraft B should be
vertically separated from Aircraft A by the time it reaches
point “p.”
JO 7110.65S 2/14/08
8-4-3
Lateral Separation
FIG 8-4-7
Separation Methods
NOTE(See FIG 8-4-7.) Distance “a” (50 miles) and “b”
(30_miles) are determined at the last point of protected
airspace overlap. The sum of the distances “a” and “b”
(80 miles) establishes the lateral separation minima
applicable for either flight after it passes beyond the
intersection. For example, Aircraft B could be cleared to,
or through, Aircraft A's altitude after passing point “r.”
8-4-3. REDUCTION OF ROUTE
PROTECTED AIRSPACE
When routes have been satisfactorily flight checked
and notice has been given to users, reduction in route
protected airspace may be made as follows:
a. Below FL 240, reduce the width of the protected
airspace to 5 miles on each side of the route centerline
to a distance of 57.14 miles from the NAVAID, then
increasing in width on a 5_ angle from the route
centerline, measured at the NAVAID, to the
maximum width allowable within the lateral minima;
for example, 50 miles of protected airspace on each
side of centerline; i.e., a lateral minimum of
100_miles. (See FIG 8-4-8.)
FIG 8-4-8
Reduction of Route Protected Airspace
b. At and above FL 240, reduce the width of the
protected airspace to 10 miles on each side of the
route centerline to a distance of 114.29 miles from the
NAVAID, then increasing in width on a 5_ angle from
the route centerline, as measured at the NAVAID, to
the maximum width allowable within the lateral
minima; for example, 60 miles of protected airspace
on each side of the centerline; i.e., a lateral separation
minimum of 120 miles. (See FIG 8-4-9.)
FIG 8-4-9
Reduction of Route Protected Airspace
JO 7110.65S 2/14/08
8-4-4 Lateral Separation
8-4-4. TRACK SEPARATION
Apply track separation between aircraft by requiring
aircraft to fly specified tracks or radials and with
specified spacings as follows:
a. Same NAVAID:
1. VOR/VORTAC/TACAN. Consider separation to exist between aircraft 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. Use TBL 8-4-1 to
determine the flight distance required for various
divergence angles and altitudes to clear the airspace
to be protected. (See FIG 8-4-10.)
TBL 8-4-1
Divergence-Distance Minima
VOR/VORTAC/TACAN
Distance (mile)
Divergence (degrees)
FL 230 and
below
Fl 240
through
FL 450
15-25 17 18
26-35 11 13
36-90 8 11
Note: This table compensates for DME slant range
error.
FIG 8-4-10
Track Separation VOR
2. NDB:
(a) Consider separation to exist between
aircraft established on tracks of the same NAVAID
that diverge by at least 30 degrees and one aircraft is
at least 15 miles from the NAVAID. This separation
shall not be used when one or both aircraft are
inbound to the aid unless the distance of the aircraft
from the facility can be readily determined by
reference to the NAVAID. Use TBL 8-4-2 to
determine the flight distance required for various
divergence angles to clear the airspace to be
protected. For divergence that falls between
two_values, use the lesser value to obtain the distance.
(See FIG 8-4-11.)
TBL 8-4-2
Divergence-Distance Minima (NDB)
Distance (mile)
Divergence (degrees)
FL 230 and
below
FL 240
through
FL 450
30 16 17
45 13 14
60 9 10
75 7 8
90 6 7
Note: This table compensates for DME slant range
error.
FIG 8-4-11
Track Separation NDB
JO 7110.65S 2/14/08
8-4-5
Lateral Separation
(b) Clear aircraft navigating on NDB facilities in accordance with para 2-5-2, NAVAID Terms.
b. Different NAVAIDs: Separate aircraft using
different navigation aids by assigning tracks so that
their protected airspace does not overlap.
(See_FIG 8-4-12.)
FIG 8-4-12
Track Separation
Different NAVAIDs
c. Dead Reckoning (DR):
1. Consider separation to exist between aircraft
established on tracks that diverge by at least
45_degrees when one aircraft is at least 15 miles from
the point of intersection of the tracks. This point may
be determined either visually or by reference to a
ground-based navigation aid. (See FIG 8-4-13.)
FIG 8-4-13
Track Separation
Dead Reckoning
JO 7110.65S 2/14/08
8-4-6
JO 7110.65S 2/14/08
8-5-1
Offshore/Oceanic Transition Procedures
Section 5. Offshore/Oceanic Transition Procedures
8-5-1. ALTITUDE/FLIGHT LEVEL
TRANSITION
When vertical separation is applied between aircraft
crossing the offshore/oceanic airspace boundary
below FL 180, control action shall be taken to ensure
that differences between the standard altimeter
setting (QNE) and local altimeter setting (QNH) do
not compromise separation. (See FIG 8-5-1.)
FIG 8-5-1
Standard and Local Altimeter Setting Differences
8-5-2. COURSE DIVERGENCE
When aircraft are entering oceanic airspace,
separation will exist in oceanic airspace when:
a. Aircraft are established on courses that diverge
by at least 15 degrees until oceanic lateral separation
is established, and
b. The aircraft are horizontally radar separated and
separation is increasing at the edge of known radar
coverage.
8-5-3. OPPOSITE DIRECTION
When transitioning from an offshore airspace area to
oceanic airspace, an aircraft may climb through
opposite direction oceanic traffic provided vertical
separation above that traffic is established:
a. Before the outbound crosses the offshore/
oceanic boundary; and
b. 15 minutes before the aircraft are estimated to
pass. (See FIG 8-5-2.)
