2-4-21. DESCRIPTION OF AIRCRAFT
TYPES
Except for heavy aircraft, describe aircraft as follows
when issuing traffic information.
a. Military:
1. Military designator, with numbers spoken in
group form, or
2. Service and type, or
3. Type only if no confusion or misidentification is likely.
b. Air Carrier:
1. Manufacturer's model or designator.
2. Add the manufacturer's name, company
name or other identifying features when confusion or
misidentification is likely.
EXAMPLE“L-Ten-Eleven.”
“American MD-Eighty. Seven Thirty-Seven.”
“Boeing Seven Fifty-Seven.”
NOTE-
Pilots of “interchange” aircraft are expected to inform the
tower on the first radio contact the name of the operating
company and trip number followed by the company name,
as displayed on the aircraft, and the aircraft type.
c. General Aviation and Air Taxi:
1. Manufacturer's model, or designator.
2. Manufacturer's name, or add color when
considered advantageous.
EXAMPLE“Tri-Pacer.”
“P A Twenty-Two.”
“Cessna Four-Oh-One.”
“Blue and white King Air.”
“Airliner.”
“Sikorsky S-Seventy-Six.”
d. When issuing traffic information to aircraft
following a heavy jet, specify the word “heavy”
before the manufacturer's name and model.
EXAMPLE“Heavy L-Ten-Eleven.”
“Heavy C-Five.”
“Heavy Boeing Seven Forty-Seven.”
REFERENCE-
FAAO JO 7110.65, Para 2-1-21, Traffic Advisories.
2-4-22. AIRSPACE CLASSES
A, B, C, D, E, and G airspace are pronounced in the
ICAO phonetics for clarification. The term “Class”
may be dropped when referring to airspace in
pilot/controller communications.
EXAMPLE“Cessna 123 Mike Romeo cleared to enter Bravo
airspace.”
“Sikorsky 123 Tango Sierra cleared to enter New York
Bravo airspace.”
JO 7110.65S 2/14/08
2-4-12
JO 7110.65S 2/14/08
2-5-1
Route and NAVAID Description
Section 5. Route and NAVAID Description
2-5-1. AIR TRAFFIC SERVICE (ATS)
ROUTES
Describe ATS routes as follows:
a. VOR/VORTAC/TACAN airways or jet routes.
State the word “Victor” or the letter “J” followed by
the number of the airway or route in group form.
EXAMPLE“Victor Twelve.”
“J Five Thirty-Three.”
b. VOR/VORTAC/TACAN alternate airways.
State the word “Victor” followed by the number of the
airway in group form and the alternate direction.
EXAMPLE“Victor Twelve South.”
c. Colored/L/MF airways. State the color of the
airway followed by the number in group form.
EXAMPLE“Blue Eighty-One.”
d. Named Routes. State the words “North
American Route” or “Bahama Route” followed by
the number of the route in group form.
EXAMPLE“North American Route Sixty-Seven Bravo.”
“Bahama Route Fifty-Five Victor.”
e. Air Traffic Service (ATS) routes. State the
letter(s) of the route phonetically, followed by the
number of the route in group form.
EXAMPLE“Romeo Twenty.”
“Alfa Fifty.”
“Golf Sixty-one.”
“Alfa Seven Hundred.”
f. Military Training Routes (MTRs). State the
letters “I-R” or “V-R” followed by the number of the
route in group form.
EXAMPLE“I-R Five Thirty-one.”
“V-R Fifty-two.”
g. Published RNAV routes.
1. High Altitude - State the letter “Q” followed
by the route number in group form.
EXAMPLE“Q One Forty-five.”
2. Low Altitude - State the letter of the route
phonetically, followed by the number of the route in
group form.
EXAMPLE“Tango Two Ten.”
2-5-2. NAVAID TERMS
Describe radials, arcs, courses, bearings, and
quadrants of NAVAIDs as follows:
a. VOR/VORTAC/TACAN/MLS/GPS Waypoint. State the name of the NAVAID or GPS
Waypoint followed by the separate digits of the
radial/azimuth/bearing (omitting the word “degrees”) and the word “radial/azimuth/bearing.”
EXAMPLE“Appleton Zero Five Zero Radial.”
“Lindburg Runway Two Seven M-L-S, Two Six Zero
Azimuth.”
b. Arcs about VOR-DME/VORTAC/TACAN/
MLS NAVAIDs. State the distance in miles from the
NAVAID followed by the words “mile arc,” the
direction from the NAVAID in terms of the eight
principal points of the compass, the word “of,” and
the name of the NAVAID.
EXAMPLE“Two Zero mile arc southwest of O'Hare Runway Two
Seven Left M-L-S.”
c. Quadrant within a radius of NAVAID. State
direction from NAVAID in terms of the quadrant;
e.g., NE, SE, SW, NW, followed by the distance in
miles from the NAVAID.
EXAMPLE“Cleared to fly northeast quadrant of Phillipsburg
VORTAC within Four Zero mile radius.”
REFERENCE-
FAAO JO 7110.65, Para 4-4-1, Route Use.
P/CG Term- Quadrant.
d. Nondirectional beacons. State the course to or
the bearing from the radio beacon, omitting the word
“degree,” followed by the words “course to” or
“bearing from,” the name of the radio beacon, and the
words “radio beacon.”
EXAMPLE“Three Four Zero bearing from Randolph Radio Beacon.”
JO 7110.65S 2/14/08
2-5-2 Route and NAVAID Description
e. MLS. State the azimuth to or azimuth from the
MLS, omitting the word “degree” followed by the
words “azimuth to” or “azimuth from,” the name of
the MLS, and the term MLS.
EXAMPLE“Two Six Zero azimuth to Linburgh Runway Two Seven
MLS.”
f. Navigation Reference System (NRS) Waypoint.
State the single letter corresponding to the ICAO
Flight Information Region (FIR) identifier, followed
by the letter corresponding to the FIR subset (ARTCC
area for the conterminous U.S.), the latitude
increment in single digit or group form, and the
longitude increment.
EXAMPLE“Kilo Delta Three Four Uniform.”
“Kilo Delta Thirty Four Uniform.”
2-5-3. NAVAID FIXES
Describe fixes determined by reference to a
radial/localizer/azimuth and distance from a
VOR-DME/VORTAC/TACAN/ILS-DME or MLS
as follows:
a. When a fix is not named, state the name of the
NAVAID followed by a specified radial/localizer/
azimuth, and state the distance in miles followed by
the phrase “mile fix.”
EXAMPLE“Appleton Zero Five Zero radial Three Seven mile fix.”
“Reno localizer back course Four mile fix.”
“Hobby Runway One Two M-L-S Zero Niner Zero azimuth
One Two mile fix.”
b. When a fix is charted on a SID, STAR, en route
chart, or approach plate, state the name of the fix.
c. Use specific terms to describe a fix. Do not use
expressions such as “passing Victor Twelve” or
“passing J Eleven.”
JO 7110.65S 2/14/08
2-6-1
Weather Information
Section 6. Weather Information
2-6-1. FAMILIARIZATION
Become familiar with pertinent weather information
when coming on duty, and stay aware of current
weather information needed to perform ATC duties.
2-6-2. HAZARDOUS INFLIGHT WEATHER
ADVISORY SERVICE (HIWAS)
Controllers shall advise pilots of hazardous weather
that may impact operations within 150 NM of their
sector or area of jurisdiction. Hazardous weather
information contained in HIWAS broadcasts includes
Airmen's Meteorological Information (AIRMET),
Significant Meteorological Information (SIGMET),
Convective SIGMET (WST), Urgent Pilot Weather
Reports (UUA), and Center Weather Advisories
(CWA). Facilities shall review alert messages to
determine the geographical area and operational
impact for hazardous weather information broadcasts. The broadcast is not required if aircraft on your
frequency(s) will not be affected.
a. Controllers within commissioned HIWAS areas
shall broadcast a HIWAS alert on all frequencies,
except emergency frequency, upon receipt of
hazardous weather information. Controllers are
required to disseminate data based on the operational
impact on the sector or area of control jurisdiction.
NOTE-
The inclusion of the type and number of weather advisory
responsible for the HIWAS advisory is optional.
