帅哥 发表于 2008-12-21 19:02:16

c. USA/USN. Issue surface wind and takeoff
clearance to aircraft.
PHRASEOLOGY-
WIND (surface wind in direction and velocity).
CLEARED FOR TAKEOFF.
d. USAF. When an aircraft is cleared for takeoff,
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
departing aircraft.
3-9-10. CANCELLATION OF TAKEOFF
CLEARANCE
Cancel a previously issued clearance for takeoff and
inform the pilot of the reason if circumstances
require. Once an aircraft has started takeoff roll,
cancel the takeoff clearance only for the purpose of
safety.
NOTE-
In no case should a takeoff clearance be canceled after an
aircraft has started its takeoff roll solely for the purpose of
meeting traffic management requirements/EDCT.
PHRASEOLOGY-
CANCEL TAKEOFF CLEARANCE (reason).
JO 7110.65S 2/14/08
3-9-10
JO 7110.65S 2/14/08
3-10-1
Arrival Procedures and Separation

帅哥 发表于 2008-12-21 19:02:26

Section 10. Arrival Procedures and Separation
3-10-1. LANDING INFORMATION
Provide current landing information, as appropriate,
to arriving aircraft. Landing information contained in
the ATIS broadcast may be omitted if the pilot states
the appropriate ATIS code. Runway, wind, and
altimeter may be omitted if a pilot uses the phrase
“have numbers.” Issue landing information by
including the following:
NOTE-
Pilot use of “have numbers” does not indicate receipt of the
ATIS broadcast.
a. Specific traffic pattern information (may be
omitted if the aircraft is to circle the airport to the left).
PHRASEOLOGY-
ENTER LEFT/RIGHT BASE.
STRAIGHT-IN.
MAKE STRAIGHT-IN.
STRAIGHT-IN APPROVED.
RIGHT TRAFFIC.
MAKE RIGHT TRAFFIC.
RIGHT TRAFFIC APPROVED. CONTINUE.
b. Runway in use.
c. Surface wind.
d. Altimeter setting.
REFERENCE-
FAAO JO 7110.65, Para 2-7-1, Current Settings.
e. Any supplementary information.
f. Clearance to land.
g. Requests for additional position reports. Use
prominent geographical fixes which can be easily
recognized from the air, preferably those depicted on
sectional charts. This does not preclude the use of the
legs of the traffic pattern as reporting points.
NOTE-
At some locations, VFR checkpoints are depicted on
sectional aeronautical and terminal area charts. In
selecting geographical fixes, depicted VFR checkpoints
are preferred unless the pilot exhibits a familiarity with the
local area.
h. Ceiling and visibility if either is below basic
VFR minima.
i. Low level wind shear or microburst advisories
when available.
REFERENCE-
FAAO JO 7110.65, Para_3-1-8, Low Level Wind Shear/Microburst
Advisories.
j. 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 3-3-5, Braking Action Advisories.

帅哥 发表于 2008-12-21 19:02:33

3-10-2. FORWARDING APPROACH
INFORMATION BY NONAPPROACH
CONTROL FACILITIES
a. Forward the following, as appropriate, to the
control facility having IFR jurisdiction in your area.
You may eliminate those items that, because of local
conditions or situations, are fully covered in a letter
of agreement or a facility directive.
1. When you clear an arriving aircraft for a
visual approach.
REFERENCE-
FAAO JO 7110.65, Para 7-4-1, Visual Approach.
2. Aircraft arrival time.
3. Cancellation of IFR flight plan.
4. Information on a missed approach,
unreported, or overdue aircraft.
5. Runway in use.
6. Weather as required.
REFERENCE-
FAAO JO 7110.65, Para 2-6-6, Reporting Weather Conditions.
b. When the weather is below 1,000 feet or 3 miles
or the highest circling minimums, whichever is
greater, issue current weather to aircraft executing an
instrument approach if it changes from that on the
ATIS or that previously forwarded to the center/
approach control.
JO 7110.65S 2/14/08
3-10-2 Arrival Procedures and Separation
3-10-3. SAME RUNWAY SEPARATION
a. Separate an arriving aircraft from another
aircraft using the same runway by ensuring that the
arriving aircraft does not cross the landing threshold
until one of the following conditions exists or unless
authorized in para 3-10-10, Altitude Restricted Low
Approach.

