a. When the assigned code is observed, advise the
aircraft to proceed on course/as requested but to
remain outside of Class B, C, and/or D airspace as
appropriate.
PHRASEOLOGY(ACID) TRANSPONDER OBSERVED PROCEED ON
COURSE/AS REQUESTED; REMAIN OUTSIDE (class)
AIRSPACE.
1. Maintain continuous security tracking of
VFR aircraft operating within the designated area to
assist security forces in situational awareness.
Immediately report all instances of loss of radio
communication or the inability to conduct security
tracking of an aircraft to the FLM/CIC and await
instructions.
2. The provision of basic separation services to
aircraft, i.e., IFR, SVFR, Class B, Class C, TRSA, is
not applicable to ATC security tracking.
3. Aircraft with operating transponders, but
without operating Mode C (altitude) require specific
authorization from ATC in order to operate within the
ADIZ. ATC must coordinate with the Domestic
Events Network (DEN) prior to approval.
4. Aircraft flying too low for radar coverage
shall be instructed to report landing or exiting the
ADIZ. Maintain flight progress strips on such aircraft
until pilot reports landing or exiting the ADIZ. If a
flight progress strip does not exist for the aircraft,
record the call sign, transponder code, entry point
(e.g., north, northeast, east), and time of entry into the
ADIZ.
PHRASEOLOGY(Call sign), REPORT LANDING OR LEAVING THE
ADIZ.
5. United States Military, law enforcement, and
aeromedical flights are exempt from filing flight
plans.
b. Establishing Two-Way Communications.
1. Pilots must establish two-way radio
communications with ATC prior to entering the
security service area. Responding to a radio call with,
“(a/c call sign) standby,” establishes radio
communications and the pilot may enter the area,
provided all other security requirements have been
satisfied.
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Special Operations
2. Aircraft requesting security services should
not normally be held. However, if holding is
necessary or workload/traffic conditions prevent
immediate provision of ATC security services,
inform the pilot to remain outside the designated area
until conditions permit the provision of ATC security
services. Inform the pilot of the expected length of
delay.
PHRASEOLOGY(A/C call sign) REMAIN OUTSIDE OF THE (location)
AND STANDBY. EXPECT (time) MINUTES DELAY.
c. Termination of Service.
1. If the aircraft is not landing within the
designated area, provide security services until the
aircraft exits the area and then advise the aircraft to
squawk VFR and that frequency change is approved.
PHRASEOLOGY-
SQUAWK VFR, FREQUENCY CHANGE APPROVED.
or
CONTACT (facility identification).
2. When an aircraft is landing at an airport inside
the area, instruct the pilot to remain on the assigned
transponder code until after landing.
PHRASEOLOGY(ACID) REMAIN ON YOUR ASSIGNED TRANSPONDER
CODE UNTIL YOU LAND, FREQUENCY CHANGE
APPROVED.
3. Using approved handoff functionality, transfer the data blocks of all security tracked aircraft that
will enter another sector/position for coordination of
aircraft information/location. Upon acceptance of the
transferred information, instruct the pilot to contact
the next sector/positions' frequency.
9-2-11. LAW ENFORCEMENT
OPERATIONS BY CIVIL AND MILITARY
ORGANIZATIONS
a. Law enforcement alerts.
1. Aircraft lookouts shall not be distributed
outside the FAA.
REFERENCE-
FAAO 1600.29, Law Enforcement Alert Message System.
FAAO JO 7210.3, Para_2-7-7, Cooperation With Law Enforcement
Agencies.
2. Stolen aircraft alerts, including stolen aircraft
summaries, may be distributed outside the FAA to:
airport offices, air carriers, fixed base operators, and
law enforcement agencies.
3. Upon receipt of knowledge concerning an
aircraft for which a current law enforcement alert
message is held, do the following:
(a) Forward any information on the aircraft to
El Paso Intelligence Center (EPIC) and the requester
when specified in the message.
(b) Immediately notify the cognizant
Transportation Security Administration office by the
most rapid means.
(c) DO NOT TAKE ANY OTHER ACTION
AFFECTING THE AIRCRAFT, CARGO, CREW,
OR PASSENGERS NOT NORMALLY RELATED
TO JOB RESPONSIBILITIES.
b. Special law enforcement operations.
1. Special law enforcement operations include
inflight identification, surveillance, interdiction and
pursuit activities performed in accordance with
official civil and/or military mission responsibilities.
2. To facilitate accomplishment of these special
missions, exemptions from specified parts of Title 14
of the Code of Federal Regulations have been granted
to designated departments and agencies. However, it
is each organization's responsibility to apprise ATC
of their intent to operate under an authorized
exemption before initiating actual operations.
REFERENCE-
FAAO JO 7210.3, Para 18-3-1, Authorizations and Exemptions from
Title 14, Code of Federal Regulations (14 CFR).
3. Additionally, some departments and agencies
that perform special missions have been assigned
coded identifiers to permit them to apprise ATC of
ongoing mission activities and solicit special air
traffic assistance.
REFERENCE-
FAAO 7110.67, Special Aircraft Operations by Law
Enforcement/Military Organizations.
NOTE-
As specified in para 2-1-4, Operational Priority, priority
of handling for aircraft operating with coded identifiers
will be the same as that afforded to SAR aircraft performing
a SAR mission.
c. Assistance to law enforcement aircraft operations.
1. Provide the maximum assistance possible to
law enforcement aircraft, when requested, in helping
them locate suspect aircraft.
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9-2-6 Special Operations
2. Communicate with law enforcement aircraft,
when possible and if requested, on a frequency not
paired with your normal communications frequencies.
3. Do not allow assistance to law enforcement
aircraft to violate any required separation minima.
4. Do not assist VFR law enforcement aircraft in
any way that will create a situation which, in your
judgment, places the aircraft in unsafe proximity to
terrain or other aircraft.
9-2-12. MILITARY AERIAL REFUELING
Authorize aircraft to conduct aerial refueling along
published or special tracks at their flight plan altitude,
unless otherwise requested.
PHRASEOLOGY-
CLEARED TO CONDUCT REFUELING ALONG
(number) TRACK,
or
FROM (fix) TO (fix),
and
MAINTAIN REFUELING LEVEL (altitude),
or
MAINTAIN (altitude),
or
COMMENCING AT (altitude), DESCENDING TO
(altitude).
NOTE1. During aerial refueling, tanker aircraft are responsible
for receiver aircraft communication with ATC and for their
navigation along the track.
2. Aerial refueling airspace is not sterilized airspace and
other aircraft may transit this airspace provided vertical or
lateral separation is provided from refueling aircraft.
3. MARSA begins between the tanker and receiver when
the tanker and receiver(s) have entered the air refueling
airspace and the tanker advises ATC that he/she is
accepting MARSA.
4. MARSA ends between the tanker and receiver when the
tanker advises ATC that the tanker and receiver aircraft are
vertically positioned within the air refueling airspace and
ATC advises MARSA is terminated.
REFERENCE-
FAAO JO 7110.65, Para 2-1-11, Use of MARSA.
FAAO JO 7110.65, Para_5-5-8, Additional Separation for Formation
Flights.
FAAO JO 7610.4, Chapter 10, Aerial Refueling.
a. Provide radar assistance to the rendezvous for
participating aircraft:
1. When requested, and
2. By providing vertical separation prior to
MARSA declaration.
b. Do not request receiver aircraft that have been
cleared to conduct air refueling and have departed the
ARIP to:
1. Make code changes when less than 5 miles
from the tanker.
2. Squawk standby when less than 1 mile or
more than 3 miles from the tanker.
NOTE-
Requests for receiver aircraft to make code changes during
air refueling diverts the receiver pilot's attention during a
critical phase of flight.
c. When issuing an initial air refueling clearance,
you may request a receiver to squawk standby when
the receiver reaches a point 3 miles from the tanker.
NOTE1. Receiver aircraft will squawk normal when separation
from the tanker is greater than 3 miles.
2. Once rendezvous is completed, heading and altitude
assignments may be made with the tanker concurrence with
MARSA remaining in effect.
3. Upon rendezvous completion, the tanker shall keep
receiver aircraft within 3 miles of the tanker until MARSA
is terminated.
d. After MARSA has been declared, you should
avoid issuing course or altitude changes prior to
rendezvous.
NOTE-
Altitude or course changes issued will automatically void
MARSA.
e. Do not use the altitude vacated during the
refueling operation until the refueling aircraft has
reported reaching the next IFR altitude.
REFERENCE-
FAAO JO 7110.65, Para 6-6-2, Exceptions.
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Special Operations
f. Approve requests by the tanker pilot for vectors
or alternative routes or altitudes as follows:
1. Furnish vectors or alternative altitudes at any
time.
2. Furnish nonradar routes only after the
refueling aircraft have passed the ARCP.
NOTE1. To meet a training requirement that aerial refueling be
accomplished in a nonradar environment, the military has
requested that vectors be furnished only upon request.
2. The tanker commander is responsible for coordinating
all inflight requests with other aircraft in the refueling
mission before submission of such requests to the center.
3. Normally, aircraft conducting aerial refueling operations will utilize at least three consecutive altitudes.
g. Unless a vector or alternative route has been
furnished, clear the aircraft to depart the refueling
track at a navigational reference point or egress fix.
h. Request an aircraft to report the ARIP, ARCP, or
egress fix as necessary.
PHRASEOLOGY-
REPORT:
A-R-I-P,
or
A-R-C-P,
or
EGRESS FIX.
i. Expect the following procedures in addition to
those required by the appropriate parts of Title 14 of
the Code of Federal Regulations in the event of
two-way communications failure:
1. The tanker will depart the track from the
highest altitude in the block.
2. The receiver will depart the track from the
lowest altitude in the block.
3. Aircraft will squawk 7600 for at least
2_minutes prior to departing the track.
REFERENCE-
FAAO JO 7110.65, Para 9-2-13, Military Operations Above FL 600.
9-2-13. MILITARY OPERATIONS ABOVE
FL_600
Control aircraft operating above FL 600 using the
following procedures:
a. Flight plans involving supersonic flight are
required 16 hours in advance of proposed departure
times for processing and approval by the ARTCCs
concerned. The originating ARTCC, where the flight
plan is first filed, may waive the 16-hour advance
filing requirement.
b. The route of flight shall be defined by at least
one high altitude fix within each ARTCC area
without regard to the distance between fixes.
Additionally, the entry and exit points of turns of
90_degrees or more will be designated.
c. Elapsed times from takeoff to the first fix in each
ARTCC area shall be included in the route of flight.
d. The ARTCC which originates the flight plan
shall forward departure times to all ARTCCs
responsible for processing the flight plan.
e. Approval of the flight plan indicates approval of
both route and flight levels (if stated) including
operations below FL 600 (aerial refueling).