PHRASEOLOGY-
ATTENTION ALL AIRCRAFT. HAZARDOUS WEATHER
INFORMATION (SIGMET, Convective SIGMET,
AIRMET, Urgent Pilot Weather Report (UUA), or Center
Weather Advisory (CWA), Number or Numbers) FOR
(geographical area) AVAILABLE ON HIWAS, FLIGHT
WATCH, OR FLIGHT SERVICE FREQUENCIES.
b. Controllers outside of commissioned HIWAS
areas shall:
1. Advise pilots of the availability of hazardous
weather advisories. Pilots requesting additional
information should be directed to contact the nearest
Flight Watch or Flight Service.
2. Apply the same procedure when HIWAS
outlets, or outlets with radio coverage extending into
your sector or airspace under your jurisdiction, are
out of service.
PHRASEOLOGY-
ATTENTION ALL AIRCRAFT. HAZARDOUS WEATHER
INFORMATION FOR (geographical area) AVAILABLE
FROM FLIGHT WATCH OR FLIGHT SERVICE.
c. Terminal facilities have the option to limit
hazardous weather information broadcasts as follows: Tower cab and approach control facilities may
opt to broadcast hazardous weather information alerts
only when any part of the area described is within
50_NM of the airspace under their jurisdiction.
REFERENCE-
AIM, Chapter 7, Section 1, Meteorology, Para 7-1-5 through
Para_7-1-9.
2-6-3. PIREP INFORMATION
Significant PIREP information includes reports of
strong frontal activity, squall lines, thunderstorms,
light to severe icing, wind shear and turbulence
(including clear air turbulence) of moderate or greater
intensity, volcanic eruptions and volcanic ash clouds,
and other conditions pertinent to flight safety.
REFERENCE-
FAAO JO 7110.65, Para 3-1-8, Low Level Wind Shear/Microburst
Advisories.
FAAO JO 7210.3, Para_6-3-1, Handling of SIGMETs, CWAs, and
PIREPs.
AIM, Para 7-5-9, Flight Operations in Volcanic Ash.
FAAO JO 7210.3, Para 10-3-1, SIGMET and PIREP Handling.
a. Solicit PIREPs when requested or when one of
the following conditions exists or is forecast for your
area of jurisdiction:
1. Ceilings at or below 5,000 feet. These
PIREPs shall include cloud base/top reports when
feasible.
TERMINAL. Ensure that at least one descent/climb-
out PIREP, including cloud base/s, top/s, and other
related phenomena, is obtained each hour.
EN ROUTE. When providing approach control
services, the requirements stated in TERMINAL
above apply.
2. Visibility (surface or aloft) at or less than
5_miles.
3. Thunderstorms and related phenomena.
4. Turbulence of moderate degree or greater.
JO 7110.65S 2/14/08
2-6-2 Weather Information
5. Icing of light degree or greater.
6. Wind shear.
7. Volcanic ash clouds.
NOTE-
Pilots may forward PIREPs regarding volcanic activity
using the format described in the Volcanic Activity
Reporting Form (VAR) as depicted in the AIM, Appendix_2.
8. TERMINAL. Braking Action Advisories are
in effect.
REFERENCE-
FAAO JO 7110.65, Para 3-3-5, Braking Action Advisories.
P/CG Term- Braking Action Advisories.
b. Record with the PIREPs:
1. Time.
2. Aircraft position.
3. Type aircraft.
4. Altitude.
5. When the PIREP involves icing include:
(a) Icing type and intensity.
(b) Air temperature in which icing is
occurring.
c. Obtain PIREPs directly from the pilot, or if the
PIREP has been requested by another facility, you
may instruct the pilot to deliver it directly to that
facility.
PHRASEOLOGY-
REQUEST/SAY FLIGHT CONDITIONS.
Or if appropriate,
REQUEST/SAY (specific conditions; i.e., ride, cloud,
visibility, etc.) CONDITIONS.
If necessary,
OVER (fix),
or
ALONG PRESENT ROUTE,
or
BETWEEN (fix) AND (fix).
d. Handle PIREPs as follows:
1. Relay pertinent PIREP information to
concerned aircraft in a timely manner.
2. EN ROUTE. Relay all operationally significant PIREPs to the facility weather coordinator.
3. TERMINAL. Relay all operationally significant PIREPs to:
(a) The appropriate intrafacility positions.
(b) The AFSS/FSS serving the area in which
the report was obtained.
NOTE-
The AFSS/FSS is responsible for long line dissemination.
(c) Other concerned terminal or en route ATC
facilities, including non-FAA facilities.
(d) Use the word gain and/or loss when
describing to pilots the effects of wind shear on
airspeed.
EXAMPLE“Delta Seven Twenty-one, a Boeing Seven Twenty-seven,
previously reported wind shear, loss of Two Five knots at
Four Hundred feet.”
“U.S. Air Seventy-six, a D-C Niner, previously reported
wind shear, gain of Twenty-Five knots between Niner_Hundred and Six Hundred feet, followed by a loss of Five Zero
knots between Five Hundred feet and the surface.”
REFERENCE-
AIM, Para 7-1-24, Wind Shear PIREPs.
2-6-4. WEATHER AND CHAFF SERVICES
a. Issue pertinent information on observed/
reported weather and chaff areas. When requested by
the pilot, provide radar navigational guidance and/or
approve deviations around weather or chaff areas.
1. Issue weather and chaff information by
defining the area of coverage in terms of azimuth (by
referring to the 12-hour clock) and distance from the
aircraft or by indicating the general width of the area
and the area of coverage in terms of fixes or distance
and direction from fixes.
PHRASEOLOGY-
WEATHER/CHAFF AREA BETWEEN
(number)O'CLOCK AND (number) O'CLOCK
(number)_MILES,
or
(number) MILE BAND OF WEATHER/CHAFF FROM
(fix or number of miles and direction from fix) TO (fix or
number of miles and direction from fix).
JO 7110.65S 2/14/08
2-6-3
Weather Information
2. When a deviation cannot be approved as
requested and the situation permits, suggest an
alternative course of action.
PHRASEOLOGY-
UNABLE DEVIATION (state possible alternate course of
action).
FLY HEADING (heading),
or
PROCEED DIRECT (name of NAVAID).
b. In areas of significant weather, plan ahead and
be prepared to suggest, upon pilot request, the use of
alternative routes/altitudes.
PHRASEOLOGY-
DEVIATION APPROVED, (restrictions if necessary),
ADVISE WHEN ABLE TO:
RETURN TO COURSE,
or
RESUME OWN NAVIGATION,
or
FLY HEADING (heading),
or
PROCEED DIRECT (name of NAVAID).
NOTE-
Weather significant to the safety of aircraft includes such
conditions as funnel cloud activity, lines of thunderstorms,
embedded thunderstorms, large hail, wind shear,
microbursts, moderate to extreme turbulence (including
CAT), and light to severe icing.
REFERENCE-
AIM, Para 7-1-14, ATC Inflight Weather Avoidance Assistance.
c. Inform any tower for which you provide
approach control services of observed precipitation
on radar which is likely to affect their operations.
d. Use the term “precipitation” when describing
radar-derived weather. Issue the precipitation
intensity from the lowest descriptor (LIGHT) to the
highest descriptor (EXTREME) when that information is available. Do not use the word “turbulence” in
describing radar-derived weather.
1. LIGHT.
2. MODERATE.
3. HEAVY.
4. EXTREME.
NOTE-
Weather and Radar Processor (WARP) does not display
light intensity.
PHRASEOLOGY(Intensity) PRECIPITATION BETWEEN (number)
O'CLOCK AND (number) O'CLOCK, (number) MILES.
MOVING (direction) AT (number) KNOTS, TOPS
(altitude). PRECIPITATION AREA IS (number) MILES IN
DIAMETER.
EXAMPLE1. “Extreme precipitation between eleven o'clock and
one_o'clock, one zero miles moving east at two zero knots,
tops flight level three niner zero.”
2. “Heavy precipitation between ten o'clock and
two_o'clock, one five miles. Precipitation area is two five
miles in diameter.”
3. “Heavy to Extreme precipitation between ten o'clock
and two o'clock, one five miles. Precipitation area is
two_five miles in diameter.”
REFERENCE-
P/CG Term- Precipitation Radar Weather Descriptions.
e. When precipitation intensity information is not
available.
PHRASEOLOGY-
PRECIPITATION BETWEEN (number) O'CLOCK AND
(number) O'CLOCK, (number) MILES. MOVING
(direction) AT (number) KNOTS, TOPS (altitude),
PRECIPITATION AREA IS (number) MILES IN
DIAMETER, INTENSITY UNKNOWN.