帅哥 发表于 2008-12-21 19:02:45

1. The other aircraft has landed and is clear of
the runway. (See FIG 3-10-1.) Between sunrise and
sunset, if you can determine distances by reference to
suitable landmarks and the other aircraft has landed,
it need not be clear of the runway if the following
minimum distance from the landing threshold exists:
REFERENCE-
P/CG Term- Clear of the Runway.
FIG 3-10-1
Same Runway Separation
(a) When a Category I aircraft is landing
behind a Category I or II- 3,000 feet.
(See FIG 3-10-2.)
FIG 3-10-2
Same Runway Separation
(b) When a Category II aircraft is landing
behind a Category I or II- 4,500 feet.
(See FIG 3-10-3.)
FIG 3-10-3
Same Runway Separation
2. The other aircraft has departed and crossed
the runway end. (See FIG 3-10-4). If you can
determine distances by reference to suitable
landmarks and the other aircraft is airborne, it need
not have crossed the runway end if the following
minimum distance from the landing threshold exists:
(a) Category I aircraft landing behind
Category I or II- 3,000 feet.
(b) Category II aircraft landing behind
Category I or II- 4,500 feet.
(c) When either is a category III aircraft6,000 feet. (See FIG 3-10-5.)
FIG 3-10-4
Same Runway Separation
JO 7110.65S 2/14/08
3-10-3
Arrival Procedures and Separation
FIG 3-10-5
Same Runway Separation
3. When the succeeding aircraft is a helicopter,
visual separation may be applied in lieu of using
distance minima.
WAKE TURBULENCE APPLICATION
b. Issue wake turbulence advisories, and the
position, altitude if known, and the direction of flight
of:
1. The heavy jet/B757 to aircraft landing behind
a departing/arriving heavy jet/B757 on the same or
parallel runways separated by less than 2,500 feet.
2. The large aircraft to a small aircraft landing
behind a departing/arriving large aircraft on the same
or parallel runways separated by less than 2,500 feet.
REFERENCE-
AC 90-23, Aircraft Wake Turbulence, Para 12, Pilot Responsibility.
FAAO JO 7110.65, Para 3-10-10, Altitude Restricted Low Approach.
EXAMPLE1. “Runway two seven left cleared to land, caution wake
turbulence, heavy Boeing 747 departing runway two seven
right.”
2. “Number two follow Boeing 757 on two-mile final.
Caution wake turbulence.”
3-10-4. INTERSECTING RUNWAY
SEPARATION
Issue traffic information to each aircraft operating on
intersecting runways.
a. Separate an arriving aircraft using one runway
from another aircraft using an intersecting runway or
a nonintersecting runway when the flight paths
intersect by ensuring that the arriving aircraft does
not cross the landing threshold or flight path of the
other aircraft until one of the following conditions
exists:
REFERENCE-
FAAO JO 7110.65, Para 2-1-21, Traffic Advisories.
1. The preceding aircraft has departed and
passed the intersection/flight path or is airborne and
turning to avert any conflict.
(See FIG 3-10-6 and FIG 3-10-7.)
FIG 3-10-6
Intersecting Runway Separation
FIG 3-10-7
Intersecting Runway Separation
JO 7110.65S 2/14/08
3-10-4 Arrival Procedures and Separation
2. A preceding arriving aircraft is clear of the
landing runway, completed landing roll and will hold
short of the intersection/flight path, or has passed the
intersection/flight path.
(See FIG 3-10-8 and FIG 3-10-9.)
FIG 3-10-8
Intersection Runway Separation
FIG 3-10-9
Intersection Runway Separation
NOTE-
When visual separation is being applied by the tower,
appropriate control instructions and traffic advisories
must be issued to ensure go around or missed approaches
avert any conflict with the flight path of traffic on the other
runway.
REFERENCE-
FAAO JO 7110.65, Para 7-2-1, Visual Separation, subpara a2.
b. “USA/USAF/USN NOT APPLICABLE.” An
aircraft may be authorized to takeoff from one
runway while another aircraft lands simultaneously
on an intersecting runway or an aircraft lands on one
runway while another aircraft lands simultaneously
on an intersecting runway, or an aircraft lands to hold
short of an intersecting taxiway or some other
predetermined point such as an approach/departure
flight path using procedures specified in the current
LAHSO directive. The procedure shall be approved
by the air traffic manager and be in accordance with
a facility directive. The following conditions apply:
NOTE-
Application of these procedures does not relieve
controllers from the responsibility of providing other
appropriate separation contained in this order.
REFERENCE-
FAAO JO 7210.3, Para_10-3-7, Land and Hold Short Operations
(LAHSO).
1. A simultaneous takeoff and landing operation
shall only be conducted in VFR conditions.
2. Instruct the landing aircraft to hold short of
the intersecting runway being used by the aircraft
taking off. In the case of simultaneous landings and
no operational benefit is lost, restrict the aircraft of
the lesser weight category (if known). LAHSO
clearances shall only be issued to aircraft that are
listed in the current LAHSO directive, whose
Available Landing Distance (ALD) does not exceed
the landing distance requirement for the runway
condition.
PHRASEOLOGY-
HOLD SHORT OF RUNWAY (runway number), (traffic,
type aircraft or other information).
NOTE-
Pilots who prefer to use the full length of the runway or a
runway different from that specified are expected to advise
ATC prior to landing.
3. Issue traffic information to both aircraft
involved and obtain an acknowledgment from each.
Request a read back of hold short instructions when
they are not received from the pilot of the restricted
aircraft.
EXAMPLE1. “Runway one eight cleared to land, hold short of
runway one four left, traffic, (type aircraft) landing runway
one four left.”
(When pilot of restricted aircraft responds with only
acknowledgment):
“Runway one four left cleared to land, traffic, (type
aircraft) landing runway one eight will hold short of the
intersection.”
JO 7110.65S 2/14/08
3-10-5
Arrival Procedures and Separation
“Read back hold short instructions.”
2. “Runway three six cleared to land, hold short of runway
three three, traffic, (type aircraft) departing runway three
three.”
“Traffic, (type aircraft) landing runway three six will hold
short of the intersection, runway three three cleared for
takeoff.”
4. Issue the measured distance from the landing
threshold to the hold short point rounded “down” to
the nearest 50-foot increment if requested by either
aircraft.
EXAMPLE“Five thousand fifty feet available.”
5. The conditions in subparas b2, 3, and 4 shall
be met in sufficient time for the pilots to take other
action, if desired, and no later than the time landing
clearance is issued.
6. Land and Hold Short runways must be free of
any contamination as described in the current
LAHSO directive, with no reports that braking action
is less than good.
7. There is no tailwind for the landing aircraft
restricted to hold short of the intersection. The wind
may be described as “calm” when appropriate.
REFERENCE-
FAAO JO 7110.65, Para 2-6-5, Calm Wind Conditions.
8. The aircraft required landing distances are
listed in the current LAHSO directive.
9. STOL aircraft operations are in accordance
with a letter of agreement with the aircraft
operator/pilot or the pilot confirms that it is a STOL
aircraft.
WAKE TURBULENCE APPLICATION
c. Separate IFR/VFR aircraft landing behind a
departing heavy jet/B757 on a crossing runway if the
arrival will fly through the airborne path of the
departure- 2 minutes or the appropriate radar
separation minima. (See FIG 3-10-10.)
d. Issue wake turbulence cautionary advisories,
the position, altitude if known, and direction of flight
of the heavy jet/B757 to:
REFERENCE-
AC 90-23, Aircraft Wake Turbulence, Para 12, Pilot Responsibility.
FIG 3-10-10
Intersecting Runway Separation
1. IFR/VFR aircraft landing on crossing
runways behind a departing heavy jet/B757; if the
arrival flight path will cross the takeoff path behind
the heavy jet/B757 and behind the heavy jet/B757
rotation point. (See FIG 3-10-11.)
FIG 3-10-11
Intersecting Runway Separation
EXAMPLE“Runway niner cleared to land. Caution wake turbulence,
heavy C-One Forty One departing runway one five.”
JO 7110.65S 2/14/08
3-10-6 Arrival Procedures and Separation
2. VFR aircraft landing on a crossing runway
behind an arriving heavy jet/B757 if the arrival flight
path will cross. (See FIG 3-10-12.)
FIG 3-10-12
Intersecting Runway Separation
EXAMPLE“Runway niner cleared to land. Caution wake turbulence,
Boeing Seven Fifty Seven landing runway three six.”
REFERENCE-
FAAO JO 7110.65, Para 7-4-4, Approaches to Multiple Runways.
3-10-5. LANDING CLEARANCE
a. Issue landing clearance. Restate the landing
runway whenever more than one runway is active, or
an instrument approach is being conducted to a closed
runway.
PHRASEOLOGY-
CLEARED TO LAND,
or
RUNWAY (designator) CLEARED TO LAND.
b. Do not clear an aircraft for a full-stop,
touch-and-go, stop-and-go, option, or unrestricted
low approach when a departing aircraft has been
instructed to taxi into position and hold, is taxiing into
position, or is holding in position on the same runway.
The landing clearance may be issued once the aircraft
in position has started takeoff roll.
c. “USN NOT APPLICABLE.” Inform the closest
aircraft that is requesting a full-stop, touch-and-go,
stop-and-go, option, or unrestricted low approaches
when there is traffic authorized to taxi into position
and hold on the same runway.
EXAMPLE“Delta One, continue, traffic holding in position.”
or
“Delta One, runway one eight, continue, traffic holding in
position.”
d. During same runway operations, while TIPH is
being applied, landing clearance must be withheld if
the safety logic system to that runway is inoperative
or in limited configuration or conditions are less than
reported ceiling 800 feet or visibility less than
2_miles.
EXAMPLE-
If the safety logic system is operating in full core alert
runway configuration:
“Delta One, cleared to land. Traffic holding in position.”