PHRASEOLOGY-
CLEARED AS FILED VIA ROUTE AND FLIGHT
LEVELS.
REFERENCE-
FAAO JO 7110.65, Para 9-2-12, Military Aerial Refueling.
f. Separation. Use the following as minima in lieu
of the corresponding type of separation prescribed in:
NOTE-
The primary method described to provide separation
between two supersonic aircraft is to descend the aircraft
at the lower FL and provide vertical separation since the
aircraft at the higher FL may not be able to climb rapidly
enough to establish the required separation. Another
aspect which should be considered is that supersonic
aircraft during turns, either programmed or as the result of
vectors, will lose a few thousand feet. Vectoring supersonic
aircraft seriously affects the range and mission objectives.
Radar separation is the preferred method of separating a
subsonic aircraft both from another subsonic aircraft or
from a supersonic aircraft.
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9-2-8 Special Operations
1. Para 4-5-1, Vertical Separation Minima:
5,000 feet.
NOTE1. The security requirements of the military services
preclude the transmission of actual altitude information on
the air/ground or landline circuits. A classified document
detailing the plan for ascertaining altitude codes for the
day should be readily available to the controllers at their
positions of operation.
2. Pilots will report their altitude, using the coded plan,
and intended flight profile on initial contact with each
ARTCC.
2. Para 6-5-4, Minima Along Other Than
Established Airways or Routes: Protect the airspace
25 miles either side of the route centerline. For turns
by supersonic aircraft, protect the airspace 75 miles
on the overflown side and 25 miles on the other side.
For turns by subsonic aircraft, protect the airspace
34_miles on the overflown side and 25 miles on the
other side.
REFERENCE-
FAAO JO 7110.65, Para 4-3-3, Abbreviated Departure Clearance.
9-2-14. MILITARY SPECIAL USE
FREQUENCIES
a. Assign special use frequency to:
NOTE-
Special use frequencies are assigned to ARTCCs in such a
manner that adjacent ARTCCs will not have the same
frequency. They are to be used within the ARTCC area
jurisdiction from the established FL base of the high
altitude sectors and above. Each high altitude sector
should have the capability to use the special use frequency
on a shared basis.
1. USAF, U.S. Navy, and Air National Guard
(ANG) single-pilot jet aircraft formations operating
at night or in instrument weather conditions.
Formations of five or more USAF aircraft deploying
either to a continental U.S. staging base or nonstop to
an overseas location are authorized to use special use
frequencies at any time. Normally these deployments
will be conducted within an altitude reservation.
2. U-2 and B-57 (pressure suit flights) aircraft
at all altitudes/FLs except where terminal operations
require the assignment of other frequencies.
NOTE-
Aerial refueling operations may require that aircraft leave
the special use frequency for communications with the
tanker. This will occur when the receiver is approximately
200 miles from the ARCP. The tanker aircraft will remain
on the ARTCC assigned frequency and will relay
clearances to the receiver as required. An alternate means
of communications between the tanker and receiver is HF
radio.
3. All aircraft during supersonic flight.
NOTE-
Pilots are expected to request assignment of the special use
frequency in the remarks section of the flight plan or before
entering supersonic flight. B-57 aircraft engaged in
pressure suit operations will use the static call sign KITE
and flights will normally be conducted from Dover,
Eielson, Ellington, Hickman, Howard, Kirtland, and
McClellan Air Force Bases.
4. E-3A AWACS mission crews when operations are being conducted as an MRU in accordance
with appropriate letters of agreement.
b. The special use frequency may be assigned as
“backup” for the high-altitude sector when direct
communications are essential because of a potential
emergency control situation.
c. Do not assign the special use frequency to the
aircraft in subpara a1 above, when they will operate
in airspace assigned for special military operations.
9-2-15. AVOIDANCE OF AREAS OF
NUCLEAR RADIATION
a. Advise pilots whenever their proposed flight
path will traverse a reported or forecasted area of
hazardous radiation and reroute the aircraft when
requested by the pilot.
REFERENCE-
FAAO JO 7610.4, Para 4-4-4, Avoidance of Hazardous Radiation
Areas.
b. Inform pilots when an airfield of intended
landing lies within a reported or forecasted area of
hazardous radiation and request the pilot to advise
his/her intentions.
9-2-16. SAMP
Provide special handling to U.S. Government and
military aircraft engaged in aerial sampling missions
(atmosphere sampling for nuclear, chemical, or
hazardous material contamination). Honor inflight
clearance requests for altitude and route changes to
the maximum extent possible. Other IFR aircraft may
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Special Operations
be recleared so that requests by SAMPLER aircraft
are honored. Separation standards as outlined in this
order shall be applied in all cases.
REFERENCE-
FAAO JO 7110.65, Para 2-1-4, Operational Priority.
FAAO JO 7110.65, Para 2-4-20, Aircraft Identification.
FAAO JO 7610.4, Para 4-4-4, Avoidance of Hazardous Radiation
Areas.
9-2-17. AWACS/NORAD SPECIAL
FLIGHTS
Do not delay E-3 AWACS aircraft identified as
“AWACS/NORAD Special” flights. The following
control actions are acceptable while expediting these
aircraft to the destination orbit.
a. En route altitude changes +
/– 2,000 feet from the
requested flight level.
b. Radar vectors or minor route changes that do
not impede progress towards the destination orbit.
NOTE-
NORAD has a requirement to position E-3 AWACS aircraft
at selected locations on a time-critical basis. To the extent
possible these flights will utilize routes to the destination
orbit that have been precoordinated with the impacted ATC
facilities. To identify these flights, the words “AWACS/
NORAD SPECIAL” will be included as the first item in the
remarks section of the flight plan.
9-2-18. WEATHER RECONNAISSANCE
FLIGHTS
TEAL and NOAA mission aircraft fly reconnaissance flights to gather meteorological data on winter
storms, (NWSOP missions), hurricanes and tropical
cyclones (NHOP missions). The routes and timing of
these flights are determined by movement of the
storm areas and not by traffic flows.
a. When a dropsonde release time is received from
a TEAL or NOAA mission aircraft, workload and
priorities permitting, controllers shall advise the
mission aircraft of any traffic estimated to pass
through the area of the drop at altitudes below that of
the mission aircraft. This traffic advisory shall
include:
1. Altitude.
2. Direction of flight.
3. ETA at the point closest to drop area (or at the
fix/intersection where drop will occur).
NOTE-
A dropsonde is a 14-inch long cardboard cylinder about
2.75 inches in diameter, that weighs approximately
14_ounces (400 grams), and has a parachute attached.
When released from the aircraft it will fall at a rate of
approximately 2,500 feet per minute. Controllers should
recognize that a dropsonde released at FL 310 will be a
factor for traffic at FL 210 four minutes later. It is the
aircraft commanders responsibility to delay release of
dropsondes if traffic is a factor. Aircraft commanders will
delay release of dropsondes based solely upon traffic as
issued by ATC.
b. When advised that an airborne TEAL or NOAA
aircraft is requesting a clearance via CARCAH, issue
the clearance in accordance with Chapter 4, IFR,
Section 2, Clearances.
REFERENCE-
FAAO JO 7110.65, Para 4-2-1, Clearance Items.
FAAO JO 7110.65, Para 4-2-2, Clearance Prefix.
FAAO JO 7110.65, Para 4-2-3, Delivery Instructions.
c. If a TEAL or NOAA mission aircraft must be
contacted but is out of VHF, UHF, and HF radio
range, advise the supervisory traffic management
coordinator-in-charge.
REFERENCE-
FAAO JO 7210.3, Para 5-3-6, Weather Reconnaissance Flights.
FAAO JO 7110.65, Para 2-1-4, Operational Priority.
9-2-19. EVASIVE ACTION MANEUVER
Approve a pilot request to conduct an evasive action
maneuver only on the basis of a permissible traffic
situation. Specify the following items, as necessary,
when issuing approval:
NOTE-
The “evasive action” maneuver is performed by a
bomber/fighter bomber aircraft at or above FL 250 along
a 60 NM long segment of the flight plan route overlying a
RBS or other site and includes:
1. Flying a zigzag pattern on both the left and right side
of the flight plan route centerline. Altitude deviations are
made in conjunction with the lateral maneuvering.
2. Lateral deviations from the route centerline will not
normally exceed 12 miles. Altitude variations shall not
exceed plus or minus 1,000 feet of the assigned flight level;
i.e., confined within a 2,000 foot block.
a. Specific route segment on which the maneuver
will take place.
b. Distance of maximum route deviation from the
centerline in miles.
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9-2-10 Special Operations
c. Altitude.
PHRASEOLOGY-
CLEARED TO CONDUCT EVASIVE ACTION
MANEUVER FROM (fix) TO (fix),
and
(number of miles) EITHER SIDE OF CENTERLINE,
and
MAINTAIN (altitude) THROUGH (altitude),
and
COMPLETE MANEUVER AT (fix) AT (altitude).
9-2-20. NONSTANDARD FORMATION/
CELL OPERATIONS
Occasionally the military is required to operate in a
nonstandard cell formation and controllers should be
knowledgeable of the various tactics employed and
the procedures used.
REFERENCE-
FAAO JO 7610.4, Chapter 12, Section 12, Formation Flight.
a. Formation leaders are responsible for obtaining
ATC approval to conduct nonstandard formation/cell
operations.
b. When nonstandard formation/cell operations
have been approved, controllers shall assign
sufficient altitudes to allow intra-cell vertical spacing
of 500 feet between each aircraft in the formation.
c. Control nonstandard formation/cell operations
on the basis that MARSA is applicable between the
participating aircraft until they establish approved
separation which is acknowledged by ATC.
d. Apply standard separation criteria between the
approved nonstandard formation/cell envelope and
nonparticipating aircraft.
e. Clear aircraft operating in a nonstandard
formation/cell to the breakup fix as the clearance
limit. Forward data pertaining to route or altitude
beyond the breakup point to the center concerned as
a part of the routine flight plan information.
f. EN ROUTE. If the breakup occurs in your area,
issue appropriate clearances to authorize transition
from formation to individual routes or altitudes. If a
breakup cannot be approved, issue an appropriate
clearance for the flight to continue as a formation.
9-2-21. OPEN SKIES TREATY AIRCRAFT
a. OPEN SKIES aircraft will be identified by the
call sign “OSY” (OPEN SKIES) followed by two
digits and a one-letter mission suffix.
EXAMPLE-
OSY12D
Mission suffixes:
*F = Observation Flights (Priority).
*D = Demonstration Flights (Priority).
*T = Transit Flights (Nonpriority).