FIG 8-5-2
Transitioning From Offshore to Oceanic Airspace
Opposite Direction
JO 7110.65S 2/14/08
8-5-2 Offshore/Oceanic Transition Procedures
8-5-4. SAME DIRECTION
When transitioning from an offshore airspace area to
oceanic airspace or while within oceanic airspace,
apply 5 minutes minimum separation when a
following aircraft on the same course is climbing
through the altitude of the preceding aircraft if the
following conditions are met:
a. The preceding aircraft is level at the assigned
altitude and is maintaining a speed equal to or greater
than the following aircraft; and
b. The minimum of 5 minutes is maintained
between the preceding and following aircraft; and
c. The following aircraft is separated by not more
than 4,000 feet from the preceding aircraft when the
climb clearance is issued; and
d. The following aircraft commences climb within
10 minutes after passing:
1. An exact reporting point (DME fix or
intersection formed from NAVAIDs) which the
preceding aircraft has reported; or
2. A radar observed position over which the
preceding aircraft has been observed; and
e. The following aircraft is in direct communication with air traffic control until vertical separation is
established. (See FIG 8-5-3.)
FIG 8-5-3
Transitioning From Offshore to Oceanic Airspace
Same Direction
JO 7110.65S 2/14/08
8-6-1
Separation from Airspace Reservations
Section 6. Separation from Airspace Reservations
8-6-1. TEMPORARY STATIONARY
AIRSPACE RESERVATIONS
Separate aircraft from a temporary stationary
reservation by one of two methods:
a. Laterally: Clear aircraft so that the protected
airspace along the route of flight does not overlap the
geographical area of the stationary reservation.
(See_FIG 8-6-1.)
FIG 8-6-1
Temporary Stationary Airspace Reservations
Lateral Separation
b. Vertically: Clear aircraft so that vertical
separation exists while the aircraft is within a
geographical area defined as the stationary reservation plus a buffer around the perimeter equivalent to
one-half the lateral separation minimum.
(See_FIG 8-6-2.)
FIG 8-6-2
Temporary Stationary Airspace Reservations
Vertical Separation
8-6-2. REFUSAL OF AVOIDANCE
CLEARANCE
If a pilot refuses to accept a clearance to avoid a
reservation, inform him/her of the potential hazard,
advise him/her that services will not be provided
while the flight is within the reservation and, if
possible, inform the appropriate using agency.
8-6-3. TEMPORARY MOVING AIRSPACE
RESERVATIONS
Separate aircraft from a temporary moving airspace
reservation by one of the following methods:
a. Laterally: Clear aircraft so that the protected
airspace along the route of flight does not overlap the
(time-dependent) geographical area of the moving
airspace reservation.
b. Longitudinally: Clear aircraft so that the
appropriate longitudinal minimum exists ahead of the
first or behind the last aircraft operating within the
reservation.
c. Vertically: Clear aircraft so that vertical
separation exists while the aircraft is within a
(time-dependent) geographical area defined as the
moving airspace reservation plus a buffer around the
perimeter equivalent to one-half the lateral separation
minimum.
JO 7110.65S 2/14/08
8-6-2
JO 7110.65S 2/14/08
8-7-1
North Atlantic ICAO Region
Section 7. North Atlantic ICAO Region
8-7-1. APPLICATION
Provide air traffic control services in the North
Atlantic ICAO Region with the procedures and
minima contained in this section except when noted
otherwise.
8-7-2. VERTICAL SEPARATION
Provide vertical separation in accordance with
Chapter 4, IFR, Section 5, Altitude Assignment and
Verification.
8-7-3. LONGITUDINAL SEPARATION
In accordance with Chapter 8, Offshore/Oceanic
Procedures, Section 3, Longitudinal Separation,
apply the following:
a. Supersonic flight:
1. 10 minutes provided that:
(a) both aircraft are in level flight at the same
Mach number or the aircraft are of the same type and
are both operating in cruise climb, and one of the
following;
(1) The aircraft concerned have reported
over a common point; or,
(2) If the aircraft have not reported over a
common point, the appropriate time interval being
applied between aircraft exists and will exist at the
common point; or,
(3) If a common point does not exist, the
appropriate time interval being applied between
aircraft exists and will exist at significant points along
each track.
2. 15 minutes between aircraft in supersonic
flight not covered in subpara a1 above.
b. Turbojet operations (subsonic flight):
1. Apply the prescribed minima in accordance
with para 8-3-3, Mach Number Technique; or
2. Where tracks diverge from the common point
and the following aircraft is maintaining a greater
Mach Number than the preceding aircraft:
(a) At least 10 minutes longitudinal separation exists at the point where the tracks diverge; and
(b) At least 5 minutes longitudinal separation
will exist where minimum lateral separation is
achieved (whichever is estimated to occur first);
(1) At or before the next significant point
(normally within ten degrees of longitude along
track(s)), or
(2) Within 90 minutes of the time the
following aircraft passes the common point, or
(3) Within 600 NM of the common point.
3. Apply 15 minutes between all other turbojet
aircraft.
c. Nonturbojet operations:
1. Apply 20 minutes between aircraft operating
in the West Atlantic Route System (WATRS), or
2. Apply 30 minutes between aircraft operating
outside of the WATRS.
NOTE-
The WATRS area is defined as beginning at a point
27_00'N/77_00'W direct to 20_00'N/67_00'W direct to
18_00'N/62_00'W direct to 18_00'N/60_00'W direct to
38_30'N/60_00'W direct to 38_30'N/69_15'W, thence
counterclockwise along the New York Oceanic CTA/FIR
boundary to the Miami Oceanic CTA/FIR boundary,
thence southbound along the Miami Oceanic CTA/FIR
boundary to the point of beginning.