or
“Delta One, runway one eight, cleared to land. Traffic
holding in position.”
e. USA/USN. Issue surface wind when clearing an
aircraft to land, touch-and-go, stop-and-go, low
approach, or the option. Restate the landing runway
whenever there is a possibility of a conflict with
another aircraft which is using or is planning to use
another runway.
PHRASEOLOGY-
WIND (surface wind direction and velocity), CLEARED
TO LAND,
or
WIND (surface wind direction and velocity), RUNWAY
(designator) CLEARED TO LAND.
NOTE-
A clearance to land means that appropriate separation on
the landing runway will be ensured. A landing clearance
does not relieve the pilot from compliance with any
previously issued restriction.
3/15/07 7110.65R CHG 2 JO 7110.65S CHG 1 7/31/JO 7110.65S 2/14/08
3-10-7
Arrival Procedures and Separation
3-10-6. ANTICIPATING SEPARATION
a. Landing clearance to succeeding aircraft in a
landing sequence need not be withheld if you observe
the positions of the aircraft and determine that
prescribed runway separation will exist when the
aircraft cross the landing threshold. Issue traffic
information to the succeeding aircraft if not
previously reported and appropriate traffic holding in
position or departing prior to their arrival.
EXAMPLE“American Two Forty-Five cleared to land, number two
following United Boeing Seven-Thirty-Seven two mile
final, traffic will depart prior to your arrival.”
“American Two Forty-Five cleared to land, number two
following United Boeing Seven-Thirty-Seven two mile
final, traffic will be an MD 88 holding in position.”
“American Two Forty-Five cleared to land, following
United Boeing Seven-Thirty-Seven two mile final, traffic
will depart prior to your arrival.”
NOTE-
Landing sequence number is optional at tower facilities
where arrivals are sequenced by the approach control.
b. Anticipating separation must not be applied
when conducting TIPH operations, except as
restricted in para 3-10-5d.
REFERENCE-
FAAO JO 7110.65, Para 3-3-2, Closed/Unsafe Runway Information.
FAAO JO 7110.65, Para 3-10-5, Landing Clearance, subpara c, not
required if utilizing the provisions of Para 3-10-6, Anticipating
Separation.
P/CG Term- Clear of the Runway.
3-10-7. LANDING CLEARANCE WITHOUT
VISUAL OBSERVATION
When an arriving aircraft reports at a position where
he/she should be seen but has not been visually
observed, advise the aircraft as a part of the landing
clearance that it is not in sight and restate the landing
runway.
PHRASEOLOGY-
NOT IN SIGHT, RUNWAY (number) CLEARED TO
LAND.
NOTE-
Aircraft observance on the CTRD satisfies the visually
observed requirement.
3-10-8. WITHHOLDING LANDING
CLEARANCE
Do not withhold a landing clearance indefinitely even
though it appears a violation of Title 14 of the Code
of Federal Regulations has been committed. The
apparent violation might be the result of an
emergency situation. In any event, assist the pilot to
the extent possible.
3-10-9. RUNWAY EXITING
a. Instruct aircraft where to turn-off the runway
after landing, when appropriate, and advise the
aircraft to hold short of a runway or taxiway if
required for traffic.
PHRASEOLOGY-
TURN LEFT/RIGHT (taxiway/runway),
or
IF ABLE, TURN LEFT/RIGHT (taxiway/runway)
and if required
HOLD SHORT OF (runway).
NOTE-
Runway exiting or taxi instructions should not normally be
issued to an aircraft prior to, or immediately after,
touchdown.
b. Taxi instructions shall be provided to the
aircraft by the local controller when:
1. Compliance with ATC instructions will be
required before the aircraft can change to ground
control, or
2. The aircraft will be required to enter an active
runway in order to taxi clear of the landing runway.
EXAMPLE“U.S. Air Ten Forty Two, turn right next taxiway, cross
runway two one, contact ground point seven.”
“U.S. Air Ten Forty Two, turn right on Alfa/next taxiway,
cross Bravo, hold short of Charlie, contact ground point
seven.”
NOTE1. An aircraft is expected to taxi clear of the runway unless
otherwise directed by ATC. Pilots shall not exit the landing
runway on to an intersecting runway unless authorized by
ATC. In the absence of ATC instructions, an aircraft should
taxi clear of the landing runway by clearing the hold
position marking associated with the landing runway even
if that requires the aircraft to protrude into or enter another
JO 7110.65S 2/14/08
3-10-8 Arrival Procedures and Separation
taxiway/ramp area. This does not authorize an aircraft to
cross a subsequent taxiway or ramp after clearing the
landing runway.
REFERENCE-
P/CG Term- Clear of the Runway.
2. The pilot is responsible for ascertaining when the
aircraft is clear of the runway by clearing the runway
holding position marking associated with the landing
runway.
c. Ground control and local control shall protect a
taxiway/runway/ramp intersection if an aircraft is
required to enter that intersection to clear the landing
runway.
REFERENCE-
FAAO JO 7210.3, Para 10-1-7, Use of Active Runways.
d. Request a read back of runway hold short
instructions when not received from the pilot.
EXAMPLE“American Four Ninety-two, turn left at Taxiway Charlie,
hold short of Runway 27 Right.”
  or
“American Four Ninety-two, turn left at Charlie, hold
short of Runway 27 Right.”
“American Four Ninety Two, Roger.”
“American Four Ninety-two, 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.
3-10-10. ALTITUDE RESTRICTED LOW
APPROACH
A low approach with an altitude restriction of not less
than 500 feet above the airport may be authorized
except over an aircraft in takeoff position or a
departure aircraft. Do not clear aircraft for restricted
altitude low approaches over personnel unless airport
authorities have advised these personnel that the
approaches will be conducted. Advise the approaching aircraft of the location of applicable ground
traffic, personnel, or equipment.
NOTE1. The 500 feet restriction is a minimum. Higher altitudes
should be used when warranted. For example, 1,000 feet is
more appropriate for heavy aircraft operating over
unprotected personnel or small aircraft on or near the
runway.
2. This authorization includes altitude restricted low
approaches over preceding landing or taxiing aircraft.
Restricted low approaches are not authorized over aircraft
in takeoff position or departing aircraft.
PHRASEOLOGY-
CLEARED LOW APPROACH AT OR ABOVE (altitude).
TRAFFIC (description and location).
REFERENCE-
FAAO JO 7110.65, Para_3-1-5, Vehicles/Equipment/Personnel on
Runways.
FAAO JO 7110.65, Para 3-1-6, Traffic Information.
FAAO JO 7110.65, Para 3-2-1, Light Signals.
FAAO JO 7110.65, Para 3-3-3, Timely Information.
FAAO JO 7110.65, Para 3-9-4, Taxi into Position and Hold (TIPH).
FAAO JO 7110.65, Para 3-10-3, Same Runway Separation.
3-10-11. CLOSED TRAFFIC
Approve/disapprove pilot requests to remain in
closed traffic for successive operations subject to
local traffic conditions.
PHRASEOLOGY-
LEFT/RIGHT (if required) CLOSED TRAFFIC
APPROVED. REPORT (position if required),
or
UNABLE CLOSED TRAFFIC, (additional information as
required).
NOTE-
Segregated traffic patterns for helicopters to runways and
other areas may be established by letter of agreement or
other local operating procedures.
REFERENCE-
FAAO JO 7110.65, Para 3-7-4, Runway Proximity.
FAAO JO 7110.65, Para 3-9-4, Taxi into Position and Hold (TIPH).
FAAO JO 7110.65, Para 3-10-3, Same Runway Separation.
3-10-12. OVERHEAD MANEUVER
Issue the following to arriving aircraft that will
conduct an overhead maneuver:
a. Pattern altitude and direction of traffic. Omit
either or both if standard or when you know the pilot
is familiar with a nonstandard procedure.
PHRASEOLOGY-
PATTERN ALTITUDE (altitude). RIGHT TURNS.
b. Request for report on initial approach.
PHRASEOLOGY-
REPORT INITIAL.
JO 7110.65S 2/14/08
3-10-9
Arrival Procedures and Separation
c. “Break” information and request for pilot
report. Specify the point of “break” only if
nonstandard. Request the pilot to report “break” if
required for traffic or other reasons.
PHRASEOLOGY-
BREAK AT (specified point).
REPORT BREAK.
d. Overhead maneuver patterns are developed at
airports where aircraft have an operational need to
conduct the maneuver. An aircraft conducting an
overhead maneuver is on VFR and the IFR flight plan
is cancelled when the aircraft reaches the “initial
point” on the initial approach portion of the
maneuver. The existence of a standard overhead
maneuver pattern does not eliminate the possible
requirement for an aircraft to conform to conventional rectangular patterns if an overhead maneuver
cannot be approved.
NOTE-
Aircraft operating to an airport without a functioning
control tower must initiate cancellation of the IFR flight
plan prior to executing the overhead maneuver or after
landing.
FIG 3-10-13
Overhead Maneuver
EXAMPLE“Air Force Three Six Eight, Runway Six, wind zero seven
zero at eight, pattern altitude six thousand, report initial.”
“Air Force Three Six Eight, break at midfield, report
break.”
“Air Force Three Six Eight, cleared to land.”
“Alfa Kilo Two Two, Runway Three One, wind three three
zero at one four, right turns, report initial.”
“Alfa Kilo Two Two, report break.”
“Alfa Kilo Two Two, cleared to land.”
e. Timely and positive controller action is required
to prevent a conflict when an overhead pattern could
extend into the path of a departing or a missed
approach aircraft. Local procedures and/or coordination requirements should be set forth in an
appropriate letter of agreement, facility directive,
base flying manual etc., when the frequency of
occurrence warrants.
JO 7110.65S 2/14/08
3-10-10 Arrival Procedures and Separation
3-10-13. SIMULATED FLAMEOUT (SFO)
APPROACHES/EMERGENCY LANDING
PATTERN (ELP) OPERATIONS/PRACTICE
PRECAUTIONARY APPROACHES
a. Authorize military aircraft to make SFO/ELP/
practice precautionary approaches if the following
conditions are met:
1. A letter of agreement or local operating
