2. If a pilot does not wish to accept an ATC clearance to
fly a SID, he/she is expected to advise ATC or state
“NO_SID” in his/her flight plan remarks.
e. When a filed route will require revisions, the
controller responsible for initiating the clearance to
the aircraft shall either:
1. Issue a FRC/FRC until a fix; or
2. If it reduces verbiage, state the phrase:
“Cleared to (destination) airport, (SID and SID
transition, as appropriate), then as filed, except . . ..”
Specify the necessary revision, then the assigned
altitude; and if required, add any additional
instructions or information. If a SID is not assigned,
state: “Cleared to (destination) airport as filed,
except_. . ..” Specify the necessary revision, the
assigned altitude; and if required, add any additional
instructions or information.
PHRASEOLOGY-
CLEARED TO (destination) AIRPORT;
and as appropriate,
(SID name and number) DEPARTURE,
(transition name) TRANSITION; THEN,
AS FILED, EXCEPT CHANGE ROUTE TO READ
(amended route portion).
MAINTAIN (altitude);
and if required,
(additional instructions or information).
If a SID is not assigned,
CLEARED TO (destination) AIRPORT AS FILED,
EXCEPT CHANGE ROUTE TO READ (amended route
portion).
MAINTAIN (altitude);
and if required,
(additional instructions or information).
JO 7110.65S 2/14/08
4-3-5
Departure Procedures
EXAMPLE“Cleared to Reynolds Airport; South Boston One
Departure; then, as filed, except change route to read
South_Boston Victor Twenty Greensboro. Maintain
eight_thousand, report leaving four thousand.”
“Cleared to Reynolds Airport as filed, except change route
to read South Boston Victor Twenty Greensboro. Maintain
eight thousand, report leaving four thousand.”
“Cleared to Reynolds Airport via Victor Ninety-one
Albany, then as filed. Maintain six thousand.”
f. In a nonradar environment specify one, two, or
more fixes, as necessary, to identify the initial route
of flight.
EXAMPLE-
The filed route of flight is from Hutchins V10 Emporia,
thence V10N and V77 to St. Joseph. The clearance will
read:
“Cleared to Watson Airport as filed via Emporia, maintain
Seven Thousand.”
g. Do not apply these procedures when a pilot
requests a detailed clearance or to military operations
conducted within ALTRV, stereo routes, operations
above FL 600, and other military operations requiring
special handling.
NOTE-
Departure clearance procedures and phraseology for
military operations within approved altitude reservations,
military operations above FL 600, and other military
operations requiring special handling are contained in
separate procedures in this order or in a LOA, as
appropriate.
REFERENCE-
FAAO JO 7110.65, Para 4-2-7, ALTRV Clearance.
FAAO JO 7110.65, Para 9-2-13, Military Operations Above FL 600.
4-3-4. DEPARTURE RESTRICTIONS,
CLEARANCE VOID TIMES, HOLD FOR
RELEASE, AND RELEASE TIMES
Assign departure restrictions, clearance void times,
hold for release, or release times when necessary to
separate departures from other traffic or to restrict or
regulate the departure flow.
REFERENCE-
FAAO JO 7110.65, Para 10-3-1, Overdue Aircraft.
FAAO JO 7110.65, Para 10-4-1, Traffic Restrictions.
FAAO JO 7110.65, Para 10-4-3, Traffic Resumption.
a. Clearance Void Times.
1. When issuing clearance void times at airports
not served by control towers, provide alternative
instructions requiring the pilots to advise ATC of their
intentions no later than 30 minutes after the clearance
void time if not airborne.
2. The facility delivering a clearance void time
to a pilot shall issue a time check.
PHRASEOLOGY-
CLEARANCE VOID IF NOT OFF BY (clearance void
time),
and if required,
IF NOT OFF BY (clearance void time), ADVISE (facility)
NOT LATER THAN (time) OF INTENTIONS.
TIME (time in hours, minutes, and the nearest quarter
minute).
b. Hold For Release (HFR).
1. “Hold for release” instructions shall be used
when necessary to inform a pilot or a controller that
a departure clearance is not valid until additional
instructions are received.
REFERENCE-
P/CG Term- Hold for Release.
2. When issuing hold for release instructions,
include departure delay information.
PHRASEOLOGY(Aircraft identification) CLEARED TO (destination)
AIRPORT AS FILED, MAINTAIN (altitude),
and if required,
(additional instructions or information).
HOLD FOR RELEASE, EXPECT (time in hours and/or
minutes) DEPARTURE DELAY.
3. When conditions allow, release the aircraft as
soon as possible.