JO 7110.65S 2/14/08
8-7-2 North Atlantic ICAO Region
8-7-4. LATERAL SEPARATION
In accordance with Chapter 8, Offshore/Oceanic
Procedures, Section 4, Lateral Separation, apply the
following:
a. 60 NM or 1 degree latitude between:
1. Supersonic aircraft operating above FL 275.
2. Aircraft which meet the MNPS and which:
NOTE-
This reduced lateral separation shall not be used if track
keeping capability of the aircraft has been reduced for any
reason.
(a) Operate within MNPS airspace; or
(b) Are in transit to or from MNPS airspace;
or
(c) Operate for part of their flight within,
above, or below MNPS airspace.
b. 90 NM or 1 and 1
/2 degrees latitude between
aircraft operating:
1. Within WATRS;
2. Between the U.S., Canada, and Bermuda;
3. West of 55_ West between the U.S., Canada,
or Bermuda and points in the Caribbean ICAO
Region.
c. 120 NM or 2 degrees latitude between aircraft
not covered by subparas a or b above.
NOTE-
Tracks may be spaced with reference to their difference in
latitude, provided that in any interval of 10 degrees of
longitude the change in latitude of at least one of the tracks
does not exceed 3 degrees when operating south of
58_North.
8-7-5. PROCEDURES FOR WEATHER
DEVIATIONS IN NORTH ATLANTIC (NAT)
AIRSPACE
Aircraft must request an ATC clearance to deviate.
Since aircraft will not fly into known areas of
weather, weather deviation requests should take
priority over routine requests. If there is no traffic in
the horizontal dimension, ATC shall issue clearance
to deviate from track; or if there is conflicting traffic
in the horizontal dimension, ATC separates aircraft
by establishing vertical separation. If there is
conflicting traffic and ATC is unable to establish the
required separation, ATC shall:
a. Advise the pilot unable to issue clearance for
requested deviation;
b. Advise the pilot of conflicting traffic; and
c. Request pilot's intentions.
PHRASEOLOGY-
UNABLE (requested deviation), TRAFFIC IS (call sign,
position, altitude, direction), ADVISE INTENTIONS.
NOTE1. The pilot will advise ATC of intentions by the most
expeditious means available.
2. In the event that pilot/controller communications
cannot be established or a revised ATC clearance is not
available, pilots will follow the procedures outlined in the
Regional Supplementary Procedures, ICAO Doc. 7030.
JO 7110.65S 2/14/08
8-8-1
Caribbean ICAO Region
Section 8. Caribbean ICAO Region
8-8-1. APPLICATION
Provide air traffic control services in the Caribbean
ICAO Region with the procedures and minima
contained in this section except when noted
otherwise.
8-8-2. VERTICAL SEPARATION
Provide vertical separation in accordance with
Chapter 4, IFR, Section 5, Altitude Assignment and
Verification.
8-8-3. LONGITUDINAL SEPARATION
Provide longitudinal separation between aircraft as
follows:
a. Supersonic flight:
1. 10 minutes provided both aircraft are in level
flight at the same Mach number or the aircraft are of
the same type and are both operating in cruise climb,
and one of the following;
(a) Both aircraft have reported over a
common point; or,
(b) If both aircraft have not reported over a
common point, the appropriate time interval being
applied between aircraft exists and will exist at the
common point; or,
(c) If a common point does not exist, the
appropriate time interval being applied between
aircraft exists and will exist at significant points along
each track.
2. 15 minutes between all other aircraft.
b. Turbojet operations at or above FL 200 in the
Miami Oceanic, Houston Oceanic and San Juan
CTAs/FIRs and all altitudes in the West Atlantic
Route System (WATRS) and New York Oceanic
CTA/FIR (subsonic flight):
1. Apply the prescribed minima in accordance
with para 8-3-3, Mach Number Technique; or
2. In the New York CTA/FIR, where tracks
diverge from the common point and the following
aircraft is maintaining a greater Mach number than
the preceding aircraft:
(a) At least 10 minutes longitudinal separation exists at the point where the tracks diverge; and
(b) At least 5 minutes longitudinal separation
will exist where minimum lateral separation is
achieved (whichever is estimated to occur first);
(1) At or before the next significant point
(normally within ten degrees of longitude along
track(s)), or
(2) Within 90 minutes of the time the
following aircraft passes the common point, or
(3) Within 600 NM of the common point; or
3. Apply 15 minutes between all other turbojet
aircraft.
c. Turbojet operations below FL 200 (subsonic
flight):
Apply 20 minutes between turbojet aircraft operating
below FL 200 in the San Juan Oceanic (outside the
WATRS area), Miami Oceanic and Houston Oceanic
CTAs/FIRs.
d. Nonturbojet operations.
1. Apply 20 minutes between aircraft operating
in the WATRS; or
2. Apply 20 minutes between aircraft operating
below FL 200 in the Miami Oceanic, Houston
Oceanic and San Juan CTAs/FIRs; or
3. Apply 30 minutes between aircraft operating
outside of the WATRS in the New York CTA/FIR.
NOTE-
The WATRS area is defined as beginning at a point
27_00'N/77_00'W direct to 20_00'N/67_00'W direct to
18_00'N/62_00'W direct to 18_00'N/60_00'W direct to
38_30'N/60_00'W direct to 38_30'N/69_15'W, thence
counterclockwise along the New York Oceanic CTA/FIR
boundary to the Miami Oceanic CTA/FIR boundary,
thence southbound along the Miami Oceanic CTA/FIR
boundary to the point of beginning.
8-8-4. LATERAL SEPARATION
Provide lateral separation by assigning different
flight paths whose widths or protected airspace do not
overlap. Apply the following:
a. 60 NM:
1. Supersonic aircraft operating above FL 275
within the New York oceanic CTA/FIR.
JO 7110.65S 2/14/08
8-8-2 Caribbean ICAO Region
2. Supersonic aircraft operating at or above
FL_450 not covered in subpara 1 above.