EXAMPLE“Precipitation area between one o'clock and three_o'clock
three five miles. Precipitation area is three zero miles in
diameter, intensity unknown.”
NOTE-
Phraseology using precipitation intensity descriptions is
only applicable when the radar precipitation intensity
information is determined by NWS radar equipment or
NAS ground based digitized radar equipment with weather
capabilities. This precipitation may not reach the surface.
f. EN ROUTE. When issuing Air Route Surveillance Radar (ARSR) precipitation intensity use the
following:
1. Describe the lowest displayable precipitation
intensity as MODERATE.
2. Describe the highest displayable precipitation intensity as HEAVY to EXTREME.
PHRASEOLOGY(Intensity) PRECIPITATION BETWEEN (number)
O'CLOCK AND (number) O'CLOCK, (number) MILES
MOVING (direction) AT (number) KNOTS, TOPS
(altitude) PRECIPITATION AREA IS (number) MILES IN
DIAMETER.
JO 7110.65S 2/14/08
2-6-4 Weather Information
EXAMPLE“Moderate precipitation between ten o'clock and
one_o'clock, three zero miles. Precipitation area is five_zero
miles in diameter.”
“Moderate to extreme precipitation twelve o'clock and
three o'clock, seven zero miles. Precipitation area is
one_zero zero miles in diameter.”
g. When operational/equipment limitations exist,
controllers shall ensure that the highest available
level of precipitation intensity within their area of
jurisdiction is displayed.
h. The supervisory traffic management
coordinator-in-charge/operations supervisor/
controller-in-charge shall verify the digitized radar
weather information by the best means available
(e.g., pilot reports, local tower personnel, etc.) if the
weather data displayed by digitized radar is reported
as questionable or erroneous. Errors in weather radar
presentation shall be reported to the technical operations technician and the air traffic supervisor shall
determine if the digitized radar derived weather data
is to be displayed and a NOTAM distributed.
NOTE-
Anomalous propagation (AP) is a natural occurrence
affecting radar and does not in itself constitute a weather
circuit failure.
2-6-5. CALM WIND CONDITIONS
TERMINAL. Describe the wind as calm when the
wind velocity is less than three knots.
REFERENCE-
FAAO JO 7110.65, Para 3-5-3, Tailwind Components.
FAAO JO 7110.65, Para 3-10-4, Intersecting Runway Separation.
2-6-6. REPORTING WEATHER
CONDITIONS
a. When the prevailing visibility at the usual point
of observation, or at the tower level, is less than
4_miles, tower personnel shall take prevailing
visibility observations and apply the observations as
follows:
1. Use the lower of the two observations (tower
or surface) for aircraft operations.
2. Forward tower visibility observations to the
weather observer.
3. Notify the weather observer when the tower
observes the prevailing visibility decrease to less than
4 miles or increase to 4 miles or more.
b. Forward current weather changes to the
appropriate control facility as follows:
1. When the official weather changes to a
condition which is below 1,000-foot ceiling or below
the highest circling minimum, whichever is greater,
or less than 3 miles visibility, and when it improves
to a condition which is better than those above.
2. Changes which are classified as special
weather observations during the time that weather
conditions are below 1,000-foot ceiling or the
highest circling minimum, whichever is greater, or
less than 3 miles visibility.
c. Towers at airports where military turbo-jet
en_route descents are routinely conducted shall also
report the conditions to the ARTCC even if it is not the
controlling facility.
d. If the receiving facility informs you that
weather reports are not required for a specific time
period, discontinue the reports. The time period
specified should not exceed the duration of the
receiving controller's tour of duty.
e. EN ROUTE. When you determine that weather
reports for an airport will not be required for a specific
time period, inform the AFSS/FSS or tower of this
determination. The time period specified should not
exceed the duration of receiving controller's tour of
duty.
REFERENCE-
FAAO JO 7110.65, Para 3-10-2, Forwarding Approach Information
by Nonapproach Control Facilities.
2-6-7. DISSEMINATING WEATHER
INFORMATION
TERMINAL. Observed elements of weather information shall be disseminated as follows:
a. General weather information, such as “large
breaks in the overcast,” “visibility lowering to the
south,” or similar statements which do not include
specific values, and any elements derived directly
from instruments, pilots, or radar may be transmitted
to pilots or other ATC facilities without consulting the
weather reporting station.
JO 7110.65S 2/14/08
2-6-5
Weather Information
b. Specific values, such as ceiling and visibility,
may be transmitted if obtained by one of the
following means:
1. You are properly certificated and acting as
official weather observer for the elements being
reported.
NOTE-
USAF controllers do not serve as official weather
observers.
2. You have obtained the information from the
official observer for the elements being reported.
3. The weather report was composed or verified
by the weather station.
4. The information is obtained from an official
Automated Weather Observation System (AWOS) or
an Automated Surface Observation System (ASOS).
c. Differences between weather elements
observed from the tower and those reported by the
weather station shall be reported to the official
observer for the element concerned.
JO 7110.65S 2/14/08
2-6-6
JO 7110.65S 2/14/08
2-7-1
Altimeter Settings
Section 7. Altimeter Settings
2-7-1. CURRENT SETTINGS
a. Current altimeter settings shall be obtained
from direct-reading instruments or directly from
weather reporting stations.
REFERENCE-
FAAO JO 7210.3, Chapter 2, Section 10, Wind/Altimeter Information.
b. If a pilot requests the altimeter setting in
millibars, ask the nearest weather reporting station
for the equivalent millibar setting.
c. USAF/USA. Use the term “Estimated Altimeter” for altimeter settings reported or received as
estimated.
REFERENCE-
FAAO JO 7110.65, Para 3-9-1, Departure Information.
FAAO JO 7110.65, Para 3-10-1, Landing Information.
FAAO JO 7110.65, Para 4-7-10, Approach Information.
2-7-2. ALTIMETER SETTING ISSUANCE
BELOW LOWEST USABLE FL
a. TERMINAL. Identify the source of an altimeter
setting when issued for a location other than the
aircraft's departure or destination airport.
b. EN ROUTE. Identify the source of all altimeter
settings when issued.
PHRASEOLOGY-
THE (facility name) (time of report if more than one hour
old) ALTIMETER (setting).
c. Issue the altimeter setting:
1. To en route aircraft at least one time while
operating in your area of jurisdiction. Issue the setting
for the nearest reporting station along the aircraft's
route of flight:
NOTE14 CFR Section 91.121(1) requires that the pilot set his/her
altimeter to the setting of a station along his/her route of
flight within 100 miles of the aircraft if one is available.
However, issuance of the setting of an adjacent station
during periods that a steep gradient exists will serve to
inform the pilot of the difference between the setting he/she
is using and the pressure in the local area and better enable
him/her to choose a more advantageous setting within the
limitations of 14 CFR Section 91.121.
2. TERMINAL. To all departures. Unless specifically requested by the pilot, the altimeter setting
need not be issued to local aircraft operators who have
requested this omission in writing or to scheduled air
carriers.
REFERENCE-
FAAO JO 7110.65, Para 3-9-1, Departure Information.
3. TERMINAL. To arriving aircraft on initial
contact or as soon as possible thereafter. The tower
may omit the altimeter if the aircraft is sequenced or
vectored to the airport by the approach control having
jurisdiction at that facility.
REFERENCE-
FAAO JO 7110.65, Para 4-7-10, Approach Information.
FAAO JO 7110.65, Para 5-10-2, Approach Information.
4. EN ROUTE. For the destination airport to
arriving aircraft, approximately 50 miles from the
destination, if an approach control facility does not
serve the airport.
5. In addition to the altimeter setting provided
on initial contact, issue changes in altimeter setting to
aircraft executing a nonprecision instrument
approach as frequently as practical when the official
weather report includes the remarks “pressure falling
rapidly.”
d. If the altimeter setting must be obtained by the
pilot of an arriving aircraft from another source,
instruct the pilot to obtain the altimeter setting from
that source.
NOTE1. The destination altimeter setting, whether from a local
or remote source, is the setting upon which the instrument
approach is predicated.