PHRASEOLOGY-
To another controller,
(aircraft identification) RELEASED.
To a flight service specialist,
ADVISE (aircraft identification) RELEASED FOR
DEPARTURE.
To a pilot at an airport not served by a control tower,
(aircraft identification) RELEASED FOR DEPARTURE.
JO 7110.65S 2/14/08
4-3-6 Departure Procedures
c. Release Times.
1. Release times shall be issued to pilots when
necessary to specify the earliest time an aircraft may
depart.
NOTE-
A release time is a departure restriction issued to a pilot
(either directly or through authorized relay) to separate a
departing aircraft from other traffic.
2. The facility issuing a release time to a pilot
shall include a time check.
PHRASEOLOGY(Aircraft identification) RELEASED FOR DEPARTURE
AT (time in hours and/or minutes),
and if required,
IF NOT OFF BY (time), ADVISE (facility) NOT LATER
THAN (time) OF INTENTIONS.
TIME (time in hours, minutes, and nearest quarter minute).
d. When expect departure clearance times
(EDCT) are assigned through traffic management
programs, the departure terminal must, to the extent
possible, plan ground movement of aircraft destined
to the affected airport(s) so that flights are sequenced
to depart no earlier than 5 minutes before, and no later
than 5 minutes after the EDCT. Do not release aircraft
on their assigned EDCT if a ground stop (GS)
applicable to that aircraft is in effect, unless approval
has been received from the originator of the GS.
1. If an aircraft has begun to taxi or requests taxi
in a manner consistent with meeting the EDCT, the
aircraft shall be released. Additional coordination is
not required.
2. If an aircraft requests taxi or clearance for
departure inconsistent with meeting the EDCT
window, ask the pilot to verify the EDCT.
(a) If the pilot's EDCT is the same as the FAA
EDCT, the aircraft is released consistent with the
EDCT.
(b) If the pilot's EDCT is not the same as the
FAA EDCT, refer to Trust and Verify Note below.
3. If an aircraft requests taxi too late to meet the
EDCT, contact the ATCSCC through the appropriate
TMU.
NOTE(Trust & Verify) EDCTs are revised by Air Carriers and
Traffic Management for changing conditions en route or at
affected airport(s). Terminal controllers' use of aircraft
reported EDCT for departure sequencing should be
verified with the appropriate TMU prior to departure if this
can be accomplished without the aircraft incurring delay
beyond the EDCT reported by the aircraft. The preferred
method for verification is the Flight Schedule Monitor
(FSM). If the EDCT cannot be verified without incurring
additional delay, the aircraft should be released based on
the pilot reported EDCT. The aircraft operator is
responsible for operating in a manner consistent to meet
the EDCT.
4-3-5. GROUND STOP
Do not release an aircraft if a ground stop (GS)
applicable to that aircraft is in effect, without the
approval of the originator of the GS.
4-3-6. DELAY SEQUENCING
When aircraft elect to take delay on the ground before
departure, issue departure clearances to them in the
order in which the requests for clearance were
originally made if practicable.
4-3-7. FORWARD DEPARTURE DELAY
INFORMATION
Inform approach control facilities and/or towers of
anticipated departure delays.
4-3-8. COORDINATION WITH RECEIVING
FACILITY
a. Coordinate with the receiving facility before the
departure of an aircraft if the departure point is less
than 15 minutes flying time from the transferring
facility's boundary unless an automatic transfer of
data between automated systems will occur, in which
case, the flying time requirement may be reduced to
5 minutes or replaced with a mileage from the
boundary parameter when mutually agreeable to both
facilities.
NOTE-
Agreements requiring additional time are encouraged
between facilities that need earlier coordination. However,
when agreements establish mandatory radar handoff
procedures, coordination needs only be effected in a timely
manner prior to transfer of control.
REFERENCE-
FAAO JO 7110.65, Chapter 5, Section 4, Transfer of Radar
Identification, Para 5-4-1, Application.
JO 7110.65S 2/14/08
4-3-7
Departure Procedures
b. The actual departure time or a subsequent strip
posting time shall be forwarded to the receiving
facility unless assumed departure times are agreed
upon and that time is within 3 minutes of the actual
departure time.
4-3-9. VFR RELEASE OF IFR DEPARTURE
When an aircraft which has filed an IFR flight plan
requests a VFR departure through a terminal facility,
FSS, or air/ground communications station:
a. After obtaining, if necessary, approval from the
facility/sector responsible for issuing the IFR
clearance, you may authorize an IFR flight planned
aircraft to depart VFR. Inform the pilot of the proper
frequency and, if appropriate, where or when to
contact the facility responsible for issuing the
clearance.