NOTE-
This reduced lateral separation shall not be used if track
keeping capability of the aircraft has been reduced for any
reason.
3. Aircraft which meet the MNPS and while
operating in the New York oceanic CTA/FIR which
are in transit to or from NAT MNPS airspace.
b. 90 NM between aircraft operating:
1. Within WATRS;
2. West of 55_ West between the U.S., Canada,
or Bermuda and points in the Caribbean ICAO
Region.
c. 100 NM between aircraft operating west of
55_West not covered by subparas a or b above.
d. 120 NM between aircraft operating east of
55_West.
8-8-5. VFR CLIMB AND DESCENT
a. In the Houston, Miami, and San Juan CTAs, IFR
flights may be cleared to climb and descend in VFR
conditions only:
1. When requested by the pilot; and
2. Between sunrise and sunset.
b. Apply the following when the flight is cleared:
1. If there is a possibility that VFR conditions
may become impractical, issue alternative instructions.
2. Issue traffic information to aircraft that are
not separated in accordance with the minima in this
section.
JO 7110.65S 2/14/08
8-9-1
Pacific ICAO Region
Section 9. Pacific ICAO Region
8-9-1. APPLICATION
Provide air traffic control services in the Pacific
ICAO Region with the procedures and minima
contained in this section except when noted
otherwise.
8-9-2. VERTICAL SEPARATION
Provide vertical separation in accordance with
Chapter 4, IFR, Section 5, Altitude Assignment and
Verification, except when aircraft operate within
airspace where composite separation and procedures
are authorized, apply the minima specified in
para_8-9-5, Composite Separation Minima.
8-9-3. LONGITUDINAL SEPARATION
In accordance with Chapter 8, Offshore/Oceanic
Procedures, Section 3, Longitudinal Separation,
apply the following:
a. Minima based on time:
1. 15 minutes between aircraft; or
2. 10 minutes between turbojet aircraft whether
in level, climbing or descending flight, provided that
the aircraft concerned follow the same track or
continuously diverging tracks until some other form
of separation is provided; or
3. The prescribed minima in accordance with
para 8-3-3, Mach Number Technique.
4. Reciprocal track aircraft - Where lateral
separation is not provided, vertical separation shall be
provided at least 10 minutes before and after the time
the aircraft are estimated to pass or are estimated to
have passed.
b. Minima based on distance using Automatic
Dependent Surveillance - Contract (ADS-C):
1. Apply the minima as specified in TBL 8-9-1,
ADS-C Criteria, between aircraft on the same track
within airspace designated for Required Navigation
Performance (RNP), provided:
(a) Direct controller/pilot communication via
voice or Controller Pilot Data Link Communications
(CPDLC) is established, and
(b) The required ADS-C periodic reports are
maintained and monitored by an automated flight
data processor (e.g., Ocean21);
TBL 8-9-1
ADS-C Criteria
Minima RNP Maximum ADS-C
Periodic Reporting
Interval
50 NM 10 27 minutes
50 NM 4 32 minutes
30 NM 4 14 minutes
2. Aircraft on reciprocal tracks may be cleared
to climb or descend to or through the altitude(s)
occupied by another aircraft provided that:
(a) An ADS-C position report on at least one
of the aircraft has been received beyond the passing
point, and
(b) The aircraft have passed each other by the
applicable separation minimum.
NOTE-
Ocean21 has been designed to check for the above criteria
prior to allowing the minima to be provided.
3. When an ADS-C periodic or waypoint
change event report is overdue by 3 minutes, the
controller shall take action to obtain an ADS-C
report.
4. If no report is received within 6 minutes of the
time the original report was due, the controller shall
take action to apply another form of separation.
c. Minima based on distance without ADS-C:
1. Apply 50 NM between aircraft cruising,
climbing or descending on the same track or
reciprocal track that meet the requirements for and
are operating within airspace designated for RNP-10
operations provided:
(a) Direct controller/pilot communication via
voice or CPDLC is maintained; and
(b) Separation is established by ensuring that
at least 50 NM longitudinal separation minima exists
between aircraft positions as reported by reference to
the same waypoint.
(1) Same track aircraft - whenever possible ahead of both; or
JO 7110.65S 2/14/08
8-9-2 Pacific ICAO Region
(2) Reciprocal track aircraft - provided
that it has been positively established that the aircraft
have passed each other.
2. Distance verification shall be obtained from
each aircraft at least every 24 minutes to verify that
separation is maintained.
3. If an aircraft fails to report its position within
3_minutes after the expected time, the controller shall
take action to establish communication. If communication is not established within 8 minutes after the
time the report should have been received, the
controller shall take action to apply another form of
separation.
NOTE-
When same track aircraft are at, or are expected to reduce
to, the minima, speed control techniques should be applied
in order to maintain the required separation.
d. Minima based on DME/RNAV:
Apply the following DME/RNAV minima in
Control_1234H, Control 1487H and the Norton
Sound High Control areas to turbojet aircraft
established on or transitioning to the North Pacific
(NOPAC) Route System.
1. 30 NM between aircraft when DME reports or
radar observations are used to establish the distance,
otherwise at least 40 NM based on RNAV must be
applied; and
2. Unless both aircraft are radar identified, both
aircraft must provide DME/RNAV distance reports
via direct voice that indicates the appropriate
separation exists; and
3. Application of DME/RNAV separation
without direct voice communications may not
continue for more than 90 minutes; and
4. The preceding aircraft is assigned the same
or greater Mach number than the following aircraft;
and
5. Both aircraft shall be advised of the other
aircraft involved, including the distance relative to
the flights.
EXAMPLE“Maintain Mach point eight four, same direction traffic,
twelve o'clock, three five miles.”
REFERENCE-
FAAO JO 7110.65, Para 2-1-21, Traffic Advisories.
