General
NOTE-
Unless otherwise authorized, tower radar displays are
intended to be an aid to local controllers in meeting their
responsibilities to the aircraft operating on the runways or
within the surface area. They are not intended to provide
radar benefits to pilots except for those accrued through a
more efficient and effective local control position. In
addition, local controllers at nonapproach control towers
must devote the majority of their time to visually scanning
the runways and local area; an assurance of continued
positive radar identification could place distracting and
operationally inefficient requirements upon the local
controller. Therefore, since the requirements of
para_5-3-1, Application, cannot be assured, the radar
functions prescribed above are not considered to be radar
services and pilots should not be advised of being in “radar
contact.”
c. Additional functions may be performed
provided the procedures have been reviewed and
authorized by appropriate management levels.
REFERENCE-
FAAO JO 7110.65, Para 5-5-4, Minima.
3-1-10. OBSERVED ABNORMALITIES
When requested by a pilot or when you deem it
necessary, inform an aircraft of any observed
abnormal aircraft condition.
PHRASEOLOGY(Item) APPEAR/S (observed condition).
EXAMPLE“Landing gear appears up.”
“Landing gear appears down and in place.”
“Rear baggage door appears open.”
3-1-11. SURFACE AREA RESTRICTIONS
a. If traffic conditions permit, approve a pilot's
request to cross Class C or Class D surface areas or
exceed the Class C or Class D airspace speed limit.
Do not, however, approve a speed in excess of
250_knots (288 mph) unless the pilot informs you a
higher minimum speed is required.
NOTE14 CFR Section 91.117 permits speeds in excess of
250_knots (288 mph) when so required or recommended in
the airplane flight manual or required by normal military
operating procedures.
REFERENCE-
FAAO JO 7110.65, Para 2-1-16, Surface Areas.
b. Do not approve a pilot's request or ask a pilot to
conduct unusual maneuvers within surface areas of
Class B, C, or D airspace if they are not essential to
the performance of the flight.
EXCEPTION. A pilot's request to conduct aerobatic
practice activities may be approved, when operating
in accordance with a letter of agreement, and the
activity will have no adverse effect on safety of the air
traffic operation or result in a reduction of service to
other users.
REFERENCE-
FAAO JO 7210.3, Para 5-4-7, Aerobatic Practice Areas.
NOTE-
These unusual maneuvers include unnecessary low passes,
unscheduled flybys, practice instrument approaches to
altitudes below specified minima (unless a landing or
touch-and-go is to be made), or any so-called “buzz jobs”
wherein a flight is conducted at a low altitude and/or a high
rate of speed for thrill purposes. Such maneuvers increase
hazards to persons and property and contribute to noise
complaints.
3-1-12. VISUALLY SCANNING RUNWAYS
a. Local controllers shall visually scan runways to
the maximum extent possible.
b. Ground control shall assist local control in
visually scanning runways, especially when runways
are in close proximity to other movement areas.
3-1-13. ESTABLISHING TWO-WAY
COMMUNICATIONS
Pilots are required to establish two-way radio
communications before entering the Class D
airspace. If the controller responds to a radio call
with, “(a/c call sign) standby,” radio communications
have been established and the pilot can enter the
Class_D airspace. If workload or traffic conditions
prevent immediate provision of Class D services,
inform the pilot to remain outside the Class D
airspace until conditions permit the services to be
provided.
PHRASEOLOGY(A/c call sign) REMAIN OUTSIDE DELTA AIRSPACE
AND STANDBY.
REFERENCE-
FAAO JO 7110.65, Para 7-2-1, Visual Separation.
JO 7110.65S 2/14/08
3-1-6 General
3-1-14. GROUND OPERATIONS WHEN
VOLCANIC ASH IS PRESENT
When volcanic ash is present on the airport surface,
and to the extent possible:
a. Avoid requiring aircraft to come to a full stop
while taxiing.
b. Provide for a rolling takeoff for all departures.
NOTE-
When aircraft begin a taxi or takeoff roll on ash
contaminated surfaces, large amounts of volcanic ash will
again become airborne. This newly airborne ash will
significantly reduce visibility and will be ingested by the
engines of following aircraft.
REFERENCE-
AIM, Para 7-5-9, Flight Operations in Volcanic Ash.
JO 7110.65S 2/14/08
3-2-1
Visual Signals
Section 2. Visual Signals
3-2-1. LIGHT SIGNALS
Use ATC light signals from TBL 3-2-1 to control
aircraft and the movement of vehicles, equipment,
and personnel on the movement area when radio
communications cannot be employed.
REFERENCE-
FAAO JO 7110.65, Para 3-10-10, Altitude Restricted Low Approach.
FAAO JO 7210.3, Para 4-3-1, Letters of Agreement.
3-2-2. WARNING SIGNAL
Direct a general warning signal, alternating red and
green, to aircraft or vehicle operators, as appropriate,
when:
NOTE-
The warning signal is not a prohibitive signal and can be
followed by any other light signal, as circumstances
permit.
a. Aircraft are converging and a collision hazard
exists.
b. Mechanical trouble exists of which the pilot
might not be aware.
c. Other hazardous conditions are present which
call for intensified pilot or operator alertness. These
conditions may include obstructions, soft field, ice on
the runway, etc.
3-2-3. RECEIVER-ONLY
ACKNOWLEDGMENT
To obtain acknowledgment from an aircraft equipped
with receiver only, request the aircraft to do the
following:
a. Fixed-wing aircraft:
1. Between sunrise and sunset:
(a) Move ailerons or rudders while on the
ground.
(b) Rock wings while in flight.
2. Between sunset and sunrise: Flash navigation or landing lights.
b. Helicopters:
1. Between sunrise and sunset:
(a) While hovering, either turn the helicopter
toward the controlling facility and flash the landing
light or rock the tip path plane.
(b) While in flight, either flash the landing
light or rock the tip path plane.
2. Between sunset and sunrise: Flash landing
light or search light.
TBL 3-2-1
ATC Light Signals
Meaning
Color and type of signal Aircraft on the ground Aircraft in flight
Movement of vehicles,
equipment and personnel
Steady green Cleared for takeoff Cleared to land Cleared to cross; proceed; go
Flashing green Cleared to taxi Return for landing (to be followed
by steady green at the proper time)
Not applicable
Steady red Stop Give way to other aircraft and
continue circling
Stop
Flashing red Taxi clear of landing area or
runway in use
Airport unsafe- Do not land Clear the taxiway/runway
Flashing white Return to starting point on
airport
Not applicable Return to starting point on
airport
Alternating red and green General Warning Signal-
Exercise Extreme Caution
General Warning Signal- Exercise
Extreme Caution
General Warning Signal-
Exercise Extreme Caution
JO 7110.65S 2/14/08
3-2-2
JO 7110.65S 2/14/08
3-3-1
Airport Conditions
Section 3. Airport Conditions
3-3-1. LANDING AREA CONDITION
If you observe or are informed of any condition which
affects the safe use of a landing area:
NOTE1. The airport management/military operations office is
responsible for observing and reporting the condition of
the landing area.
2. It is the responsibility of the agency operating the
airport to provide the tower with current information
regarding airport conditions.
3. A disabled aircraft on a runway, after occupants are
clear, is normally handled by flight standards and airport
management/military operations office personnel in the
same manner as any obstruction; e.g., construction
equipment.
a. Relay the information to the airport manager/
military operations office concerned.
b. Copy verbatim any information received and
record the name of the person submitting it.
c. Confirm information obtained from other than
authorized airport or FAA personnel unless this
function is the responsibility of the military
operations office.
NOTE-
Civil airport managers are required to provide a list of
airport employees who are authorized to issue information
concerning conditions affecting the safe use of the airport.
d. If you are unable to contact the airport
management or operator, issue a NOTAM publicizing an unsafe condition and inform the management
or operator as soon as practicable.
EXAMPLE“DISABLED AIRCRAFT ON RUNWAY.''
NOTE1. Legally, only the airport management/military operations office can close a runway.
2. Military controllers are not authorized to issue
NOTAMs. It is the responsibility of the military operations
office.
e. Issue to aircraft only factual information, as
reported by the airport management concerning the
condition of the runway surface, describing the
accumulation of precipitation.
EXAMPLE“ALL RUNWAYS COVERED BY COMPACTED SNOW
SIX INCHES DEEP.”
REFERENCE-
FAAO JO 7110.65, Para 4-7-12, Airport Conditions.
3-3-2. CLOSED/UNSAFE RUNWAY
INFORMATION
If an aircraft requests to takeoff, land, or
touch-and-go on a closed or unsafe runway, inform
the pilot the runway is closed or unsafe, and
a. If the pilot persists in his/her request, quote
him/her the appropriate parts of the NOTAM
applying to the runway and inform him/her that a
clearance cannot be issued.
b. Then, if the pilot insists and in your opinion the
intended operation would not adversely affect other
traffic, inform him/her that the operation will be at
his/her own risk.
PHRASEOLOGY-
RUNWAY (runway number) CLOSED/UNSAFE.
If appropriate, (quote NOTAM information),
UNABLE TO ISSUE DEPARTURE/LANDING/TOUCH-
AND-GO CLEARANCE.
DEPARTURE/LANDING/TOUCH-AND-GO WILL BE
AT YOUR OWN RISK.
c. Except as permitted by para 4-8-7, Side-step
Maneuver, where parallel runways are served by
separate ILS/MLS systems and one of the runways is
closed, the ILS/MLS associated with the closed
runway should not be used for approaches unless not
using the ILS/MLS would have an adverse impact on
the operational efficiency of the airport.
REFERENCE-
FAAO JO 7110.65, Para 3-10-5, Landing Clearance.
FAAO JO 7110.65, Para 4-7-12, Airport Conditions.
3-3-3. TIMELY INFORMATION
Issue airport condition information necessary for an
aircraft's safe operation in time for it to be useful to
the pilot. Include the following, as appropriate:
a. Construction work on or immediately adjacent
to the movement area.
b. Rough portions of the movement area.
JO 7110.65S 2/14/08
3-3-2 Airport Conditions
c. Braking conditions caused by ice, snow, slush,
or water.
d. Snowdrifts or piles of snow on or along the
edges of the area and the extent of any plowed area.
e. Parked aircraft on the movement area.
f. Irregular operation of part or all of the airport
lighting system.
g. Volcanic ash on any airport surface area and
whether the ash is wet or dry (if known).