PHRASEOLOGY-
VFR DEPARTURE AUTHORIZED. CONTACT (facility)
ON (frequency) AT (location or time if required) FOR
CLEARANCE.
b. If the facility/sector responsible for issuing the
clearance is unable to issue a clearance, inform the
pilot, and suggest that the delay be taken on the
ground. If the pilot insists upon taking off VFR and
obtaining an IFR clearance in the air, inform the
facility/sector holding the flight plan of the pilot's
intentions and, if possible, the VFR departure time.
4-3-10. FORWARDING DEPARTURE TIMES
TERMINAL
Unless alternate procedures are prescribed in a letter
of agreement or automatic departure messages are
being transmitted between automated facilities,
forward departure times to the facility from which
you received the clearance and also to the terminal
departure controller when that position is involved in
the departure sequence.
NOTE1. Letters of agreement prescribing assumed departure
times or mandatory radar handoff procedures are
alternatives for providing equivalent procedures.
2. The letters “DM” flashing in the data block signify
unsuccessful transmission of a departure message.
REFERENCE-
FAAO JO 7210.3, Para_11-2-6, Automatic Acquisition/Termination
Areas.
JO 7110.65S 2/14/08
4-3-8
JO 7110.65S 2/14/08
4-4-1
Route Assignment
Section 4. Route Assignment
4-4-1. ROUTE USE
Clear aircraft via routes consistent with the altitude
stratum in which the operation is to be conducted by
one or more of the following:
NOTE-
Except for certain NAVAIDs/routes used by scheduled air
carriers or authorized for specific uses in the control of IFR
aircraft, Air Traffic Service (ATS) routes, and NAVAIDs
established for use at specified altitudes are shown on
U.S._government charts or DOD FLIP charts.
REFERENCE-
FAAO JO 7110.65, Para 2-5-2, NAVAID Terms.
FAAO JO 7110.65, Para 4-1-2, Exceptions.
FAAO JO 7110.65, Para 4-5-6, Minimum En Route Altitudes.
FAAO JO 7110.65, Para 5-6-1, Application.
a. Designated ATS routes.
PHRASEOLOGY-
VIA:
VICTOR (color) (airway number)(the word Romeo when
RNAV for existing Alaska routes),
or
J (route number) (the word Romeo when RNAV for existing
Alaska routes),
or
SUBSTITUTE (ATS route) FROM (fix) to (fix),
or
IR (route number).
CROSS/JOIN VICTOR/(color) (airway number), (number
of miles) MILES (direction) OF (fix).
b. Radials, courses, azimuths, or direct to or from
NAVAIDs.
PHRASEOLOGY-
DIRECT.
VIA;
(name of NAVAID) (specified) RADIAL/COURSE/
AZIMUTH,
or
(fix) AND (fix),
or
RADIALS OF (ATS route) AND (ATS route).
c. DME arcs of VORTAC, MLS, or TACAN aids.
d. Radials, courses, azimuths, and headings of
departure or arrival routes.
e. SIDs/STARs/FMSPs.
f. Vectors.
g. Fixes defined in terms of degree-distance from
NAVAIDs for special military operations.
h. Courses, azimuths, bearings, quadrants, or
radials within a radius of a NAVAID.
PHRASEOLOGY-
CLEARED TO FLY (general direction from NAVAID) OF
(NAVAID name and type) BETWEEN (specified)
COURSES TO/BEARINGS FROM/RADIALS (NAVAID
name when a NDB) WITHIN (number of miles) MILE
RADIUS,
or
CLEARED TO FLY (specified) QUADRANT OF (NAVAID
name and type) WITHIN (number of miles) MILE RADIUS.
or
CLEARED TO FLY (general direction from MLS) OF
(name or MLS) BETWEEN (specified) AZIMUTHS
WITHIN/BETWEEN (number of miles) MILE RADIUS.
EXAMPLE1. “Cleared to fly east of Allentown VORTAC between the
zero four five and the one three five radials within four zero
mile radius.”
2. “Cleared to fly east of Crystal Lake radio beacon
between the two two five and the three one five courses to
Crystal Lake within three zero mile radius.”
3. “Cleared to fly northeast quadrant of Philipsburg
VORTAC within four zero mile radius.”