8-9-4. LATERAL SEPARATION
In accordance with Chapter 8, Offshore/Oceanic
Procedures, Section 4, Lateral Separation, apply the
following:
a. Within areas where Required Navigation
Performance 10 (RNP-10) separation and procedures are authorized, apply 50 NM to RNP-10
approved aircraft.
b. Apply 30 NM to RNP-4 approved aircraft
operating within airspace designated for RNP-4
when direct controller/pilot communications, via
voice or Controller Pilot Data Link Communications
(CPDLC), and the required ADS-C contracts are
maintained and monitored by an automated flight
data processor (e.g., Ocean21).
c. When aircraft operate within airspace where
composite separation and procedures are authorized,
apply the minimum specified in para 8-9-5,
Composite Separation Minima.
d. Apply 100 NM to aircraft not covered by
subparas a, b or c.
8-9-5. COMPOSITE SEPARATION MINIMA
Provide composite separation within the Central East
Pacific (CEP) and North Pacific (NOPAC) composite
route systems and where designated by facility
directive in the Pacific Organized Track System
(PACOTS) at and above FL 290 as follows:
a. 1,000 feet vertical separation; and
b. 50 NM lateral separation.
8-9-6. COMPOSITE SEPARATION
ALTITUDE ASSIGNMENT
a. Aircraft operating at or above FL_300 in a
composite route system may be cleared at even flight
levels. Additionally, aircraft may be cleared at even
flight levels while joining, crossing, or leaving a
composite route system provided such aircraft
leaving the system are cleared to an appropriate odd
cardinal flight level when noncomposite vertical or
lateral separation is achieved.
b. Aircraft (operating at or above FL 300) leaving
a composite route system at an even cardinal flight
level do not have to be assigned an odd cardinal flight
level provided:
JO 7110.65S 2/14/08
8-9-3
Pacific ICAO Region
1. The aircraft is being provided radar service;
and
2. The aircraft will be cleared for descent and
approach to an airport within the facility's domestic
FIR; and
3. There is an operational advantage.
c. Aircraft operating on unidirectional routes or
traffic flows may be assigned altitudes other than the
appropriate altitude for direction of flight provided
that 2,000 feet vertical separation is maintained
between aircraft operating on the same route.
8-9-7. COMPOSITE SEPARATION
APPLICATION
Provide composite separation in the CEP and the
North Pacific (NOPAC) composite route systems and
where designated by facility directive in the Pacific
Organized Track System (PACOTS) as follows:
a. Clear an aircraft to join an outer route of the
composite route system at other than the normal entry
point provided:
1. Longitudinal or noncomposite vertical separation exists between that aircraft and any other
aircraft on that route; and
2. Composite separation exists between that
aircraft and any other aircraft on the next adjacent
route.
b. Clear an aircraft to leave an outer route of the
composite route system at other than the normal exit
point provided its course diverges so that lateral
spacing from the route system increases until
noncomposite separation exists between that aircraft
and any other aircraft in the composite route system.
c. Clear an aircraft to change from one route to an
adjacent route within the composite route system
provided:
1. Longitudinal or noncomposite vertical separation is maintained between that aircraft and any
other aircraft on the route being vacated until that
aircraft is established on the route to which it is
proceeding; and
2. Longitudinal or noncomposite vertical separation exists between that aircraft and any other
aircraft on the route to which that aircraft is
proceeding; and
3. Composite separation exists between that
aircraft and any other aircraft on the next adjacent
route.
d. Clear an aircraft to cross the composite route
system provided longitudinal or noncomposite
vertical or lateral separation exists between that
aircraft and any other aircraft in the composite route
system.
e. Clear aircraft to transition to or from the
composite route system from an Oceanic Transition
Route (OTR) provided:
1. The OTR is charted on aeronautical charts;
and
2. Composite separation is maintained between
that aircraft and any other aircraft within the
composite route system; and
NOTE-
An aircraft is within the confines of a composite route
system when the aircraft joins or crosses the outer route of
the composite route system or passes a composite route
entry point.
3. Composite separation is maintained between
that aircraft and any other aircraft on adjacent OTRs.
f. Clear an aircraft to change altitude on a route if
noncomposite separation exists between that aircraft
and others operating on that route regardless of other
aircraft operating on adjacent routes in the system.
Pilot's discretion climbs and descents are not
authorized when applying composite separation.
NOTE-
Although composite separation is not applied between
aircraft on different tracks at FL_280 and FL_290, this
paragraph applies to climbs and descents between FL_280
and altitudes within the composite altitude stratum
(FL_300 and above).
JO 7110.65S 2/14/08
8-9-4 Pacific ICAO Region
8-9-8. PROCEDURES FOR WEATHER
DEVIATIONS AND OTHER
CONTINGENCIES IN OCEANIC
CONTROLLED AIRSPACE
Aircraft must request an ATC clearance to deviate.
Since aircraft will not fly into known areas of
weather, weather deviation requests should take
priority over routine requests. If there is no traffic in
the horizontal dimension, ATC shall issue clearance
to deviate from track; or if there is conflicting traffic
in the horizontal dimension, ATC separates aircraft
by establishing vertical separation. If there is
conflicting traffic and ATC is unable to establish
standard separation, ATC shall:
a. Advise the pilot unable to issue clearance for
requested deviation;
b. Advise the pilot of conflicting traffic; and
c. Request pilot's intentions.
PHRASEOLOGY-
UNABLE (requested deviation), TRAFFIC IS (call sign,
position, altitude, direction), SAY INTENTIONS.
NOTE1. The pilot will advise ATC of intentions by the most
expeditious means available.
2. In the event that pilot/controller communications
cannot be established or a revised AT clearance is not
available, pilots will follow the procedures outlined in the
Regional Supplementary Procedures, ICAO Doc_7030 and
Chart Supplements.