NOTE1. Observation/Demonstration flights are conducted
under rigid guidelines outlined in the Treaty of OPEN
SKIES that govern sensor usage, maximum flight
distances, altitudes and priorities.
2. Transit flights are for the sole purpose of moving an
OPEN SKIES aircraft from airport to airport in
preparation for an actual OPEN SKIES “F” or “D”
mission.
b. Provide priority and special handling to
expedite the movement of an OPEN SKIES
observation or demonstration flight.
REFERENCE-
FAAO JO 7110.65, Para 2-1-4, Operational Priority, subpara n.
FAAO JO 7210.3, Para 5-3-7, OPEN SKIES Treaty Aircraft.
Treaty on OPEN SKIES, Treaty Document, 102-37.
c. OPEN SKIES aircraft, while maintaining
compliance with ATC procedures, shall have priority
over activities in Special Use Airspace (SUA) and
shall be allowed to transit such airspace as filed after
appropriate and timely coordination has been
accomplished between the using agency and
controlling agency.
1. OPEN SKIES Treaty flights transiting SUA
will be handled in the following manner:
(a) The ATC facility controlling the OPEN
SKIES flight shall advise the using/scheduling
agency or appropriate ATC facility when the OPEN
SKIES aircraft is fifteen (15) minutes from the SUA
boundary; and
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Special Operations
(1) For SUA that has an ATC facility
providing services to the area, provide standard
separation. If the ATC facility is unable to provide
standard separation from the activities in the SUA,
the using agency must confirm that all operations in
the SUA have ceased.
(2) For SUA not associated with an ATC
facility, the using/scheduling agency must return the
SUA to the controlling agency and confirm that all
operations in the SUA have ceased.
(b) If the controlling facility/using agency is
unable to confirm that all conflicting activities in the
SUA have ceased, the OPEN SKIES aircraft shall not
be permitted access to the SUA.
2. Return SUA to the using agency, if
appropriate, within fifteen (15) minutes after the
OPEN SKIES aircraft clears the SUA.
d. Clear the aircraft according to the filed flight
plan.
1. Do not ask the pilot to deviate from the
planned action or route of flight except to preclude an
emergency situation or other higher priority aircraft.
2. Do not impose air traffic control delays
except to preclude emergency situations or other
higher priority aircraft.
NOTE-
If for reasons of flight safety the route or altitude must be
changed, return the aircraft to the filed flight plan route as
soon as practical.
7/31/08 JO 7110.65S CHG 1
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9-3-1
Special Use and ATC Assigned Airspace
Section 3. Special Use and ATC Assigned Airspace
9-3-1. APPLICATION
Apply the procedures in this section to aircraft
operating in proximity to special use or ATC assigned
airspace (ATCAA) unless the airspace is designated
an Alert Area/Controlled Firing Area or one of the
following conditions exist:
NOTE-
These procedures are not applicable to Alert Areas or
Controlled Firing Areas.
REFERENCE-
P/CG Term- Special Use Airspace.
a. The pilot informs you that permission has been
obtained from the using agency to operate in the
airspace.
b. The using agency informs you they have given
permission for the aircraft to operate in the airspace.
NOTE-
Using agency permission may be relayed to the pilot.
c. The Restricted/Warning Area, MOA, or
ATCAA has been released to the controlling agency.
d. The aircraft is on an approved ALTRV, unless
the airspace area in question is an ATCAA.
NOTE-
Mission project officers are responsible for obtaining
approval for ALTRV operations within Prohibited/
Restricted/Warning Areas and MOAs.
REFERENCE-
FAAO JO 7110.65, Para 9-3-4, Transiting Active SUA/ATCAA.
e. Operations in special use airspace located in
offshore/oceanic airspace will be conducted in
accordance with the procedures in Chapter 8,
Offshore/Oceanic Procedures.
9-3-2. SEPARATION MINIMA
Unless clearance of nonparticipating aircraft in/
through/adjacent to a Prohibited/Restricted/Warning
Area/MOA/ATCAA is provided for in a Letter of
Agreement (LOA) or Letter of Procedure (LOP),
separate nonparticipating aircraft from active special
use airspace by the following minima:
a. Assign an altitude consistent with para 4-5-2,
Flight Direction, and 4-5-3, Exceptions, which is at
least 500 feet (above FL 290-1000 feet) above/below
the upper/lower limit of the Prohibited/Restricted/
Warning Area/MOA/ATCAA.
REFERENCE-
FAAO JO 7210.3, Para 2-1-17, Prohibited/Restricted Areas.
b. Provide radar separation of 3 miles (En route
Stage A/DARC, FL 600 and above - 6 miles) from the
special use airspace peripheral boundary.
c. Clear aircraft on airways or routes whose widths
or protected airspace do not overlap the peripheral
boundary.
d. Exception._Some Prohibited/Restricted/Warning Areas are established for security reasons or to
contain hazardous activities not involving aircraft
operations. Where facility management has identified these areas as outlined in FAAO_JO_7210.3,
Facility Operation and Administration, vector
aircraft to remain clear of the peripheral boundary.
NOTE-
Nonparticipating aircraft refers to those aircraft for which
you have separation responsibility and which have not
been authorized by the using agency to operate in/through
the special use airspace or ATCAA in question.
9-3-3. VFR-ON-TOP
If the aircraft's route, track, or altitude may cause it
to enter an active Prohibited/Restricted/Warning
Area, MOA, or ATCAA:
a. Inform the pilot to conduct flight “VFR-ontop” at least 500 feet above the upper limit or lower
limit of the airspace (subject to para 7-3-1,
VFR-on-top); or
PHRASEOLOGY-
MAINTAIN VFR-ON-TOP AT LEAST 500 FEET
ABOVE/BELOW (upper/lower limit of airspace) ACROSS
(name or number of airspace) BETWEEN (fix) AND (fix);
and if the airspace is an ATCAA,
(name of ATCAA) IS ATC ASSIGNED AIRSPACE.
REFERENCE-
FAAO JO 7110.65, Para 7-1-1, Class A Airspace Restrictions.
b. Clear the aircraft via a routing which provides
approved separation from the airspace.
JO 7110.65S 2/14/08
9-3-2 Special Use and ATC Assigned Airspace
c. Exception: Some Prohibited/Restricted Areas
are established for security reasons or to contain
hazardous activities not involving aircraft operations.
The addition of 500 (or 1,000) feet to the upper/lower
limit of these Prohibited/Restricted Areas is not
required if the areas have been identified by facility
management.
REFERENCE-
FAAO JO 7210.3, Para 2-1-17, Prohibited/Restricted Areas.
9-3-4. TRANSITING ACTIVE SUA/ATCAA
If a LOA/LOP has been coordinated with the Using
Agency and permission has been granted to transit the
area:
a. Comply with the instruction/clearances issued
by the Using Agency and provide the applicable
separation minima between aircraft when two or
more aircraft are transiting the area; or
NOTE-
Some Using Agencies are also air traffic control facilities.
b. If unable to comply with instructions/clearances, clear the aircraft in accordance with
para_9-3-2, Separation Minima.
NOTE-
The FAA has no jurisdictional authority over the use of
nonjoint use prohibited/restricted/warning area airspace;
therefore, clearance cannot be issued for flight therein
without the appropriate approval.
JO 7110.65S 2/14/08
9-4-1
Fuel Dumping
Section 4. Fuel Dumping
9-4-1. INFORMATION REQUIREMENTS
When information is received that an aircraft plans to
dump fuel, determine the route and altitude it will fly
and the weather conditions in which the operation
will be conducted.
9-4-2. ROUTING
Except when it is dumping fuel for emergency
reasons, an aircraft in either VFR or IFR conditions
may be requested to fly a different route.
9-4-3. ALTITUDE ASSIGNMENT
If an aircraft is dumping fuel in IFR conditions, assign
an altitude at least 2,000 feet above the highest
obstacle within 5 miles of the route or pattern being
flown.
9-4-4. SEPARATION MINIMA
Separate known aircraft from the aircraft dumping
fuel as follows:
a. IFR aircraft by one of the following:
1. 1,000 feet above it; or in accordance with
para_4-5-1, Vertical Separation Minima, whichever
is greater.
2. 2,000 feet below it.
3. 5 miles radar.
4. 5 miles laterally.
b. VFR radar-identified aircraft by 5 miles and in
accordance with para 5-6-1, Application.
9-4-5. INFORMATION DISSEMINATION
a. If you are in contact with an aircraft when it
starts dumping fuel, inform other controllers and
facilities which might be concerned. Facilities
concerned shall broadcast an advisory on appropriate
radio frequencies at 3-minute intervals until the
dumping stops.
PHRASEOLOGY-
ATTENTION ALL AIRCRAFT.
FUEL DUMPING IN PROGRESS OVER (location) AT
(altitude) BY (type aircraft) (flight direction).
b. Broadcast a terminating advisory when the fuel
dumping operation is completed.
PHRASEOLOGY-
ATTENTION ALL AIRCRAFT.
FUEL DUMPING OVER (location) TERMINATED.
JO 7110.65S 2/14/08
9-4-2
JO 7110.65S 2/14/08
9-5-1
Jettisoning of External Stores
Section 5. Jettisoning of External Stores
9-5-1. JETTISONING OF EXTERNAL
STORES
At locations where a drop area has been established
for radar assistance in jettisoning of external stores,
provide vectoring service upon request to:
NOTE1. Where required, a mutually satisfactory drop area for
the jettisoning of external stores will be determined by
radar-equipped towers and centers in cooperation with the
local USAF units, Air Division, or civil operators and civil
aircraft companies concerned.
2. FAA and Headquarters, USAF, have agreed to allow
FAA facilities to vector USAF, Air Force Reserve, and
Air_National Guard aircraft for jettisoning of all external
stores; i.e., tip tanks, JATO racks, special weapons, etc.
Any similar vectoring service given to civil operators and
civil aircraft companies operating Air Force type aircraft
requires written agreement between the FAA and the user
to relieve the FAA of possible liability. The regional
counsel's office acts for FAA in executing this agreement.
a. USAF, ANG, and Air Force Reserve aircraft at
any time.
b. Civil operators and civil aircraft when a written
agreement is in effect for your location.
JO 7110.65S 2/14/08
9-5-2
JO 7110.65S 2/14/08
9-6-1
Unmanned Free Balloons
Section 6. Unmanned Free Balloons
9-6-1. APPLICATION
FIG 9-6-1
Shapes of 11 Million Cubic Feet Balloon
at Various Altitudes
Apply the following procedures, as appropriate,
when unmanned free balloons are within airspace for
which you have control jurisdiction:
NOTE-
These procedures apply to unmanned free balloons that
carry payloads as described in 14 CFR Section_101.1(a)(4). Payloads may weigh several
hundred_pounds and the physical shape of the balloons
change at various altitudes/flight levels. (See FIG 9-6-1.)