“Cleared to fly east of the Montgomery M-L-S runway two
eight left between the two seven zero and the two four zero
azimuth within a 5 mile radius.”
i. Fixes/waypoints defined in terms of:
1. Published name; or
2. Degree-distance from NAVAIDs; or
JO 7110.65S 2/14/08
4-4-2 Route Assignment
3. Latitude/longitude coordinates, state the
latitude and longitude in degrees and minutes
including the direction from the axis such as North or
West; or
PHRASEOLOGY“32 DEGREES, 45 MINUTES NORTH,
105 DEGREES, 37 MINUTES WEST.”
4. Offset from published or established ATS
route at a specified distance and direction for random
(impromptu) RNAV Routes.
PHRASEOLOGY-
DIRECT (fix/waypoint)
DIRECT TO THE (facility) (radial) (distance) FIX.
OFFSET(distance) RIGHT/LEFT OF (route).
EXAMPLE“Direct SUNOL.”
“Direct to the Appleton three one zero radial two five mile
fix.”
“Offset eight miles right of Victor six.”
j. RNAV aircraft transitioning to/from High
Altitude Redesign (HAR) or Point-to-point (PTP)
operations via pitch/catch points.
REFERENCE-
FAAO JO 7110.65, Para 2-3-8, Aircraft Equipment Suffix.
FAAO JO 7110.65, Para 2-5-3, NAVAID Fixes.
FAAO JO 7110.65, Chapter 5, Section 5, Radar Separation,
Para_5-5-1, Application.
4-4-2. ROUTE STRUCTURE TRANSITIONS
To effect transition within or between route structure,
clear an aircraft by one or more of the following
methods, based on VOR, VORTAC, TACAN, or
MLS NAVAIDs (unless use of other NAVAIDs are
essential to aircraft operation or ATC efficiency):
a. Vector aircraft to or from radials, courses, or
azimuths of the ATS route assigned.
b. Assign a SID/STAR/FMSP.
c. Clear departing or arriving aircraft to climb or
descend via radials, courses, or azimuths of the ATS
route assigned.
d. Clear departing or arriving aircraft directly to or
between the NAVAIDs forming the ATS route
assigned.
e. Clear aircraft to climb or descend via the ATS
route on which flight will be conducted.
f. Clear aircraft to climb or descend on specified
radials, courses, or azimuths of NAVAIDs.
g. Provide radar monitor when transition to or
from a designated or established RNAV route is made
along random RNAV routes.
h. Clear RNAV aircraft transitioning to or between
designated or established RNAV routes direct to a
named waypoint on the new route.
4-4-3. DEGREE-DISTANCE ROUTE
DEFINITION FOR MILITARY OPERATIONS
EN ROUTE
a. Do not accept a military flight plan whose route
or route segments do not coincide with designated
airways or jet routes or with a direct course between
NAVAIDs unless it is authorized in subpara b and
meets the following degree-distance route definition
and procedural requirements:
1. The route or route segments shall be defined
in the flight plan by degree-distance fixes composed
of:
(a) A location identifier;
(b) Azimuth in degrees magnetic; and
(c) Distance in miles from the NAVAID used.
EXAMPLE“MKE 030025.”
2. The NAVAIDs selected to define the
degree-distance fixes shall be those authorized for
use at the altitude being flown and at a distance within
the published service volume area.
3. The distance between the fixes used to define
the route shall not exceed:
(a) Below FL 180- 80 miles;
(b) FL 180 and above- 260 miles; and
(c) For celestial navigation routes, all
altitudes- 260 miles.
4. Degree-distance fixes used to define a route
shall be considered compulsory reporting points
except that an aircraft may be authorized by ATC to
omit reports when traffic conditions permit.
JO 7110.65S 2/14/08
4-4-3
Route Assignment
5. Military aircraft using degree-distance route
definition procedures shall conduct operations in
accordance with the following:
(a) Unless prior coordination has been
effected with the appropriate air traffic control
facility, flight plan the departure and the arrival
phases to conform with the routine flow of traffic
when operating within 75 miles of the departure and
the arrival airport. Use defined routes or airways or
direct courses between NAVAIDs or as otherwise
required to conform to the normal flow of traffic.
(b) Flight plans must be filed at least 2 hours
before the estimated time of departure.
b. The following special military operations are
authorized to define routes, or portions of routes, by
degree-distance fixes:
1. Airborne radar navigation, radar bomb
scoring (RBS), and airborne missile programming
conducted by the USAF, USN, and RAF.
2. Celestial navigation conducted by the USAF,
USN, and RAF.
3. Target aircraft operating in conjunction with
air defense interceptors, and air defense interceptors
while en route to and from assigned airspace.
4. Missions conducted above FL 450.
5. USN fighter and attack aircraft operating in
positive control airspace.