procedure is in effect between the military flying
organization and affected ATC facility.
(a) Include specific coordination, execution,
and approval procedures for the operation.
(b) The exchange or issuance of traffic
information as agreed to in any interfacility letter of
agreement is accomplished.
(c) Include a statement in the procedure that
clarifies at which points SFOs/ELPs may/may not be
terminated. (See FIG 3-10-14 and FIG 3-10-16.)
2. Traffic information regarding aircraft in radio
communication with or visible to tower controllers
which are operating within or adjacent to the
flameout maneuvering area is provided to the
SFO/ELP aircraft and other concerned aircraft.
3. The high-key altitude or practice precautionary approach maneuvering altitudes of the aircraft
concerned are obtained prior to approving the
approach. (See FIG 3-10-14 and FIG 3-10-16.)
NOTE1. Practice precautionary/SFO/ELP approaches are
authorized only for specific aircraft. Any aircraft, however,
might make precautionary approaches, when engine
failure is considered possible. The practice precautionary
approach maneuvering area/altitudes may not conform to
the standard SFO/ELP maneuvering area/altitudes.
2. SFO/ELP approaches generally require high descent
rates. Visibility ahead and beneath the aircraft is greatly
restricted.
3. Pattern adjustments for aircraft conducting SFOs and
ELPs may impact the effectiveness of SFO and ELP
training.
REFERENCE-
FAAO JO 7110.65, Para 4-8-12, Low Approach and Touch-and-Go.
FAAO JO 7610.4, Para 9-3-7, Simulated Flameout (SFO)/Emergency
Landing Pattern (ELP) Operations.
b. For overhead SFO/ELP approaches:
1. Request a report at the entry point.
PHRASEOLOGY-
REPORT (high or low) KEY (as appropriate).
2. Request a report at low key.
PHRASEOLOGY-
REPORT LOW KEY.
3. At low key, issue low approach clearance or
alternate instructions.
REFERENCE-
FAAO JO 7110.65, Para 3-8-1, Sequence/Spacing Application.
FAAO JO 7110.65, Para 10-1-7, Inflight Emergencies Involving
Military Fighter-type Aircraft.
FAAO JO 7610.4, Para 9-3-7, Simulated Flameout (SFO)/Emergency
Landing Pattern (ELP) Operations.
c. For straight-in simulation flameout
approaches:
1. Request a position report from aircraft
conducting straight-in SFO approaches.
PHRASEOLOGY-
REPORT (distance) MILE SIMULATED FLAMEOUT
FINAL.
2. At the appropriate position on final (normally
no closer than 3 miles), issue low approach clearance
or alternate instruction. (See FIG 3-10-15.)
JO 7110.65S 2/14/08
3-10-11
Arrival Procedures and Separation
FIG 3-10-14
Simulated Flameout
JO 7110.65S 2/14/08
3-10-12 Arrival Procedures and Separation
FIG 3-10-15
Simulated Flameout
FIG 3-10-16
Emergency Landing Pattern
JO 7110.65S 2/14/08
3-11-1
Helicopter Operations
Section 11. Helicopter Operations
3-11-1. TAXI AND GROUND MOVEMENT
OPERATION
a. When necessary for a wheeled helicopter to taxi
on the surface, use the phraseology in para_3-7-2,
Taxi and Ground Movement Operations.
NOTE-
Ground taxiing uses less fuel than hover-taxiing and
minimizes air turbulence. However, under certain
conditions, such as rough, soft, or uneven terrain, it may
become necessary to hover/air-taxi for safety considerations. Helicopters with articulating rotors (usually designs
with three or more main rotor blades) are subject to
“ground resonance” and may, on rare occasions, suddenly
lift off the ground to avoid severe damage or destruction.
b. When requested or necessary for a helicopter/
VTOL aircraft to proceed at a slow speed above the
surface, normally below 20 knots and in ground
effect, use the following phraseology, supplemented
as appropriate with the phraseology in para 3-7-2,
Taxi and Ground Movement Operations.
PHRASEOLOGY-
HOVER-TAXI (supplemented, as appropriate, from
para_3-7-2, Taxi and Ground Movement Operations.)
CAUTION (dust, blowing snow, loose debris, taxiing light
aircraft, personnel, etc.).
NOTE-
Hover-taxiing consumes fuel at a high burn rate, and
helicopter downwash turbulence (produced in ground
effect) increases significantly with larger and heavier
helicopters.
REFERENCE-
P/CG Term- Hover Taxi.
AIM, Para 4-3-17, VFR Helicopter Operations at Controlled Airports.
c. When requested or necessary for a helicopter to
proceed expeditiously from one point to another,
normally below 100 feet AGL and at airspeeds above
20 knots, use the following phraseology, supplemented as appropriate with the phraseology in
para_3-7-2, Taxi and Ground Movement Operations.
PHRASEOLOGY-
AIR-TAXI:
VIA (direct, as requested, or specified route)
TO (location, heliport, helipad, operating/movement area,
active/inactive runway).
AVOID (aircraft/vehicles/personnel).
If required,
REMAIN AT OR BELOW (altitude).
CAUTION (wake turbulence or other reasons above).
LAND AND CONTACT TOWER,
or
HOLD FOR (reason- takeoff clearance, release,
landing/taxiing aircraft, etc.).
NOTE-
Air-taxi is the preferred method for helicopter movements
on airports provided ground operations/conditions permit.
Air-taxi authorizes the pilot to proceed above the surface
either via hover-taxi or flight at speeds more than 20 knots.
Unless otherwise requested or instructed, the pilot is
expected to remain below 100 feet AGL. The pilot is solely
responsible for selecting a safe airspeed for the
altitude/operation being conducted.
REFERENCE-
P/CG Term- Air Taxi.
AIM, Para 4-3-17, VFR Helicopter Operations at Controlled Airports.
WAKE TURBULENCE APPLICATION
d. Avoid clearances which require small aircraft or
helicopters to taxi in close proximity to taxiing or
hover-taxi helicopters.
REFERENCE-
AC 90-23, Aircraft Wake Turbulence, Para 10 and Para 11.
3-11-2. HELICOPTER TAKEOFF
CLEARANCE
a. Issue takeoff clearance from movement areas
other than active runways, or in diverse directions
from active runways, with additional instructions, as
necessary. Whenever possible, issue takeoff clearance in lieu of extended hover-taxi or air-taxi
operations.
PHRASEOLOGY(Present position, taxiway, helipad, numbers) MAKE
RIGHT/LEFT TURN FOR (direction, points of compass,
heading, NAVAID radial) DEPARTURE/DEPARTURE
ROUTE (number, name, or code), AVOID (aircraft/
vehicles/personnel),
or
JO 7110.65S 2/14/08
3-11-2 Helicopter Operations
REMAIN (direction) OF (active runways, parking areas,
passenger terminals, etc.).
CAUTION (power lines, unlighted obstructions, trees,
wake turbulence, etc.).
CLEARED FOR TAKEOFF.
b. If takeoff is requested from nonmovement areas
and, in your judgment, the operation appears to be
reasonable, use the following phraseology instead of
the takeoff clearance in subpara a.
PHRASEOLOGY-
PROCEED AS REQUESTED, USE CAUTION (reason
and additional instructions, as appropriate).
c. If takeoff is requested from an area not visible,
an area not authorized for helicopter use, an unlighted
nonmovement area at night, or an area off the airport,
and traffic is not a factor, use the following
phraseology.
PHRASEOLOGY-
DEPARTURE FROM (requested location) WILL BE AT
YOUR OWN RISK (reason and additional instructions, as
necessary).
d. Unless requested by the pilot, do not issue
downwind takeoffs if the tailwind exceeds 5 knots.
NOTE-
A pilot request to takeoff from a given point in a given
direction constitutes such a request.
3-11-3. HELICOPTER DEPARTURE
SEPARATION
Separate a departing helicopter from other helicopters by ensuring that it does not takeoff until one
of the following conditions exists:
NOTE-
Helicopters performing air-taxiing operations within the
boundary of the airport are considered to be taxiing
aircraft.
a. A preceding, departing helicopter has left the
takeoff area. (See FIG 3-11-1.)
FIG 3-11-1
Helicopter Departure Separation
b. A preceding, arriving helicopter has taxied off
the landing area. (See FIG 3-11-2.)
FIG 3-11-2
Helicopter Departure Separation
JO 7110.65S 2/14/08
3-11-3
Helicopter Operations
3-11-4. HELICOPTER ARRIVAL
SEPARATION
Separate an arriving helicopter from other helicopters
by ensuring that it does not land until one of the
following conditions exists:
a. A preceding, arriving helicopter has come to a
stop or taxied off the landing area.
(See FIG 3-11-3 and FIG 3-11-4.)
FIG 3-11-3
Helicopter Arrival Separation
FIG 3-11-4
Helicopter Arrival Separation
b. A preceding, departing helicopter has left the
landing area. (See FIG 3-11-5.)
FIG 3-11-5
Helicopter Arrival Separation
3-11-5. SIMULTANEOUS LANDINGS OR
TAKEOFFS
Authorize helicopters to conduct simultaneous
landings or takeoffs if the distance between the
landing or takeoff points is at least 200 feet and the
courses to be flown do not conflict. Refer to surface
markings to determine the 200 foot minimum, or
instruct a helicopter to remain at least 200 feet from
another helicopter. (See FIG 3-11-6.)
FIG 3-11-6
Simultaneous Helicopter Landings or Takeoffs
JO 7110.65S 2/14/08
3-11-4 Helicopter Operations
3-11-6. HELICOPTER LANDING
CLEARANCE
a. Issue landing clearance for helicopters to
movement areas other than active runways, or from
diverse directions to points on active runways, with
additional instructions, as necessary. Whenever
possible, issue landing clearance in lieu of extended
hover-taxi or air-taxi operations.
PHRASEOLOGY-
MAKE APPROACH STRAIGHT-IN/CIRCLING LEFT/
RIGHT TURN TO (location, runway, taxiway, helipad,
Maltese cross) ARRIVAL/ARRIVAL ROUTE (number,
name, or code).
HOLD SHORT OF (active runway, extended runway
centerline, other).
REMAIN (direction/distance; e.g., 700 feet, 1 1/2 miles)
FROM (runway, runway centerline, other helicopter/
aircraft).
CAUTION (power lines, unlighted obstructions, wake turbulence, etc.).
CLEARED TO LAND.
CONTACT GROUND.
AIR TAXI TO RAMP.
b. If landing is requested to nonmovement areas
and, in your judgment, the operation appears to be
reasonable, use the following phraseology instead of
the landing clearance in subpara a above.
PHRASEOLOGY-
PROCEED AS REQUESTED, USE CAUTION (reason
and additional instructions, as appropriate).