NOTE-
Braking action on wet ash may be degraded. Dry ash on the
runway may necessitate minimum use of reverse thrust.
h. Other pertinent airport conditions.
REFERENCE-
FAAO JO 7110.65, Para 4-7-12, Airport Conditions.
FAAO JO 7110.65, Para 2-1-9, Reporting Essential Flight
Information.
FAAO JO 7110.65, Para 3-10-10, Altitude Restricted Low Approach.
3-3-4. BRAKING ACTION
Furnish quality of braking action, as received from
pilots or the airport management, to all aircraft as
follows:
a. Describe the quality of braking action using the
terms “good,” “fair,” “poor,” “nil,” or a combination
of these terms. If the pilot or airport management
reports braking action in other than the foregoing
terms, ask him/her to categorize braking action in
these terms.
NOTE-
The term “nil” is used to indicate bad or no braking action.
b. Include type of aircraft or vehicle from which
the report is received.
EXAMPLE“Braking action fair to poor, reported by a heavy D-C
Ten.”
“Braking action poor, reported by a Boeing Seven
Twenty-Seven.”
c. If the braking action report affects only a portion
of a runway, obtain enough information from the pilot
or airport management to describe the braking action
in terms easily understood by the pilot.
EXAMPLE“Braking action poor first half of runway, reported by a
Lockheed Ten Eleven.”
“Braking action poor beyond the intersection of runway
two seven, reported by a Boeing Seven Twenty-Seven.”
NOTE-
Descriptive terms, such as the first or the last half of the
runway, should normally be used rather than landmark
descriptions, such as opposite the fire station, south of a
taxiway, etc. Landmarks extraneous to the landing runway
are difficult to distinguish during low visibility, at night, or
anytime a pilot is busy landing an aircraft.
d. Furnish runway friction measurement readings/
values as received from airport management to
aircraft as follows:
1. Furnish information as received from the
airport management to pilots on the ATIS at locations
where friction measuring devices, such as
MU-Meter, Saab Friction Tester (SFT), and
Skiddometer are in use only when the MU values are
40 or less. Use the runway followed by the MU
number for each of the three runway segments, time
of report, and a word describing the cause of the
runway friction problem. Do not issue MU values
when all three segments of the runway have values
reported greater than 40.
EXAMPLE“Runway two seven, MU forty-two, forty-one, twentyeight at one zero one eight Zulu, ice.”
2. Issue the runway surface condition and/or the
Runway Condition Reading (RCR), if provided, to all
USAF and ANG aircraft. Issue the RCR to other
aircraft upon pilot request.
EXAMPLE“Ice on runway, RCR zero five, patchy.”
NOTE1. USAF has established RCR procedures for determining
the average deceleration readings of runways under
conditions of water, slush, ice, or snow. The use of the RCR
code is dependent upon the pilot's having a “stopping
capability chart” specifically applicable to his/her
aircraft.
2. USAF offices furnish RCR information at airports
serving USAF and ANG aircraft.
REFERENCE-
FAAO JO 7110.65, Para 4-7-12, Airport Conditions.
FAAO JO 7110.65, Para 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 “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.”
JO 7110.65S 2/14/08
3-3-3
Airport Conditions
REFERENCE-
FAAO JO 7210.3, Para 10-4-1, Automatic Terminal Information
Service (ATIS).
b. During the time Braking Action Advisories are
in effect, take the following action:
1. Issue the latest braking action report for the
runway in use to each arriving and departing aircraft
early enough to be of benefit to the pilot. When
possible, include reports from heavy jet aircraft when
the arriving or departing aircraft is a heavy jet.
2. If no report has been received for the runway
of intended use, issue an advisory to that effect.
PHRASEOLOGY-
NO BRAKING ACTION REPORTS RECEIVED FOR
RUNWAY (runway number).
3. Advise the airport management that runway
braking action reports of “fair,” “poor,” or “nil” have
been received.
REFERENCE-
FAAO JO 7210.3, Para 4-3-1, Letters of Agreement.
4. Solicit PIREPs of runway braking action.
REFERENCE-
FAAO JO 7110.65, Para 2-6-3, PIREP Information.
c. Include runway friction measurement/values
received from airport management on the ATIS.
Furnish the information when requested by the pilot
in accordance with para 3-3-4, Braking Action.
REFERENCE-
FAAO JO 7110.65, Para 2-9-3, Content.
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 4-7-12, Airport Conditions.
3-3-6. ARRESTING SYSTEM OPERATION
a. For normal operations, arresting systems
remotely controlled by ATC shall remain in the
retracted or down position.
NOTE1. USN- Runway Arresting Gear- barriers are not
operated by ATC personnel. Readiness/rigging of the
equipment is the responsibility of the operations
department.
2. A request to raise a barrier or hook cable means the
barrier or cable on the departure end of the runway. If an
approach end engagement is required, the pilot or military
authority will specifically request that the approach end
cable be raised.
REFERENCE-
FAAO JO 7610.4, Chapter 9, Section 3. Aircraft Arresting System,
Single Frequency Approach (SFA), Simulated Flameout
(SFO)/Emergency Landing Pattern (ELP) Operations, Celestial
Navigation (CELNAV) Training, Para 9-3-1 through Para 9-3-8.
b. Raise aircraft arresting systems whenever:
1. Requested by a pilot.
NOTE-
The standard emergency phraseology for a pilot requesting
an arresting system to be raised for immediate engagement
is:
“BARRIER - BARRIER - BARRIER”
or
“CABLE - CABLE - CABLE.”
2. Requested by military authority; e.g., airfield
manager, supervisor of flying, mobile control officer,
etc.
NOTE-
USAF. Web barriers at the departure end of the runway may
remain in the up position when requested by the senior
operational commander. The IFR Enroute Supplement and
AP-1 will describe specific barrier configuration. ATC will
advise transient aircraft of the barrier configuration using
the phraseology in subpara c_, below.
3. A military jet aircraft is landing with known
or suspected radio failure or conditions (drag
chute/hydraulic/electrical failure, etc.) that indicate
an arresting system may be needed. Exceptions are
authorized for military aircraft which cannot engage
an arresting system (C-9, C-141, C-5, T-39, etc.)
and should be identified in a letter of agreement
and/or appropriate military directive.
c. When requested by military authority due to
freezing weather conditions or malfunction of the
activating mechanism, the barrier/cable may remain
in a raised position provided aircraft are advised.
PHRASEOLOGY-
YOUR DEPARTURE/LANDING WILL BE TOWARD/
OVER A RAISED BARRIER/CABLE ON RUNWAY
(number), (location, distance, as appropriate).
d. Inform civil and U.S. Army aircraft whenever
rubber supported cables are in place at the approach
end of the landing runway, and include the distance of
the cables from the threshold. This information may
be omitted if it is published in the “Notices to
Airmen” publication/DOD FLIP.
EXAMPLE“Runway One Four arresting cable one thousand feet from
threshold.”
JO 7110.65S 2/14/08
3-3-4 Airport Conditions
e. When arresting system operation has been
requested, inform the pilot of the indicated
barrier/cable position.
PHRASEOLOGY(Identification), BARRIER/CABLE INDICATES
UP/DOWN. CLEARED FOR TAKEOFF/TO LAND.
f. Time permitting, advise pilots of the availability
of all arresting systems on the runway in question
when a pilot requests barrier information.
g. If an aircraft engages a raised barrier/cable,
initiate crash alarm procedures immediately.
h. For preplanned practice engagements not
associated with emergencies, crash alarm systems
need not be activated if, in accordance with local
military operating procedures, all required notifications are made before the practice engagement.
REFERENCE-
FAAO JO 7110.65, Para 4-7-12, Airport Conditions.
3-3-7. FAR FIELD MONITOR (FFM)
REMOTE STATUS UNIT
a. Background.
1. To meet the demand for more facilities
capable of operating under CAT III weather, Type II
equipment is being upgraded to Integrity Level 3.
This integrity level will support operations which
place a high degree of reliance on ILS guidance for
positioning through touchdown.
2. Installation of the FFM remote status
indicating units is necessary to attain the integrity
necessary to meet internationally agreed upon
reliability values in support of CAT III operations on
Type II ILS equipment. The remote status indicating
unit used in conjunction with Type II equipment adds
a third integrity test; thereby, producing an approach
aid which has integrity capable of providing Level 3
service.
3. The remote status sensing unit, when
installed in the tower cab, will give immediate
indications of localizer out-of-tolerance conditions.
The alarm in the FFM remote status sensing unit
indicates an inoperative or an out-of-tolerance
localizer signal; e.g., the course may have shifted due
to equipment malfunction or vehicle/aircraft
encroachment into the critical area.
b. Procedures.
1. Operation of the FFM remote sensing unit
will be based on the prevailing weather. The FFM
remote sensing unit shall be operational when the
weather is below CAT I ILS minimums.
2. When the weather is less than that required
for CAT I operations, the GRN-27 FFM remote status
sensing unit shall be set at:
(a) “CAT II” when the RVR is less than
2,400_feet.
(b) “CAT III” when the RVR is less than
1,200 feet.
3. When the remote status unit indicates that the
localizer FFM is in alarm (aural warning following
the preset delay) and:
(a) The aircraft is outside the middle marker
(MM), check for encroachment those portions of the
critical area that can be seen from the tower. It is
understood that the entire critical area may not be
visible due to low ceilings and poor visibility. The
check is strictly to determine possible causal factors
for the out-of-tolerance situation. If the alarm has not
cleared prior to the aircraft's arriving at the MM,
immediately issue an advisory that the FFM remote
status sensing unit indicates the localizer is
unreliable.
(b) The aircraft is between the MM and the
inner marker (IM), immediately issue an advisory
that the FFM remote status sensing unit indicates the
localizer is unreliable.
PHRASEOLOGY-
CAUTION, MONITOR INDICATES RUNWAY (number)
LOCALIZER UNRELIABLE.
(c) The aircraft has passed the IM, there is no
action requirement. Although the FFM has been
modified with filters which dampen the effect of false
alarms, you may expect alarms when aircraft are
located between the FFM and the localizer antenna
either on landing or on takeoff.
REFERENCE-
FAAO JO 7110.65, Para 4-7-12, Airport Conditions.