Balloon and payload ascend at an average rate of 400 feet
a minute. Over the descent area, the payload is normally
released from the balloon and descends by parachute at a
minimum rate of 1,000 feet a minute. The balloon is
normally deflated automatically when the payload is
released. The operator is required to advise ATC 1 hour in
advance of descent in accordance with 14 CFR
Section_101.39.
a. Post the balloon flight on flight progress strips
along the planned trajectory and revise routing as
tracking/position reports require.
NOTE-
The prelaunch notice information should be posted on
flight progress strips for planning and operational
purposes.
b. Radar flight follow balloons to the extent that
equipment capabilities permit. If radar flight
following is not possible, tracking should be
attempted by communication with the “chase plane,”
telephone contact with the operator, pilot, or ground
observation reports.
NOTE-
Some operators have equipped their balloons with
transponder beacons in addition to a radar reflection
device or material required by 14 CFR Section 101.35, but
at cruise altitude, the balloon's communications equipment
and transponder, if so equipped, are operated intermittently to conserve battery energy.
c. With pilot concurrence, provide separation
between aircraft and balloons when you are satisfied
that the balloon information is sufficiently reliable to
provide the service. Do not attempt to separate
aircraft from the balloon by using vertical separation
unless you have accurate balloon altitude information.
d. Provide traffic advisories to all affected aircraft
during initial contact specifying the balloon's known
or estimated position, direction of movement, and
altitude as “unknown” or “reported,” as appropriate.
NOTE-
Unless ATC requires otherwise, operators of unmanned
free balloons are required to monitor the course of the
balloon and record its position at least every two hours. As
required in 14 CFR Section 101.39a, balloon position
reports are not forwarded by the operator unless requested
by ATC.
PHRASEOLOGY-
UNMANNED FREE BALLOON OVER (name of location),
or
ESTIMATED OVER (name of location), MOVING
(direction of movement).
LAST REPORTED ALTITUDE AT (altitude as reported by
the operator or determined from pilot report),
or
ALTITUDE UNKNOWN.
e. To transfer flight following responsibility of
balloons between facilities or between controllers,
forward the following information when available:
REFERENCE14 CFR Section 101.37, Notice Requirements.
14 CFR Section 101.39, Balloon Position Reports.
JO 7110.65S 2/14/08
9-6-2 Unmanned Free Balloons
1. Identification and type; e.g., Flight 804
Balloon.
2. Last known position and altitude.
3. General direction of movement and speed.
4. ETA over facility boundary, sector boundary,
or other point if believed to be reasonably accurate.
5. Other pertinent information.
6. If in radar contact, physically point out the
target to the receiving controller.
7. The name and the telephone number of the
location where tracking is being accomplished.
REFERENCE-
FAAO JO 7110.65, Para 9-6-2, Derelict Balloons.
9-6-2. DERELICT BALLOONS
Balloons become derelict when a moored balloon
slips its mooring and becomes a hazard to air
navigation or when an unmanned free balloon flight
cannot be terminated as planned. When this occurs:
a. In the case of a moored balloon which has
slipped its moorings, issue traffic advisories.
b. In the case of an unmanned free balloon, flight
follow the balloon and, to the extent possible, provide
aircraft under your control separation from the
balloon.
c. Forward balloon position information received
from pilot reports or derived from radar returns to
your supervisor for further dissemination.
d. If radar contact with the balloon is lost,
broadcast an advisory to all aircraft operating in the
airspace affected by the derelict balloon at 10-minute
intervals continuing until the derelict balloon is no
longer a factor.
PHRASEOLOGY-
ADVISORY TO ALL AIRCRAFT.
DERELICT BALLOON REPORTED IN THE VICINITY
OF (location),
or
ESTIMATED IN VICINITY OF (location),
or
REPORTED OVER (location),
or
RADAR REPORTED OVER (location).
LAST REPORTED ALTITUDE/FLIGHT LEVEL AT
(altitude/flight level as reported by operator or pilot
report),
or
ALTITUDE/FLIGHT LEVEL UNKNOWN.
e. Transfer flight following responsibility as
outlined in para 9-6-1, Application, subpara e.
REFERENCE-
FAAO JO 7210.3, Para 18-5-2, Derelict Balloons/Objects.
JO 7110.65S 2/14/08
9-7-1
Parachute Operations
Section 7. Parachute Operations
9-7-1. COORDINATION
Coordinate any pertinent information prior to and at
the end of each parachute jump or series of jumps
which begins or ends in your area of jurisdiction with
other affected ATC facilities/sectors.
NOTE14 CFR Section 105.15 prescribes the information
required from each person requesting authorization or
submitting notification for nonemergency parachute
jumping activity._
REFERENCE-
FAAO JO 7210.3, Para_18-4-1, Nonemergency Parachute Jump
Operations.
14 CFR Part 105, Parachute Operations.
9-7-2. CLASS A, CLASS B, AND CLASS C
AIRSPACE
a. Authorize parachute operations only within
airspace designated for the jumping activity.
b. Separate aircraft, other than those participating
in the jump operation, from the airspace authorized
for the jumping activity.
c. Impose, as necessary, any conditions and
restrictions which in your judgment would promote
the safety of the operation.
REFERENCE14 CFR Section 105.25, Parachute Operations in Designated
Airspace.
9-7-3. CLASS D AIRSPACE
TERMINAL
Handle requests to conduct jump operations in or into
Class D airspace in which there is a functioning
control tower as follows:
a. Authorize parachute jumping with respect to
known or observed traffic.
b. Issue advisory information to the jump aircraft
and to nonparticipating aircraft as necessary for the
safe conduct of the jump operation.
9-7-4. OTHER CONTROL AIRSPACE
Handle notifications to conduct jump operations in
other Class E airspace as follows:
a. Issue a traffic advisory to the jump aircraft
before the jump. Include aircraft type, altitude, and
direction of flight of all known traffic which will
transit the airspace within which the jump will be
conducted.
NOTE14 CFR Section 105.13, Radio Equipment and Use
Requirements, prescribes that, except when otherwise
authorized by ATC, parachute jumping is not allowed in or
into Class E airspace unless radio communications have
been established between the aircraft and the FAA ATC
facility having jurisdiction over the affected airspace of the
first intended exit altitude at least 5 minutes before the
jumping activity is to begin for the purpose of receiving
information in the aircraft about known air traffic in the
vicinity of the jump aircraft.
b. Issue advisories to all known aircraft which will
transit the airspace within which the jump operations
will be conducted. Advisories shall consist of the
location, time, duration, and altitude from which the
jump will be made.
c. When time or numbers of aircraft make
individual transmissions impractical, advisories to
nonparticipating aircraft may be broadcast on
appropriate control frequencies, or when available,
the ATIS broadcast.
d. When requested by the pilot and to the extent
possible, assist nonparticipating aircraft to avoid the
airspace within which the jump will be conducted.
JO 7110.65S 2/14/08
9-7-2
JO 7110.65S 2/14/08
9-8-1
Unidentified Flying Object (UFO) Reports
Section 8. Unidentified Flying Object (UFO) Reports
9-8-1. GENERAL
a. Persons wanting to report UFO/Unexplained
Phenomena activity should contact an UFO/
Unexplained Phenomena Reporting Data Collection
Center, such as the National Institute for Discovery
Sciences (NIDS), the National UFO Reporting
Center, etc.
b. If concern is expressed that life or property
might be endangered, report the activity to the local
law enforcement department.
JO 7110.65S 2/14/08
9-8-2
JO 7110.65S 2/14/08
10-1-1
General
Chapter 10. Emergencies
Section 1. General
10-1-1. EMERGENCY DETERMINATIONS
a. An emergency can be either a Distress or an
Urgency condition as defined in the “Pilot/Controller
Glossary.”
b. A pilot who encounters a Distress condition
should declare an emergency by beginning the initial
communication with the word “Mayday,” preferably
repeated three times. For an Urgency condition, the
word “Pan-Pan” should be used in the same manner.
c. If the words “Mayday” or “Pan-Pan” are not
used and you are in doubt that a situation constitutes
an emergency or potential emergency, handle it as
though it were an emergency.
d. Because of the infinite variety of possible
emergency situations, specific procedures cannot be
prescribed. However, when you believe an emergency exists or is imminent, select and pursue a
course of action which appears to be most appropriate
under the circumstances and which most nearly
conforms to the instructions in this manual.
REFERENCE-
FAAO JO 7110.65, Para 9-2-7, IFR Military Training Routes.
10-1-2. OBTAINING INFORMATION
Obtain enough information to handle the emergency
intelligently. Base your decision as to what type of
assistance is needed on information and requests
received from the pilot because he/she is authorized
by 14 CFR Part 91 to determine a course of action.
10-1-3. PROVIDING ASSISTANCE
Provide maximum assistance to aircraft in distress.
Enlist the services of available radar facilities and DF
facilities operated by the FAA, the military services,
and the Federal Communications Commission, as
well as their emergency services and facilities, when
the pilot requests or when you deem necessary.
REFERENCE-
FAAO JO 7110.65, Para 2-1-4, Operational Priority.
10-1-4. RESPONSIBILITY
a. If you are in communication with an aircraft in
distress, handle the emergency and coordinate and
direct the activities of assisting facilities. Transfer
this responsibility to another facility only when you
feel better handling of the emergency will result.
b. When you receive information about an aircraft
in distress, forward detailed data to the center in
whose area the emergency exists.
NOTE1. Centers serve as the central points for collecting
information, for coordinating with SAR, and for
conducting a communications search by distributing any
necessary ALNOTs concerning:
a. Overdue or missing IFR aircraft.
b. Aircraft in an emergency situation occurring in
their respective area.
c. Aircraft on a combination VFR/IFR or an airfiled
IFR flight plan and 30 minutes have passed since the pilot
requested IFR clearance and neither communication nor
radar contact can be established with it. For SAR purposes,
these aircraft are treated the same as IFR aircraft.
d. Overdue or missing aircraft which have been
authorized to operate in accordance with special VFR
clearances.
2. Notifying the center about a VFR aircraft emergency
allows provision of IFR separation if considered necessary.
REFERENCE-
FAAO JO 7110.65, Para 10-2-5, Emergency Situations.
FAAO JO 7110.65, Para 10-3-2, Information to be Forwarded to
ARTCC.
FAAO JO 7110.65, Para 10-3-3, Information to be Forwarded to
RCC.
c. If the aircraft involved is operated by a foreign
air carrier, notify the center serving the departure or
destination point, when either point is within the U.S.,
for relay to the operator of the aircraft.
d. The ARTCC shall be responsible for receiving
and relaying all pertinent ELT signal information to
the appropriate authorities.