帅哥 发表于 2008-12-21 19:02:54

c. If landing is requested to an area not visible, an
area not authorized for helicopter use, an unlighted
nonmovement area at night, or an area off the airport,
and traffic is not a factor, use the following
phraseology.
PHRASEOLOGY-
LANDING AT (requested location) WILL BE AT YOUR
OWN RISK (reason and additional instructions, as
necessary).
TRAFFIC (as applicable),
or
TRAFFIC NOT A FACTOR.
d. Unless requested by the pilot, do not issue
downwind landings if the tailwind exceeds 5 knots.
NOTE-
A pilot request to land at a given point from a given
direction constitutes such a request.
JO 7110.65S 2/14/08
3-12-1
Sea Lane Operations

帅哥 发表于 2008-12-21 19:03:05

Section 12. Sea Lane Operations
3-12-1. APPLICATION
Where sea lanes are established and controlled, apply
the provisions of this section.
3-12-2. DEPARTURE SEPARATION
Separate a departing aircraft from a preceding
departing or arriving aircraft using the same sea lane
by ensuring that it does not commence takeoff until:
a. The other aircraft has departed and crossed the
end of the sea lane or turned to avert any conflict. (See
FIG 3-12-1). If you can determine distances by
reference to suitable landmarks, the other aircraft
need only be airborne if the following minimum
distance exists between aircraft:
1. When only Category I aircraft are involved1,500 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- 3,000 feet.
4. When either is a Category III aircraft6,000_feet. (See FIG 3-12-2.)
FIG 3-12-1
Sea Lane Departure Operations
FIG 3-12-2
Sea Lane Departure Operations
b. A preceding landing aircraft has taxied out of
the sea lane.
NOTE-
Due to the absence of braking capability, caution should be
exercised when instructing a float plane to hold a position
as the aircraft will continue to move because of prop
generated thrust. Clearance to taxi into position and hold
should, therefore, be followed by takeoff or other clearance
as soon as practicable.
3-12-3. ARRIVAL SEPARATION
Separate an arriving aircraft from another aircraft
using the same sea lane by ensuring that the arriving
aircraft does not cross the landing threshold until one
of the following conditions exists:
a. The other aircraft has landed and taxied out of
the sea lane. Between sunrise and sunset, if you can
determine distances by reference to suitable
landmarks and the other aircraft has landed, it need
not be clear of the sea lane if the following minimum
distance from the landing threshold exists:
JO 7110.65S 2/14/08
3-12-2 Sea Lane Operations
1. When a Category I aircraft is landing behind
a Category I or II- 2,000 feet. (See FIG 3-12-3.)
FIG 3-12-3
Sea Lane Arrival Operations
2. When a Category II aircraft is landing behind
a Category I or II- 2,500 feet. (See FIG 3-12-4.)
FIG 3-12-4
Sea Lane Arrival Operations

b. The other aircraft has departed and crossed the
end of the sea lane or turned to avert any conflict. (See
FIG 3-12-5.) If you can determine distances by
reference to suitable landmarks and the other aircraft
is airborne, it need not have crossed the end of the sea
lane if the following minimum distance from the
landing threshold exists:
1. When only Category I aircraft are involved1,500 feet.
2. When either is a Category II aircraft3,000_feet.
3. When either is a Category III aircraft6,000_feet. (See FIG 3-12-6.)
FIG 3-12-5
Sea Lane Arrival Operations
FIG 3-12-6
Sea Lane Arrival Operations
JO 7110.65S 2/14/08
4-1-1
NAVAID Use Limitations
Chapter 4. IFR
Section 1. NAVAID Use Limitations
4-1-1. ALTITUDE AND DISTANCE
LIMITATIONS
When specifying a route other than an established
airway or route, do not exceed the limitations in the
table on any portion of the route which lies within
controlled airspace. (For altitude and distance
limitations, see TBL 4-1-1, TBL 4-1-2,
TBL 4-1-3, and TBL 4-1-4.) (For correct application of altitude and distance limitations see
FIG 4-1-1 and FIG 4-1-2.)
REFERENCE-
FAAO JO 7110.65, Para 4-1-5, Fix Use.
FAAO JO 7110.65, Para 5-6-2, Methods.
TBL 4-1-1
VOR/VORTAC/TACAN NAVAIDs
Normal Usable Altitudes and Radius Distances
Class Altitude
Distance
(miles)
T 12,000 and below 25
L Below 18,000 40
H Below 14,500 40
H 14,500 - 17,999 100
H 18,000 - FL 450 130
H Above FL 450 100
TBL 4-1-2
L/MF Radio Beacon (RBN)
Usable Radius Distances for All Altitudes
Class Power (watts)
Distance
(miles)
CL Under 25 15
MH Under 50 25
H 50 - 1,999 50
HH 2,000 or more 75
TBL 4-1-3
ILS
Usable Height and Distance*
Height (feet)
above transmitter
Distance
(miles from transmitter)
4,500 10 (for glideslope)
4,500 18 (for localizer)
*Use the current flight check height/altitude limitations if
different from the above minima.
TBL 4-1-4
MLS
Usable Height and Distance*
Height (feet)
above transmitter
Distance
(miles from transmitter)
20,000 20 (for glideslope)
20,000 20 (for azimuth)
*Use the current flight check height/altitude limitations if
different from the above minima.
FIG 4-1-1
Application of Altitude and Distance Limitations

JO 7110.65S 2/14/08
4-1-2 NAVAID Use Limitations
FIG 4-1-2
Application of Altitude and Distance Limitations