JO 7110.65S 2/14/08
8-10-1
North American ICAO Region- Arctic CTA
Section 10. North American ICAO Region- Arctic CTA
8-10-1. APPLICATION
Provide air traffic control services in the North
American ICAO Region - Arctic CTA with the
procedures and minima contained in this section.
8-10-2. VERTICAL SEPARATION
Provide vertical separation in accordance with:
a. Chapter 4, IFR, Section 5, Altitude Assignment
and Verification; and
b. Facility directives depicting the transition
between flight levels and metric altitudes.
8-10-3. LONGITUDINAL SEPARATION
In accordance with Chapter 8, Offshore/Oceanic
Procedures, Section 3, Longitudinal Separation,
apply the following:
a. 15 minutes between turbojet aircraft.
b. The prescribed minima in accordance with
para_8-3-3, Mach Number Technique.
c. 20 minutes between other aircraft.
8-10-4. LATERAL SEPARATION
In accordance with Chapter 8, Offshore/Oceanic
Procedures, Section 4, Lateral Separation, apply the
following:
a. Provide 90 NM lateral separation between
aircraft, or
b. Lower minima in para 5.4.1 of Chapter 5 of the
Procedures for Air Navigation-Services, Air Traffic
Management (PANS-ATM), (Doc 4444-ATM/501)
may be applied or further reduced in accordance with
para_5.11 of the same part where the conditions
specified in the relevant PANS-ATM are met.
JO 7110.65S 2/14/08
8-10-2
JO 7110.65S 2/14/08
9-1-1
General
Chapter 9. Special Flights
Section 1. General
9-1-1. GENERAL
Provide aircraft engaged in the flight inspection of
NAVAIDs with maximum assistance. Unless otherwise agreed to, maintain direct contact with the pilot
and exchange information regarding known traffic in
the area and his/her intentions.
NOTE1. Many flight inspections are accomplished using
automatic recording equipment, and an uninterrupted
flight is necessary for successful completion of the mission.
The workload for the limited number of aircraft engaged in
these activities requires strict adherence to a schedule.
2. Flight inspection operations which require special
participation of ground personnel, specific communications, or radar operation capabilities are considered to
require special handling. These flights are coordinated
with appropriate facilities before departure.
REFERENCE-
FAAO 8200.1, United States Standard Flight Inspection Manual.
FAAO 8240.41, Flight Inspection/Air Traffic On-Site Coordination
Requirements.
9-1-2. SPECIAL HANDLING
a. Clear the aircraft according to pilot request as
soon as practicable. Do not ask the pilot to deviate
from his/her planned action except to preclude an
emergency situation.
REFERENCE-
FAAO 8240.41, Flight Inspection/Air Traffic On-Site Coordination
Requirements, Appendix 1, describes certain flight inspection
maneuvers in detail.
b. Issue radar advisories to the flight inspection
aircraft where adequate coverage exists and to the
extent permitted by workload.
c. Suggest flight path adjustments, as required, for
any aircraft which will enter or penetrate an area in
which a flight inspection function is being performed.
d. Provide special handling, as required, to FAA
aircraft conducting flight inspections using the call
sign “Flight Check.” The call sign “Flight Check (Nr)
recorded” indicates automated flight inspections are
in progress in terminal areas.
NOTE-
FAA flight inspection aircraft will file flight plans using the
call sign “FLIGHT CHECK” during flight inspections or
when inbound to conduct flight inspections. Flight plan
remarks may indicate type NAVAID inspection to be
accomplished; e.g. “FC OKC P.”
9-1-3. FLIGHT CHECK AIRCRAFT
a. Provide special handling, as required, to
expedite flight inspection of NAVAIDs, direction
finding (DF) equipment, and RADAR by flight check
aircraft.
NOTE-
Certain flight inspection maneuvers require operations in
close proximity to the surface. These maneuvers can only
be performed during daylight visual meteorological
conditions. Preplanned automatic flight places the
following limitations on the capability of the pilot to adhere
to normal ATC clearances:
1. Route of flight - orbital from 6 nautical miles to a
maximum of 40 nautical miles from the facility depending
on the type of inspection. During commissioning flight
checks all SIDs, STARs, airways, DME fixes, and
approaches must be flown.
2. Altitude assignment - from 1,000 feet above the
antenna site up to the minimum en route altitude (MEA).
REFERENCE-
FAAO JO 7110.65, Para 2-1-4, Operational Priority.
FAAO 8240.41, Flight Inspection/Air Traffic On-Site Coordination
Requirements, Appendix 1, describes certain flight inspection
maneuvers in detail.
b. Avoid changes in the route or altitude from that
filed by the pilot in the initial flight plan.
c. Do not impose air traffic control delays in the
flight except to preclude emergency situations.
d. Do not change the previously assigned discrete
beacon code of special radar accuracy flight check
aircraft.
REFERENCE-
FAAO JO 7210.3, Para 7-1-2, Special Radar Accuracy Checks.
FAAO JO 7210.3, Para 10-5-4, ASR Performance Checks.
JO 7110.65S 2/14/08
9-1-2
JO 7110.65S 2/14/08
9-2-1
Special Operations
Section 2. Special Operations
9-2-1. AIRCRAFT CARRYING
DANGEROUS MATERIALS
a. Provide the following special handling to
military aircraft or military contracted aircraft
carrying dangerous materials when:
1. The words “dangerous cargo,” or “inert
devices,” or both are contained in the remarks section
of the filed flight plan, or
NOTE1. Certain types of military flights carrying dangerous
materials require strict adherence to military regulations
and flight planning along carefully selected routes. These
flights must avoid heavily populated areas.
2. “Inert devices” are devices containing no dangerous
materials but closely resembling nuclear or explosive items
that are classified as dangerous and could be easily
mistaken for their dangerous counterparts.
