Tailwind Components, 3-5-1
Takeoff Clearance, 3-9-9
Target Markers, 5-3-3
Target Resolution, 5-5-1
Target Separation, 5-5-1
Taxi and Ground Movement Operations, 3-7-1
Taxi and Ground Movement Procedures, 3-7-1
Taxi into Position and Hold (TIPH), 3-9-2
Taxiway Lights, 3-4-5
Teletype Flight Data Format - U.S. ARTCCs - Canadian
ACCs, 2-2-4
Temporary Moving Airspace Reservations, 8-6-1
Temporary Stationary Airspace Reservations, 8-6-1
Terminal Automation Systems Identification Methods,
5-3-2
Terminal Data Entries (Strips), 2-3-6
Terminal Radar Service Area, 7-7-1
Terminal Radar/Nonradar Team Position
Responsibilities, 2-10-2
Terrain Awareness Warning System (TAWS) Alerts,
2-1-13
Through Clearances, 4-2-2
Timely Information (ATCT), 3-3-1
Touch-and-Go Approach, 4-8-7
Touch-and-Go Low Approach, 3-8-1
Touchdown Zone Lights, 3-4-4
Tower Team Position Responsibilities, 2-10-4
TPX-42 - Terminal, 5-16-1
Track Separation (Oceanic), 8-4-4
Track Suspend Function (ARTS), 5-15-2
Traffic Advisories, 2-1-10
Traffic Information (Airports), 3-1-2
Traffic Management Procedures, 11-1-1
Transfer of Jurisdiction, 4-7-4
Transfer of Position (SOP), Appendix D-1
Transfer of Radar Identification, 5-4-1
Transfer of Radar Identification - Methods, 5-4-1
Transfer of Radar Identification - Terms, 5-4-1
Transfer of Radar Identification - Traffic, 5-4-2
Transferring Controller Handoff, 5-4-2
Transmit Proposed Flight Plan, 2-2-3
TRSA, 7-7-1
TRSA Separation, 7-7-1 U
Unauthorized Laser Illumination of Aircraft, 2-9-2,
10-2-6
Unidentified Flying Object (UFO) Reports, 9-8-1
Unmanned Free Balloons, 9-6-1
Unmonitored NAVAIDs (Holding), 4-6-3
Unsafe Runway Information, 3-3-1
USAF/USN Undergraduate Pilots (Strips), 2-3-10
Use of Active Runways, 3-1-1
Use of MARSA, 2-1-5
Use of PAR for Approach Monitoring - Terminal,
5-13-1
Use of Tower Radar Displays, 3-1-4
User Request Evaluation Tool (URET), 13-1-1
V
Validation of Mode C Readout, 5-2-6
VASI, 3-4-1
Vectoring, 5-6-1
Vectors Across Final Approach Course, 5-9-2
Vectors Below Minimum Altitude, 5-6-2
7/31/08 JO 7110.65S CHG 1
Index I-9
Vectors for Visual Approach, 7-4-1
Vectors to Final Approach Course, 5-9-1
Vehicles on Runways, 3-1-2
Vertical Application Exceptions, 5-5-4
Vertical Separation (Nonradar), 6-6-1
Vertical Separation Minima, 4-5-1
VFR - IFR Flights, 4-2-3
VFR Aircraft in Weather Difficulty, 10-2-2
VFR Basic Radar Service (Terminal), 7-6-1
VFR Code Assignments, 5-2-4
VFR Conditions, 7-1-1
VFR Release of IFR Departure, 4-3-7
VFR-on-top, 7-3-1
VFR-on-top (NAVAID Use), 4-1-2
Visual, 7-1-1
Visual Approach Slope Indicators, 3-4-1
Visual Approaches, 7-4-1
Visual Holding of VFR Aircraft, 7-1-1
Visual Separation, 7-2-1
Visual Signals (ATCT), 3-2-1
Visually Scanning Runways, 3-1-5
Volcanic Ash, 10-2-7
W
Wake Turbulence, 2-1-9
Wake Turbulence Cautionary Advisories, 2-1-9
Wake Turbulence Separation for Intersection Departures,
3-9-6
Warning Signal (ATCT), 3-2-1
Weather and Chaff Services, 2-6-2
Weather Deviations, 8-9-4
Weather Deviations in North Atlantic (NAT) Airspace,
8-7-2
Weather Familiarization, 2-6-1
Weather Information, 2-6-1
Weather Information (Arrivals), 4-7-3
Weather Reconnaissance Flights, 9-2-9
Withholding Landing Clearance, 3-10-7
Word Meanings, 1-2-1
Words and Phrases (Communications), 2-4-4
7/31/08 JO 7110.65S CHG 1
Index I-11
U.S. Department
of Transportation
Federal Aviation
Administration
JO 7110.65S
2/14/08
Initiated By: AJR-0
Vice President, System Operations Services
BRIEFING GUIDE
U.S. DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION
2/14/08 JO 7110.65S
Briefing Guide BG-2
Table of Contents
Paragraph
Number
Title Page
3-3-5 BRAKING ACTION ADVISORIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3-6-2 IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3-9-9 TAKEOFF CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
5-1-3 RADAR USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
8-9-3 LONGITUDINAL SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2/14/08 JO 7110.65S
Briefing Guide BG-3
1. PARAGRAPH NUMBER AND TITLE: 3-3-5. BRAKING ACTION ADVISORIES
2. BACKGROUND: Flight Standards has implemented a new policy for airplane operators engaged in air transportation
that requires additional assessment of landing distance requirements based on the conditions present at the time of arrival.