4-1-2. EXCEPTIONS
Altitude and distance limitations need not be applied
when any of the following conditions are met:
a. Routing is initiated by ATC or requested by the
pilot and the following is provided:
1. Radar monitoring.
2. As necessary, course guidance unless the
aircraft is /E, /F, /G, or /R equipped.
NOTE1. Para 5-5-1, Application, requires radar separation be
provided to RNAV aircraft on random (impromptu) routes
at FL 450 and below.
2. When a clearance is issued beyond the altitude and/or
distance limitations of a NAVAID, in addition to being
responsible for maintaining separation from other aircraft
and airspace, the controller is responsible for providing
aircraft with information and advice related to significant
deviations from the expected flight path.
REFERENCE-
P/CG Term- Radar Monitoring.
b. Operational necessity requires and approval has
been obtained from the Frequency Management and
Flight Inspection Offices to exceed them.
c. Requested routing is via an MTR.
REFERENCE-
FAAO JO 7110.65, Para 5-6-2, Methods.
4-1-3. CROSSING ALTITUDE
Use an altitude consistent with the limitations of the
aid when clearing an aircraft to cross or hold at a fix.
REFERENCE-
FAAO JO 7110.65, Para 5-6-2, Methods.
4-1-4. VFR-ON-TOP
Use a route not meeting service volume limitations
only if an aircraft requests to operate “VFR-on-top”
on this route.
NOTE-
Aircraft equipped with TACAN only are expected to:
1. Define route of flight between TACAN or VORTAC
NAVAIDs in the same manner as VOR-equipped aircraft.
2. Except in Class A airspace, submit requests for
“VFR-on-top” flight where insufficient TACAN or
VORTAC NAVAIDs exist to define the route.
REFERENCE-
FAAO JO 7110.65, Para 5-6-2, Methods.
4-1-5. FIX USE
Request aircraft position reports only over fixes
shown on charts used for the altitude being flown,
except as follows:
NOTE-
Waypoints filed in random RNAV routes automatically
become compulsory reporting points for the flight unless
otherwise advised by ATC.
a. Unless the pilot requests otherwise, use only
those fixes shown on high altitude en route charts,
high altitude instrument approach procedures charts,
and SID charts when clearing military turbojet
single-piloted aircraft.
b. Except for military single-piloted turbojet
aircraft, unpublished fixes may be used if the name of
the NAVAID and, if appropriate, the radial/course/
azimuth and frequency/channel are given to the pilot.
An unpublished fix is defined as one approved and
planned for publication which is not yet depicted on
the charts or one which is used in accord with the
following:
REFERENCE-
FAAO 7130.3, Holding Pattern Criteria.
1. Unpublished fixes are formed by the en route
radial and either a DME distance from the same
NAVAID or an intersecting radial from an off-route
VOR/VORTAC/TACAN. DME shall be used in lieu
of off-route radials, whenever possible.
JO 7110.65S 2/14/08
4-1-3
NAVAID Use Limitations
2. Except where known signal coverage restrictions exist, an unpublished fix may be used for ATC
purposes if its location does not exceed NAVAID
altitude and distance limitation, and when off-route
radials are used, the angle of divergence meets the
criteria prescribed below.
NOTE-
Unpublished fixes should not negate the normal use of
published intersections. Frequent routine use of an
unpublished fix would justify establishing a fix.
REFERENCE-
FAAO JO 7110.65, Para 4-1-1, Altitude and Distance Limitations.
3. Do not hold aircraft at unpublished fixes
below the lowest assignable altitude dictated by
terrain clearance for the appropriate holding pattern
airspace area (template) regardless of the MEA for
the route being flown.
4. When the unpublished fix is located on an
off-route radial and the radial providing course
guidance, it shall be used consistent with the
following divergence angles:
(a) When holding operations are involved
with respect to subparas (b) and (c) below, the angle
of divergence shall be at least 45 degrees.
(b) When both NAVAIDs involved are
located within 30 NM of the unpublished fix, the
minimum divergence angle is 30 degrees.
(c) When the unpublished fix is located over
30 NM from the NAVAID generating the off-course
radial, the minimum divergence angle shall increase
1 degree per NM up to 45 NM; e.g., 45 NM would
require 45 degrees.
(d) When the unpublished fix is located
beyond 45 NM from the NAVAID generating the
off-course radial, the minimum divergence angle
shall increase 1
/2 degree per NM; e.g., 130 NM would
require 88 degrees.
c. Fixes contained in the route description of
MTRs are considered filed fixes.
d. TACAN-only aircraft (type suffix M, N, or P)
possess TACAN with DME, but no VOR or LF
navigation system capability. Assign fixes based on
TACAN or VORTAC facilities only.
NOTE-
TACAN-only aircraft can never be held overhead the
NAVAID, be it TACAN or VORTAC.
e. DME fixes shall not be established within the
no-course signal zone of the NAVAID from which
inbound holding course information would be
derived.
REFERENCE-
FAAO JO 7110.65, Para 2-5-3, NAVAID Fixes.
FAAO JO 7110.65, Para 5-6-2, Methods.
JO 7110.65S 2/14/08
4-1-4
JO 7110.65S 2/14/08
4-2-1
Clearances
Section 2. Clearances
4-2-1. CLEARANCE ITEMS
Issue the following clearance items, as appropriate, in
the order listed below:
a. Aircraft identification.
b. Clearance limit.
c. Standard Instrument Departure (SID).
d. Route of flight including PDR/PDAR/PAR
when applied.
e. Altitude data in the order flown.
f. Mach number, if applicable.
g. USAF. When issuing a clearance to an airborne
aircraft containing an altitude assignment, do not
include more than one of the following in the same
transmission:
1. Frequency change.
2. Transponder change.
3. Heading.
4. Altimeter setting.
5. Traffic information containing an altitude.
h. Holding instructions.
i. Any special information.
j. Frequency and beacon code information.
REFERENCE-
FAAO JO 7110.65, Para 4-2-8, IFR-VFR and VFR-IFR Flights.
FAAO JO 7110.65, Para 4-5-7, Altitude Information.
4-2-2. CLEARANCE PREFIX
a. Prefix a clearance, information, or a request for
information which will be relayed to an aircraft
through a non-ATC facility by stating “A-T-C
clears,” “A-T-C advises,” or “A-T-C requests.”
b. Flight service stations shall prefix a clearance
with the appropriate phrase: “ATC clears,” “ATC
advises,” etc.
4-2-3. DELIVERY INSTRUCTIONS
Issue specific clearance delivery instructions, if
appropriate.
4-2-4. CLEARANCE RELAY
Relay clearances verbatim.
REFERENCE-
FAAO JO 7110.65, Para 10-4-4, Communications Failure.
4-2-5. ROUTE OR ALTITUDE
AMENDMENTS
a. Amend route of flight in a previously issued
clearance by one of the following:
1. State which portion of the route is being
amended and then state the amendment.
PHRASEOLOGY-
CHANGE (portion of route) TO READ (new portion of
route).
2. State the amendment to the route and then
state that the rest of the route is unchanged.
PHRASEOLOGY(Amendment to route), REST OF ROUTE UNCHANGED.
3. Issue a clearance “direct” to a point on the
previously issued route.
PHRASEOLOGY-
CLEARED DIRECT (fix).
NOTE-
Clearances authorizing “direct” to a point on a previously
issued route do not require the phrase “rest of route
unchanged.” However, it must be understood where the
previously cleared route is resumed. When necessary, “rest
of route unchanged” may be used to clarify routing.
4. Issue the entire route by stating the
amendment.
EXAMPLE(Cessna 21A has been cleared to the Airville Airport via
V41 Delta VOR V174 Alfa VOR, direct Airville Airport,
maintain 9000. After takeoff, the aircraft is rerouted via
V41 Frank intersection, V71 Delta VOR, V174 Alfa VOR.
The controller issues one of the following as an amended
clearance):
1. “Cessna Two One Alfa change Victor Forty-One Delta
to read Victor Forty-One Frank, Victor Seventy-One
Delta.”
2. “Cessna Two One Alfa cleared via Victor Forty-One
Frank, Victor Seventy-One Delta, rest of route unchanged.”
JO 7110.65S 2/14/08
4-2-2 Clearances
3. “Cessna Two One Alfa cleared via Victor Forty-One
Frank, Victor Seventy-One Delta, Victor One Seventy-
Four Alfa V-O-R, direct Airville airport, maintain Niner
Thousand.”
b. When route or altitude in a previously issued
clearance is amended, restate all applicable altitude
restrictions.
EXAMPLE(A departing aircraft is cleared to cross Ollis intersection
at or above 3,000; Gordonsville VOR at or above 12,000;
maintain FL 200. Shortly after departure the altitude to be
maintained is changed to FL 240. Because altitude
restrictions remain in effect, the controller issues an
amended clearance as follows):
“Amend altitude. Cross Ollis intersection at or above
Three Thousand; cross Gordonsville V-O-R at or above
One Two Thousand; maintain Flight Level Two Four
Zero.”
(Shortly after departure, altitude restrictions are no longer
applicable, the controller issues an amended clearance as
follows):
“Climb and maintain Flight Level Two Four Zero.”
NOTE-
Restating previously issued altitude to “maintain” is an
amended clearance. If altitude to “maintain” is changed or
restated, whether prior to departure or while airborne, and
previously issued altitude restrictions are omitted, altitude
restrictions are canceled, including SID/FMSP/STAR
altitude restrictions if any.
c. Issue an amended clearance if a speed
restriction is declined because it cannot be complied
with concurrently with a previously issued altitude
restriction.
EXAMPLE(An aircraft is cleared to cross Gordonsville VOR at
11,000. Shortly thereafter he/she is cleared to reduce
his/her airspeed to 300 knots. The pilot informs the
controller he/she is unable to comply with both clearances
simultaneously. The controller issues an amended
clearance as follows):
“Cross Gordonsville VOR at One One Thousand. Then,
reduce speed to Three Zero Zero.”
NOTE-
The phrase “do the best you can” or comparable phrases
are not valid substitutes for an amended clearance with
altitude or speed restrictions.
REFERENCE-
FAAO JO 7110.65, Para 2-1-18, Operational Requests.
FAAO JO 7110.65, Section 6, Vectoring, Para 5-6-2, Methods.
FAAO JO 7110.65, Section 7, Speed Adjustment, Para 5-7-2, Methods.
d. Air traffic control specialists should avoid route
and/or altitude changes for aircraft participating in
the North American Route Program (NRP) and that
are displaying “NRP” in the remarks section of their
flight plan. Specialists at facilities actively participating in the High Altitude Redesign (HAR) program
should avoid route and/or altitude changes for aircraft
participating in full HAR and high altitude
Point-to-point (PTP), and that are displaying
“HAR,” or “PTP” in the remarks section of their
flight plan.
NOTE-
Air traffic control specialists retain the latitude necessary
to tactically resolve conflicts. Every effort should be made
to ensure the aircraft is returned to the original filed flight
plan/altitude as soon as conditions warrant.
REFERENCE-
FAAO JO 7110.65, Para 2-1-4, Operational Priority.
FAAO JO 7110.65, Para_2-2-15, North American Route Program
(NRP) Information.
FAAO JO 7110.65, Para 2-3-2, En Route Data Entries.
FAAO JO 7210.3, Chapter 17, Section 15, North American Route
Program.
4-2-6. THROUGH CLEARANCES
You may clear an aircraft through intermediate stops.
PHRASEOLOGY-
CLEARED THROUGH (airport) TO (fix).
4-2-7. ALTRV CLEARANCE
Use the phrase “via approved altitude reservation
flight plan,” if the aircraft will operate in an approved
ALTRV.
PHRASEOLOGY-
VIA APPROVED ALTITUDE RESERVATION (mission
name) FLIGHT PLAN.
NOTE-
An ALTRV normally includes the departure, climb, cruise,
and arrival phases of flight up to and including holding
pattern or point/time at which ATC provides separation
between aircraft.
REFERENCE-
FAAO JO 7110.65, Para 4-3-3, Abbreviated Departure Clearance.
3/15/07 7110.65R CHG 2 JO 7110.65S CHG 1 7/31/JO 7110.65S 2/14/08
4-2-3
Clearances
4-2-8. IFR-VFR AND VFR-IFR FLIGHTS
a. Clear an aircraft planning IFR operations for the