REFERENCE-
FAAO JO 7110.65, Para_10-2-10, Emergency Locator Transmitter
(ELT) Signals.
JO 7110.65S 2/14/08
10-1-2 General
e. When consideration is given to the need to
escort an aircraft in distress, evaluate the close
formation required by both aircraft. Special consideration should be given if the maneuver takes the
aircraft through the clouds.
f. Before a determination is made to have an
aircraft in distress be escorted by another aircraft, ask
the pilots if they are familiar with and capable of
formation flight.
1. Do not allow aircraft to join up in formation
during emergency conditions, unless:
(a) The pilots involved are familiar with and
capable of formation flight.
(b) They can communicate with one another,
and have visual contact with each other.
2. If there is a need for aircraft that are not
designated as search and rescue aircraft to get closer
to one another than radar separation standards allow,
the maneuver shall be accomplished, visually, by the
aircraft involved.
10-1-5. COORDINATION
Coordinate efforts to the extent possible to assist any
aircraft believed overdue, lost, or in emergency
status.
10-1-6. AIRPORT GROUND EMERGENCY
TERMINAL
a. When an emergency occurs on the airport
proper, control other air and ground traffic to avoid
conflicts in the area where the emergency is being
handled. This also applies when routes within the
airport proper are required for movement of local
emergency equipment going to or from an emergency
which occurs outside the airport proper.
NOTE-
Aircraft operated in proximity to accident or other
emergency or disaster locations may cause hindrances to
airborne and surface rescue or relief operations.
Congestion, distraction or other effects, such as wake
turbulence from nearby airplanes and helicopters, could
prevent or delay proper execution of these operations.
REFERENCE-
FAAO JO 7210.3, Chapter 19, Temporary Flight Restrictions.
14 CFR Section 91.137, Temporary Flight Restrictions.
b. Workload permitting, monitor the progress of
emergency vehicles responding to a situation. If
necessary, provide available information to assist
responders in finding the accident/incident scene.
10-1-7. INFLIGHT EMERGENCIES
INVOLVING MILITARY FIGHTER-TYPE
AIRCRAFT
a. The design and complexity of military
fighter-type aircraft places an extremely high
workload on the pilot during an inflight emergency.
The pilot's full attention is required to maintain
control of the aircraft. Therefore, radio frequency and
transponder code changes should be avoided and
radio transmissions held to a minimum, especially
when the aircraft experiencing the emergency is at
low altitude.
b. Pilots of military fighter-type aircraft, normally single engine, experiencing or anticipating loss
of engine power or control may execute a flameout
pattern in an emergency situation. Circumstances
may dictate that the pilot, depending on the position
and nature of the emergency, modify the pattern
based on actual emergency recovery requirements.
c. Military airfields with an assigned flying
mission may conduct practice emergency approaches. Participating units maintain specific
procedures for conducting these operations.
REFERENCE-
FAAO JO 7110.65, Para 3-10-13, Simulated Flameout (SFO)
Approaches/Emergency Landing Pattern (ELP) Operations/Practice
Precautionary Approaches.
JO 7110.65S 2/14/08
10-2-1
Emergency Assistance
Section 2. Emergency Assistance
10-2-1. INFORMATION REQUIREMENTS
a. Start assistance as soon as enough information
has been obtained upon which to act. Information
requirements will vary, depending on the existing
situation. Minimum required information for inflight
emergencies is:
NOTE-
In the event of an ELT signal see para 10-2-10, Emergency
Locator Transmitter (ELT) Signals.
1. Aircraft identification and type.
2. Nature of the emergency.
3. Pilot's desires.
b. After initiating action, obtain the following
items or any other pertinent information from the
pilot or aircraft operator, as necessary:
NOTE-
Normally, do not request this information from military
fighter-type aircraft that are at low altitudes (i.e., on
approach, immediately after departure, on a low level
route, etc.). However, request the position of an aircraft
that is not visually sighted or displayed on radar if the
location is not given by the pilot.
1. Aircraft altitude.
2. Fuel remaining in time.
3. Pilot reported weather.
4. Pilot capability for IFR flight.
5. Time and place of last known position.
6. Heading since last known position.
7. Airspeed.
8. Navigation equipment capability.
9. NAVAID signals received.
10. Visible landmarks.
11. Aircraft color.
12. Number of people on board.
13. Point of departure and destination.
14. Emergency equipment on board.
10-2-2. FREQUENCY CHANGES
Although 121.5 MHz and 243.0 MHz are emergency
frequencies, it might be best to keep the aircraft on the
initial contact frequency. Change frequencies only
when there is a valid reason.
10-2-3. AIRCRAFT ORIENTATION
Orientate an aircraft by the means most appropriate
to the circumstances. Recognized methods include:
a. Radar.
b. DF.
c. NAVAIDs.
d. Pilotage.
e. Sighting by other aircraft.
10-2-4. ALTITUDE CHANGE FOR
IMPROVED RECEPTION
When you consider it necessary and if weather and
circumstances permit, recommend that the aircraft
maintain or increase altitude to improve communications, radar, or DF reception.
NOTE-
Aircraft with high-bypass turbofan engines (such as B747)
encountering volcanic ash clouds have experienced total
loss of power to all engines. Damage to engines due to
volcanic ash ingestion increases as engine power is
increased, therefore, climb while in the ash cloud is to be
avoided where terrain permits.
REFERENCE-
AIM, Para 7-5-9, Flight Operations in Volcanic Ash.
10-2-5. EMERGENCY SITUATIONS
Consider that an aircraft emergency exists and inform
the RCC or ARTCC and alert the appropriate DF
facility when:
NOTE1. USAF facilities are only required to notify the ARTCC.
2. The requirement to alert DF facilities may be deleted if
radar contact will be maintained throughout the duration
of the emergency.
a. An emergency is declared by either:
1. The pilot.
JO 7110.65S 2/14/08
10-2-2 Emergency Assistance
2. Facility personnel.
3. Officials responsible for the operation of the
aircraft.
b. There is unexpected loss of radar contact and
radio communications with any IFR or VFR aircraft.
c. Reports indicate it has made a forced landing, is
about to do so, or its operating efficiency is so
impaired that a forced landing will be necessary.
d. Reports indicate the crew has abandoned the
aircraft or is about to do so.
e. An emergency radar beacon response is
received.
NOTE-
EN ROUTE. During Stage A operation, Code 7700 causes
EMRG to blink in field E of the data block.
f. Intercept or escort aircraft services are required.
g. The need for ground rescue appears likely.
h. An Emergency Locator Transmitter (ELT)
signal is heard or reported.
REFERENCE-
FAAO JO 7110.65, Para 10-1-3, Providing Assistance.
FAAO JO 7110.65, Para_10-2-10, Emergency Locator Transmitter
(ELT) Signals.
10-2-6. HIJACKED AIRCRAFT
Hijack attempts or actual events are a matter of
national security and require special handling. Policy
and procedures for hijack situations are detailed in
FAAO JO_7610.4, Special Operations. FAAO
JO_7610.4 describes reporting requirements, air crew
procedures, air traffic procedures and escort or
interceptor procedures for hijack situations.
REFERENCE-
FAAO JO 7610.4, Chapter 7, Hijacked/Suspicious Aircraft Reporting
and Procedures.
FAAO JO 7110.65, Para 5-2-13, Code Monitor.
10-2-7. VFR AIRCRAFT IN WEATHER
DIFFICULTY
a. If VFR aircraft requests assistance when it
encounters or is about to encounter IFR weather
conditions, determine the facility best able to provide
service. If a frequency change is necessary, advise the
pilot of the reason for the change, and request the
aircraft contact the appropriate control facility.
Inform that facility of the situation. If the aircraft is
unable to communicate with the control facility, relay
information and clearances.
b. The following shall be accomplished on a
Mode C equipped VFR aircraft which is in
emergency but no longer requires the assignment of
Code 7700:
1. TERMINAL. Assign a beacon code that will
permit terminal minimum safe altitude warning
(MSAW) alarm processing.
2. EN ROUTE. An appropriate keyboard entry
shall be made to ensure en route MSAW (EMSAW)
alarm processing.
10-2-8. RADAR ASSISTANCE TO VFR
AIRCRAFT IN WEATHER DIFFICULTY
a. If a VFR aircraft requests radar assistance when
it encounters or is about to encounter IFR weather
conditions, ask the pilot if he/she is qualified for and
capable of conducting IFR flight.
b. If the pilot states he/she is qualified for and
capable of IFR flight, request him/her to file an IFR
flight plan and then issue clearance to destination
airport, as appropriate.
c. If the pilot states he/she is not qualified for or not
capable of conducting IFR flight, or if he/she refuses
to file an IFR flight plan, take whichever of the
following actions is appropriate:
1. Inform the pilot of airports where VFR
conditions are reported, provide other available
pertinent weather information, and ask if he/she will
elect to conduct VFR flight to such an airport.
2. If the action in subpara 1 above is not feasible
or the pilot declines to conduct VFR flight to another
airport, provide radar assistance if the pilot:
(a) Declares an emergency.
(b) Refuses to declare an emergency and you
have determined the exact nature of the radar services
the pilot desires.
3. If the aircraft has already encountered IFR
conditions, inform the pilot of the appropriate
terrain/obstacle clearance minimum altitude. If the
aircraft is below appropriate terrain/obstacle clearance minimum altitude and sufficiently accurate
position information has been received or radar
identification is established, furnish a heading or
radial on which to climb to reach appropriate
terrain/obstacle clearance minimum altitude.
JO 7110.65S 2/14/08
10-2-3
Emergency Assistance
d. The following shall be accomplished on a
Mode_C equipped VFR aircraft which is in
emergency but no longer requires the assignment of
Code 7700:
1. TERMINAL. Assign a beacon code that will
permit terminal minimum safe altitude warning
(MSAW) alarm processing.
2. EN ROUTE. An appropriate keyboard entry
shall be made to ensure en route MSAW (EMSAW)
alarm processing.
10-2-9. RADAR ASSISTANCE
TECHNIQUES
Use the following techniques to the extent possible
when you provide radar assistance to a pilot not
qualified to operate in IFR conditions:
a. Avoid radio frequency changes except when
necessary to provide a clear communications
channel.
b. Make turns while the aircraft is in VFR
conditions so it will be in a position to fly a straight
course while in IFR conditions.
c. Have pilot lower gear and slow aircraft to
approach speed while in VFR conditions.
d. Avoid requiring a climb or descent while in a
turn if in IFR conditions.
e. Avoid abrupt maneuvers.
f. Vector aircraft to VFR conditions.
g. The following shall be accomplished on a
Mode_C equipped VFR aircraft which is in
emergency but no longer requires the assignment of
Code 7700:
1. TERMINAL. Assign a beacon code that will
permit terminal minimum safe altitude warning
(MSAW) alarm processing.