JO 7110.65S 2/14/08
3-4-1
Airport Lighting
Section 4. Airport Lighting
3-4-1. EMERGENCY LIGHTING
Whenever you become aware that an emergency has
or will occur, take action to provide for the operation
of all appropriate airport lighting aids as required.
REFERENCE-
FAAO JO 7110.65, Para 10-4-2, Lighting Requirements.
3-4-2. RUNWAY END IDENTIFIER LIGHTS
When separate on-off controls are provided, operate
runway end identifier lights:
a. When the associated runway lights are lighted.
Turn the REIL off after:
1. An arriving aircraft has landed.
2. A departing aircraft has left the traffic pattern
area.
3. It is determined that the lights are of no
further use to the pilot.
b. As required by facility directives to meet local
conditions.
c. As requested by the pilot.
d. Operate intensity setting in accordance with the
values in TBL 3-4-1 except as prescribed in
subparas_b and c above.
TBL 3-4-1
REIL Intensity Setting-Three Step System
Settings Visibility
Day Night
3 Less than 2 miles Less than 1 mile
2 2 to 5 miles inclusive 1 to but not including 3
miles
1 When requested 3 miles or more
3-4-3. VISUAL APPROACH SLOPE
INDICATORS (VASI)
VASI systems with remote on-off switching shall be
operated when they serve the runway in use and
where intensities are controlled in accordance with
TBL 3-4-2 and TBL 3-4-3 except:
a. As required by facility directives to meet local
conditions.
b. As required by the pilot.
TBL 3-4-2
VASI Intensity Setting-Two Step System
Step Period/Condition
High Day-Sunrise to sunset.
Low Night-Sunset to sunrise.
TBL 3-4-3
VASI Intensity Setting-Three Step System
Step Period/Condition
High Day-Sunrise to sunset.
Medium Twilight-From sunset to 30 minutes after
sunset and from 30 minutes before sunrise
to sunrise,* and during twilight in Alaska.
Low Night-Sunset to sunrise.
*During a 1 year period, twilight may vary 26 to 43 minutes between
25 and 49N latitude.
NOTE-
The basic FAA standard for VASI systems permits
independent operation by means of photoelectric device.
This system has no on-off control feature and is intended
for continuous operation. Other VASI systems in use
include those that are operated remotely from the control
tower. These systems may consist of either a photoelectric
intensity control with only an on-off switch, a two step
intensity system, or a three step intensity system.
REFERENCE-
FAAO JO 7210.3, Para_10-6-5, Visual Approach Slope Indicator
(VASI) Systems.
FAAO 6850.2, Visual Guidance Lighting Systems.
3-4-4. PRECISION APPROACH PATH
INDICATORS (PAPI)
PAPI systems with remote on-off switching shall be
operated when they serve the runway in use and
where intensities are controlled in accordance with
TBL 3-4-4 except:
a. As required by local facility directives to meet
local conditions.
b. As requested by the pilot.
NOTE-
The basic FAA standard for PAPI systems permits
independent operation by means of photoelectric device.
This system has no on-off control feature and is intended
for continuous operation. Other PAPI systems in use
include those that are operated remotely from the control
tower. These systems may consist of either a photoelectric
JO 7110.65S 2/14/08
3-4-2 Airport Lighting
intensity control with only an on-off switch, or a five-step
intensity system.
REFERENCE-
FAAO 6850.2, Visual Guidance Lighting Systems.
TBL 3-4-4
PAPI Intensity Setting - Five Step System
Step Period/Condition
5 On Pilot Request
4 Day - Sunrise to sunset
3 Night - Sunset to sunrise
2 On Pilot Request
1 On Pilot Request
*During a 1 year period, twilight may vary 26 to 43_minutes
between 25 and 49N latitude.
3-4-5. APPROACH LIGHTS
Operate approach lights:
a. Between sunset and sunrise when one of the
following conditions exists:
1. They serve the landing runway.
2. They serve a runway to which an approach is
being made but aircraft will land on another runway.
b. Between sunrise and sunset when the ceiling is
less than 1,000 feet or the prevailing visibility is
5_miles or less and approaches are being made to:
1. A landing runway served by the lights.
2. A runway served by the lights but aircraft are
landing on another runway.
3. The airport, but landing will be made on a
runway served by the lights.
c. As requested by the pilot.
d. As you deem necessary, if not contrary to pilot's
request.
NOTE-
In the interest of energy conservation, the ALS should be
turned off when not needed for aircraft operations.
REFERENCE-
FAAO JO 7110.65, Para 3-4-6, ALS Intensity Settings.
3-4-6. ALS INTENSITY SETTINGS
When operating ALS as prescribed in para 3-4-5,
Approach Lights, operate intensity controls in
accordance with the values in TBL 3-4-5 except:
a. When facility directives specify other settings
to meet local atmospheric, topographic, and twilight
conditions.
b. As requested by the pilot.
c. As you deem necessary, if not contrary to pilot's
request.
TBL 3-4-5
ALS Intensity Setting
Step
Visibility
(Applicable to runway served by lights)
Day Night
5 Less than 1 mile* When requested
4 1 to but not including 3 miles When requested
3 3 to but not including 5 miles Less than 1 mile*
2 5 to but not including 7 miles 1 to 3 miles inclusive
1 When requested Greater than 3 miles
*and/or 6,000 feet or less of the RVR on the runway served by
the ALS and RVR.
NOTE-
Daylight steps 2 and 3 provide recommended settings
applicable to conditions in subparas b and c. At night, use
step 4 or 5 only when requested by a pilot.
3-4-7. SEQUENCED FLASHING LIGHTS
(SFL)
Operate Sequenced Flashing Lights:
NOTE-
SFL are a component of the ALS and cannot be operated
when the ALS is off.
a. When the visibility is less than 3 miles and
instrument approaches are being made to the runway
served by the associated ALS.
b. As requested by the pilot.
c. As you deem necessary, if not contrary to pilot's
request.
3-4-8. MALSR/ODALS
Operate MALSR/ODALS that have separate on-off
and intensity setting controls in accordance with
TBL 3-4-6 and TBL 3-4-7 except:
a. When facility directives specify other settings
to meet local atmospheric, topographic, and twilight
conditions.
JO 7110.65S 2/14/08
3-4-3
Airport Lighting
b. As requested by the pilot.
c. As you deem necessary, if not contrary to pilot's
request.
TBL 3-4-6
Two Step MALS/One Step RAIL/Two Step ODALS
Settings Visibility
Day Night
MALS/ODALS
RAIL
Hi
On
Less than
3 miles
Less than
3 miles
MALS/ODALS
RAIL
Low
Off
When requested 3 miles or more
*At locations providing part-time control tower service, if
duplicate controls are not provided in the associated FSS, the
MALSR/ODALS shall be set to low intensity during the hours
of darkness when the tower is not staffed.
TBL 3-4-7
Three Step MALS/Three Step RAIL/
Three Step ODALS
Settings Visibility
Day Night
3 Less than 2 miles Less than 1 mile
2 2 to 5 miles inclusive 1 to but not including
3_miles*
1 When requested 3 miles or more
*At locations providing part-time control tower service, if
duplicate controls are not provided in the FSS on the airport,
the air-to-ground radio link shall be activated during the hours
of darkness when the tower is unmanned. If there is no radio
air-to-ground control, the MALSR/ODALS shall be set on
intensity setting 2 during the hours of darkness when the tower
is not staffed.
REFERENCE-
FAAO JO 7210.3, Para_10-6-2, Operation of Lights When Tower is
Closed.
3-4-9. ALSF-2/SSALR
a. When the prevailing visibility is 3
/4 mile or less
or the RVR is 4,000 feet or less, operate the ALSF-2
system as follows:
1. As requested by the pilot.
2. As you deem necessary if not contrary to pilot
request.
b. Operate the SSALR system when the conditions in subpara a are not a factor.
3-4-10. RUNWAY EDGE LIGHTS
Operate the runway edge light system/s serving the
runway/s in use as follows:
a. Between sunset and sunrise, turn the lights on:
1. For departures. Before an aircraft taxies onto
the runway and until it leaves the Class B, Class C, or
Class D surface area.
2. For arrivals:
(a) IFR aircraft-Before the aircraft begins
final approach, or
(b) VFR aircraft-Before the aircraft enters
the Class B, Class C, or Class D surface area, and
(c) Until the aircraft has taxied off the landing
runway.
b. Between sunrise and sunset, turn the lights on as
shown in subparas a1 and a2 when the surface
visibility is less than 2 miles.
c. As required by facility directives to meet local
conditions.
d. Different from subparas a, b, or c above, when:
1. You consider it necessary, or
2. Requested by a pilot and no other known
aircraft will be adversely affected.
NOTE-
Pilots may request lights to be turned on or off contrary to
subparas a, b, or c. However, 14 CFR Part 135 operators
are required to land/takeoff on lighted runways/heliport
landing areas at night.
e. Do not turn on the runway edge lights when a
NOTAM closing the runway is in effect.
NOTE-
Application concerns use for takeoffs/landings/
approaches and does not preclude turning lights on for use
of unaffected portions of a runway for taxiing aircraft,
surface vehicles, maintenance, repair, etc.
REFERENCE-
FAAO JO 7110.65, Para 3-4-15, Simultaneous Approach and Runway
Edge Light Operation.
FAAO JO 7210.3, Para 10-6-3, Incompatible Light System Operation.
FAAO JO 7210.3, Para_10-6-9, Runway Edge Lights Associated With
Medium Approach Light System/Runway Alignment Indicator Lights.
JO 7110.65S 2/14/08
3-4-4 Airport Lighting
3-4-11. HIGH INTENSITY RUNWAY,
RUNWAY CENTERLINE, AND TOUCHDOWN
ZONE LIGHTS
Operate high intensity runway and associated runway
centerline and touchdown zone lights in accordance
with TBL 3-4-8, except:
a. Where a facility directive specifies other
settings to meet local conditions.
b. As requested by the pilot.
c. As you deem necessary, if not contrary to pilot
request.
TBL 3-4-8
HIRL, RCLS, TDZL Intensity Setting
Step Visibility
Day Night
5 Less than 1 mile* When requested
4 1 to but not including
2 miles*
Less than 1 mile*
3 2 to but not including
3 miles
1 to but not including
3 miles*
2 When requested 3 to 5 miles inclusive
1 When requested More than 5 miles
*and/or appropriate RVR/RVV equivalent.