6. USN/USMC aircraft, TACAN equipped,
operating within the Honolulu FIR/Hawaiian airways
area.
7. USAF/USN/USMC aircraft flight planned to
operate on MTRs.
8. USAF Air Mobility Command (AMC)
aircraft operating on approved station-keeping
equipment (SKE) routes in accordance with the
conditions and limitations listed in FAA Exemption
No. 4371 to 14_CFR Section 91.177(a)(2) and
14_CFR Section_91.179(b)(1).
4-4-4. ALTERNATIVE ROUTES
When any part of an airway or route is unusable
because of NAVAID status, clear aircraft other than
/E, /F, /G, or /R, via one of the following alternative
routes:
a. A route depicted on current U.S. Government
charts/publications. Use the word “substitute”
immediately preceding the alternative route in
issuing the clearance.
b. A route defined by specifying NAVAID radials,
courses, or azimuths.
c. A route defined as direct to or between
NAVAIDs.
d. Vectors.
NOTE-
Inform area navigation aircraft that will proceed to the
NAVAID location of the NAVAID outage.
4-4-5. CLASS G AIRSPACE
Include routes through Class G airspace only when
requested by the pilot.
NOTE1. Flight plans filed for random RNAV routes through
Class G airspace are considered a request by the pilot.
2. Flight plans containing MTR segments in/through
Class G airspace are considered a request by the pilot.
4-4-6. DIRECT CLEARANCES
a. Do not issue a routing clearance that will take an
aircraft off of its flight plan route if the destination
airport is included in a ground delay program (GDP),
ground stop (GS), or Playbook route, when known,
unless operational necessity dictates.
b. EN ROUTE. Do not issue revised routing
clearances that will take an aircraft off its flight plan
route past the last fix in your facility's airspace, unless
requested by the pilot or operational necessity
dictates.
NOTE-
Nothing in this paragraph shall preclude a controller from
issuing a routing clearance that conforms to a letter of
agreement or standard operating procedure within their
own facility or between facilities, is required to maintain
separation or comply with traffic flow management
initiatives.
JO 7110.65S 2/14/08
4-4-4
JO 7110.65S 2/14/08
4-5-1
Altitude Assignment and Verification
Section 5. Altitude Assignment and Verification
4-5-1. VERTICAL SEPARATION MINIMA
Separate instrument flight rules (IFR) aircraft using
the following minima between altitudes:
a. Up to and including FL 410- 1,000 feet.
b. Apply 2,000 feet at or above FL 290 between
non-RVSM aircraft and all other aircraft at or above
FL_290.
c. Above FL 410- 2,000 feet, except:
1. In oceanic airspace, above FL 450 between a
supersonic and any other aircraft- 4,000 feet.
2. Above FL 600 between military aircraft5,000 feet.
NOTE-
Oceanic separation procedures are supplemented in
Chapter 8; Section 7, Section 8, Section 9 , and Section 10.
REFERENCE-
FAAO JO 7110.65, Para 5-5-5, Vertical Application.
FAAO JO 7110.65, Para 6-6-1, Application.
FAAO JO 7110.65, Para 9-2-13, Military Operations Above FL 600.
4-5-2. FLIGHT DIRECTION
Clear aircraft at altitudes according to the
TBL 4-5-1.
TBL 4-5-1
Altitude Assignment
Aircraft
Operating
On course
degrees
magnetic
Assign Examples
Below 3,000
feet above
surface
Any course Any altitude
At and below
FL_410
0 through 179 Odd cardinal
altitude or
flight levels at
intervals of
2,000 feet
3,000, 5,000,
FL_310,
FL_330
180 through 359 Even cardinal
altitude or
flight levels at
intervals of
2,000 feet
4,000, 6,000,
FL_320,
FL_340
Aircraft
Operating
On course
degrees
magnetic
Assign Examples
Above FL_410 0 through 179 Odd cardinal
flight levels at
intervals of
4,000 feet
beginning with
FL_450
FL 450,
FL_490,
FL_530
180 through 359 Odd cardinal
flight levels at
intervals of
4,000 feet
beginning with
FL_430
FL 430,
FL_470,
FL_510
One way
routes (except
in composite
systems)
Any course Any cardinal
altitude or
flight level
below FL_410
or any odd
cardinal flight
level above
FL_410
FL 270,
FL_280,
FL_290,
FL_300,
FL_310,
FL_410,
FL_430,
FL_450
Within an
ALTRV
Any course Any altitude or
flight level
In transition
to/from or
within Oceanic
airspace where
composite
separation is
authorized
Any course Any odd or
even cardinal
flight level
including those
above FL 290
FL 280,
FL 290,
FL 300,
FL 310,
FL 320,
FL 330,
FL 340
In aerial
refueling
tracks and
anchors
Any course Altitude blocks
as requested.