This policy requires that the flight crew calculate their required landing distance accounting for the runway contamination
type and depth, or most recent braking action report for the runway to be used under the landing performance assessment
policy. Some aircraft will begin to be restricted when braking action reports of “fair” are received. With the current
Air_Traffic Control (ATC) threshold of “poor” for placing advisory information on the Automatic Terminal Information
Service (ATIS) the flight crews of these aircraft would not have any indication that they may be runway restricted until
actually making radio contact with the tower controller. This late information could add additional workload for the flight
crew at a very critical time of flight, and potentially lead to an unnecessary go-around with the resultant effects on the ATC
workload. Therefore we are taking action to change the trigger for “BRAKING ACTION ADVISORIES ARE IN EFFECT”
on the ATIS to any time a “fair” or worse braking action report is received.
3. CHANGE:
OLD NEW
3-3-5. BRAKING ACTION ADVISORIES 3-3-5. BRAKING ACTION ADVISORIES
a. When runway braking action reports are received
from pilots or the airport management which include the
terms “poor” or “nil” or whenever weather conditions are
conducive to deteriorating or rapidly changing runway
conditions, include on the ATIS broadcast the statement
“Braking Action Advisories are in effect.”
a. When runway braking action reports are received
from pilots or the airport management which include the
terms “fair,” “poor,” or “nil” or whenever weather
conditions are conducive to deteriorating or rapidly
changing runway conditions, include on the ATIS
broadcast the statement “Braking Action Advisories are
in effect.”
REFERENCE- through b2PHRASEOLOGY- No Change
3. Advise the airport management that runway
braking action reports of “poor” or “nil” have been
received.
3. Advise the airport management that runway
braking action reports of “fair,” “poor,” or “nil” have
been received.
1. PARAGRAPH NUMBER AND TITLE: 3-6-2. IDENTIFICATION
2. BACKGROUND: ASDE provides a display to controllers on the position/location of aircraft/vehicles on the airport
surface area. Its usage for providing positive control instruction requires that false alerts be positively identified as false
targets. Under certain circumstances, such as rain or multipath, the radar may interpret and display false targets. Temporary
Track Drop is used to temporarily prevent processing of false targets in specific selected areas without a radius of 20 to
100_feet. A Temporary Track Drop Area remains active for a specified amount of time from 2 seconds up to 24 hours. When it
is activated over a specific site, new target tracks will not be generated. Therefore, after positive identification has occurred
and Temporary Track Drop is activated, it shall be noted in the facility logs.
3. CHANGE:
OLD NEW
3-6-2. IDENTIFICATION 3-6-2. IDENTIFICATION
a through b No Change
Add c. After positive verification that a target is false,
through pilot/vehicle operator position report or
controller visual observation, the track may be
temporarily dropped, which will remove the target
from the display and safety logic processing. A
notation shall be made to FAA Form 7230-4, Daily
Record of Facility Operation, when a track is
temporarily dropped.
2/14/08 JO 7110.65S
Briefing Guide BG-4
1. PARAGRAPH NUMBER AND TITLE: 3-9-9. TAKEOFF CLEARANCE
2. BACKGROUND: Radio communications transfer may occur prior to an aircraft crossing all runways en route to or
reaching the approach end of the assigned runway. Stating the runway to be used in conjunction with a control instruction to
an arriving or departing aircraft also enhances safety. Restating the crossing clearance decreases the likelihood of an aircraft
departing the wrong runway.