3-4-12. HIRL ASSOCIATED WITH MALSR
Operate HIRL which control the associated MALSR
in accordance with TBL 3-4-9, except:
a. As requested by the pilot.
b. As you deem necessary, if not contrary to the
pilot's request.
TBL 3-4-9
HIRL Associated with MALSR
Step Visibility
Day Night
5 Less than 1 mile When requested
4 1 to but not including
2_miles
Less than 1 mile
3 2 to but not including
3_miles
1 to but not including
3_miles
2 When requested 3 to 5 miles inclusive
1 When requested More than 5 miles
NOTE-
When going from a given brightness step setting to a lower
setting, rotation of the brightness control to a point below
the intended step setting and then back to the appropriate
step setting will ensure that the MALSR will operate at the
appropriate brightness.
REFERENCE-
FAAO JO 7110.65, Para 3-4-14, Medium Intensity Runway Lights.
3-4-13. HIRL CHANGES AFFECTING RVR
Keep the appropriate approach controller or PAR
controller informed, in advance if possible, of HIRL
changes that affect RVR.
3-4-14. MEDIUM INTENSITY RUNWAY
LIGHTS
Operate MIRL or MIRL which control the associated
MALSR in accordance with TBL 3-4-10, except:
a. As requested by the pilot.
b. As you deem necessary, if not contrary to the
pilot's request.
TBL 3-4-10
MIRL Intensity Setting
Step Visibility
Day Night
3 Less than 2 miles Less than 1 mile
2 2 to 3 miles 1 to 3 miles
1 When requested More than 3 miles
REFERENCE-
FAAO JO 7110.65, Para 3-4-12, HIRL Associated With MALSR.
3-4-15. SIMULTANEOUS APPROACH AND
RUNWAY EDGE LIGHT OPERATION
Turn on the runway edge lights for the runway in use
whenever the associated approach lights are on. If
multiple runway light selection is not possible, you
may leave the approach lights on and switch the
runway lights to another runway to accommodate
another aircraft.
REFERENCE-
FAAO JO 7110.65, Para 3-4-10, Runway Edge Lights.
JO 7110.65S 2/14/08
3-4-5
Airport Lighting
3-4-16. HIGH SPEED TURNOFF LIGHTS
Operate high speed turnoff lights:
a. Whenever the associated runway lights are used
for arriving aircraft. Leave them on until the aircraft
has either entered a taxiway or passed the last light.
b. As required by facility directives to meet local
conditions.
c. As requested by the pilot.
3-4-17. TAXIWAY LIGHTS
Operate taxiway lights in accordance with
TBL 3-4-11, TBL 3-4-12, or TBL 3-4-13 except:
a. Where a facility directive specifies other
settings or times to meet local conditions.
b. As requested by the pilot.
c. As you deem necessary, if not contrary to pilot
request.
TBL 3-4-11
Three Step Taxiway Lights
Step Visibility
Day Night
3 Less than 1 mile When requested
2 When requested Less than 1 mile
1 When requested 1 mile of more
TBL 3-4-12
Five Step Taxiway Lights
Step Visibility
Day Night
5 Less than 1 mile When requested
4 When requested Less than 1 mile
3 When requested 1 mile or more
1 & 2 When requested When requested
TBL 3-4-13
One Step Taxiway Lights
Day Night
Less than 1 mile On
NOTE-
AC 150/5340-24, Runway and Taxiway Edge Lighting
System, contains recommended brightness levels for
variable setting taxiway lights.
3-4-18. OBSTRUCTION LIGHTS
If controls are provided, turn the lights on between
sunset and sunrise.
3-4-19. ROTATING BEACON
If controls are provided, turn the rotating beacon on:
a. Between sunset and sunrise.
b. Between sunrise and sunset when the reported
ceiling or visibility is below basic VFR minima.
JO 7110.65S 2/14/08
3-4-6
JO 7110.65S 2/14/08
3-5-1
Runway Selection
Section 5. Runway Selection
3-5-1. SELECTION
a. Except where a “runway use” program is in
effect, use the runway most nearly aligned with the
wind when 5 knots or more or the “calm wind”
runway when less than 5 knots (set tetrahedron
accordingly) unless use of another runway:
NOTE1. If a pilot prefers to use a runway different from that
specified, the pilot is expected to advise ATC.
2. At airports where a “runway use” program is
established, ATC will assign runways deemed to have the
least noise impact. If in the interest of safety a runway
different from that specified is preferred, the pilot is
expected to advise ATC accordingly. ATC will honor such
requests and advise pilots when the requested runway is
noise sensitive.
REFERENCE-
FAAO 8400.9, National Safety and Operational Criteria for Runway
Use Programs.
1. Will be operationally advantageous, or
2. Is requested by the pilot.
b. When conducting aircraft operations on other
than the advertised active runway, state the runway in
use.
3-5-2. STOL RUNWAYS
Use STOL runways as follows:
a. A designated STOL runway may be assigned
only when requested by the pilot or as specified in a
letter of agreement with an aircraft operator.
b. Issue the measured STOL runway length if the
pilot requests it.
3-5-3. TAILWIND COMPONENTS
When authorizing use of runways and a tailwind
component exists, always state both wind direction
and velocity.
NOTE-
The wind may be described as “calm” when appropriate.
REFERENCE-
FAAO JO 7110.65, Para 2-6-5, Calm Wind Conditions.
JO 7110.65S 2/14/08
3-5-2
JO 7110.65S 2/14/08
3-6-1
Airport Surface Detection Procedures
Section 6. Airport Surface Detection Procedures
3-6-1. EQUIPMENT USAGE
a. The operational status of ASDE systems shall
be determined during the relief briefing, or as soon as
possible after assuming responsibility for the
associated position.
b. Use ASDE systems to augment visual observation of aircraft landing or departing, and aircraft or
vehicular movements on runways and taxiways, or
other parts of the movement area.
1. ASDE systems with safety logic shall be
operated continuously.
2. ASDE systems without safety logic shall be
operated:
(a) Continuously between sunset and sunrise.
(b) When visibility is less than the most
distant point in the active movement area, or
(c) When, in your judgment, its use will assist
you in the performance of your duties at any time.
3-6-2. IDENTIFICATION
a. To identify an observed target/track on an
ASDE system display, correlate its position with one
or more of the following:
1. Pilot/vehicle operator position report.
2. Controller's visual observation.
3. An identified target observed on the ASR or
CTRD.
b. An observed target/track on an ASDE system
display may be identified as a false target by visual
observation. If the area containing a suspected false
target is not visible from the tower, an airport
operations vehicle or pilots of aircraft operating in the
area may be used to conduct the visual observation.
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.
3-6-3. INFORMATION USAGE
a. ASDE system derived information may be used
to:
1. Formulate clearances and control instructions to aircraft and vehicles on the movement area.
REFERENCE-
FAAO JO 7210.3, Para 3-7-2, Radar Use.
2. Position aircraft and vehicles using the
movement area.
3. Determine the exact location of aircraft and
vehicles, or spatial relationship to other aircraft/
vehicles on the movement area.
4. Monitor compliance with control instructions
by aircraft and vehicles on taxiways and runways.
5. Confirm pilot reported positions.
6. Provide directional taxi information, as
appropriate.
PHRASEOLOGY-
TURN (left/right) ON THE TAXIWAY/RUNWAY YOU ARE
APPROACHING.
b. Do not provide specific navigational guidance
(exact headings to be followed) unless an emergency
exists or by mutual agreement with the pilot.
NOTE-
It remains the pilot's responsibility to navigate visually via
routes to the clearance limit specified by the controller and
to avoid other parked or taxiing aircraft, vehicles, or
persons in the movement area.
c. Do not allow an aircraft to begin departure roll
or cross the landing threshold whenever there is an
unidentified target/track displayed on the runway.
3-6-4. SAFETY LOGIC ALERT
RESPONSES
When the system generates an alert, the controller
shall immediately assess the situation visually and as
presented on the ASDE system display, then take
appropriate action as follows:
a. When an arrival aircraft (still airborne, prior to
the landing threshold) activates a warning alert, the
controller shall issue go-around instructions.
(Exception: Alerts involving known formation
flights, as they cross the landing threshold, may be
disregarded if all other factors are acceptable.)
JO 7110.65S 2/14/08
3-6-2 Airport Surface Detection Procedures
NOTE-
The intent of this paragraph is that an aircraft does not land
on the runway, on that approach, when the safety logic
system has generated a warning alert. A side-step
maneuver or circle to land on another runway satisfies this
requirement.
REFERENCE-
FAAO JO 7110.65, Para 3-8-1, Sequence/Spacing Application.
FAAO JO 7110.65, Para 3-9-6, Same Runway Separation.
FAAO JO 7110.65, Para_3-10-3, Same Runway Separation.
P/CG Term- Go Around.
b. When two arrival aircraft, or an arrival aircraft
and a departing aircraft activate an alert, the
controller will issue go-around instructions or take
appropriate action to ensure intersecting runway
separation is maintained.
REFERENCE-
FAAO JO 7110.65, Para 3-9-8, Intersecting Runway Separation.
FAAO JO 7110.65, Para_3-10-4, Intersecting Runway Separation.
c. For other safety logic system alerts, issue
instructions/clearances based on good judgment and
evaluation of the situation at hand.
JO 7110.65S 2/14/08
3-7-1
Taxi and Ground Movement Procedures
Section 7. Taxi and Ground Movement Procedures
3-7-1. GROUND TRAFFIC MOVEMENT
Issue by radio or directional light signals specific
instructions which approve or disapprove the
movement of aircraft, vehicles, equipment, or
personnel on the movement area.
a. Do not issue conditional instructions that are
dependent upon the movement of an arrival aircraft
on or approaching the runway or a departure aircraft
established on a takeoff roll. Do not say, “Position and
hold behind landing traffic,” or “Taxi/proceed across
Runway Three Six behind departing/landing Jetstar.”