Any altitude or
flight level
050B080,
FL 180B220,
FL 280B310
Aircraft within
Oceanic
RVSM or
RVSM
transition
airspace
Any course Any
designated
cardinal
altitude
FL 330,
FL 340,
FL 350,
FL 360
NOTE-
Oceanic separation procedures are supplemented in
Chapter 8; Section 7, Section 8, Section 9 , and Section 10.
REFERENCE-
FAAO JO 7110.65, Para 4-5-3, Exceptions.
FAAO JO 7110.65, Para 7-7-5, Altitude Assignments.
FAAO JO 7110.65, Para 9-3-2, Separation Minima.
JO 7110.65S 2/14/08
4-5-2 Altitude Assignment and Verification
4-5-3. EXCEPTIONS
When traffic, meteorological conditions, or aircraft
operational limitations prevent assignment of
altitudes prescribed in para 4-5-2, Flight Direction,
assign any cardinal altitude or flight level below
FL_410 or any odd cardinal flight level at or above
FL_410 without regard to direction of flight as
follows:
NOTE-
See para 2-3-10, Control Symbology, for control
abbreviations and symbols to be used in conjunction with
this paragraph.
a. For traffic conditions, take this action only if
one of the following conditions exists:
1. Aircraft remain within a facility's area and
prior approval is obtained from other affected
positions or sectors or the operations are covered in
a Facility Directive.
2. Aircraft will proceed beyond the facility's
area and specific operations and procedures
permitting random altitude assignment are covered in
a letter of agreement between the appropriate
facilities.
NOTE-
Those en route facilities using host software that provides
capability for passing interim altitude shall include the
specific operations and procedures for use of this
procedure in a letter of agreement between the appropriate
facilities.
b. Military aircraft are operating on random routes
and prior approval is obtained from the facility
concerned.
c. For meteorological conditions, take this action
only if you obtain prior approval from other affected
positions or sectors within your facility and, if
necessary, from the adjacent facility concerned.
d. For aircraft operational limitations, take this
action only if the pilot informs you the available
appropriate altitude exceeds the operational limitations of his/her aircraft and only after you obtain prior
approval from other affected positions or sectors
within your facility and, if necessary, from the
adjacent facility concerned.
e. For mission requirements, take this action only
when the aircraft is operating on an MTR.
REFERENCE-
FAAO JO 7110.65, Para 7-7-5, Altitude Assignments.
FAAO JO 7110.65, Para 9-3-2, Separation Minima.
4-5-4. LOWEST USABLE FLIGHT LEVEL
If a change in atmospheric pressure affects a usable
flight level in your area of jurisdiction, use
TBL 4-5-2 to determine the lowest usable flight
level to clear aircraft at or above 18,000 feet MSL.
TBL 4-5-2
Lowest Usable FL
Altimeter Setting Lowest Usable FL
29.92” or higher 180
29.91” to 28.92” 190
28.91” to 27.92” 200
REFERENCE-
FAAO JO 7110.65, Para 9-3-2, Separation Minima.
4-5-5. ADJUSTED MINIMUM FLIGHT
LEVEL
When the prescribed minimum altitude for IFR
operations is at or above 18,000 feet MSL and the
atmospheric pressure is less than 29.92”, add the
appropriate adjustment factor from TBL 4-5-3 to the
flight level equivalent of the minimum altitude in feet
to determine the adjusted minimum flight level.
TBL 4-5-3
Minimum FL Adjustment
Altimeter Setting Adjustment Factor
29.92” or higher None
29.91” to 29.42” 500 feet
29.41” to 28.92” 1,000 feet
28.91” to 28.42” 1,500 feet
28.41” to 27.92” 2,000 feet
4-5-6. MINIMUM EN ROUTE ALTITUDES
Except as provided in subparas a and b below, assign
altitudes at or above the MEA for the route segment
being flown. When a lower MEA for subsequent
segments of the route is applicable, issue the lower
MEA only after the aircraft is over or past the
Fix/NAVAID beyond which the lower MEA applies
unless a crossing restriction at or above the higher
MEA is issued.
JO 7110.65S 2/14/08
4-5-3
Altitude Assignment and Verification
a. An aircraft may be cleared below the MEA but
not below the MOCA for the route segment being
flown if the altitude assigned is at least 300 feet above
the floor of controlled airspace and one of the
following conditions are met:
NOTE-
Controllers must be aware that in the event of radio
communications failure, a pilot will climb to the MEA for
the route segment being flown.