2. Approach charts for many locations specify the source
of altimeter settings as non-FAA facilities, such as
UNICOMs.
e. When issuing clearance to descend below the
lowest usable flight level, advise the pilot of the
altimeter setting of the weather reporting station
nearest the point the aircraft will descend below that
flight level.
f. Department of Defense (DOD) aircraft which
operate on “single altimeter settings” (CFR Exemption 2861A) shall be issued altimeter settings in
accordance with standard procedures while the
aircraft are en route to and from their restricted areas,
MOAs, and ATC assigned airspace areas.
JO 7110.65S 2/14/08
2-7-2 Altimeter Settings
g. When the barometric pressure is greater than
31.00 inches Hg., issue the altimeter setting and:
1. En Route/Arrivals. Advise pilots to remain
set on altimeter 31.00 until reaching final approach
segment.
2. Departures. Advise pilots to set altimeter
31.00 prior to reaching any mandatory/crossing
altitude or 1,500 feet AGL, whichever is lower.
PHRASEOLOGY-
ALTIMETER, THREE ONE TWO FIVE, SET THREE ONE
ZERO ZERO UNTIL REACHING THE FINAL
APPROACH FIX.
or
ALTIMETER, THREE ONE ONE ZERO, SET
THREE_ONE ZERO ZERO PRIOR TO REACHING
ONE_THOUSAND THREE HUNDRED.
NOTE1. Aircraft with Mode C altitude reporting will be
displayed on the controller's radar scope with a uniform
altitude offset above the assigned altitude. With an actual
altimeter of 31.28 inches Hg, the Mode C equipped aircraft
will show 3,300 feet when assigned 3,000 feet. This will
occur unless local directives authorize entering the
altimeter setting 31.00 into the computer system regardless
of the actual barometric pressure.
2. Flight Standards will implement high barometric
pressure procedures by NOTAM defining the geographic
area affected.
3. Airports unable to accurately measure barometric
pressures above 31.00 inches Hg. will report the
barometric pressure as “missing” or “in excess of
31.00_inches of Hg.” Flight operations to or from those
airports are restricted to VFR weather conditions.
REFERENCE-
AIM, Para 7-2-2, Procedures.
FAAO JO 7110.65, Para 3-10-1, Landing Information.
JO 7110.65S 2/14/08
2-8-1
Runway Visibility Reporting- Terminal
Section 8. Runway Visibility Reporting- Terminal
2-8-1. FURNISH RVR/RVV VALUES
Where RVR or RVV equipment is operational,
irrespective of subsequent operation or nonoperation
of navigational or visual aids for the application of
RVR/RVV as a takeoff or landing minima, furnish the
values for the runway in use in accordance with
para_2-8-3, Terminology.
NOTE-
Readout capability of different type/model RVR equipment
varies. For example, older equipment minimum readout
value is 600 feet. Newer equipment may have minimum
readout capability as low as 100 feet. Readout value
increments also may differ. Older equipment have
minimum readout increments of 200 feet. New equipment
increments below 800 feet are 100 feet.
REFERENCE-
FAAO 6560.10, Runway Visual Range (RVR).
FAAO 6750.24, Instrument Landing System (ILS) and Ancillary
Electronic Component Configuration & Perf. Req.
2-8-2. ARRIVAL/DEPARTURE RUNWAY
VISIBILITY
a. Issue current touchdown RVR/RVV for the
runway(s) in use:
1. When prevailing visibility is 1 mile or less
regardless of the value indicated.
2. When RVR/RVV indicates a reportable value
regardless of the prevailing visibility.
NOTE-
Reportable values are: RVR 6,000 feet or less;
RVV_11 /2_miles or less.
3. When it is determined from a reliable source
that the indicated RVR value differs by more than
400_feet from the actual conditions within the area of
the transmissometer, the RVR data is not acceptable
and shall not be reported.
NOTE-
A reliable source is considered to be a certified weather
observer, automated weather observing system, air traffic
controller, flight service specialist, or pilot.
4. When the observer has reliable reports, or has
otherwise determined that the instrument values are
not representative of the associated runway, the data
shall not be used.
b. Issue both mid-point and roll-out RVR when the
value of either is less than 2,000 feet and the
touchdown RVR is greater than the mid-point or
roll-out RVR.
c. Local control shall issue the current RVR/RVV
to each aircraft prior to landing or departure in
accordance with subparas a and b.
2-8-3. TERMINOLOGY
a. Provide RVR/RVV information by stating the
runway, the abbreviation RVR/RVV, and the
indicated value. When issued along with other
weather elements, transmit these values in the normal
sequence used for weather reporting.
EXAMPLE“Runway One Four RVR Two Thousand Four Hundred.”
“Runway Three Two RVV Three Quarters.”
b. When two or more RVR systems serve the
runway in use, report the indicated values for the
different systems in terms of touchdown, mid, and
rollout as appropriate.
EXAMPLE“Runway Two Two Left RVR Two Thousand, rollout
One_Thousand Eight Hundred.”
“Runway Two Seven Right RVR One Thousand,
mid_Eight_Hundred, rollout Six Hundred.”
c. When there is a requirement to issue an RVR or
RVV value and a visibility condition greater or less
than the reportable values of the equipment is
indicated, state the condition as “MORE THAN” or
“LESS THAN” the appropriate minimum or
maximum readable value.
EXAMPLE“Runway Three Six RVR more than Six Thousand.”
“Runway Niner RVR One Thousand, rollout less than
Six_Hundred.”
JO 7110.65S 2/14/08
2-8-2 Runway Visibility Reporting- Terminal
d. When a readout indicates a rapidly varying
visibility condition (1,000 feet or more for RVR; one
or more reportable values for RVV), report the
current value followed by the range of visibility
variance.
EXAMPLE“Runway Two Four RVR Two Thousand, variable
One_Thousand Six Hundred to Three Thousand.”
“Runway Three One RVV Three-quarters, variable
One-quarter to One.”
REFERENCE-
FAAO JO 7110.65, Para 2-8-1, Furnish RVR/RVV Values.
JO 7110.65S 2/14/08
2-9-1
Automatic Terminal Information Service Procedures
Section 9. Automatic Terminal Information
Service Procedures
2-9-1. APPLICATION
Use the ATIS, where available, to provide advance
noncontrol airport/terminal area and meteorological
information to aircraft.
a. Identify each ATIS message by a phonetic letter
code word at both the beginning and the end of the
message. Automated systems will have the phonetic
letter code automatically appended. Exceptions may
be made where omissions are required because of
special programs or equipment.
1. Each alphabet letter phonetic word shall be
used sequentially, except as authorized in subpara a2,
beginning with “Alpha,” ending with “Zulu,” and
repeated without regard to the beginning of a new
day. Identify the first resumed broadcast message
with “Alpha” or the first assigned alphabet letter
word in the event of a broadcast interruption of more
than 12 hours.
2. Specific sequential portions of the alphabet
may be assigned between facilities or an arrival and
departure ATIS when designated by a letter of
agreement or facility directive.
REFERENCE-
FAAO JO 7210.3, Para 10-4-1, Automatic Terminal Information
Service (ATIS).
b. The ATIS recording shall be reviewed for
completeness, accuracy, speech rate, and proper
enunciation before being transmitted.
c. Arrival and departure messages, when broadcast separately, need only contain information
appropriate for that operation.
2-9-2. OPERATING PROCEDURES
Maintain an ATIS message that reflects the most
current arrival and departure information.
a. Make a new recording when any of the
following occur:
1. Upon receipt of any new official weather
regardless of whether there is or is not a change in
values.
2. When runway braking action reports are
received that indicate runway braking is worse than
that which is included in the current ATIS broadcast.
3. When there is a change in any other pertinent
data, such as runway change, instrument approach in
use, new or canceled NOTAMs/PIREPs/HIWAS
update, etc.
b. When a pilot acknowledges that he/she has
received the ATIS broadcast, controllers may omit
those items contained in the broadcasts if they are
current. Rapidly changing conditions will be issued
by ATC, and the ATIS will contain the following:
EXAMPLE“Latest ceiling/visibility/altimeter/wind/(other conditions) will be issued by approach control/tower.”
c. Broadcast on all appropriate frequencies to
advise aircraft of a change in the ATIS code/message.
d. Controllers shall ensure that pilots receive the
most current pertinent information. Ask the pilot to
confirm receipt of the current ATIS information if the
pilot does not initially state the appropriate ATIS
code. Controllers shall ensure that changes to
pertinent operational information is provided after
the initial confirmation of ATIS information is
established. Issue the current weather, runway in use,
approach information, and pertinent NOTAMs to
pilots who are unable to receive the ATIS.