The above requirements do not preclude issuing
instructions to follow an aircraft observed to be
operating on the movement area in accordance with
an ATC clearance/instruction and in such a manner
that the instructions to follow are not ambiguous.
b. Do not use the word “cleared” in conjunction
with authorization for aircraft to taxi or equipment/
vehicle/personnel operations. Use the prefix “taxi,”
“proceed,” or “hold,” as appropriate, for aircraft
instructions and “proceed” or “hold” for equipment/
vehicles/personnel.
c. Intersection departures may be initiated by a
controller or a controller may authorize an
intersection departure if a pilot requests. Issue the
measured distance from the intersection to the
runway end rounded “down” to the nearest 50 feet to
any pilot who requests and to all military aircraft,
unless use of the intersection is covered in
appropriate directives.
NOTE-
Exceptions are authorized where specific military aircraft
routinely make intersection takeoffs and procedures are
defined in appropriate directives. The authority exercising
operational control of such aircraft ensures that all pilots
are thoroughly familiar with these procedures, including
the usable runway length from the applicable intersection.
d. State the runway intersection when authorizing
an aircraft to taxi into position to hold or when
clearing an aircraft for takeoff from an intersection.
PHRASEOLOGY-
RUNWAY (number) AT (taxiway designator) (further
instructions as needed).
RUNWAY (number) AT (taxiway designator), POSITION
AND HOLD.
If requested or required,
RUNWAY (number) AT (taxiway designator)
INTERSECTION DEPARTURE, (remaining length) FEET
AVAILABLE.
e. If two or more aircraft call the tower ready for
departure, one or more at the approach and one or
more at the intersection, state the location of the
aircraft at the full length of the runway when
authorizing that aircraft to taxi into position and hold
or when clearing that aircraft for takeoff.
PHRASEOLOGY-
RUNWAY (number), FULL-LENGTH, POSITION AND
HOLD.
or
RUNWAY (number) FULL LENGTH, CLEARED FOR
TAKEOFF.
EXAMPLE“American Four Eighty Two, Runway Three Zero full
length, position and hold.”
“Cherokee Five Sierra Whiskey, Runway Two Five Right
full length, cleared for takeoff.”
NOTE-
The controller need not state the location of the aircraft
departing the full length of the runway if there are no
aircraft holding for departure at an intersection for that
same runway.
REFERENCE-
FAAO JO 7110.65, Para 3-9-4, Taxi into Position and Hold (TIPH).
3-7-2. TAXI AND GROUND MOVEMENT
OPERATIONS
Issue, as required or requested, the route for the
aircraft/vehicle to follow on the movement area in
concise and easy to understand terms. When a taxi
clearance to a runway is issued to an aircraft, confirm
the aircraft has the correct runway assignment.
NOTE1. A pilot's read back of taxi instructions with the runway
assignment can be considered confirmation of runway
assignment.
2. Movement of aircraft or vehicles on nonmovement
areas is the responsibility of the pilot, the aircraft operator,
or the airport management.
JO 7110.65S 2/14/08
3-7-2 Taxi and Ground Movement Procedures
a. When authorizing a vehicle to proceed on the
movement area, or an aircraft to taxi to any point other
than an assigned takeoff runway, absence of holding
instructions authorizes an aircraft/vehicle to cross all
taxiways and runways that intersect the taxi route. If
it is the intent to hold the aircraft/vehicle short of any
given point along the taxi route, issue the route, if
necessary, then state the holding instructions.
NOTE-
Movement of aircraft or vehicles on nonmovement areas is
the responsibility of the pilot, the aircraft operator, or the
airport management.
PHRASEOLOGY-
HOLD POSITION.
HOLD FOR (reason)
CROSS (runway/taxiway)
or
TAXI/CONTINUE TAXIING/PROCEED/VIA (route),
or
ON (runway number or taxiways, etc.),
or
TO (location),
or
(direction),
or
ACROSS RUNWAY (number).
or
VIA (route), HOLD SHORT OF (location)
or
FOLLOW (traffic) (restrictions as necessary)
or
BEHIND (traffic).
EXAMPLE“Cross Runway Two Eight Left.”
“Taxi/continue taxiing/proceed to the hangar.”
“Taxi/continue taxiing/proceed straight ahead then via
ramp to the hangar.”
“Taxi/continue taxiing/proceed on Taxiway Charlie, hold
short of Runway Two Seven.”
or
“Taxi/continue taxiing/proceed on Charlie, hold short of
Runway Two Seven.”
b. When authorizing an aircraft to taxi to an
assigned takeoff runway and hold short instructions
are not issued, specify the runway preceded by “taxi
to,” and issue taxi instructions if necessary. This
authorizes the aircraft to “cross” all runways/
taxiways which the taxi route intersects except the
assigned takeoff runway. This does not authorize the
aircraft to “enter” or “cross” the assigned takeoff
runway at any point.
PHRASEOLOGY-
TAXI TO RUNWAY (number) VIA . . ..
EXAMPLE“Taxi to Runway One Two.”
“Taxi to Runway Three Six via Taxiway Echo.”
or
“Taxi to Runway Three Six via Echo.”
c. Specify the runway for departure, any necessary
taxi instructions, and hold short restrictions when an
aircraft will be required to hold short of a runway or
other points along the taxi route.
EXAMPLE“Runway Three Six Left, taxi via taxiway Alpha, hold short
of taxiway Charlie.”
or
“Runway Three Six Left, taxi via Alpha, hold short of
Charlie.”
PHRASEOLOGY-
RUNWAY (number),
TAXI/PROCEED VIA (route if necessary,
HOLD SHORT OF (runway number)
or
HOLD SHORT OF (location)
or
ON (taxi strip, runup, pad, etc.),
JO 7110.65S 2/14/08
3-7-3
Taxi and Ground Movement Procedures
and if necessary,
TRAFFIC (traffic information),
or
FOR (reason).
EXAMPLE“Runway Three Six Left, taxi via taxiway Charlie, hold
short of Runway Two Seven Right.”
or
“Runway Three Six Left, taxi via Charlie, hold short of
Runway Two Seven Right.”
“Runway Three Six Left, hold short of Runway Two Seven
Right.”
d. Request a read back of runway hold short
instructions when it is not received from the
pilot/vehicle operator.
PHRASEOLOGY-
READ BACK HOLD INSTRUCTIONS.
EXAMPLE1. “American Four Ninety Two, Runway Three Six Left,
taxi via taxiway Charlie, hold short of Runway Two Seven
Right.”
or
“American Four Ninety Two, Runway Three Six Left, taxi
via Charlie, hold short of Runway Two Seven Right.”
“American Four Ninety Two, Roger.”
“American Four Ninety Two, read back hold instructions.”
2. “Cleveland Tower, American Sixty Three is ready for
departure.”
“American Sixty Three, hold short of Runway Two Three
Left, traffic one mile final.”
“American Sixty Three, Roger.”
“American Sixty Three, read back hold instructions.”
3. “OPS Three proceed via taxiway Charlie hold short of
Runway Two Seven.”
or
“OPS Three proceed via Charlie hold short of Runway Two
Seven.”
“OPS Three, Roger.”
“OPS Three, read back hold instructions.”
NOTE-
Read back hold instructions phraseology may be initiated
for any point on a movement area when the controller
believes the read back is necessary.
e. Issue progressive taxi/ground movement instructions when:
1. Pilot/operator requests.
2. The specialist deems it necessary due to
traffic or field conditions, e.g., construction or closed
taxiways.
3. As necessary during reduced visibility,
especially when the taxi route is not visible from the
tower.
f. Progressive ground movement instructions
include step-by-step routing directions.
REFERENCE-
FAAO JO 7110.65, Para 3-7-4, Runway Proximity.
FAAO JO 7110.65, Para 3-11-1, Taxi and Ground Movement
Operation.
g. Instructions to expedite a taxiing aircraft or a
moving vehicle.
PHRASEOLOGY-
TAXI WITHOUT DELAY (traffic if necessary).
EXIT/PROCEED/CROSS
(runway/taxiway) WITHOUT DELAY.
3-7-3. GROUND OPERATIONS
WAKE TURBULENCE APPLICATION
Avoid clearances which require:
a. Heavy jet aircraft to use greater than normal
taxiing power.
b. Small aircraft or helicopters to taxi in close
proximity to taxiing or hover-taxi helicopters.
NOTE-
Use caution when taxiing smaller aircraft/helicopters in
the vicinity of larger aircraft.
REFERENCE-
AC 90-23, Aircraft Wake Turbulence, Para 10 and Para 11.
JO 7110.65S 2/14/08
3-7-4 Taxi and Ground Movement Procedures
3-7-4. RUNWAY PROXIMITY
Hold a taxiing aircraft or vehicle clear of the runway
as follows:
a. Instruct aircraft or vehicle to hold short of a
specific runway.
b. Instruct aircraft or vehicle to hold at a specified
point.
c. Issue traffic information as necessary.
PHRASEOLOGY-
HOLD SHORT OF/AT (runway number or specific point),
(traffic or other information).
NOTE-
Establishing hold lines/signs is the responsibility of the
airport manager. The standards for surface measurements,
markings, and signs are contained in 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 for properly
positioning 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 3-7-2, Taxi and Ground Movement
Operations.
FAAO JO 7110.65, Para 3-10-10, Altitude Restricted Low Approach.
FAAO JO 7110.65, Para_3-1-5, Vehicles/Equipment/Personnel on
Runways.
3-7-5. PRECISION APPROACH CRITICAL
AREA
a. ILS critical area dimensions are described in
FAAO 6750.16, Siting Criteria for Instrument
Landing Systems. Aircraft and vehicle access to the
ILS/MLS critical area must be controlled to ensure
the integrity of ILS/MLS course signals whenever
conditions are less than reported ceiling 800 feet or
visibility less than 2 miles. Do not authorize
vehicles/aircraft to operate in or over the critical area,
except as specified in subpara_a1, whenever an
arriving aircraft is inside the ILS outer marker (OM)
or the fix used in lieu of the OM unless the arriving
aircraft has reported the runway in sight or is circling
to land on another runway.
PHRASEOLOGY-
HOLD SHORT OF (runway) ILS/MLS CRITICAL AREA.
1. LOCALIZER CRITICAL AREA
(a) Do not authorize vehicle or aircraft
operations in or over the area when an arriving
aircraft is inside the ILS OM or the fix used in lieu of
the OM when conditions are less than reported ceiling
800 feet or visibility less than 2 miles, except:
(1) A preceding arriving aircraft on the
same or another runway that passes over or through
the area while landing or exiting the runway.