3. CHANGE:
OLD NEW
3-9-9. TAKEOFF CLEARANCE 3-9-9. TAKEOFF CLEARANCE
a. When only one runway is active, issue takeoff
clearance.
a. When issuing a clearance for takeoff, first state
the runway number followed by the takeoff clearance.
PHRASEOLOGY-
CLEARED FOR TAKEOFF.
PHRASEOLOGY-
RUNWAY (number), CLEARED FOR TAKEOFF.
Add EXAMPLE“RUNWAY TWO SEVEN, CLEARED FOR
TAKEOFF.”
NOTE-
Turbine-powered aircraft may be considered ready for
takeoff when they reach the runway unless they advise
otherwise.
No Change
REFERENCE-
FAAO JO 7110.65, Para 4-3-1, Departure Terminology.
No Change
b. When more than one runway is active, first state the
runway number followed by the takeoff clearance.
b. If the takeoff clearance is issued before the
aircraft has crossed all intersecting runways, restate
the runway to be crossed with the takeoff clearance.
PHRASEOLOGY-
RUNWAY (number), CLEARED FOR TAKEOFF.
PHRASEOLOGY-
CROSS RUNWAY (number), RUNWAY (number)
CLEARED FOR TAKEOFF.
EXAMPLE“RUNWAY TWO SEVEN, CLEARED FOR
TAKEOFF.”
EXAMPLE“CROSS RUNWAY TWO FOUR LEFT, RUNWAY
TWO FOUR RIGHT, CLEARED FOR TAKEOFF.”
2/14/08 JO 7110.65S
Briefing Guide BG-5
1. PARAGRAPH NUMBER AND TITLE: 5-1-3. RADAR USE
2. BACKGROUND: This change incorporates editorial clarifications to subparagraphs_5-1-3a2(b) and (c), previously
addressed in GENOT 6/08, N 7110.437, Change to Order 7110.65R, Air Traffic Control, Paragraph 5-1-3a2,
subparagraphs_(a), (b), and (c), that expired on February 15, 2007. Additionally, this change clarifies that the requirement in
subparagraph (c), to advise pilots when secondary radar is the only source of radar data, applies to terminal facilities only.
3. CHANGE:
OLD NEW
5-1-3. RADAR USE 5-1-3. RADAR USE
Title through a1REFERENCE- No Change
2. Outside Class A airspace, or where mix of Class_A
airspace/non-Class A airspace exists, only when:
No Change
(a) Additional coverage is provided by secondary
radar beyond that of the primary radar, or
No Change
(b) The primary radar is temporarily unusable or
out of service. Advise pilots when these conditions exist,
or
No Change
Add PHRASEOLOGY-
PRIMARY RADAR UNAVAILABLE (describe
location). RADAR SERVICES AVAILABLE ON
TRANSPONDER EQUIPPED AIRCRAFT ONLY.
Add NOTE1. Advisory may be omitted when provided on ATIS
and pilot indicates having ATIS information.
2. This provision is to authorize secondary radar only
operations where there is no primary radar available
and the condition is temporary.
(c) A secondary radar system is the only source of
radar data for the area of service. When the system is used
for separation, beacon range accuracy is assured, as
provided in para 5-1-4, Beacon Range Accuracy. Advise
pilots when these conditions exist.
(c) A secondary radar system is the only source of
radar data for the area of service. When the system is used
for separation, beacon range accuracy is assured, as
provided in para 5-1-4, Beacon Range Accuracy.
TERMINAL. Advise pilots when these conditions
exist.
PHRASEOLOGY-
PRIMARY RADAR UNAVAILABLE (describe location).
RADAR SERVICES AVAILABLE ON TRANSPONDER
EQUIPPED AIRCRAFT ONLY.
Delete
NOTE1. Advisory may be omitted when provided on ATIS and
pilot indicates having ATIS information.
NOTE-
Advisory may be omitted when provided on ATIS or by
other appropriate notice to pilots.
2. This provision is to authorize secondary radar only
operations where there is no primary radar available and
the condition is temporary.