EXAMPLE“Verify you have information ALPHA.”
“Information BRAVO now current, visibility three miles.”
“Information CHARLIE now current, Ceiling 1500
Broken.”
“Information CHARLIE now current, advise when you
have CHARLIE.”
JO 7110.65S 2/14/08
2-9-2 Automatic Terminal Information Service Procedures
2-9-3. CONTENT
Include the following in ATIS broadcast as
appropriate:
a. Airport/facility name, phonetic letter code, time
of weather sequence (UTC). Weather information
consisting of wind direction and velocity, visibility,
obstructions to vision, present weather, sky condition, temperature, dew point, altimeter, a density
altitude advisory when appropriate and other
pertinent remarks included in the official weather
observation. Wind direction, velocity, and altimeter
shall be reported from certified direct reading
instruments. Temperature and dew point should be
reported from certified direct reading sensors when
available. Always include weather observation
remarks of lightning, cumulonimbus, and towering
cumulus clouds.
NOTE-
ASOS/AWOS is to be considered the primary source of
wind direction, velocity, and altimeter data for weather
observation purposes at those locations that are so
equipped. The ASOS Operator Interface Device (OID)
displays the magnetic wind as “MAG WND” in the
auxiliary data location in the lower left-hand portion of the
screen. Other OID displayed winds are true and are not to
be used for operational purposes.
b. Man-Portable Air Defense Systems
(MANPADS) alert and advisory. Specify the nature
and location of threat or incident, whether reported or
observed and by whom, time (if known), and
notification to pilots to advise ATC if they need to
divert.
EXAMPLE1. “MANPADS alert. Exercise extreme caution.
MANPADS threat reported by TSA, Chicago area.”
“Advise on initial contact if you want to divert.”
2. “MANPADS alert. Exercise extreme caution.
MANPADS attack observed by tower one-half mile
northwest of airfield at one-two-five-zero Zulu.” “Advise
on initial contact if you want to divert.”
REFERENCE-
FAAO JO 7110.65, Para 10-2-13, MANPADS Alert.
FAAO JO 7210.3, Para 2-1-9, Handling MANPADS Incidents.
c. 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.
PHRASEOLOGY-
UNAUTHORIZED LASER ILLUMINATION EVENT,
(UTC time), (location), (altitude), (color), (direction).
EXAMPLE-
UNAUTHORIZED LASER ILLUMINATION EVENT, AT
0100z, 8 MILE FINAL RUNWAY 18R AT 3,000 FEET,
GREEN LASER FROM THE SOUTHWEST.
REFERENCE-
FAAO JO 7110.65, Para_10-2-14, Unauthorized Laser Illumination of
Aircraft.
FAAO JO 7210.3, Para 2-1-27, Reporting Unauthorized Laser
Illumination of Aircraft.
d. The ceiling/sky condition, visibility, and
obstructions to vision may be omitted if the ceiling is
above 5,000 feet and the visibility is more than
5_miles.
EXAMPLE-
A remark may be made, “The weather is better than
five_thousand and five.”
e. Instrument/visual approach/s in use. Specify
landing runway/s unless the runway is that to which
the instrument approach is made.
f. Departure runway/s (to be given only if different
from landing runway/s or in the instance of a
“departure only” ATIS).
g. Taxiway closures which affect the entrance or
exit of active runways, other closures which impact
airport operations, other NOTAMs and PIREPs
pertinent to operations in the terminal area. Inform
pilots of where hazardous weather is occurring and
how the information may be obtained. Include
available information of known bird activity.
REFERENCE-
FAAO JO 7110.65, Para 2-1-22, Bird Activity Information.
h. Runway braking action or friction reports when
provided. Include the time of the report and a word
describing the cause of the runway friction problem.
PHRASEOLOGY-
RUNWAY (number) MU (first value, second value, third
value) AT (time), (cause).
EXAMPLE“Runway Two Seven, MU forty-two, forty-one, twentyeight at one zero one eight Zulu, ice.”
REFERENCE-
FAAO JO 7110.65, Para 3-3-5, Braking Action Advisories.
JO 7110.65S 2/14/08
2-9-3
Automatic Terminal Information Service Procedures
i. Other optional information as local conditions
dictate in coordination with ATC. This may include
such items as VFR arrival frequencies, temporary
airport conditions, LAHSO operations being conducted, or other perishable items that may appear
only for a matter of hours or a few days on the ATIS
message.
j. Low level wind shear/microburst when reported
by pilots or is detected on a wind shear detection
system.
REFERENCE-
FAAO JO 7110.65, Para 3-1-8, Low Level Wind Shear/Microburst
Advisories.
k. A statement which advises the pilot to read back
instructions to hold short of a runway. The air traffic
manager may elect to remove this requirement
60_days after implementation provided that removing
the statement from the ATIS does not result in
increased requests from aircraft for read back of hold
short instructions.
l. Instructions for the pilot to acknowledge receipt
of the ATIS message by informing the controller on
initial contact.
EXAMPLE“Boston Tower Information Delta. One four zero zero Zulu.
Wind two five zero at one zero. Visibility one zero. Ceiling
four thousand five hundred broken. Temperature three four.
Dew point two eight. Altimeter three zero one zero.
ILS-DME Runway Two Seven Approach in use. Departing
Runway Two Two Right. Hazardous Weather Information
for (geographical area) available on HIWAS, Flight
Watch, or Flight Service Frequencies. Advise on initial
contact you have Delta.”
JO 7110.65S 2/14/08
2-9-4
JO 7110.65S 2/14/08
2-10-1
Team Position Responsibilities
Section 10. Team Position Responsibilities
2-10-1. EN ROUTE SECTOR TEAM
POSITION RESPONSIBILITIES
a. En Route Sector Team Concept and Intent:
1. There are no absolute divisions of responsibilities regarding position operations. The tasks to be
completed remain the same whether one, two, or
three people are working positions within a sector.
The team, as a whole, has responsibility for the safe
and efficient operation of that sector.
2. The intent of the team concept is not to hold
the team accountable for the action of individual
members, in the event of an operational accident/
incident.
b. Terms. The following terms will be used in
en_route facilities for the purpose of standardization:
1. Sector. The area of control responsibility
(delegated airspace) of the en route sector team, and
the team as a whole.
2. Radar Position (R). That position which is in
direct communication with the aircraft and which
uses radar information as the primary means of
separation.
3. Radar Associate (RA). That position sometimes referred to as “D-Side” or “Manual
Controller.”
4. Radar Coordinator Position (RC). That
position sometimes referred to as “Coordinator,”
“Tracker,” or “Handoff Controller” (En Route).
5. Radar Flight Data (FD). That position
commonly referred to as “Assistant Controller” or
“A-Side” position.
6. Nonradar Position (NR). That position which
is usually in direct communication with the aircraft
and which uses nonradar procedures as the primary
means of separation.
c. Primary responsibilities of the En Route Sector
Team Positions:
1. Radar Position:
(a) Ensure separation.
(b) Initiate control instructions.
(c) Monitor and operate radios.
(d) Accept and initiate automated handoffs.
(e) Assist the radar associate position with
nonautomated handoff actions when needed.
(f) Assist the radar associate position in
coordination when needed.
(g) Scan radar display. Correlate with flight
progress strip information or User Request
Evaluation Tool (URET) data, as applicable.
(h) Ensure computer entries are completed on
instructions or clearances you issue or receive.
(i) Ensure strip marking and/or URET entries
are completed on instructions or clearances you issue
or receive.
(j) Adjust equipment at radar position to be
usable by all members of the team.
(k) The radar controller shall not be responsible for G/G communications when precluded by
VSCS split functionality.
2. Radar Associate Position:
(a) Ensure separation.
(b) At URET facilities, use URET information to plan, organize, and expedite the flow of traffic.
(c) Initiate control instructions.
(d) Operate interphones.
(e) Accept and initiate nonautomated handoffs, and ensure radar position is made aware of the
actions.
(f) Assist the radar position by accepting or
initiating automated handoffs which are necessary for
the continued smooth operation of the sector, and
ensure that the radar position is made immediately
aware of any action taken.
(g) Coordinate, including pointouts.
(h) Monitor radios when not performing
higher priority duties.
(i) Scan flight progress strips and/or URET
data. Correlate with radar data.
(j) Manage flight progress strips and/or
URET flight data.