(2) A preceding departing aircraft or
missed approach on the same or another runway that
passes through or over the area.
(b) In addition to subpara a1(a), do not
authorize vehicles or aircraft operations in or over the
area when an arriving aircraft is inside the middle
marker when conditions are less than reported ceiling
200 feet or RVR 2,000 feet.
2. GLIDESLOPE CRITICAL AREA. Do not
authorize vehicles or aircraft operations in or over the
area when an arriving aircraft is inside the ILS OM or
the fix used in lieu of the OM unless the arriving
aircraft has reported the runway in sight or is circling
to land on another runway when conditions are less
than reported ceiling 800 feet or visibility less than
2_miles.
b. Air carriers commonly conduct “coupled” or
“autoland” operations to satisfy maintenance,
training, or reliability program requirements.
Promptly issue an advisory if the critical area will not
be protected when an arriving aircraft advises that a
“coupled,” “CATIII,” “autoland,” or similar type
approach will be conducted and the weather is
reported ceiling of 800 feet or more, and the visibility
is 2 miles or more.
PHRASEOLOGY-
ILS/MLS CRITICAL AREA NOT PROTECTED.
c. The Department of Defense (DOD) is authorized to define criteria for protection of precision
approach critical areas at military controlled airports.
This protection is provided to all aircraft operating at
that military controlled airport. Waiver authority for
DOD precision approach critical area criteria rests
with the appropriate military authority.
JO 7110.65S 2/14/08
3-7-5
Taxi and Ground Movement Procedures
NOTE-
Signs and markings are installed by the airport operator to
define the ILS/MLS critical area. No point along the
longitudinal axis of the aircraft is permitted past the hold
line for holding purposes. 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-
AC150/5340-1, Standards for Airport Markings.
3-7-6. PRECISION OBSTACLE FREE ZONE
(POFZ) AND FINAL APPROACH OBSTACLE
CLEARANCE SURFACES (OCS)
a. Ensure the POFZ is clear of traffic (aircraft or
vehicles) when an aircraft on a vertically-guided
final approach is within 2 miles of the runway
threshold and the reported ceiling is below 300 feet or
visibility is less than 3/4 SM to protect aircraft
executing a missed approach.
NOTE-
Only horizontal surfaces (e.g., the wings) can penetrate the
POFZ, but not the vertical surfaces (e.g., fuselage or tail).
Three hundred feet (300) is used because ATC does not
measure ceilings in fifty (50) foot increments.
b. Ensure the final approach OCS (e.g., ILS /LPV
W, X, and Y surfaces) are clear of aircraft/vehicles
when an aircraft on the vertically-guided approach is
within 2 miles of the runway threshold and the
reported ceiling is below 800 feet or visibility is less
than 2 SM to protect aircraft executing a missed
approach.
NOTE1. The POFZ and the close-in portion of the final
approach obstacle clearance surfaces protect aircraft
executing a missed approach. Their dimensions are
described in FAAO 8260.3b, Volume III, Chapter 3,
para 3.4, United States Standards for Terminal Instrument
Procedures.
2. Vehicles that are less than 10 feet in height, necessary
for the maintenance of the airport and/or navigation
facilities operating outside the movement area, are exempt.
c. If it is not possible to clear the POFZ or OCS
prior to an aircraft reaching a point 2 miles from the
runway threshold and the weather is less than
described in subparas a or b above, issue traffic to the
landing aircraft.
NOTE-
The POFZ and/or OCS must be cleared as soon as
practical.
PHRASEOLOGY(ACID), IN THE EVENT OF MISSED APPROACH
(issue_traffic).
TAXIING AIRCRAFT/VEHICLE LEFT/RIGHT OF
RUNWAY.
EXAMPLE“United 623, in the event of missed approach, taxiing
aircraft right of runway.”
“Delta 1058, in the event of missed approach, vehicle left
of runway.”
REFERENCE-
FAAO JO 7110.65, Para 3-1-6, Traffic Information.
JO 7110.65S 2/14/08
3-7-6 Taxi and Ground Movement Procedures
FIG 3-7-1
Precision Obstacle Free Zone (POFZ)
JO 7110.65S 2/14/08
3-8-1
Spacing and Sequencing
Section 8. Spacing and Sequencing
3-8-1. SEQUENCE/SPACING
APPLICATION
Establish the sequence of arriving and departing
aircraft by requiring them to adjust flight or ground
operation, as necessary, to achieve proper spacing.
PHRASEOLOGY-
CLEARED FOR TAKEOFF.
CLEARED FOR TAKEOFF OR HOLD SHORT/HOLD IN
POSITION/TAXI OFF THE RUNWAY (traffic).
EXTEND DOWNWIND.
MAKE SHORT APPROACH.
NUMBER (landing sequence number),
FOLLOW (description and location of traffic),
or if traffic is utilizing another runway,
TRAFFIC (description and location) LANDING RUNWAY
(number of runway being used).
CIRCLE THE AIRPORT.
MAKE LEFT/RIGHT THREE-SIXTY/TWO SEVENTY.
GO AROUND (additional instructions as necessary).
CLEARED TO LAND.
CLEARED:
TOUCH-AND-GO,
or
STOP-AND-GO,
or
LOW APPROACH.
CLEARED FOR THE OPTION,
or
OPTION APPROVED,
or
UNABLE OPTION, (alternate instructions).
or
UNABLE (type of option), OTHER OPTIONS
APPROVED.
NOTE1. The “Cleared for the Option” procedure will permit an
instructor pilot/flight examiner/pilot the option to make a
touch-and-go, low approach, missed approach, stop-
and-go, or full stop landing. This procedure will only be
used at those locations with an operational control tower
and will be subject to ATC approval.
2. For proper helicopter spacing, speed adjustments may
be more practical than course changes.
3. Read back of hold short instructions apply when hold
instructions are issued to a pilot in lieu of a takeoff
clearance.
REFERENCE-
FAAO JO 7110.65, Para 3-7-2, Taxi and Ground Movement
Operations.
3-8-2. TOUCH-AND-GO OR STOP-AND-GO
OR LOW APPROACH
Consider an aircraft cleared for touch-and-go,
stop-and-go, or low approach as an arriving aircraft
until it touches down (for touch-and-go), or makes a
complete stop (for stop-and-go), or crosses the
landing threshold (for low approach), and thereafter
as a departing aircraft.
REFERENCE-
FAAO JO 7110.65, Para_3-1-5, Vehicles/Equipment/Personnel on
Runways.
FAAO JO 7110.65, Para 3-9-7, Wake Turbulence Separation for
Intersection Departures.
3-8-3. SIMULTANEOUS SAME DIRECTION
OPERATION
Authorize simultaneous, same direction operations
on parallel runways, on parallel landing strips, or on
a runway and a parallel landing strip only when the
following conditions are met:
a. Operations are conducted in VFR conditions
unless visual separation is applied.
b. Two-way radio communication is maintained
with the aircraft involved and pertinent traffic
information is issued.
JO 7110.65S 2/14/08
3-8-2 Spacing and Sequencing
c. The distance between the runways or landing
strips is in accordance with the minima in TBL 3-8-1
(use the greater minimum if two categories are
involved).
TBL 3-8-1
Same Direction Distance Minima
Aircraft category
Minimum distance (feet)
between parallel
Runway
centerlines
Edges of
adjacent strips or
runway and strip
Lightweight,
single-engine,
propeller driven
300 200
Twin-engine,
propeller driven
500 400
All others 700 600
3-8-4. SIMULTANEOUS OPPOSITE
DIRECTION OPERATION
Authorize simultaneous opposite direction operations on parallel runways, on parallel landing strips,
or on a runway and a parallel landing strip only when
the following conditions are met:
a. Operations are conducted in VFR conditions.
b. Two-way radio communication is maintained
with the aircraft involved and pertinent traffic
information is issued.
PHRASEOLOGY-
TRAFFIC (description) ARRIVING/DEPARTING/LOW
APPROACH, OPPOSITE DIRECTION ON PARALLEL
RUNWAY/LANDING STRIP.
c. The distance between the runways or landing
strips is in accordance with the minima in
TBL 3-8-2.
TBL 3-8-2
Opposite Direction Distance Minima
Type of Operation
Minimum distance (feet)
between parallel
Runway
centerlines
Edges of
adjacent strips
or runway and
strip
Between sunrise and
sunset
1,400 1,400
Between sunset and
sunrise
2,800 Not authorized
JO 7110.65S 2/14/08
3-9-1
Departure Procedures and Separation
Section 9. Departure Procedures and Separation
3-9-1. DEPARTURE INFORMATION
Provide current departure information, as appropriate, to departing aircraft.
a. Departure information contained in the ATIS
broadcast may be omitted if the pilot states the
appropriate ATIS code.
b. Issue departure information by including the
following:
1. Runway in use. (May be omitted if pilot states
“have the numbers.”)
2. Surface wind from direct readout dial, wind
shear detection system, or automated weather
observing system information display. (May be
omitted if pilot states “have the numbers.”)
3. Altimeter setting. (May be omitted if pilot
states “have the numbers.”)
REFERENCE-
FAAO JO 7110.65, Para 2-7-1, Current Settings.
c. Time, when requested.
d. Issue the official ceiling and visibility, when
available, to a departing aircraft before takeoff as
follows:
1. To a VFR aircraft when weather is below
VFR conditions.
2. To an IFR aircraft when weather is below
VFR conditions or highest takeoff minima,
whichever is greater.
NOTE-
Standard takeoff minimums are published in 14 CFR
Section_91.175(f). Takeoff minima other than standard are
prescribed for specific airports/runways and published in
a tabular form supplement to the FAA instrument approach
procedures charts and appropriate FAA Forms_8260.
e. Taxi information, as necessary. You need not
issue taxi route information unless the pilot
specifically requests it.
f. USAF NOT APPLICABLE. An advisory to
“check density altitude” when appropriate.
REFERENCE-
FAAO JO 7210.3, Para 2-10-6, Broadcast Density Altitude Advisory.
g. Issue braking action for the runway in use as
received from pilots or the airport management when
Braking Action Advisories are in effect.
REFERENCE-
FAAO JO 7110.65, Para 2-7-2, Altimeter Setting Issuance Below
Lowest Usable FL.
FAAO JO 7110.65, Para 3-1-8, Low Level Wind Shear/Microburst
Advisories.