initial part of flight and VFR for the latter part to the
fix at which the IFR part ends.
b. Treat an aircraft planning VFR for the initial
part of flight and IFR for the latter part as a VFR
departure. Issue a clearance to this aircraft when it
requests IFR clearance approaching the fix where it
proposes to start IFR operations. The phraseology
CLEARED TO (destination) AIRPORT AS FILED
may be used with abbreviated departure clearance
procedures.
REFERENCE-
FAAO JO 7110.65, Para 4-3-3, Abbreviated Departure Clearance.
c. When an aircraft changes from VFR to IFR, the
controller shall assign a beacon code to Mode-C
equipped aircraft that will allow MSAW alarms.
d. When a VFR aircraft, operating below the
minimum altitude for IFR operations, requests an IFR
clearance and you are aware that the pilot is unable to
climb in VFR conditions to the minimum IFR
altitude:
1. Before issuing a clearance, ask if the pilot is
able to maintain terrain and obstruction clearance
during a climb to the minimum IFR altitude.
NOTE-
Pilots of pop-up aircraft are responsible for terrain and
obstacle clearance until reaching minimum instrument
altitude (MIA) or minimum en route altitude (MEA). Pilot
compliance with an approved FAA procedure or an ATC
instruction transfers that responsibility to the FAA;
therefore, do not assign (or imply) specific course guidance
that will (or could) be in effect below the MIA or MEA.
EXAMPLE“November Eight Seven Six, are you able to provide your
own terrain and obstruction clearance between your
present altitude and six thousand feet?”
2. If the pilot is able to maintain terrain and
obstruction separation, issue the appropriate clearance as prescribed in para 4-2-1, Clearance Items,
and para_4-5-6, Minimum En Route Altitudes.
3. If unable to maintain terrain and obstruction
separation, instruct the pilot to maintain VFR and to
state intentions.
4. If appropriate, apply the provisions of
para 10-2-7, VFR Aircraft In Weather Difficulty, or
para 10-2-9, Radar Assistance Techniques, as
necessary.
4-2-9. CLEARANCE ITEMS
The following guidelines shall be utilized to facilitate
the processing of airfile aircraft:
a. Ensure the aircraft is within your area of
jurisdiction unless otherwise coordinated.
b. Obtain necessary information needed to
provide IFR service.
c. Issue clearance to destination, short range
clearance, or an instruction to the pilot to contact a
FSS or AFSS if the flight plan cannot be processed.
NOTE-
These procedures do not imply that the processing of
airfiles has priority over another ATC duty to be
performed.
REFERENCE-
FAAO JO 7110.65, Para 2-2-1, Recording Information.
JO 7110.65S 2/14/08
4-2-4
JO 7110.65S 2/14/08
4-3-1
Departure Procedures
Section 3. Departure Procedures
4-3-1. DEPARTURE TERMINOLOGY
Avoid using the term “takeoff” except to actually
clear an aircraft for takeoff or to cancel a takeoff
clearance. Use such terms as “depart,” “departure,” or
“fly” in clearances when necessary.
REFERENCE-
FAAO JO 7110.65, Para 3-9-9, Takeoff Clearance.
FAAO JO 7110.65, Para 3-9-10, Cancellation of Takeoff Clearance.
4-3-2. DEPARTURE CLEARANCES
Include the following items in IFR departure
clearances:
NOTE-
When considered necessary, controllers or pilots may
initiate read backs of a clearance. Some pilots may be
required by company rule to do so.
a. Always include the airport of departure when
issuing a departure clearance for relay to an aircraft
by an FSS, dispatcher, etc.
b. Clearance Limit.
1. Specify the destination airport when practicable, even though it is outside controlled airspace.
Issue short range clearances as provided for in any
procedures established for their use.
2. For Air Force One (AF1) operations, do not
specify the destination airport.
NOTE-
Presidential detail is responsible for ensuring the accuracy
of the destination airport.
PHRASEOLOGY-
DESTINATION AS FILED.
c. Departure Procedures.
1. Specify direction of takeoff/turn or initial
heading/azimuth to be flown after takeoff as follows:
(a) Locations with Airport Traffic Control
Service- Specify these items as necessary.
(b) Locations without Airport Traffic Control
Service, but within a Class E surface area- specify
these items if necessary. Obtain/solicit the pilot's
concurrence concerning these items before issuing
them in a clearance.
NOTE-
Direction of takeoff and turn after takeoff can be
obtained/solicited directly from the pilot, or relayed by an
FSS, dispatcher, etc., as obtained/solicited from the pilot.
(c) At all other airports- Do not specify
direction of takeoff/turn after takeoff. If necessary to
specify an initial heading/azimuth to be flown after
takeoff, issue the initial heading/azimuth so as to
apply only within controlled airspace.
2. Where only textually described instrument
departure procedures (ODP) have been published for
a location and pilot compliance is necessary to insure
separation, include the procedure as part of the ATC
clearance.
EXAMPLE“Depart via the (airport name) (runway number)
departure procedure.”
NOTE-
IFR takeoff minimums and departure procedures are
prescribed for specific airports/runways and published in
a tabular form supplement to the FAA instrument approach
procedure chart and appropriate FAA Form_8260. These
procedures are identified on instrument approach
procedure charts with a symbol:
3. Compatibility with a procedure issued may
be verified by asking the pilot if items obtained/
solicited will allow him/her to comply with local
traffic pattern, terrain, or obstruction avoidance.
PHRASEOLOGY-
FLY RUNWAY HEADING.
DEPART (direction or runway).
TURN LEFT/RIGHT.
WHEN ENTERING CONTROLLED AIRSPACE
(instruction), FLY HEADING (degrees) UNTIL
REACHING (altitude, point, or fix) BEFORE
PROCEEDING ON COURSE.
FLY A (degree) BEARING/AZIMUTH FROM/TO (fix)
UNTIL (time),
or
UNTIL REACHING (fix or altitude),
JO 7110.65S 2/14/08
4-3-2 Departure Procedures
and if required,
BEFORE PROCEEDING ON COURSE.
EXAMPLE“Verify right turn after departure will allow compliance
with local traffic pattern,”or “Verify this clearance will
allow compliance with terrain or obstruction avoidance.”
NOTE-
If a published IFR departure procedure is not included in
an ATC clearance, compliance with such a procedure is the
pilot's prerogative.
4. SIDs:
(a) Assign a SID (including transition if
necessary). Assign a PDR or the route filed by the
pilot, only when a SID is not established for the
departure route to be flown, or the pilot has indicated
that he/she does not wish to use a SID.
PHRASEOLOGY(SID name and number) DEPARTURE.
(SID name and number) DEPARTURE,
(transition name) TRANSITION.
EXAMPLE“Stroudsburg One Departure.”
“Stroudsburg One Departure, Sparta Transition.”
“Stroudsburg One RNAV Departure.”
NOTE-
If a pilot does not wish to use a SID issued in an ATC
clearance, or any other SID published for that location,
he/she is expected to advise ATC.
(b) If it is necessary to assign a crossing
altitude which differs from the SID altitude, repeat
the changed altitude to the pilot for emphasis.
PHRASEOLOGY(SID name) DEPARTURE, EXCEPT (revised altitude
information). I SAY AGAIN (revised altitude information).
EXAMPLE“Stroudsburg One Departure, except cross Quaker at
five_thousand. I say again, cross Quaker at five thousand.”
“Astoria Two RNAV Departure, except cross Astor
waypoint at six thousand. I say again, cross Astor waypoint
at six thousand.”
(c) Specify altitudes when they are not
included in the SID.
PHRASEOLOGY(SID name) DEPARTURE. CROSS (fix) AT (altitude).
EXAMPLE“Stroudsburg One Departure. Cross Jersey intersection at
four thousand. Cross Range intersection at six thousand.”
“Engle Two RNAV departure. Cross Pilim waypoint at or
above five thousand. Cross Engle waypoint at or above
seven thousand. Cross Gorge waypoint at niner thousand.”
d. Route of flight. Specify one or more of the
following:
1. Airway, route, course, heading, azimuth, arc,
or vector.
2. The routing a pilot can expect if any part of
the route beyond a short range clearance limit differs
from that filed.
PHRASEOLOGY-
EXPECT FURTHER CLEARANCE VIA (airways, routes,
or fixes.)
e. Altitude. Use one of the following in the order
of preference listed:
NOTE-
Turbojet aircraft equipped with afterburner engines may
occasionally be expected to use afterburning during their
climb to the en route altitude. When so advised by the pilot,
the controller may be able to plan his/her traffic to
accommodate the high performance climb and allow the
pilot to climb to his/her planned altitude without
restriction.
1. To the maximum extent possible, Air Force
One will be cleared unrestricted climb to:
(a) 9,000' AGL or higher.
(b) If unable 9,000' AGL or higher, then the
highest available altitude below 9,000' AGL.
2. Assign the altitude requested by the pilot.
3. Assign an altitude, as near as possible to the
altitude requested by the pilot, and
(a) Inform the pilot when to expect clearance
to the requested altitude unless instructions are
contained in the specified SID, or
(b) If the requested altitude is not expected to
be available, inform the pilot what altitude can be
expected and when/where to expect it.
NOTE1. 14 CFR Section 91.185, says that in the event of a
two-way radio communication failure, in VFR conditions
or if VFR conditions are encountered after the failure, the
pilot shall continue the flight under VFR and land as soon
as practicable. That section also says that when the failure
occurs in IFR conditions the pilot shall continue flight at
JO 7110.65S 2/14/08
4-3-3
Departure Procedures
the highest of the following altitudes or flight levels for the
route segment being flown:
  a. The altitude or flight level assigned in the last ATC
clearance received.
  b. The minimum altitude (converted, if appropriate, to
minimum flight level as prescribed in 14 CFR Section_91.121(c)) for IFR operations. (This altitude should be
consistent with MEAs, MOCAs, etc.)
  c. The altitude or flight level ATC has advised may be
expected in a further clearance.
2. If the expected altitude is the highest of the preceding
choices, the pilot should begin to climb to that expected
altitude at the time or fix specified in the clearance. The
choice to climb to the expected altitude is not applicable if
the pilot has proceeded beyond the specified fix or if the
time designated in the clearance has expired.
PHRASEOLOGY-
CLIMB AND MAINTAIN (the altitude as near as possible
to the pilot's requested altitude). EXPECT (the requested
altitude or an altitude different from the requested altitude)
AT (time or fix),
and if applicable,
(pilot's requested altitude) IS NOT AVAILABLE.
EXAMPLE1. A pilot has requested flight level 350. Flight level 230
is immediately available and flight level 350 will be
available at the Appleton zero five zero radial 35 mile fix.
The clearance will read:
“Climb and maintain flight level two three zero. Expect
flight level three five zero at Appleton zero five zero radial
three five mile fix.”
2. A pilot has requested 9,000 feet. An altitude restriction
is required because of facility procedures or requirements.
Assign the altitude and advise the pilot at what fix/time the
pilot may expect the requested altitude. The clearance
could read:
“Climb and maintain five thousand. Expect niner
thousand one zero minutes after departure.”
3. A pilot has requested 17,000 feet which is unavailable.
You plan 15,000 feet to be the pilot's highest altitude prior
to descent to the pilot's destination but only 13,000 feet is
available until San Jose VOR. Advise the pilot of the
expected altitude change and at what fix/time to expect
clearance to 15,000 feet. The clearance will read:  “Climb
and maintain one three thousand. Expect one five_thousand
at San Jose. One seven thousand is not available.”
REFERENCE-
FAAO JO 7110.65, Para 4-3-3, Abbreviated Departure Clearance.
FAAO JO 7110.65, Para 5-8-2, Initial Heading.