(k) Ensure computer entries are completed on
instructions issued or received. Enter instructions
issued or received by the radar position when aware
of those instructions.
JO 7110.65S 2/14/08
2-10-2 Team Position Responsibilities
(l) As appropriate, ensure strip marking
and/or URET entries are completed on instructions
issued or received, and record instructions issued or
received by the radar position when aware of them.
(m) Adjust equipment at radar associate
position to be usable by all members of the team.
(n) Where authorized, perform URET data
entries to keep the activation status of designated
URET Airspace Configuration Elements current.
3. Radar Coordinator Position:
(a) Perform interfacility/intrafacility/sector/
position coordination of traffic actions.
(b) Advise the radar position and the radar
associate position of sector actions required to
accomplish overall objectives.
(c) Perform any of the functions of the
en_route sector team which will assist in meeting
situation objectives.
(d) The RC controller shall not be responsible
for monitoring or operating radios when precluded by
VSCS split functionality.
NOTE-
The Radar Position has the responsibility for managing the
overall sector operations, including aircraft separation
and traffic flows. The Radar Coordinator Position assumes
responsibility for managing traffic flows and the Radar
Position retains responsibility for aircraft separation when
the Radar Coordinator Position is staffed.
4. Radar Flight Data:
(a) Operate interphone.
(b) Assist Radar Associate Position in
managing flight progress strips.
(c) Receive/process and distribute flight
progress strips.
(d) Ensure flight data processing equipment
is operational, except for URET capabilities.
(e) Request/receive and disseminate weather,
NOTAMs, NAS status, traffic management, and
Special Use Airspace status messages.
(f) Manually prepare flight progress strips
when automation systems are not available.
(g) Enter flight data into computer.
(h) Forward flight data via computer.
(i) Assist facility/sector in meeting situation
objectives.
5. En Route Nonradar Position:
(a) Ensure separation.
(b) Initiate control instructions.
(c) Monitor and operate radios.
(d) Accept and initiate transfer of control,
communications, and flight data.
(e) Ensure computer entries are completed on
instructions or clearances issued or received.
(f) Ensure strip marking is completed on
instructions or clearances issued or received.
(g) Facilities utilizing nonradar positions may
modify the standards contained in the radar associate,
radar coordinator, and radar flight data sections to
accommodate facility/sector needs, i.e., nonradar
coordinator, nonradar data positions.
2-10-2. TERMINAL RADAR/NONRADAR
TEAM POSITION RESPONSIBILITIES
a. Terminal Radar Team Concept and Intent:
1. There are no absolute divisions of responsibilities regarding position operations. The tasks to
be completed remain the same whether one, two, or
three people are working positions within a
facility/sector. The team, as a whole, has responsibility for the safe and efficient operation of that
facility/sector.
2. The intent of the team concept is not to hold
the team accountable for the action of individual
members in the event of an operational error/
deviation.
b. Terms. The following terms will be used in
terminal facilities for the purposes of standardization.
1. Facility/Sector. The area of control responsibility (delegated airspace) of the radar team, and the
team as a whole.
2. Radar Position (R). That position which is in
direct communication with the aircraft and which
uses radar information as the primary means of
separation.
3. Radar Associate Position (RA). That position
commonly referred to as “Handoff Controller” or
“Radar Data Controller.”
JO 7110.65S 2/14/08
2-10-3
Team Position Responsibilities
4. Radar Coordinator Position (RC). That
position commonly referred to as “Coordinator,”
“Tracker,” “Sequencer,” or “Overhead.”
5. Radar Flight Data (FD). That position
commonly referred to as “Flight Data.”
6. Nonradar Position (NR). That position which
is usually in direct communication with the aircraft
and which uses nonradar procedures as the primary
means of separation.
c. Primary Responsibilities of the Terminal Radar
Team Positions:
1. Radar Position:
(a) Ensure separation.
(b) Initiate control instructions.
(c) Monitor and operate radios.
(d) Accept and initiate automated handoffs.
(e) Assist the Radar Associate Position with
nonautomated handoff actions when needed.
(f) Assist the Radar Associate Position in
coordination when needed.
(g) Scan radar display. Correlate with flight
progress strip information.
(h) Ensure computer entries are completed on
instructions or clearances you issue or receive.
(i) Ensure strip marking is completed on
instructions or clearances you issue or receive.
(j) Adjust equipment at Radar Position to be
usable by all members of the team.
2. Radar Associate Position:
(a) Ensure separation.
(b) Initiate control instructions.
(c) Operate interphones.
(d) Maintain awareness of facility/sector
activities.
(e) Accept and initiate nonautomated
handoffs.
(f) Assist the Radar Position by accepting or
initiating automated handoffs which are necessary for
the continued smooth operation of the facility/sector
and ensure that the Radar Position is made
immediately aware of any actions taken.
(g) Coordinate, including point outs.
(h) Scan flight progress strips. Correlate with
radar data.
(i) Manage flight progress strips.
(j) Ensure computer entries are completed on
instructions issued or received, and enter instructions
issued or received by the Radar Position when aware
of those instructions.
(k) Ensure strip marking is completed on
instructions issued or received, and write instructions
issued or received by the Radar Position when aware
of them.
(l) Adjust equipment at Radar Associate
Position to be usable by all members of the Radar
Team.
3. Radar Coordinator Position:
(a) Perform interfacility/sector/position
coordination of traffic actions.
(b) Advise the Radar Position and the Radar
Associate Position of facility/sector actions required
to accomplish overall objectives.
(c) Perform any of the functions of the Radar
Team which will assist in meeting situation
objectives.
NOTE-
The Radar Position has the responsibility of managing the
overall sector operations, including aircraft separation
and traffic flows. The Radar Coordinator Position assumes
responsibility for managing traffic flows and the Radar
Position retains responsibility for aircraft separation when
the Radar Coordinator Position is staffed.
4. Radar Flight Data:
(a) Operate interphones.
(b) Process and forward flight plan
information.
(c) Compile statistical data.
(d) Assist facility/sector in meeting situation
objectives.
5. Terminal Nonradar Position:
(a) Ensure separation.
(b) Initiate control instructions.
(c) Monitor and operate radios.
(d) Accept and initiate transfer of control,
communications and flight data.
JO 7110.65S 2/14/08
2-10-4 Team Position Responsibilities
(e) Ensure computer entries are completed on
instructions or clearances issued or received.
(f) Ensure strip marking is completed on
instructions or clearances issued or received.
(g) Facilities utilizing nonradar positions may
modify the standards contained in the radar associate,
radar coordinator, and radar flight data sections to
accommodate facility/sector needs, i.e., nonradar
coordinator, nonradar data positions.
2-10-3. TOWER TEAM POSITION
RESPONSIBILITIES
a. Tower Team Concept and Intent:
1. There are no absolute divisions of responsibilities regarding position operations. The tasks to be
completed remain the same whether one, two, or
three people are working positions within a tower
cab. The team as a whole has responsibility for the
safe and efficient operation of that tower cab.
2. The intent of the team concept is not to hold
the team accountable for the action of individual
members in the event of an operational error/
deviation.
b. Terms: The following terms will be used in
terminal facilities for the purpose of standardization.
1. Tower Cab: The area of control responsibility
(delegated airspace and/or airport surface areas) of
the tower team, and the team as a whole.
2. Tower Position(s) (LC or GC): That position
which is in direct communications with the aircraft
and ensures separation of aircraft in/on the area of
jurisdiction.
3. Tower Associate Position(s): That position
commonly referred to as “Local Assist,” “Ground
Assist,” “Local Associate,” or “Ground Associate.”
4. Tower Cab Coordinator Position (CC): That
position commonly referred to as “Coordinator.”
5. Flight Data (FD): That position commonly
referred to as “Flight Data.”
6. Clearance Delivery (CD): That position
commonly referred to as “Clearance.”
c. Primary responsibilities of the Tower Team
Positions:
1. Tower Position(s) (LC or GC):
(a) Ensure separation.
(b) Initiate control instructions.
(c) Monitor and operate communications
equipment.
(d) Utilize tower radar display(s).
(e) Utilize alphanumerics.
(f) Assist the Tower Associate Position with
coordination.
(g) Scan tower cab environment.
(h) Ensure computer entries are completed
for instructions or clearances issued or received.
(i) Ensure strip marking is completed for
instructions or clearances issued or received.
(j) Process and forward flight plan
information.