1. Nonradar procedures are used only within
22_miles of a VOR, VORTAC, or TACAN.
2. Radar procedures are used only when an
operational advantage is realized and the following
actions are taken:
(a) Radar navigational guidance is provided
until the aircraft is within 22 miles of the NAVAID,
and
(b) Lost communications instructions are
issued.
b. An aircraft may be cleared to operate on jet
routes below the MEA (but not below the prescribed
minimum altitude for IFR operations) or above the
maximum authorized altitude if, in either case, radar
service is provided.
NOTE-
Minimum en route and maximum authorized altitudes for
certain jet route segments have been established above the
floor of the jet route structure due to limitations on
navigational signal coverage.
c. Where a higher altitude is required because of an
MEA, the aircraft shall be cleared to begin climb to
the higher MEA as follows:
1. If no MCA is specified, prior to or
immediately after passing the fix where the higher
MEA is designated. (See FIG 4-5-1.)
FIG 4-5-1
No MCA Specified
2. If a MCA is specified, prior to the fix so as to
cross the fix at or above the MCA. (See FIG 4-5-2.)
FIG 4-5-2
MCA Specified
d. Where MEAs have not been established, clear
an aircraft at or above the minimum altitude for IFR
operations prescribed by 14 CFR Section 91.177.
REFERENCE-
FAAO JO 7110.65, Para 4-2-8, IFR-VFR and VFR-IFR Flights.
FAAO JO 7110.65, Para 4-4-1, Route Use.
FAAO JO 7110.65, Chapter 5, Section 6, Para 5-6-1, Application.
FAAO JO 7110.65, Para 7-7-5, Altitude Assignments.
4-5-7. ALTITUDE INFORMATION
Issue altitude instructions as follows:
REFERENCE-
FAAO JO 7110.65, Para 4-2-1, Clearance Items.
a. Altitude to maintain or cruise. When issuing
cruise in conjunction with an airport clearance limit
and an unpublished route will be used, issue an
appropriate crossing altitude to ensure terrain
clearance until the aircraft reaches a fix, point, or
route where the altitude information is available to
the pilot. When issuing a cruise clearance to an airport
which does not have a published instrument
approach, a cruise clearance without a crossing
restriction may be issued.
PHRASEOLOGY-
MAINTAIN/CRUISE (altitude). MAINTAIN (altitude)
UNTIL (time, fix, waypoint),
or
(number of miles or minutes) MILES/MINUTES PAST (fix,
waypoint).
CROSS (fix, point, waypoint),
or
INTERCEPT (route) AT OR ABOVE (altitude), CRUISE
(altitude).
JO 7110.65S 2/14/08
4-5-4 Altitude Assignment and Verification
NOTE1. The crossing altitude must assure IFR obstruction
clearance to the point where the aircraft is established on
a segment of a published route or instrument approach
procedure.
2. When an aircraft is issued a cruise clearance to an
airport which does not have a published instrument
approach procedure, it is not possible to satisfy the
requirement for a crossing altitude that will ensure terrain
clearance until the aircraft reaches a fix, point, or route
where altitude information is available to the pilot. Under
those conditions, a cruise clearance without a crossing
restriction authorizes a pilot to determine the minimum
IFR altitude as prescribed in 14 CFR Section 91.177 and
descend to it at pilot discretion if it is lower than the altitude
specified in the cruise clearance.
b. Instructions to climb or descend including
restrictions, as required. Specify a time restriction
reference the UTC clock reading with a time check.
If you are relaying through an authorized communications provider, such as ARINC, FSS, etc., advise the
radio operator to issue the current time to the aircraft
when the clearance is relayed. The requirement to
issue a time check shall be disregarded if the
clearance is issued via Controller Pilot Data Link
Communications (CPDLC).
EXAMPLE1. “United Four Seventeen, climb to reach one three
thousand at two two one five.”
“Time two two one one and one-quarter.”
The pilot is expected to be level at 13,000 feet at 2215 UTC.
2. Through Relay-“Speedbird Five, climb to reach flight
level three-five zero at one-two-one-five, time” (Issue a
time check).
REFERENCE-
FAAO JO 7110.65, Para 1-2-1, Word Meanings.
FAAO JO 7110.65, Para 2-4-17, Numbers Usage.
PHRASEOLOGY-
CLIMB/DESCEND AND MAINTAIN (altitude).