FAAO JO 7110.65, Para 3-3-5, Braking Action Advisories.
P/CG Term- Braking Action Advisories.
3-9-2. DEPARTURE DELAY INFORMATION
USA/USAF/USN NOT APPLICABLE
When gate-hold procedures are in effect, issue the
following departure delay information as appropriate:
REFERENCE-
FAAO JO 7210.3, Para 10-4-3, Gate Hold Procedures.
a. Advise departing aircraft the time at which the
pilot can expect to receive engine startup advisory.
PHRASEOLOGY-
GATE HOLD PROCEDURES ARE IN EFFECT. ALL
AIRCRAFT CONTACT (position) ON (frequency) FOR
ENGINE START TIME. EXPECT ENGINE START/TAXI
(time).
b. Advise departing aircraft when to start engines
and/or to advise when ready to taxi.
PHRASEOLOGY-
START ENGINES, ADVISE WHEN READY TO TAXI,
or
ADVISE WHEN READY TO TAXI.
c. If the pilot requests to hold in a delay absorbing
area, the request shall be approved if space and traffic
conditions permit.
d. Advise all aircraft on GC/FD frequency upon
termination of gate hold procedures.
PHRASEOLOGY-
GATE HOLD PROCEDURES NO LONGER IN EFFECT.
JO 7110.65S 2/14/08
3-9-2 Departure Procedures and Separation
3-9-3. DEPARTURE CONTROL
INSTRUCTIONS
Inform departing IFR, SVFR, VFR aircraft receiving
radar service, and TRSA VFR aircraft of the
following:
a. Before takeoff.
1. Issue the appropriate departure control
frequency and beacon code. The departure control
frequency may be omitted if a SID has been or will be
assigned and the departure control frequency is
published on the SID.
PHRASEOLOGY-
DEPARTURE FREQUENCY (frequency), SQUAWK
(code).
2. Inform all departing IFR military turboprop/
turbojet aircraft (except transport and cargo types) to
change to departure control frequency. If the local
controller has departure frequency override, transmit
urgent instructions on this frequency. If the override
capability does not exist, transmit urgent instructions
on the emergency frequency.
PHRASEOLOGY-
CHANGE TO DEPARTURE.
3. USAF. USAF control towers are authorized
to inform all departing IFR military transport/cargo
type aircraft operating in formation flight to change
to departure control frequency before takeoff.
b. After takeoff.
1. When the aircraft is about 1
/2 mile beyond the
runway end, instruct civil aircraft, and military
transport, and cargo types to contact departure
control, provided further communication with you is
not required.
2. Do not request departing military turboprop/
turbojet aircraft (except transport and cargo types) to
make radio frequency or radar beacon changes before
the aircraft reaches 2,500 feet above the surface.
REFERENCE-
FAAO JO 7110.65, Para 7-2-1, Visual Separation.
3-9-4. TAXI INTO POSITION AND HOLD
(TIPH)
a. The intent of TIPH is to position aircraft for an
imminent departure. Authorize an aircraft to taxi into
position and hold, except as restricted in subpara g,
when takeoff clearance cannot be issued because of
traffic. Issue traffic information to any aircraft so
authorized. Traffic information may be omitted when
the traffic is another aircraft which has landed on or
is taking off the same runway and is clearly visible to
the holding aircraft. Do not use conditional phrases
such as “behind landing traffic” or “after the
departing aircraft.”
b. USN NOT APPLICABLE. First state the runway
number followed by the taxi into position clearance
when more than one runway is active.
PHRASEOLOGY-
RUNWAY (number), POSITION AND HOLD.
Or, when only one runway is active:
POSITION AND HOLD.
c. Do not issue a clearance to an aircraft requesting
a full-stop, touch-and-go, stop-and-go, option, or
unrestricted low approach on the same runway with
an aircraft that is holding in position, taxiing into
position or has been cleared to taxi into position and
hold until the aircraft in position starts takeoff roll. Do
not clear an aircraft to TIPH if an aircraft has been
cleared to land, touch-and-go, stop-and-go, option
or unrestricted low approach on the same runway.
PHRASEOLOGY-
RUNWAY (number), CONTINUE, TRAFFIC HOLDING
IN POSITION,
or
(when only one runway is active): CONTINUE, TRAFFIC
HOLDING IN POSITION.
EXAMPLE“American 528, runway two three, continue, traffic
holding in position.”
or
(when only one runway is active): “American 528,
continue, traffic holding in position.”
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.
2. Facilities without the safety logic system and
facilities with the safety logic system in limited
configuration must withhold landing clearance until
the aircraft in position starts takeoff roll.
REFERENCE-
FAAO JO 7110.65, Para 3-10-5, Landing Clearance.
3/15/07 7110.65R CHG 2 JO 7110.65S CHG 1 7/31/JO 7110.65S 2/14/08
3-9-3
Departure Procedures and Separation
d. When an aircraft is authorized to taxi into
position and hold, inform it of the closest traffic
requesting a full-stop, touch-and-go, stop-and-go,
option or unrestricted low approach to the same
runway.
EXAMPLE“United Five, runway one eight, position and hold. Traffic
a Boeing Seven Thirty Seven, six mile final.”
Or, when only one runway is active:
“United Five, position and hold. Traffic a Boeing Seven
Thirty Seven, six mile final.”
e. USAF. When an aircraft is authorized to taxi
into takeoff position to hold, inform it of the closest
traffic within 6 miles on final approach to the same
runway. If the approaching aircraft is on a different
frequency, inform it of the aircraft taxiing into
position.
f. Do not authorize an aircraft to taxi into position
and hold when the departure point is not visible from
the tower, unless the aircraft's position can be verified
by ASDE or the runway is used for departures only.
g. An aircraft may be authorized to taxi into
position and hold at an intersection between sunset
and sunrise. The procedure must be approved by the
appropriate Director, Terminal Operations (service
area office) and by the Director, Terminal Safety and
Operations Support, and must be contained in a
facility directive. The following conditions must
apply:
1. The runway must be used as a departure-only
runway.
2. Only one aircraft at a time is permitted to taxi
into position and hold on the same runway.
3. Document on FAA Form 7230-4, Daily
Record of Facility Operation, the following: “TIPH
at INT of RWY (number) and TWY (name) IN
EFFECT” when using runway as a departure-only
runway. “TIPH at INT of RWY (number) and TWY
(name) SUSPENDED” when runway is not used as
a departure-only runway.
h. Do not authorize an aircraft to taxi into position
and hold at anytime when the intersection is not
visible from the tower.
i. Do not authorize aircraft to simultaneously taxi
into position and hold on the same runway, between
sunrise and sunset, unless the local assist/local
monitor position is staffed.
j. USN. Do not authorize aircraft to taxi into
takeoff position to hold simultaneously on intersecting runways.
PHRASEOLOGY-
CONTINUE HOLDING,
or
TAXI OFF THE RUNWAY.
REFERENCE-
FAAO JO 7110.65, Para 3-10-10, Altitude Restricted Low Approach.
k. When aircraft are authorized to taxi into
position and hold on runways that intersect, traffic
must be exchanged between that aircraft and the
aircraft that is authorized to position and hold, depart,
or arrive to the intersecting runway(s).
EXAMPLE“United Five, runway four, position and hold, traffic
holding runway three-one.”
“Delta One, runway three-one, position and hold, traffic
holding runway four.”
Or, when issuing traffic information to an arrival aircraft
and an aircraft that is holding on runway(s) that
intersect(s):
“Delta One, runway four, position and hold, traffic landing
runway three-one.”
“United Five, runway three-one, cleared to land. Traffic
holding in position runway four.”
Or, when issuing traffic information to a departing
aircraft and an aircraft that is holding on runway(s) that
intersect(s):
“Delta One, runway three-one, position and hold, traffic
departing runway four.”
“United Five, runway four, cleared for takeoff, traffic
holding runway three-one.”
REFERENCE-
FAAO JO 7110.65, Para 3-9-8, Intersecting Runway Separation.
FAAO JO 7110.65, Para 3-10-4, Intersecting Runway Separation.
JO 7110.65S 2/14/08
3-9-4 Departure Procedures and Separation
l. When a local controller delivers or amends an
ATC clearance to an aircraft awaiting departure and
that aircraft is holding short of a runway or is holding
in position on a runway, an additional clearance shall
be issued to prevent the possibility of the aircraft
inadvertently taxiing onto the runway and/or
beginning takeoff roll. In such cases, append one of
the following ATC instructions as appropriate:
1. HOLD SHORT OF RUNWAY, or
2. HOLD IN POSITION.
m. USAF/USN. When issuing additional instructions or information to an aircraft holding in takeoff
position, include instructions to continue holding or
taxi off the runway, unless it is cleared for takeoff.
PHRASEOLOGY-
CONTINUE HOLDING,
or
TAXI OFF THE RUNWAY.
REFERENCE-
FAAO JO 7110.65, Para 3-10-10, Altitude Restricted Low Approach.
3-9-5. ANTICIPATING SEPARATION
Takeoff clearance needs not be withheld until
prescribed separation exists if there is a reasonable
assurance it will exist when the aircraft starts takeoff
roll.
REFERENCE-
P/CG Term- Clear of the Runway.
3-9-6. SAME RUNWAY SEPARATION
Separate a departing aircraft from a preceding
departing or arriving aircraft using the same runway
by ensuring that it does not begin takeoff roll until:
a. The other aircraft has departed and crossed the
runway end or turned to avert any conflict. (See
FIG 3-9-1.) If you can determine distances by
reference to suitable landmarks, the other aircraft
needs only be airborne if the following minimum
distance exists between aircraft: (See FIG 3-9-2.)
1. When only Category I aircraft are involved3,000 feet.
2. When a Category I aircraft is preceded by a
Category II aircraft- 3,000 feet.
3. When either the succeeding or both are
Category II aircraft- 4,500 feet.
4. When either is a Category III aircraft6,000_feet.
5. When the succeeding aircraft is a helicopter,
visual separation may be applied in lieu of using
distance minima.
FIG 3-9-1
Same Runway Separation
FIG 3-9-2
Same Runway Separation
NOTE-
Aircraft same runway separation (SRS) categories are
specified in Appendices A, B, and C and based upon the
following definitions:
CATEGORY I- small aircraft weighing 12,500 lbs. or less,
with a single propeller driven engine, and all helicopters.