2. EN ROUTE. An appropriate keyboard entry
shall be made to ensure en route MSAW (EMSAW)
alarm processing.
10-2-10. EMERGENCY LOCATOR
TRANSMITTER (ELT) SIGNALS
When an ELT signal is heard or reported:
a. EN ROUTE. Notify the Rescue Coordination
Center (RCC).
NOTE-
FAA Form 7210-8, ELT INCIDENT, contains standardized
format for coordination with the RCC.
REFERENCE-
FAAO JO 7210.3, Para 9-3-1, FAA Form 7210-8, ELT Incident.
b. TERMINAL. Notify the ARTCC which will
coordinate with the RCC.
NOTE1. Operational ground testing of emergency locator
transmitters (ELTs) has been authorized during the first
5_minutes of each hour. To avoid confusing the tests with an
actual alarm, the testing is restricted to no more than three
audio sweeps.
2. Controllers can expect pilots to report aircraft position
and time the signal was first heard, aircraft position and
time the signal was last heard, aircraft position at
maximum signal strength, flight altitude, and frequency of
the emergency signal (121.5/243.0). (See AIM,
Para_6-2-5, Emergency Locator Transmitter (ELT).)
c. EN ROUTE. Request DF facilities obtain fixes
or bearings on signal. Forward bearings or fixes
obtained plus any other pertinent information to the
RCC.
d. TERMINAL. Attempt to obtain fixes or bearings on the signal.
e. Solicit the assistance of other aircraft known to
be operating in the signal area.
f. TERMINAL. Forward fixes or bearings and any
other pertinent information to the ARTCC.
NOTE-
Fix information in relation to a VOR or VORTAC (radial-
distance) facilitates accurate ELT plotting by RCC and
should be provided when possible.
g. EN ROUTE. When the ELT signal strength
indicates the signal may be emanating from
somewhere on an airport or vicinity thereof, notify
the on-site technical operations personnel and the
Regional Operations Center (ROC) for their actions.
This action is in addition to the above.
h. TERMINAL. When the ELT signal strength
indicates the signal may be emanating from
somewhere on the airport or vicinity thereof, notify
the on-site technical operations personnel and the
ARTCC for their action. This action is in addition to
the above.
i. Air traffic personnel shall not leave their
required duty stations to locate an ELT signal source.
JO 7110.65S 2/14/08
10-2-4 Emergency Assistance
NOTE-
Portable handcarried receivers assigned to air traffic
facilities (where no technical operations personnel are
available) may be loaned to responsible airport personnel
or local authorities to assist in locating the ELT signal
source.
j. EN ROUTE. Notify the RCC, the ROC, and
alerted DF facilities if signal source is located/
terminated.
k. TERMINAL. Notify the ARTCC if signal
source is located/terminated.
REFERENCE-
FAAO JO 7110.65, Para 10-1-4, Responsibility.
FAAO JO 7110.65, Para 10-2-1, Information Requirements.
10-2-11. AIRCRAFT BOMB THREATS
a. When information is received from any source
that a bomb has been placed on, in, or near an aircraft
for the purpose of damaging or destroying such
aircraft, notify your supervisor or the facility air
traffic manager. If the threat is general in nature,
handle it as a “Suspicious Activity.” When the threat
is targeted against a specific aircraft and you are in
contact with the suspect aircraft, take the following
actions as appropriate:
REFERENCE-
FAAO JO 7610.4, Chapter 7, Hijacked/Suspicious Aircraft Reporting
and Procedures.
1. Advise the pilot of the threat.
2. Inform the pilot that technical assistance can
be obtained from an FAA aviation explosives expert.
NOTE-
An FAA aviation explosive expert is on call at all times and
may be contacted by calling the FAA Operations
Center,_Washington, DC, Area Code 202-267-3333,
ETN_521-0111, or DSN 851-3750. Technical advice can
be relayed to assist civil or military air crews in their search
for a bomb and in determining what precautionary action
to take if one is found.
3. Ask the pilot if he/she desires to climb or
descend to an altitude that would equalize or reduce
the outside air pressure/existing cabin air pressure
differential. Issue or relay an appropriate clearance
considering MEA, MOCA, MRA, and weather.
NOTE-
Equalizing existing cabin air pressure with outside air
pressure is a key step which the pilot may wish to take to
minimize the damage potential of a bomb.
4. Handle the aircraft as an emergency and/or
provide the most expeditious handling possible with
respect to the safety of other aircraft, ground
facilities, and personnel.
NOTE-
Emergency handling is discretionary and should be based
on the situation. With certain types of threats, plans may
call for a low-key action or response.
5. Issue or relay clearances to a new destination
if requested.
6. When a pilot requests technical assistance or
if it is apparent that a pilot may need such assistance,
do NOT suggest what actions the pilot should take
concerning a bomb, but obtain the following
information and notify your supervisor who will
contact the FAA aviation explosives expert:
NOTE-
This information is needed by the FAA aviation explosives
expert so that he/she can assess the situation and make
immediate recommendations to the pilot. The aviation
explosives expert may not be familiar with all military
aircraft configurations but he/she can offer technical
assistance which would be beneficial to the pilot.
(a) Type, series, and model of the aircraft.
(b) Precise location/description of the bomb
device if known.
(c) Other details which may be pertinent.
NOTE-
The following details may be of significance if known, but
it is not intended that the pilot should disturb a suspected
bomb/bomb container to ascertain the information: The
altitude or time set for the bomb to explode, type of
detonating action (barometric, time, anti-handling, remote
radio transmitter), power source (battery, electrical,
mechanical), type of initiator (blasting cap, flash bulb,
chemical), and the type of explosive/incendiary charge
(dynamite, black powder, chemical).
b. When a bomb threat involves an aircraft on the
ground and you are in contact with the suspect
aircraft, take the following actions in addition to those
discussed in the preceding paragraphs which may be
appropriate:
1. If the aircraft is at an airport where tower
control or FSS advisory service is not available, or if
the pilot ignores the threat at any airport, recommend
that takeoff be delayed until the pilot or aircraft
operator establishes that a bomb is not aboard in
accordance with 14 CFR Part_121. If the pilot insists
on taking off and in your opinion the operation will
JO 7110.65S 2/14/08
10-2-5
Emergency Assistance
not adversely affect other traffic, issue or relay an
ATC clearance.
REFERENCE14 CFR Section 121.538, Airplane Security.
2. Advise the aircraft to remain as far away from
other aircraft and facilities as possible, to clear the
runway, if appropriate, and to taxi to an isolated or
designated search area. When it is impractical or if the
pilot takes an alternative action; e.g., parking and
off-loading immediately, advise other aircraft to
remain clear of the suspect aircraft by at least
100_yards if able.
NOTE-
Passenger deplaning may be of paramount importance and
must be considered before the aircraft is parked or moved
away from service areas. The decision to use ramp facilities
rests with the pilot, aircraft operator/airport manager.
c. If you are unable to inform the suspect aircraft
of a bomb threat or if you lose contact with the
aircraft, advise your supervisor and relay pertinent
details to other sectors or facilities as deemed
necessary.
d. When a pilot reports the discovery of a bomb or
suspected bomb on an aircraft which is airborne or on
the ground, determine the pilot's intentions and
comply with his/her requests in so far as possible.
Take all of the actions discussed in the preceding
paragraphs which may be appropriate under the
existing circumstances.
e. The handling of aircraft when a hijacker has or
is suspected of having a bomb requires special
considerations. Be responsive to the pilot's requests
and notify supervisory personnel. Apply hijacking
procedures and offer assistance to the pilot according
to the preceding paragraphs, if needed.
10-2-12. EXPLOSIVE DETECTION K-9
TEAMS
Take the following actions should you receive an
aircraft request for the location of the nearest
explosive detection K-9 team.
REFERENCE-
FAAO JO 7210.3, Para 2-1-11, Explosives Detection K-9 Teams.
a. Obtain the aircraft identification and position
and advise your supervisor of the pilot request.
b. When you receive the nearest location of the
explosive detection K-9 team, relay the information
to the pilot.
c. If the aircraft wishes to divert to the airport
location provided, obtain an estimated arrival time
from the pilot and advise your supervisor.
10-2-13. MANPADS ALERT
When a threat or attack from Man-Portable Air
Defense Systems (MANPADS) is determined to be
real, notify and advise aircraft as follows:
a. Do not withhold landing clearance. To the
extent possible, issue information on MANPADS
threats, confirmed attacks, or post-event activities in
time for it to be useful to the pilot. The pilot or parent
company will determine the pilot's actions.
b. MANPADS information will be disseminated
via the ATIS and/or controller-to-pilot
transmissions.
c. Disseminate via controller-to-pilot transmission until the appropriate MANPADS information is
broadcast via the ATIS and pilots indicate they have
received the appropriate ATIS code. MANPADS
information will include nature and location of threat
or incident, whether reported or observed and by
whom, time (if known), and when transmitting to an
individual aircraft, a request for pilot's intentions.
PHRASEOLOGY-
ATTENTION (aircraft identification), MANPADS ALERT.
EXERCISE EXTREME CAUTION. MANPADS THREAT/
ATTACK/POST-EVENT ACTIVITY OBSERVED/
REPORTED BY (reporting agency) (location) AT (time, if
known). (When transmitting to an individual aircraft) SAY
INTENTIONS.
EXAMPLE“Attention Eastern Four Seventeen, MANPADS alert.
Exercise extreme caution. MANPADS threat reported by
TSA, LaGuardia vicinity. Say intentions.”
“Attention all aircraft, MANPADS alert. Exercise extreme
caution. MANPADS post-event activity observed by tower
south of airport at two-one-zero-zero Zulu.”
d. Report MANPADS threat/attack/post-event
activity until notified otherwise by FAA national
headquarters.
REFERENCE-
FAAO JO 7110.65, Para 2-9-3, Content.
FAAO JO 7210.3, Para 2-1-9, Handling MANPADS Incidents.
JO 7110.65S 2/14/08
10-2-6 Emergency Assistance
10-2-14. UNAUTHORIZED LASER
ILLUMINATION OF AIRCRAFT
a. When a laser event is reported to an air traffic
facility, broadcast on all appropriate frequencies a
general caution warning every five minutes for
20_minutes following the last report.
PHRASEOLOGY-
UNAUTHORIZED LASER ILLUMINATION EVENT,
(location), (altitude).
b. Terminal facilities shall include reported
unauthorized laser illumination events on the ATIS
broadcast for one hour following the last report.