Delete
2/14/08 JO 7110.65S
Briefing Guide BG-6
1. PARAGRAPH NUMBER AND TITLE: 8-9-3. LONGITUDINAL SEPARATION
2. BACKGROUND: Change 2 to FAAO 7110.65, Paragraph 8-9-3, Longitudinal Separation, allowed 10 minutes
separation between aircraft operating in the Pacific ICAO Region. Notice 7110.472, Longitudinal Separation, clarifies that
10 minutes separation is only applicable to turbojet aircraft on the same track. The basic longitudinal separation between
aircraft remains 15 minutes. While Change 2 was predicated on turbojet aircraft conducting operational trials in the Oakland
Oceanic FIR for several years, the same safety case can be made for turbojet aircraft operating in the Anchorage Oceanic FIR.
Consequently, effective with Notice 7110.472, FAA began operational trials, monitoring of data and appropriate safety case
development to support the application of 10 minutes separation between turbojet aircraft on the same course operating in the
Anchorage Oceanic FIR as well. Therefore, both Oakland and Anchorage Oceanic controllers may apply 10 minutes
separation between turbojet aircraft operating on the same course.
3. CHANGE:
OLD NEW
8-9-3. LONGITUDINAL SEPARATION 8-9-3. LONGITUDINAL SEPARATION
In accordance with Chapter 8, Offshore/Oceanic Procedures, Section 3, Longitudinal Separation, apply the
following:
No Change
a. Minima based on time: No Change
1. 10 minutes between aircraft; or 1. 15 minutes between aircraft; or
Add 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
2. The prescribed minima in accordance with
para_8-3-3, Mach Number Technique.
3. The prescribed minima in accordance with
para_8-3-3, Mach Number Technique.
Add 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.
U.S. Department
of Transportation
Federal Aviation
Administration
JO 7110.65S CHG 1
7/31/08
Initiated By: AJR-0
Vice President, System Operations Services
BRIEFING GUIDE
U.S. DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION
7/31/08 JO 7110.65S CHG 1
Briefing Guide BG-2
Table of Contents
Paragraph
Number
Title Page
1-2-6 ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3-9-4 TAXI INTO POSITION AND HOLD (TIPH) . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3-10-5 LANDING CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
9-2-10 LAND-BASED AIR DEFENSE IDENTIFICATION ZONE (ADIZ) ATC
PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
7/31/08 JO 7110.65S CHG 1
Briefing Guide BG-3
1. PARAGRAPH NUMBER AND TITLE: 1-2-6. ABBREVIATIONS
2. BACKGROUND: The acronyms FLM/CIC are used in Paragraph 9-2-10 but are not spelled out. These acronyms are
not in TBL 1-2-1 thus causing confusion.
3. CHANGE:
OLD NEW
TBL 1-2-1
FAA Order 7110.65 Abbreviations
TBL 1-2-1
FAA Order 7110.65 Abbreviations
Abbreviation Meaning Abbreviation Meaning
Add Add CIC . . . . . . . . Controller-in-Charge
Add Add FLM . . . . . . . . Front-Line Manager
1. PARAGRAPH NUMBER AND TITLE: 3-9-4. TAXI INTO POSITION AND HOLD (TIPH)
2. BACKGROUND: The use of safety logic systems as a sole source for issuing landing clearances in conjunction with
TIPH was reviewed by the Air Traffic Safety Oversight Service. It was determined that safety logic systems, as a sole source
for preventing runway collisions or incursions, removed the pilot from the safety equation. The conclusion of this review
resulted in the stipulation of ceiling and visibility restrictions which allow the pilot to perform a critical role in runway safety
by direct observation of the landing environment and thereby providing an extra layer of safety to this critical phase of flight.
3. CHANGE:
OLD NEW
3-9-4. TAXI INTO POSITION AND HOLD
(TIPH)
3-9-4. TAXI INTO POSITION AND HOLD
(TIPH)
a through cEXAMPLE No Change
1. Landing clearance need not be withheld if the
safety logic system is operating in full core alert runway
configuration.
1. Landing clearance must be withheld if the safety
logic system is inoperative or in limited configuration
or conditions are less than reported ceiling 800 feet or
visibility less than 2 miles.