帅哥 发表于 2008-12-21 19:03:17

4-3-3. ABBREVIATED DEPARTURE
CLEARANCE
a. Issue an abbreviated departure clearance if its
use reduces verbiage and the following conditions are
met:
REFERENCE-
FAAO JO 7110.65, Para 4-2-8, IFR-VFR and VFR-IFR Flights.
1. The route of flight filed with ATC has not
been changed by the pilot, company, operations
officer, input operator, or in the stored flight plan
program prior to departure.
NOTE-
A pilot will not accept an abbreviated clearance if the route
of flight filed with ATC has been changed by him/her or the
company or the operations officer before departure.
He/she is expected to inform the control facility on initial
radio contact if he/she cannot accept the clearance. It is the
responsibility of the company or operations officer to
inform the pilot when they make a change.
2. All ATC facilities concerned have sufficient
route of flight information to exercise their control
responsibilities.
NOTE-
The route of flight information to be provided may be
covered in letters of agreement.

帅哥 发表于 2008-12-21 19:03:27

3. When the flight will depart IFR, destination
airport information is relayed between the facilities
concerned prior to departure.
EXAMPLE1. A tower or flight service station relay of destination
airport information to the center when requesting
clearance:
“Request clearance for United Four Sixty-One to
O'Hare.”
2. A center relay to the tower or flight service station when
initiating a clearance:
“Clearance for United Four Sixty-One to O'Hare.”
NOTE-
Pilots are expected to furnish the facility concerned with
destination airport information on initial radio call-up.
This will provide the information necessary for detecting
any destination airport differences on facility relay.

帅哥 发表于 2008-12-21 19:03:35

4. The assigned altitude, according to the
provisions in para 4-3-2, Departure Clearances,
subpara e, is stated in the clearance.
b. If it is necessary to modify a filed route of flight
in order to achieve computer acceptance due, for
example, to incorrect fix or airway identification, the
contraction “FRC,” meaning “Full Route Clearance
JO 7110.65S 2/14/08
4-3-4 Departure Procedures
Necessary,” or “FRC/(fix),” will be added to the
remarks. “FRC” or “FRC/(fix)” must always be the
first item of intra-center remarks. When “FRC” or
“FRC/(fix)” appears on a flight progress strip, the
controller issuing the ATC clearance to the aircraft
shall issue a full route clearance to the specified fix,
or, if no fix is specified, for the entire route.
EXAMPLE“Cleared to Missoula International Airport, Chief Two
Departure to Angley; direct Salina; then as filed; maintain
one seven thousand.”
NOTE-
Changes, such as those made to conform with traffic flows
and preferred routings, are only permitted to be made by
the pilot (or his/her operations office) or the controller
responsible for initiating the clearance to the aircraft.

帅哥 发表于 2008-12-21 19:03:42

c. Specify the destination airport in the clearance.
d. When no changes are required in the filed route,
state the phrase: “Cleared to (destination) airport,
(SID and SID_transition, as appropriate); then, as
filed.” If a SID is not assigned, follow with “As filed.”
Specify the assigned altitude; and, if required, add
any additional instructions or information, including
final requested altitude if different than assigned
except if Pre-Departure Clearance (PDC) is utilized.
PHRASEOLOGY-
CLEARED TO (destination) AIRPORT;
and as appropriate,
(SID name and number) DEPARTURE,
THEN AS FILED.
MAINTAIN (altitude); (additional instructions or
information).
If a SID is not assigned,
CLEARED TO (destination) AIRPORT AS FILED.
MAINTAIN (altitude);
and if required,
(additional instructions or information).
EXAMPLE“Cleared to Reynolds Airport; David Two RNAV
Departure, Kingham Transition; then, as filed. Maintain
niner thousand. Expect flight level four one zero, one zero
minutes after departure.”
“Cleared to Reynolds Airport as filed. Maintain niner
thousand. Expect flight level four one zero, one zero
minutes after departure.”
NOTE1. SIDs are excluded from “cleared as filed” procedures.
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