(k) Perform any functions of the Tower Team
which will assist in meeting situation objectives.
2. Tower Associate Position(s):
(a) Ensure separation.
(b) Operate interphones.
(c) Maintain awareness of tower cab
activities.
(d) Utilize alphanumerics.
(e) Utilize tower radar display(s).
(f) Assist Tower Position by accepting/
initiating coordination for the continued smooth
operation of the tower cab and ensure that the Tower
Position is made immediately aware of any actions
taken.
(g) Manage flight plan information.
(h) Ensure computer entries are completed
for instructions issued or received and enter
instructions issued or received by a Tower Position.
(i) Ensure strip marking is completed for
instructions issued or received and enter instructions
issued or received by a Tower Position.
3. Tower Coordinator Position:
(a) Perform interfacility/position coordination for traffic actions.
JO 7110.65S 2/14/08
2-10-5
Team Position Responsibilities
(b) Advise the tower and the Tower Associate
Position(s) of tower cab actions required to
accomplish overall objectives.
(c) Perform any of the functions of the Tower
Team which will assist in meeting situation
objectives.
NOTE-
The Tower Positions have the responsibility for aircraft
separation and traffic flows. The Tower Coordinator
Position assumes responsibility for managing traffic flows
and the Tower Positions retain responsibility for aircraft
separation when the Tower Coordinator Position is staffed.
4. Flight Data:
(a) Operate interphones.
(b) Process and forward flight plan
information.
(c) Compile statistical data.
(d) Assist tower cab in meeting situation
objectives.
(e) Observe and report weather information.
(f) Utilize alphanumerics.
5. Clearance Delivery:
(a) Operate communications equipment.
(b) Process and forward flight plan
information.
(c) Issue clearances and ensure accuracy of
pilot read back.
(d) Assist tower cab in meeting situation
objectives.
(e) Operate tower equipment.
(f) Utilize alphanumerics.
NOTE-
The Tower Positions have the responsibility for aircraft
separation and traffic flows. The Tower Coordinator
Position assumes responsibility for managing traffic flows
and the Tower Positions retain responsibility for aircraft
separation when the Tower Coordinator Position is staffed.
JO 7110.65S 2/14/08
2-10-6
JO 7110.65S 2/14/08
3-1-1
General
Chapter 3. Airport Traffic Control- Terminal
Section 1. General
3-1-1. PROVIDE SERVICE
Provide airport traffic control service based only
upon observed or known traffic and airport
conditions.
NOTE-
When operating in accordance with CFRs, it is the
responsibility of the pilot to avoid collision with other
aircraft. However, due to the limited space around terminal
locations, traffic information can aid pilots in avoiding
collision between aircraft operating within Class B,
Class_C, or Class D surface areas and the terminal radar
service areas, and transiting aircraft operating in
proximity to terminal locations.
3-1-2. PREVENTIVE CONTROL
Provide preventive control service only to aircraft
operating in accordance with a letter of agreement.
When providing this service, issue advice or
instructions only if a situation develops which
requires corrective action.
NOTE-
Preventive control differs from other airport traffic control
in that repetitious, routine approval of pilot action is
eliminated. Controllers intervene only when they observe
a traffic conflict developing.
3-1-3. USE OF ACTIVE RUNWAYS
The local controller has primary responsibility for
operations conducted on the active runway and must
control the use of those runways. Positive coordination and control is required as follows:
NOTE-
Exceptions may be authorized only as provided in
para_1-1-10, Constraints Governing Supplements and
Procedural Deviations, and FAAO JO 7210.3, Facility
Operation and Administration, para 10-1-7, Use of Active
Runways, where justified by extraordinary circumstances
at specific locations.
REFERENCE-
FAAO JO 7110.65, Para 1-1-10, Constraints Governing Supplements
and Procedural Deviations.
FAAO JO 7210.3, Para 10-1-7, Use of Active Runways.
a. Ground control must obtain approval from local
control before authorizing an aircraft or a vehicle to
cross or use any portion of an active runway. The
coordination shall include the point/intersection at
the runway where the operation will occur.
PHRASEOLOGY-
CROSS (runway) AT (point/intersection).
b. When the local controller authorizes another
controller to cross an active runway, the local
controller shall verbally specify the runway to be
crossed and the point/intersection at the runway
where the operation will occur preceded by the word
“cross.”
PHRASEOLOGY-
CROSS (runway) AT (point/intersection).
c. The ground controller shall advise the local
controller when the coordinated runway operation is
complete. This may be accomplished verbally or
through visual aids as specified by a facility directive.
d. USA/USAF/USN NOT APPLICABLE. Authorization for aircraft/vehicles to taxi/proceed on or
along an active runway, for purposes other than
crossing, shall be provided via direct communications on the appropriate local control frequency. This
authorization may be provided on the ground control
frequency after coordination with local control is
completed for those operations specifically described
in a facility directive.
NOTE-
The USA, USAF, and USN establish local operating
procedures in accordance with, respectively, USA, USAF,
and USN directives.
e. The local controller shall coordinate with the
ground controller before using a runway not
previously designated as active.
REFERENCE-
FAAO JO 7110.65, Para 3-1-4, Coordination Between Local and
Ground Controllers.
JO 7110.65S 2/14/08
3-1-2 General
3-1-4. COORDINATION BETWEEN LOCAL
AND GROUND CONTROLLERS
Local and ground controllers shall exchange
information as necessary for the safe and efficient use
of airport runways and movement areas. This may be
accomplished via verbal means, flight progress strips,
other written information, or automation displays. As
a minimum, provide aircraft identification and
applicable runway/intersection/taxiway information
as follows:
a. Ground control shall notify local control when
a departing aircraft has been taxied to a runway other
than one previously designated as active.
REFERENCE-
FAAO JO 7110.65, Para 3-1-3, Use of Active Runways.
FAAO JO 7210.3, Para 10-1-6, Selecting Active Runways.
b. Ground control must notify local control of any
aircraft taxied to an intersection for takeoff. This
notification may be accomplished by verbal means or
by flight progress strips.
REFERENCE-
FAAO JO 7110.65, Para 3-9-7, Wake Turbulence Separation for
Intersection Departures.
c. When the runways in use for landing/departing
aircraft are not visible from the tower or the aircraft
using them are not visible on radar, advise the
local/ground controller of the aircraft's location
before releasing the aircraft to the other controller.
3-1-5. VEHICLES/EQUIPMENT/
PERSONNEL ON RUNWAYS
a. Ensure that the runway to be used is free of all
known ground vehicles, equipment, and personnel
before a departing aircraft starts takeoff or a landing
aircraft crosses the runway threshold.
b. Vehicles, equipment, and personnel in direct
communications with the control tower may be
authorized to operate up to the edge of an active
runway surface when necessary. Provide advisories
as specified in para 3-1-6, Traffic Information, and
para 3-7-5, Precision Approach Critical Area, as
appropriate.
PHRASEOLOGY-
PROCEED AS REQUESTED; AND IF NECESSARY,
(additional instructions or information).
NOTE-
Establishing hold lines/signs is the responsibility of the
airport manager. Standards for surface measurements,
markings, and signs are contained in the following
Advisory Circulars; AC 150/5300-13, Airport Design;
AC_150/5340-1, Standards for Airport Markings, and
AC_150/5340-18, Standards for Airport Sign Systems. The
operator is responsible to properly position the aircraft,
vehicle, or equipment at the appropriate hold line/sign or
designated point. The requirements in para 3-1-12,
Visually Scanning Runways, remain valid as appropriate.
REFERENCE-
FAAO JO 7110.65, Para 3-7-4, Runway Proximity.
FAAO JO 7110.65, Para 3-8-2, Touch-and-Go or Stop-and-Go or Low
Approach.
FAAO JO 7110.65, Para 3-10-10, Altitude Restricted Low Approach.
AC 150/5300-13, Airport Design.
AC 150/5340-1G, Standards for Airport Markings.
14 CFR Section 91.129, Operations in Class D Airspace.
AIM, Para 2-2-3, Obstruction Lights.
P/CG Term- Runway in Use/Active Runway/Duty Runway.
3-1-6. TRAFFIC INFORMATION
a. Describe vehicles, equipment, or personnel on
or near the movement area in a manner which will
assist pilots in recognizing them.
EXAMPLE“Mower left of runway two seven.”
“Trucks crossing approach end of runway two five.”
“Workman on taxiway Bravo.”