Include the time, location, altitude, color, and
direction of the laser as reported by the pilot.
NOTE-
All personnel can expect aircrews to regard lasers as an
inflight emergency and may take evasive action to avoid
laser illumination. Additionally, other aircraft may request
clearance to avoid the area.
REFERENCE-
FAAO JO 7110.65, Para 2-9-3, Content.
FAAO JO 7210.3, Para 2-1-27, Reporting Unauthorized Laser
Illumination of Aircraft.
10-2-15. EMERGENCY AIRPORT
RECOMMENDATION
a. Consider the following factors when recommending an emergency airport:
1. Remaining fuel in relation to airport
distances.
2. Weather conditions.
NOTE-
Depending on the nature of the emergency, certain weather
phenomena may deserve weighted consideration when
recommending an airport; e.g., a pilot may elect to fly
farther to land at an airport with VFR instead of IFR
conditions.
3. Airport conditions.
4. NAVAID status.
5. Aircraft type.
6. Pilot's qualifications.
7. Vectoring or homing capability to the
emergency airport.
b. Consideration to the provisions of subpara a and
para 10-2-16, Guidance to Emergency Airport, shall
be used in conjunction with the information derived
from any automated emergency airport information
source.
10-2-16. GUIDANCE TO EMERGENCY
AIRPORT
a. When necessary, use any of the following for
guidance to the airport:
1. Radar.
2. DF.
3. Following another aircraft.
4. NAVAIDs.
5. Pilotage by landmarks.
6. Compass headings.
b. Consideration to the provisions of
para_10-2-15, Emergency Airport Recommendation, shall be used in conjunction with the information
derived from any automated emergency airport
information source.
10-2-17. EMERGENCY OBSTRUCTION
VIDEO MAP (EOVM)
a. The EOVM is intended to facilitate advisory
service to an aircraft in an emergency situation
wherein an appropriate terrain/obstacle clearance
minimum altitude cannot be maintained. It shall only
be used and the service provided under the following
conditions:
1. The pilot has declared an emergency, or
2. The controller has determined that an
emergency condition exists or is imminent because of
the pilot's inability to maintain an appropriate
terrain/obstacle clearance minimum altitude.
NOTE-
Appropriate terrain/obstacle clearance minimum altitudes
may be defined as Minimum IFR Altitude (MIA), Minimum
En Route Altitude (MEA), Minimum Obstruction Clearance Altitude (MOCA), or Minimum Vectoring Altitude
(MVA).
b. When providing emergency vectoring service,
the controller shall advise the pilot that any headings
issued are emergency advisories intended only to
direct the aircraft toward and over an area of lower
terrain/obstacle elevation.
JO 7110.65S 2/14/08
10-2-7
Emergency Assistance
NOTE-
Altitudes and obstructions depicted on the EOVM are the
actual altitudes and locations of the obstacle/terrain and
contain no lateral or vertical buffers for obstruction
clearance.
REFERENCE-
FAAO JO 7210.3, Para 3-9-4, Emergency Obstruction Video Map
(EOVM).
10-2-18. VOLCANIC ASH
a. If a volcanic ash cloud is known or forecast to
be present:
1. Relay all information available to pilots to
ensure that they are aware of the ash cloud's position
and altitude(s).
2. Suggest appropriate reroutes to avoid the area
of known or forecast ash clouds.
NOTE-
Volcanic ash clouds are not normally detected by airborne
or air traffic radar systems.
b. If advised by an aircraft that it has entered a
volcanic ash cloud and indicates that a distress
situation exists:
1. Consider the aircraft to be in an emergency
situation.
2. Do not initiate any climb clearances to
turbine-powered aircraft until the aircraft has exited
the ash cloud.
3. Do not attempt to provide escape vectors
without pilot concurrence.
NOTE1. The recommended escape maneuver is to reverse course
and begin a descent (if terrain permits). However, it is the
pilot's responsibility to determine the safest escape route
from the ash cloud.
2. Controllers should be aware of the possibility of
complete loss of power to any turbine-powered aircraft
that encounters an ash cloud.
REFERENCE-
FAAO JO 7110.65, Para 10-2-4, Altitude Change for Improved
Reception.
AIM, Para 7-5-9, Flight Operations in Volcanic Ash.
JO 7110.65S 2/14/08
10-2-8
JO 7110.65S 2/14/08
10-3-1
Overdue Aircraft
Section 3. Overdue Aircraft
10-3-1. OVERDUE AIRCRAFT
a. Consider an aircraft to be overdue, initiate the
procedures stated in this section and issue an ALNOT
when neither communications nor radar contact can
be established and 30 minutes have passed since:
NOTE-
The procedures in this section also apply to an aircraft
referred to as “missing” or “unreported.”
1. Its ETA over a specified or compulsory
reporting point or at a clearance limit in your area.
2. Its clearance void time.
b. If you have reason to believe that an aircraft is
overdue prior to 30 minutes, take the appropriate
action immediately.
c. The center in whose area the aircraft is first
unreported or overdue will make these determinations and takes any subsequent action required.
REFERENCE-
FAAO JO 7110.65, Para 4-3-4, Departure Restrictions, Clearance
Void Times, Hold for Release, and Release Times.
10-3-2. INFORMATION TO BE
FORWARDED TO ARTCC
TERMINAL
When an aircraft is considered to be in emergency
status that may require SAR procedures, or an IFR
aircraft is overdue, the terminal facility shall alert the
ARTCC and forward the following information, as
available:
a. Flight plan, including color of aircraft, if
known.
b. Time of last transmission received, by whom,
and frequency used.
c. Last position report and how determined.
d. Action taken by reporting facility and proposed
action.
e. Number of persons on board.
f. Fuel status.
g. Facility working aircraft and frequency.
h. Last known position, estimated present position, and maximum range of flight of the aircraft
based on remaining fuel and airspeed.
i. Position of other aircraft near aircraft's route of
flight, when requested.
j. Whether or not an ELT signal has been heard or
reported in the vicinity of the last known position.
k. Other pertinent information.
REFERENCE-
FAAO JO 7110.65, Para 10-1-4, Responsibility.
FAAO JO 7110.65, Para 10-2-5, Emergency Situations.
NOTE-
FSSs serve as the central points for collecting and
disseminating information on an overdue or missing
aircraft which is not on an IFR flight plan. Non-FSS ATC
facilities that receive telephone calls or other inquiries
regarding these flights shall refer these calls and inquiries
to the appropriate AFSS/FSS.
10-3-3. INFORMATION TO BE
FORWARDED TO RCC
EN ROUTE
When an aircraft is considered to be in emergency
status or an IFR aircraft is overdue, the ARTCC shall
alert the RCC and forward the following information,
as available:
a. Facility and person calling.
b. Flight plan, including color of aircraft, if
known.
c. Time of last transmission received, by whom,
and frequency used.
d. Last position report and how determined.
e. Action taken by reporting facility and proposed
action.
f. Number of persons on board.
g. Fuel status.
h. Facility working aircraft and frequency.
i. Last known position, estimated present position,
and maximum range of flight of the aircraft based on
remaining fuel and airspeed.
j. Position of other aircraft near aircraft's route of
flight, when requested.
JO 7110.65S 2/14/08
10-3-2 Overdue Aircraft
k. Whether or not an ELT signal has been heard or
reported in the vicinity of the last known position.
l. Other pertinent information.
REFERENCE-
FAAO JO 7110.65, Para 10-1-4, Responsibility.
FAAO JO 7110.65, Para 10-2-5, Emergency Situations.
NOTE-
FSSs serve as the central points for collecting and
disseminating information on an overdue or missing
aircraft which is not on an IFR flight plan. Non-FSS ATC
facilities that receive telephone calls or other inquiries
regarding these flights shall refer these calls and inquiries
to the appropriate AFSS/FSS.
10-3-4. ALNOT
EN ROUTE
a. In addition to routing to the regional office
operations center for the area in which the facility is
located, issue an ALNOT to all centers and Area B
circuits, generally 50 miles on either side of the route
of flight from the last reported position to destination.
Include the original or amended flight plan, as
appropriate, and the last known position of the
aircraft. At the recommendation of the RCC or at your
discretion, the ALNOT may be issued to cover the
maximum range of the aircraft.
NOTE1. An ALNOT must be issued before the RCC can begin
search and rescue procedures.
2. Flight plan information on military aircraft is available
at the FSS serving as a tie-in station for the departure or
destination airport. FAA tie-in stations for airports in the
continental U.S. are listed in FAAO JO 7350.8, Location
Identifiers. In the West Flight Services Area Office, tie-in
stations are listed in service area publications entitled,
“Flight Plan Routing and Airport Search Directory.” For
flights with overseas departure points, the information is
available through the destination FSS or the appropriate
IFSS.
b. Upon receipt of an INREQ or ALNOT, check
the position records to determine whether the aircraft
has contacted your facility. Notify the originator of
the results or status of this check within one hour of
the time the alert was received. Retain the alert in an
active status, and immediately notify the originator of
subsequent contact, until cancellation is received.
10-3-5. RESPONSIBILITY TRANSFER TO
RCC
EN ROUTE
Transfer responsibility for further search to the RCC
when one of the following occurs:
a. Thirty minutes have elapsed after the estimated
aircraft fuel exhaustion time.
b. The aircraft has not been located within one
hour after ALNOT issuance.
c. The ALNOT search has been completed with
negative results.
10-3-6. AIRCRAFT POSITION PLOTS
Plot the flight path of the aircraft on a chart, including
position reports, predicted positions, possible range
of flight, and any other pertinent information. Solicit
the assistance of other aircraft known to be operating
near the aircraft in distress. Forward this information
to the RCC or the ARTCC as appropriate.
10-3-7. ALNOT CANCELLATION
EN ROUTE
Cancel the ALNOT when the aircraft is located or the
search is abandoned.
JO 7110.65S 2/14/08
10-4-1
Control Actions
Section 4. Control Actions
10-4-1. TRAFFIC RESTRICTIONS
IFR traffic which could be affected by an overdue or
unreported aircraft shall be restricted or suspended
unless radar separation is used. The facility
responsible shall restrict or suspend IFR traffic for a
period of 30 minutes following the applicable time
listed in subparas a thru e:
a. The time at which approach clearance was
delivered to the pilot.
b. The EFC time delivered to the pilot.
c. The arrival time over the NAVAID serving the
destination airport.
d. The current estimate, either the control
facility's or the pilot's, whichever is later, at:
1. The appropriate en route NAVAID or fix, and
2. The NAVAID serving the destination airport.
e. The release time and, if issued, the clearance
void time.
REFERENCE-
FAAO JO 7110.65, Para 4-3-4, Departure Restrictions, Clearance
Void Times, Hold for Release, and Release Times.