2. The pilot uses these words in radio
communication.
b. If it becomes necessary to issue a clearance to
amend the route/altitude, advise the pilot:
1. Of the proposed change, and
2. The amount of delay to expect if it is
necessary to maintain the present route/altitude.
c. When it becomes necessary for the pilot to
refuse a clearance amending his/her route/altitude,
he/she will advise if the traffic delay is acceptable or
if an alternate route/altitude is desired. In such cases,
offer all possible assistance.
d. When the aircraft is provided an en route
descent, do not vector the aircraft from the planned
route unless the pilot concurs.
e. Use special patterns and routings in areas where
they have been developed for these flights. If special
patterns and routings have not been developed,
employ normal procedures.
9-2-2. CELESTIAL NAVIGATION TRAINING
EN ROUTE
a. Approve flight plans specifying celestial
navigation only when it is requested for USAF or
USN aircraft.
NOTE-
An ATC clearance must be obtained by the pilot before
discontinuing conventional navigation to begin celestial
navigation training. The pilot will advise when discontinuing celestial navigation and resuming conventional
navigation. Celestial navigation training will be conducted
within 30 NM of the route centerline specified in the
en_route clearance unless otherwise authorized by ATC.
During celestial navigation training, the pilot will advise
ATC before initiating any heading changes which exceed
20 degrees.
b. Within conterminous U.S. airspace, limit
celestial navigation training to transponder-equipped
aircraft within areas of ARTCC radar coverage.
c. Prior to control transfer, ensure that the
receiving controller is informed of the nature of the
celestial navigation training leg.
REFERENCE-
FAAO JO 7110.65, Para 2-2-6, IFR Flight Progress Data.
9-2-3. DEPARTMENT OF ENERGY (DOE)
SPECIAL FLIGHTS
a. Provide notification of possible route or altitude
changes as far in advance as possible for “RAC”
flights. The pilot will indicate if the proposed change
is acceptable or if alternate routing or altitude will be
requested.
NOTE-
DOE contracts for civil pilots to operate public aircraft to
transport radioactive or high explosive materials within
the conterminous U.S. These flights operate on an IFR
flight plan but principally during daylight hours and VFR
conditions. These flights require flight along carefully
selected routes and, in some instances, pilots will refuse
clearances that require reroute or altitude changes that
would derogate their objective.
b. EN ROUTE. Approve pilot requests to leave
center frequency for operational purposes as traffic
conditions permit.
c. Notify a supervisor in the event any of the
following occurs with “RAC” aircraft:
1. Loss of radio contact.
2. Loss of radar contact.
3. The flight is overdue at the destination.
JO 7110.65S 2/14/08
9-2-2 Special Operations
d. If you receive information that a “RAC” aircraft
is involved in an accident, secure as much
information as possible, particularly with respect to
location, and immediately notify the ARTCC
supervisory traffic management coordinator-incharge.
NOTE-
There is a possibility of an explosive or radiation hazard of
an “RAC” aircraft involved in an accident.
9-2-4. EXPERIMENTAL AIRCRAFT
OPERATIONS
a. When notified that an experimental aircraft
requires special handling:
NOTE14 CFR Section 91.319(d)(3) requires that each person
operating an aircraft with an experimental certificate shall
notify the control tower of the experimental nature of the
aircraft when operating into or out of airports with
operating control towers.
1. Clear the aircraft according to pilot requests
as traffic permits and if not contrary to ATC
procedures.
2. Once approved, do not ask the pilot to deviate
from a planned action except to preclude an
emergency situation.
b. At locations where volume or complexity of
experimental aircraft operations warrant, a letter of
agreement may be consummated between the facility
and operator.
9-2-5. FAA RESEARCH AND
DEVELOPMENT FLIGHTS
When coordinated in advance and traffic permits,
approve requests for special flight procedures from
aircraft participating in FAA research and development test activities. These special procedures shall be
applied to participating aircraft/vehicles.
NOTE-
Special flight procedures for FAA research and development test activities must be approved by the facility air
traffic manager prior to their use.
REFERENCE-
FAAO JO 7210.3, Para 5-2-4, Research and Development Flights.
9-2-6. FLYNET
Provide expeditious handling for U.S. Government,
civil or military aircraft using the code name
“FLYNET.” Relay the code name as an element in the
remarks position of the flight plan.
NOTE-
The code name “FLYNET” indicates that an aircraft is
transporting a nuclear emergency team or a disaster
control team to the location of a potential or actual nuclear
accident or an accident involving chemical agents or
hazardous materials. It is in the public interest that they
reach their destination as rapidly as possible.
REFERENCE-
FAAO JO 7110.65, Para 2-1-4, Operational Priority.
FAAO JO 7610.4, Para_12-4-1, “FLYNET” Flights, Nuclear
Emergency Teams.
9-2-7. IFR MILITARY TRAINING ROUTES
a. Except for aircraft operating in the same altitude
reservation, clear aircraft into an MTR provided
separation will be applied between successive aircraft
unless otherwise covered in a letter of agreement
between the military scheduling activity and the
concerned ATC facility.
PHRASEOLOGY-
CLEARED INTO IR (designator).
MAINTAIN (altitude),
or
MAINTAIN IR (designator) ALTITUDE(S),
or
MAINTAIN AT OR BELOW (altitude),
or
CRUISE (altitude),
and if required,
CROSS (fix) AT OR LATER THAN (time).
b. Unless otherwise covered in a letter of
agreement between the military scheduling activity
and the concerned FAA facility, clear aircraft to exit
an MTR.
PHRASEOLOGY-
CLEARED TO (destination/clearance limit) FROM IR
(designator/exit fix) VIA (route).
MAINTAIN (altitude).