“Aircraft left of runway one eight.”
b. Describe the relative position of traffic in an
easy to understand manner, such as “to your right” or
“ahead of you.”
EXAMPLE“Traffic, U.S. Air MD-Eighty on downwind leg to your
left.”
“King Air inbound from outer marker on straight-in
approach to runway one seven.”
c. When using a CTRD, you may issue traffic
advisories using the standard radar phraseology prescribed
in para_2-1-21, Traffic Advisories.
REFERENCE-
FAAO JO 7110.65, Para 3-10-10, Altitude Restricted Low Approach.
3-1-7. POSITION DETERMINATION
Determine the position of an aircraft before issuing
taxi instructions or takeoff clearance.
NOTE-
The aircraft's position may be determined visually by the
controller, by pilots, or through the use of the ASDE.
JO 7110.65S 2/14/08
3-1-3
General
3-1-8. LOW LEVEL WIND SHEAR/
MICROBURST ADVISORIES
a. When low level wind shear/microburst is
reported by pilots, Integrated Terminal Weather
System (ITWS), or detected on wind shear detection
systems such as LLWAS NE++, LLWAS-RS, WSP,
or TDWR, controllers shall issue the alert to all
arriving and departing aircraft. Continue the alert to
aircraft until it is broadcast on the ATIS and pilots
indicate they have received the appropriate ATIS
code. A statement shall be included on the ATIS for
20 minutes following the last report or indication of
the wind shear/microburst.
REFERENCE-
FAAO JO 7110.65, Para 2-6-3, PIREP Information.
FAAO JO 7110.65, Para 2-9-3, Content.
FAAO JO 7110.65, Para 3-10-1, Landing Information.
PHRASEOLOGY-
LOW LEVEL WIND SHEAR (or MICROBURST, as
appropriate) ADVISORIES IN EFFECT.
b. At facilities without ATIS, ensure that wind
shear/microburst information is broadcast to all
arriving and departing aircraft for 20 minutes
following the last report or indication of wind
shear/microburst.
1. At locations equipped with LLWAS, the local
controller shall provide wind information as follows:
NOTE-
The LLWAS is designed to detect low level wind shear
conditions around the periphery of an airport. It does not
detect wind shear beyond that limitation.
REFERENCE-
FAAO JO 7210.3, Para_10-3-3, Low Level Wind Shear/Microburst
Detection Systems.
(a) If an alert is received, issue the airport
wind and the displayed field boundary wind.
PHRASEOLOGY-
WIND SHEAR ALERT. AIRPORT WIND (direction) AT
(velocity). (Location of sensor) BOUNDARY WIND
(direction) AT (velocity).
(b) If multiple alerts are received, issue an
advisory that there are wind shear alerts in
two/several/all quadrants. After issuing the advisory,
issue the airport wind in accordance with para 3-9-1,
Departure Information, followed by the field
boundary wind most appropriate to the aircraft
operation.
PHRASEOLOGY-
WIND SHEAR ALERTS TWO/SEVERAL/ALL
QUADRANTS. AIRPORT WIND (direction) AT (velocity).
(Location of sensor) BOUNDARY WIND (direction) AT
(velocity).
(c) If requested by the pilot, issue specific
field boundary wind information even though the
LLWAS may not be in alert status.
NOTE-
The requirements for issuance of wind information remain
valid as appropriate under this paragraph, para 3-9-1,
Departure Information and para 3-10-1, Landing
Information.
2. Wind shear detection systems, including
TDWR, WSP, LLWAS NE++ and LLWAS-RS
provide the capability of displaying microburst alerts,
wind shear alerts, and wind information oriented to
the threshold or departure end of a runway. When
detected, the associated ribbon display allows the
controller to read the displayed alert without any need
for interpretation.
(a) If a wind shear or microburst alert is
received for the runway in use, issue the alert
information for that runway to arriving and departing
aircraft as it is displayed on the ribbon display.
PHRASEOLOGY(Runway) (arrival/departure) WIND SHEAR/
MICROBURST ALERT, (windspeed) KNOT GAIN/LOSS,
(location).
EXAMPLE17A MBA 40K - 3MF
PHRASEOLOGY-
RUNWAY 17 ARRIVAL MICROBURST ALERT 40 KNOT
LOSS 3 MILE FINAL.
EXAMPLE17D WSA 25K+ 2MD
PHRASEOLOGY-
RUNWAY 17 DEPARTURE WIND SHEAR ALERT
25_KNOT GAIN 2 MILE DEPARTURE.
(b) If requested by the pilot or deemed
appropriate by the controller, issue the displayed
wind information oriented to the threshold or
departure end of the runway.
PHRASEOLOGY(Runway) DEPARTURE/THRESHOLD WIND (direction)
AT (velocity).
(c) LLWAS NE++ or LLWAS-RS may detect
a possible wind shear/microburst at the edge of the
system but may be unable to distinguish between a
wind shear and a microburst. A wind shear alert
JO 7110.65S 2/14/08
3-1-4 General
message will be displayed, followed by an asterisk,
advising of a possible wind shear outside of the
system network.
NOTE-
LLWAS NE++ when associated with TDWR can detect
wind shear/microbursts outside the network if the TDWR
fails.
PHRASEOLOGY(Appropriate wind or alert information) POSSIBLE WIND
SHEAR OUTSIDE THE NETWORK.
(d) If unstable conditions produce multiple
alerts, issue an advisory of multiple wind shear/
microburst alerts followed by specific alert or wind
information most appropriate to the aircraft operation.
PHRASEOLOGY-
MULTIPLE WIND SHEAR/MICROBURST ALERTS
(specific alert or wind information).
(e) The LLWAS NE++ and LLWAS-RS are
designed to operate with as many as 50_percent of the
total sensors inoperative. When all three remote
sensors designated for a specific runway arrival or
departure wind display line are inoperative then the
LLWAS NE++ and LLWAS-RS for that runway
arrival/departure shall be considered out of service.
When a specific runway arrival or departure wind
display line is inoperative and wind shear/microburst
activity is likely; (e.g.; frontal activity, convective
storms, PIREPs), a statement shall be included on the
ATIS, “WIND SHEAR AND MICROBURST
INFORMATION FOR RUNWAY (runway number)
ARRIVAL/DEPARTURE NOT AVAILABLE.”
NOTE-
The geographic situation display (GSD) is a supervisory
planning tool and is not intended to be a primary tool for
microburst or wind shear.
3-1-9. USE OF TOWER RADAR DISPLAYS
a. Uncertified tower display workstations shall be
used only as an aid to assist controllers in visually
locating aircraft or in determining their spacial
relationship to known geographical points. Radar
services and traffic advisories are not to be provided
using uncertified tower display workstations.
General information may be given in an easy to
understand manner, such as “to your right” or “ahead
of you.”
EXAMPLE“Follow the aircraft ahead of you passing the river at the
stacks.” “King Air passing left to right.”
REFERENCE-
FAAO JO 7210.3, Para_10-5-3, Functional Use of Certified Tower
Radar Displays.
b. Local controllers may use certified tower radar
displays for the following purposes:
1. To determine an aircraft's identification,
exact location, or spatial relationship to other aircraft.
NOTE-
This authorization does not alter visual separation
procedures. When employing visual separation, the
provisions of para 7-2-1, Visual Separation, apply unless
otherwise authorized by the Vice President of Terminal
Service.
REFERENCE-
FAAO JO 7110.65, Para 5-3-2, Primary Radar Identification
Methods.
FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.
FAAO JO 7110.65, Para 5-3-4, Terminal Automation Systems
Identification Methods.
2. To provide aircraft with radar traffic
advisories.
3. To provide a direction or suggested headings
to VFR aircraft as a method for radar identification or
as an advisory aid to navigation.
PHRASEOLOGY(Identification), PROCEED (direction)-BOUND, (other
instructions or information as necessary),
or
(identification), SUGGESTED HEADING (degrees),
(other instructions as necessary).
NOTE-
It is important that the pilot be aware of the fact that the
directions or headings being provided are suggestions or
are advisory in nature. This is to keep the pilot from being
inadvertently misled into assuming that radar vectors (and
other associated radar services) are being provided when,
in fact, they are not.
4. To provide information and instructions to
aircraft operating within the surface area for which
the tower has responsibility.
EXAMPLE“TURN BASE LEG NOW.”
JO 7110.65S 2/14/08
3-1-5