10-4-2. LIGHTING REQUIREMENTS
a. EN ROUTE. At nontower or non-FSS locations, request the airport management to light all
runway lights, approach lights, and all other required
airport lighting systems for at least 30 minutes before
the ETA of the unreported aircraft until the aircraft
has been located or for 30 minutes after its fuel supply
is estimated to be exhausted.
b. TERMINAL. Operate runway lights, approach
lights, and all other required airport lighting systems
for at least 30 minutes before the ETA of the
unreported aircraft until the aircraft has been located
or for 30 minutes after its fuel supply is estimated to
be exhausted.
REFERENCE-
FAAO JO 7110.65, Para 3-4-1, Emergency Lighting.
10-4-3. TRAFFIC RESUMPTION
After the 30-minute traffic suspension period has
expired, resume normal air traffic control if the
operators or pilots of other aircraft concur. This
concurrence must be maintained for a period of
30_minutes after the suspension period has expired.
REFERENCE-
FAAO JO 7110.65, Para 4-3-4, Departure Restrictions, Clearance
Void Times, Hold for Release, and Release Times.
10-4-4. COMMUNICATIONS FAILURE
Take the following actions, as appropriate, if
two-way radio communications are lost with an
aircraft:
NOTE1. When an IFR aircraft experiences two-way radio
communications failure, air traffic control is based on
anticipated pilot actions. Pilot procedures and recommended practices are set forth in the AIM, CFRs, and
pertinent military regulations.
2. Should the pilot of an aircraft equipped with a coded
radar beacon transponder experience a loss of two-way
radio capability, the pilot can be expected to adjust the
transponder to reply on Mode 3/A Code 7600.
a. In the event of lost communications with an
aircraft under your control jurisdiction use all
appropriate means available to reestablish communications with the aircraft. These may include, but not
be limited to, emergency frequencies, NAVAIDs that
are equipped with voice capability, FSS, Aeronautical Radio Incorporated (ARINC), etc.
NOTE1. ARINC is a commercial communications corporation
which designs, constructs, operates, leases or otherwise
engages in radio activities serving the aviation community.
ARINC has the capability of relaying information to/from
subscribing aircraft throughout the country.
2. Aircraft communications addressing and reporting
system (ACARS) or selective calling (SELCAL) may be
utilized to reestablish radio communications with suitably
equipped aircraft. ACARS can be accessed by contacting
the San Francisco ARINC communications center, watch
supervisor, at 925-294-8297 and 800-621-0140. Provide
ARINC the aircraft call sign, approximate location, and
contact instructions. In order to utilize the SELCAL system,
the SELCAL code for the subject aircraft must be known.
If the SELCAL code is not contained in the remarks section
of the flight plan, contact the pertinent air carrier dispatch
JO 7110.65S 2/14/08
10-4-2 Control Actions
office to determine the code. Then contact the
San_Francisco ARINC communications center, watch
supervisor, at 925-294-8297 and 800-621-0140. Provide
ARINC the aircraft call sign, SELCAL code, approximate
location, and contact instructions.
b. Broadcast clearances through any available
means of communications including the voice feature
of NAVAIDs.
NOTE1. Some UHF equipped aircraft have VHF navigation
equipment and can receive 121.5 MHz.
2. “Any available means” includes the use of FSS and
ARINC.
REFERENCE-
FAAO JO 7110.65, Para 4-2-2, Clearance Prefix.
c. Attempt to re-establish communication by
having the aircraft use its transponder or make turns
to acknowledge clearances and answer questions.
Request any of the following in using the
transponder:
1. Request the aircraft to reply Mode 3/A
“IDENT.”
2. Request the aircraft to reply on Code 7600 or
if already on Code 7600, the appropriate stratum
code.
3. Request the aircraft to change to “stand-by”
for sufficient time for you to be sure that the lack of
a target is the result of the requested action.
PHRASEOLOGY-
REPLY NOT RECEIVED, (appropriate instructions).
(Action) OBSERVED, (additional instructions/information if necessary).
d. Broadcast a clearance for the aircraft to proceed
to its filed alternate airport at the MEA if the aircraft
operator concurs.
REFERENCE-
FAAO JO 7110.65, Para 5-2-8, Radio Failure.
FAAO JO 7110.65, Para 9-2-7, IFR Military Training Routes.
e. If radio communications have not been
(re)established with the aircraft after five minutes,
consider the aircraft's activity to be possibly
suspicious and handle the flight per FAAO JO 7610.4,
Chapter 7, Hijacked/Suspicious Aircraft Reporting
and Procedures.
JO 7110.65S 2/14/08
10-5-1
Miscellaneous Operations
Section 5. Miscellaneous Operations
10-5-1. NAVY FLEET SUPPORT MISSIONS
When you receive information concerning an
emergency to a U.S. Navy “Special Flight Number”
aircraft, do the following:
a. Handle Navy Fleet Support Mission aircraft as
follows:
1. EN ROUTE. Relay immediately, via collect
telephone call, all pertinent information to Fleet
Operations Control at Norfolk, Virginia, telephone
804-444-6602.
2. TERMINAL. Inform the nearest center of all
the pertinent information.
b. Relay the words “Special Flight Number”
followed by the number given as part of the routine
IFR flight information.
c. Honor pilot requests for changes to route,
altitude, and destination, whenever possible.
10-5-2. EXPLOSIVE CARGO
TERMINAL
When you receive information that an emergency
landing will be made with explosive cargo aboard,
inform the pilot of the safest or least congested airport
areas. Relay the explosive cargo information to:
a. The emergency equipment crew.
b. The airport management.
c. The appropriate military agencies, when
requested by the pilot.
JO 7110.65S 2/14/08
10-5-2
JO 7110.65S 2/14/08
10-6-1
Oceanic Emergency Procedures
Section 6. Oceanic Emergency Procedures
10-6-1. APPLICATION
The procedures in this section are to be used solely in
oceanic airspace.
10-6-2. PHASES OF EMERGENCY
Emergency phases are described as follows:
a. Uncertainty phase (INCERFA). When there is
concern about the safety of an aircraft or its
occupants, an INCERFA exists:
1. When communication from an aircraft has
not been received within 30 minutes after the time a
communication should have been received or after
the time an unsuccessful attempt to establish
communication with such aircraft was first made,
whichever is earlier; or
2. When an aircraft fails to arrive within
30_minutes after the time of arrival last estimated by
the pilot or by the ATC units, whichever is later.
b. Alert phase (ALERFA). When there is
apprehension about the safety of an aircraft and its
occupants, an ALERFA exists:
1. Following the uncertainty phase when
subsequent attempts to establish communications
with the aircraft, or inquiries to other relevant sources
have failed to reveal any information about the
aircraft; or
2. When information has been received which
indicates that the operating efficiency of the aircraft
has been impaired but not to the extent that a forced
landing is likely; or
3. When communication from an aircraft has
not been received within 60 minutes after the time a
communication should have been received or after
the time an unsuccessful attempt to establish
communication with such aircraft was first made,
whichever is earlier.
c. Distress phase (DETRESFA). When there is
reasonable certainty that the aircraft and its occupants
are threatened by grave and imminent danger, a
DETRESFA exists:
1. Following the alert phase when further
attempts to establish communications with the
aircraft and more widespread inquiries are
unsuccessful; or
2. When the fuel on board is considered to be
exhausted or to be insufficient for the aircraft to reach
safety; or
3. When information is received which indicates that the operating efficiency of the aircraft has
been impaired to the extent that a forced landing is
likely; or
4. When information is received or it is
reasonably certain that the aircraft is about to make or
has made a forced landing.
10-6-3. ALERTING SERVICE AND
SPECIAL ASSISTANCE
a. Provide alerting service to:
1. All aircraft receiving ATC service;
2. All other aircraft which have filed a flight
plan or which are otherwise known to the ATC unit;
and
3. Any aircraft known or believed to be the
subject of unlawful interference.
b. When alerting service is required, the responsibility for coordinating such service shall, unless
otherwise established by letter of agreement, rest
with the facility serving the FIR or CTA:
1. Within which the aircraft was flying at the
time of last air-ground radio contact; or
2. Which the aircraft was about to enter if the
last air-ground contact was established at or close to
the boundary; or
3. Within which the point of destination is
located if the aircraft:
(a) Was not equipped with suitable two-way
radio communications equipment; or
(b) Was not under obligation to transmit
position reports.
REFERENCE-
FAAO JO 7110.65, Chapter 8, Section 2, Coordination.
JO 7110.65S 2/14/08
10-6-2 Oceanic Emergency Procedures
c. The responsible Area Control Center (ACC)
shall serve as the control point for:
1. Collecting all information relevant to a state
of emergency of an aircraft;
2. Forwarding that information to the appropriate RCC; and
3. Coordinating with other facilities concerned.
d. The responsibility of the ACC to provide
alerting service for military aircraft may be waived
upon a written or recorded request from a military
agency. In this case, the military request must state
that the military agency assumes full responsibility
for their aircraft while the aircraft are operating in the
oceanic airspace.
e. Responsibility to provide alerting service for
flight operations conducted under the “due regard” or
“operational” prerogative of military aircraft is
assumed by the military. When “due regard”
operations are scheduled to end with aircraft filed
under ICAO procedures, the ACC may, if specified in
a letter of agreement, assume responsibility for
alerting service at proposed time filed.
f. In the event of INCERFA, ALERFA, or
DETRESFA, notify the following:
1. When practicable, the aircraft operator.
2. The appropriate RCC.
3. Aeronautical stations having en route communications guard responsibilities at the point of
departure, along or adjacent to the route of flight, and
at the destination.
4. ACCs having jurisdiction over the proposed
route of flight from the last reported position to the
destination airport.
g. INCERFA, ALERFA, and DETRESFA messages shall include the following information, if
available, in the order listed:
1. INCERFA, ALERFA, or DETRESFA
according to the phase of the emergency.
2. Agency and person originating the message.
3. Nature of the emergency.
4. Significant flight plan information.
5. The air traffic unit which made the last radio
contact, the time, and the frequency used.
6. The aircraft's last position report, how it was
received, and what facility received it.
7. Color and distinctive marks of aircraft.
8. Any action taken by reporting office.
9. Other pertinent remarks.
h. An INCERFA phase ends with the receipt of
any information or position report on the aircraft.
Cancel the INCERFA by a message addressed to the
same stations as the INCERFA message.
1. An ALERFA ends when:
(a) Evidence exists that would ease apprehension about the safety of the aircraft and its occupants;
or
(b) The concerned aircraft lands. Cancel the
ALERFA message by a message addressed to the
same stations as the ALERFA message.