7/31/08 JO 7110.65S CHG 1
Briefing Guide BG-4
1. PARAGRAPH NUMBER AND TITLE: 3-10-5. LANDING CLEARANCE
2. BACKGROUND: The use of safety logic systems as a sole source for multiple landing clearances was reviewed by the
Air Traffic Safety Oversight Service. It was determined that safety logic systems, as a sole source for preventing runway
collisions or incursions, removed the pilot from the safety equation. The conclusion of this review resulted in the stipulation
of ceiling and visibility restrictions which allow the pilot to perform a critical role in runway safety by direct observation of
the landing environment and thereby providing an extra layer of safety to this critical phase of flight.
3. CHANGE:
OLD NEW
3-10-5. LANDING CLEARANCE 3-10-5. LANDING CLEARANCE
a through cEXAMPLE No Change
d. During same runway operations, while TIPH is
being applied, landing clearance need not be withheld if
the safety logic system to that runway is in full core alert
runway configuration.
d. During same runway operations, while TIPH is
being applied, landing clearance must be withheld if the
safety logic system to that runway is inoperative or in
limited configuration or conditions are less than
reported ceiling 800 feet or visibility less than 2 miles.
1. PARAGRAPH NUMBER AND TITLE: 9-2-10. LAND-BASED AIR DEFENSE IDENTIFICATION ZONE
(ADIZ) ATC PROCEDURES
2. BACKGROUND: For several years, the Air Traffic Organization has supported national defense initiatives in the
Washington, DC, Metropolitan Area Air Defense Identification Zone (DC ADIZ). In accordance with national directives,
this change prescribes standardized procedures for handling aircraft in all locations where security services are required and
establishes approved communication for security tracking of aircraft in security services airspace.
3. CHANGE:
OLD NEW
9-2-10. LAND-BASED AIR DEFENSE
IDENTIFICATION ZONE (ADIZ) ATC
PROCEDURES
9-2-10. LAND-BASED AIR DEFENSE
IDENTIFICATION ZONE (ADIZ)/AIR TRAFFIC
CONTROL (ATC) SECURITY SERVICES
TERMINAL No Change
Add 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.
a. Verify, by direct observation or pilot confirmation,
IFR and VFR flight operations entering, exiting, or
transitioning the ADIZ meet all of the following
minimum conditions:
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.
Add PHRASEOLOGY(ACID) TRANSPONDER OBSERVED PROCEED
ON COURSE/AS REQUESTED; REMAIN OUTSIDE
(CLASS) AIRSPACE.
1. Two-way radio communications are maintained
at all times prior to entering and throughout transition of
the ADIZ. Aircraft operating in an airport traffic pattern
or landing at nontowered airports are exempt from the
ATC communication requirement, provided they
monitor the airport common traffic advisory frequency.
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.
7/31/08 JO 7110.65S CHG 1
Briefing Guide BG-5
2. Aircraft is equipped with an operating transponder
with automatic altitude reporting capability. Aircraft is
squawking an ATC assigned discrete beacon code, with
altitude, at all times. Do not allow an aircraft to cancel its
flight plan and/or squawk VFR while in the ADIZ.
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.
No Change
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.
No Change
PHRASEOLOGY(Call sign), REPORT LANDING OR LEAVING THE
ADIZ.
No Change
5. United States Military, law enforcement, and
aeromedical flights are exempt from filing flight plans.
No Change
b. Pilots unable to comply with the requirements of
subpara a, above, shall be instructed to remain clear of or
exit the ADIZ as appropriate. When equipment failure
involving transponder or Mode C is experienced, and the
aircraft is operating within the ADIZ, the pilot may be
permitted to land. An operation such as this may be
permissible when it is more expedient than exiting the
ADIZ and no additional security risk is evident.
b. Establishing Two-Way Communications.
NOTE-
Specific operations may be exempted, waivered, or
verbally granted by the appropriate authority
establishing the ADIZ.
Delete
Add 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.
Add 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.
Add PHRASEOLOGY(A/C CALL SIGN) REMAIN OUTSIDE OF THE
(location) AND STANDBY. EXPECT (time)
MINUTES DELAY.
7/31/08 JO 7110.65S CHG 1
Briefing Guide BG-6
Add c. Termination of Service.
Add 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.
Add PHRASEOLOGY-
SQUAWK VFR, FREQUENCY CHANGE
APPROVED.
or
CONTACT (facility identification).
Add 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.
Add PHRASEOLOGY(ACID) REMAIN ON YOUR ASSIGNED
TRANSPONDER CODE UNTIL YOU LAND,
FREQUENCY CHANGE APPROVED.
Add 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. 这个是好东西。 感谢楼主一片好意