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9-2-3
Special Operations
c. If the provisions of subpara a above cannot be
accomplished, MTRs may be designated for MARSA
operations. To preclude an inadvertent compromise
of MARSA standards by ATC, appropriate MARSA
application for such routes shall be covered in a letter
of agreement with the military scheduling activity.
Establish separation between aircraft as soon as
practicable after operation on the designated
MARSA route is ended.
NOTE-
For designated MARSA routes, the military assumes
responsibility for separation for MTR aircraft that have
passed the primary/alternate entry fix until separation is
established by ATC after operations on the MARSA route
are completed.
d. The lateral airspace to be protected along an
MTR is the designated width of the route.
e. Prior to an aircraft entering an MTR, request the
pilot's estimate for the route's exit/alternate exit fix,
the pilot's requested altitude after exiting and, if
applicable, the number of reentries on a Strategic
Training Range (STR).
PHRASEOLOGY(Call sign) CONFIRM YOUR EXIT FIX ESTIMATE AND
REQUESTED ALTITUDE AFTER EXIT,
and if applicable,
THE NUMBER OF REENTRIES.
f. Forward estimates for exit/alternate exit fixes,
requested altitude after exit, and, if applicable, the
number of reentries on the STR.
g. Apply the procedures of para 6-1-2, Nonreceipt of Position Report, based upon the pilot's
estimate for the route exit fix.
h. Clearance may be issued to amend or restrict
operations on a route for ATC considerations. Where
a route has been designated MARSA in accordance
with subpara c, ATC shall not amend or restrict
operations in such a manner as to compromise
MARSA provisions.
NOTE-
When MARSA is provided through route scheduling and
circumstances prevent the pilot from entering the route
within established time limits, it shall be the responsibility
of the pilot to inform the ATC facility and advise his/her
intentions.
i. If an aircraft on an IR experiences a two-way
radio communications failure and you are unable to
determine if the aircraft is proceeding VFR in
accordance with 14 CFR Section 91.185(b) or the
aircraft has not been positively radar identified:
1. Provide separation to the destination airport
based on the aircraft complying with the following:
(a) Maintain to the exit/alternate exit fix the
higher of the following altitudes:
(1) The minimum IFR altitude for each of
the remaining route segment(s) remaining on the
route.
(2) The highest altitude assigned in the last
ATC clearance.
(b) Depart the exit/alternate exit fix at the
appropriate altitude specified in subpara (a) above,
then climb/descend to the altitude filed in the flight
plan for the remainder of the flight, or
NOTE-
In the event of a two-way communications failure, ATC will
be based on the following anticipated pilot action at the exit
fix. Unless otherwise covered in a letter of agreement, and
if the pilot is unable to comply with the VFR provisions of
14_CFR Section 91.185/FLIP IFR Supplement, the pilot
will exercise his/her emergency authority, squawk
transponder Code 7700, depart the exit/alternate exit fix
and climb/descend (continuing to squawk 7700) to the
altitude filed in the flight plan. Subsequent transponder
operations will be in accordance with para 10-4-4,
Communications Failure. Air traffic controller action from
the exit fix is as prescribed in para_10-1-1, Emergency
Determinations.
(c) Proceed in accordance with the lost
communication procedure contained in letters of
agreement.
2. Continue to monitor the last ATC assigned
discrete code.
NOTE-
Pilots who experience a two-way radio failure will adjust
their transponder to Code 7700 during climb/descent to
altitude filed for the next leg of the flight plan; then change
to Code 7600 for a period of 15 minutes. At the end of each
15-minute period, he/she will squawk 7700 for a period of
1 minute; all other times he/she will squawk 7600.
j. Impose delays, if needed, to eliminate conflict
with nonparticipating IFR aircraft when necessary to
preclude denial of IR usage. Advise the pilot of the
expected length and reason for delay.
JO 7110.65S 2/14/08
9-2-4 Special Operations
9-2-8. INTERCEPTOR OPERATIONS
Provide maximum assistance to expedite the
movement of interceptor aircraft on active air defense
(scrambles) missions until the unknown aircraft is
identified in accordance with the policies and
procedures published in FAAO JO 7610.4, Special
Operations.
NOTE-
The FAA and the military have mutually agreed to the
implementation of policies and procedures for control of
air defense interceptor operations. Effective coordination
and cooperation between FAA and the military at all levels
are essential if policy objectives are to be met.
a. The ADCF initiating the SCRAMBLE shall
identify the mission as an active air defense mission.
b. ATC services shall be used for active air defense
missions insofar as the circumstances and situation
permits.
c. Upon request, the ATC facility shall expedite
transfer of the control jurisdiction of the interceptors
to the requesting ADCF.
9-2-9. SPECIAL INTEREST SITES
a. Relay immediately to supervisory/CIC personnel any reports or information regarding unusual
aircraft activities in the vicinity of special interest
sites such as nuclear power plants, power plants,
dams, refineries, etc. Supervisory/CIC personnel
may also receive reports/information from the
Nuclear Regulatory Commission or other sources.
b. Supervisory/CIC personnel shall immediately
notify local law enforcement authorities of these
reports/information as well as notifying the overlying
air traffic facility of any of these reports and the action
taken.
c. ARTCCs shall promptly advise the ATCSCC of
any actions taken in accordance with this paragraph.
9-2-10. LAND-BASED AIR DEFENSE
IDENTIFICATION ZONE (ADIZ)/AIR TRAFFIC
CONTROL (ATC) SECURITY SERVICES
TERMINAL
Provide ATC security services at locations where
procedures are required for the tracking of aircraft in
security services airspace. ATC security services are
designed to support the national security mission of
the FAA and other agencies. Two-way radio
communications, flight planning, and operational
transponder on an assigned code are required for
operations within the designated area.