CATEGORY II- small aircraft weighing 12,500 lbs. or
less, with propeller driven twin-engines.
CATEGORY III- all other aircraft.
b. A preceding landing aircraft is clear of the
runway. (See FIG 3-9-3.)
JO 7110.65S 2/14/08
3-9-5
Departure Procedures and Separation
FIG 3-9-3
Preceding Landing Aircraft Clear of Runway
REFERENCE-
P/CG Term- Clear of the Runway.
WAKE TURBULENCE APPLICATION
c. Do not issue clearances which imply or indicate
approval of rolling takeoffs by heavy jet aircraft
except as provided in para 3-1-14, Ground
Operations When Volcanic Ash is Present.
d. Do not issue clearances to a small aircraft to taxi
into position and hold on the same runway behind a
departing heavy jet aircraft to apply the necessary
intervals.
REFERENCE-
AC 90-23, Aircraft Wake Turbulence.
e. The minima in para 5-5-4, Minima, may be
applied in lieu of the 2 minute requirement in
subpara_f. When para 5-5-4, Minima, are applied,
ensure that the appropriate radar separation exists at
or prior to the time an aircraft becomes airborne when
taking off behind a heavy jet/B757.
NOTE-
The pilot may request additional separation; i.e., 2 minutes
vs. 4 miles, but should make this request before taxiing on
the runway.
f. Separate IFR/VFR aircraft taking off behind a
heavy jet/B757 departure by 2 minutes, when
departing:
NOTE-
Takeoff clearance to the following aircraft should not be
issued until 2 minutes after the heavy jet/B757 begins
takeoff roll.
1. The same runway. (See FIG 3-9-4.)
FIG 3-9-4
2 Minute Separation
2. A parallel runway separated by less than
2,500 feet.
g. Separate an aircraft from a heavy jet/B757 when
operating on a runway with a displaced landing
threshold if projected flight paths will cross2_minutes when:
1. A departure follows a heavy jet/B757 arrival.
2. An arrival follows a heavy jet/B757 departure.
h. Air traffic controllers shall not approve pilot
requests to deviate from the required wake turbulence
time interval if the preceding aircraft is a heavy
jet/B757.
i. Separate a small aircraft behind a large aircraft
taking off or making a low/missed approach when
utilizing opposite direction takeoffs on the same
runway by 3 minutes unless a pilot has initiated a
request to deviate from the 3-minute interval. In the
latter case, issue a wake turbulence advisory before
clearing the aircraft for takeoff.
NOTE1. A request for takeoff does not initiate a waiver request.
2. To initiate a waiver of the 3 minute rule, the request for
takeoff must be accompanied by a request to deviate from
the 3-minute rule.
REFERENCE-
FAAO JO 7110.65, Appendix A, Appendix B, and Appendix C, Aircraft
Information.
j. Separate aircraft behind a heavy jet/B757
departing or making a low/missed approach when
utilizing opposite direction takeoffs or landings on
the same or parallel runways separated by less than
2,500 feet- 3 minutes.
JO 7110.65S 2/14/08
3-9-6 Departure Procedures and Separation
k. Inform an aircraft when it is necessary to hold
in order to provide the required 3-minute interval.
PHRASEOLOGY-
HOLD FOR WAKE TURBULENCE.
REFERENCE-
FAAO JO 7110.65, Para 3-9-7, Wake Turbulence Separation for
Intersection Departures.
3-9-7. WAKE TURBULENCE SEPARATION
FOR INTERSECTION DEPARTURES
a. Apply the following wake turbulence criteria
for intersection departures:
1. Separate a small aircraft taking off from an
intersection on the same runway (same or opposite
direction takeoff) behind a preceding departing large
aircraft by ensuring that the small aircraft does not
start takeoff roll until at least 3 minutes after the large
aircraft has taken off.
2. Separate any aircraft taking off from an
intersection on the same runway (same or opposite
direction takeoff), parallel runways separated by less
than 2,500 feet, and parallel runways separated by
less than 2,500 feet with runway thresholds offset by
500 feet or more, by ensuring that the aircraft does not
start takeoff roll until at least 3 minutes after a heavy
aircraft/B757 has taken off.
NOTE-
Parallel runways separated by less than 2,500 feet with
runway thresholds offset by less than 500 feet shall apply
para 3-9-6, Same Runway Separation, subpara f.
3. Separate a small aircraft weighing 12,500 lbs.
or less taking off from an intersection on the same
runway (same or opposite direction takeoff) behind a
preceding small aircraft weighing more than
12,500_lbs. by ensuring the following small aircraft
does not start takeoff roll until at least 3 minutes after
the preceding aircraft has taken off.
4. Inform an aircraft when it is necessary to hold
in order to provide the required 3-minute interval.
PHRASEOLOGY-
HOLD FOR WAKE TURBULENCE.
NOTE-
Aircraft conducting touch-and-go and stop-and-go
operations are considered to be departing from an
intersection.
REFERENCE-
FAAO JO 7110.65, Para_3-8-2, Touch-and-Go or Stop-and-Go or
Low Approach.
b. The 3-minute interval is not required when:
1. A pilot has initiated a request to deviate from
that interval unless the preceding departing aircraft is
a heavy aircraft/B757.
NOTE-
A request for takeoff does not initiate a waiver request; the
request for takeoff must be accomplished by a request to
deviate from the 3-minute interval.
2. USA NOT APPLICABLE. The intersection
is 500 feet or less from the departure point of the
preceding aircraft and both aircraft are taking off in
the same direction.
3. Successive touch-and-go and stop-and-go
operations are conducted with a small aircraft
following another small aircraft weighing more than
12,500 lbs. or a large aircraft in the pattern, or a small
aircraft weighing more than 12,500 lbs. or a large
aircraft departing the same runway, provided the pilot
of the small aircraft is maintaining visual separation/
spacing behind the preceding large aircraft. Issue a
wake turbulence cautionary advisory and the position
of the large aircraft.
EXAMPLE“Caution wake turbulence, DC-9 on base leg.”
4. Successive touch-and-go and stop-and-go
operations are conducted with any aircraft following
a heavy aircraft/B757 in the pattern, or heavy
aircraft/B757 departing the same runway, provided
the pilot of the aircraft is maintaining visual
separation/spacing behind the preceding heavy
aircraft/B757. Issue a wake turbulence cautionary
advisory and the position of the heavy aircraft/B757.
EXAMPLE“Caution wake turbulence, heavy Lockheed C5A departing runway two three.”
5. If action is initiated to reduce the separation
between successive touch-and-go or stop-and-go
operations, apply 3 minutes separation.
c. When applying the provision of subpara b:
1. Issue a wake turbulence advisory before
clearing the aircraft for takeoff.
2. Do not clear the intersection departure for an
immediate takeoff.
3. Issue a clearance to permit the trailing aircraft
to deviate from course enough to avoid the flight path
of the preceding large departure when applying
subpara_b1 or b2.
JO 7110.65S 2/14/08
3-9-7
Departure Procedures and Separation
4. Separation requirements in accordance with
para 3-9-6, Same Runway Separation, must also
apply.
REFERENCE-
FAAO JO 7110.65, Para 3-9-6, Same Runway Separation.
3-9-8. INTERSECTING RUNWAY
SEPARATION
a. Issue traffic information to each aircraft
operating on intersecting runways.
b. Separate departing aircraft from an aircraft
using an intersecting runway, or nonintersecting
runways when the flight paths intersect, by ensuring
that the departure does not begin takeoff roll until one
of the following exists:
REFERENCE-
FAAO JO 7110.65, Para 2-1-21, Traffic Advisories.
1. The preceding aircraft has departed and
passed the intersection, has crossed the departure
runway, or is turning to avert any conflict.
(See FIG 3-9-5 and FIG 3-9-6.)
FIG 3-9-5
Intersecting Runway Separation
FIG 3-9-6
Intersecting Runway Separation
2. A preceding arriving aircraft is clear of the
landing runway, completed the landing roll and will
hold short of the intersection, passed the intersection,
or has crossed over the departure runway.
(See FIG 3-9-7 and FIG 3-9-8.)
REFERENCE-
P/CG Term- Clear of the Runway.
FIG 3-9-7
Intersecting Runway Separation
JO 7110.65S 2/14/08
3-9-8 Departure Procedures and Separation
FIG 3-9-8
Intersecting Runway Separation
WAKE TURBULENCE APPLICATION
3. Separate IFR/VFR aircraft taking off behind
a heavy jet/B757 departure by 2 minutes when
departing:
NOTE-
Takeoff clearance to the following aircraft should not be
issued until 2 minutes after the heavy jet/B757 begins
takeoff roll.
(a) Crossing runways if projected flight paths
will cross. (See FIG 3-9-9.)
FIG 3-9-9
Crossing Runways
(b) A parallel runway separated by 2,500 feet
or more if projected flight paths will cross.
(See FIG 3-9-10.)
FIG 3-9-10
Parallel Runway
4. Separate IFR/VFR aircraft departing behind
a landing heavy jet/B757 on a crossing runway if the
departure will fly through the airborne path of the
arrival- 2 minutes. (See FIG 3-9-11.)
FIG 3-9-11
Departure on Crossing Runway
5. Air traffic controllers shall not approve pilot
requests to deviate from the required wake turbulence
time interval if the preceding aircraft is a heavy
jet/B757.
REFERENCE-
FAAO JO 7110.65, Para 5-8-3, Successive or Simultaneous
Departures.
FAAO JO 7110.65, Para 5-8-5, Departures and Arrivals on Parallel
or Nonintersecting Diverging Runways.
JO 7110.65S 2/14/08
3-9-9
Departure Procedures and Separation
3-9-9. TAKEOFF CLEARANCE
a. When issuing a clearance for takeoff, first state
the runway number followed by the takeoff
clearance.
PHRASEOLOGY-
RUNWAY (number), CLEARED FOR TAKEOFF.
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.
REFERENCE-
FAAO JO 7110.65, Para 4-3-1, Departure Terminology.
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-
CROSS RUNWAY (number), RUNWAY (number)
CLEARED FOR TAKEOFF.
EXAMPLE“CROSS RUNWAY TWO FOUR LEFT, RUNWAY
TWO_FOUR RIGHT, CLEARED FOR TAKEOFF.”