If required,
AFTER PASSING (fix, waypoint),
or
AT (time) (time in hours, minutes, and nearest quarter
minute).
CLIMB/DESCEND TO REACH (altitude)
AT (time (issue time check) or fix, waypoint),
or
AT (time). CLIMB/DESCEND AND MAINTAIN (altitude)
WHEN ESTABLISHED AT LEAST (number of miles or
minutes) MILES/MINUTES PAST (fix, waypoint) ON THE
(NAVAID) (specified) RADIAL.
CLIMB/DESCEND TO REACH (altitude) AT (time or fix,
waypoint),
or
A POINT (number of miles) MILES (direction) OF (name
of DME NAVAID),
or
MAINTAIN (altitude) UNTIL (time (issue time check), fix,
waypoint), THEN CLIMB/DESCEND AND MAINTAIN
(altitude).
Through relay:
CLIMB TO REACH (altitude) AT (time) (issue a time
check).
c. Specified altitude over a specified fix,
waypoint.
PHRASEOLOGY-
CROSS (fix, waypoint) AT (altitude).
CROSS (fix, waypoint) AT OR ABOVE/BELOW (altitude).
d. A specified altitude over a specified fix for that
portion of a descent clearance where descent at pilot's
discretion is permissible. At any other time it is
practicable, authorize climb/descent at pilot's
discretion.
PHRASEOLOGY-
CLIMB/DESCEND AT PILOT'S DISCRETION.
EXAMPLE“United Four Seventeen, descend and maintain six_thousand.”
NOTE-
The pilot is expected to commence descent upon receipt of
the clearance and to descend at the suggested rates
specified in the AIM, para 4-4-9, Adherence to Clearance,
until reaching the assigned altitude of 6,000 feet.
EXAMPLE“United Four Seventeen, descend at pilot's discretion,
maintain six thousand.”
NOTE-
The pilot is authorized to conduct descent within the
context of the term “at pilot's discretion” as described in
the AIM.
JO 7110.65S 2/14/08
4-5-5
Altitude Assignment and Verification
EXAMPLE“United Four Seventeen cross Lakeview V-O-R at or
above flight level two zero zero, descend and maintain
six_thousand.”
NOTE-
The pilot is authorized to conduct descent “at pilot's
discretion” until reaching Lakeview VOR. The pilot must
comply with the clearance provision to cross the Lakeview
VOR at or above FL 200, and after passing Lakeview VOR,
the pilot is expected to descend at the rates specified in the
AIM until reaching the assigned altitude of 6,000 feet.
EXAMPLE“United Four Seventeen, cross Lakeview V-O-R at and
maintain six thousand.”
NOTE-
The pilot is authorized to conduct descent “at pilot's
discretion,” but must comply with the clearance provision
to cross Lakeview VOR at 6,000 feet.
EXAMPLE“United Four Seventeen, descend now to flight level two
seven zero, cross Lakeview V-O-R at or below one zero
thousand, descend and maintain six thousand.”
NOTE-
The pilot is expected to promptly execute and complete
descent to FL 270 upon receipt of the clearance. After
reaching FL 270, the pilot is authorized to descend “at
pilot's discretion” until reaching Lakeview VOR. The pilot
must comply with the clearance provision to cross
Lakeview VOR at or below 10,000 feet. After Lakeview
VOR, the pilot is expected to descend at the rates specified
in the AIM until reaching 6,000 feet.
NOTE1. A descent clearance which specifies a crossing altitude
authorizes descent at pilot's discretion for that portion of
the flight to which the crossing altitude restriction applies.
2. Any other time that authorization to descend at pilot's
discretion is intended, it must be specifically stated by the
controller.
3. The pilot may need to know of any future restrictions
that might affect the descent, including those that may be
issued in another sector, in order to properly plan a descent
at pilot's discretion.
4. Controllers need to be aware that the descent rates in
the AIM are only suggested and aircraft will not always
descend at those rates.
REFERENCE-
P/CG Term- Pilot's Discretion.
e. When a portion of a climb/descent may be
authorized at the pilot's discretion, specify the
altitude the aircraft must climb/descend to followed
by the altitude to maintain at the pilot's discretion.
PHRASEOLOGY-
CLIMB/DESCEND NOW TO (altitude), THEN
CLIMB/DESCEND AT PILOT'S DISCRETION
MAINTAIN (altitude).
EXAMPLE“United Three Ten, descend now to flight level two eight
zero, then descend at pilot's discretion maintain flight level
two four zero.”
NOTE1. The pilot is expected to commence descent upon receipt
of the clearance and to descend at the suggested rates
specified in the AIM, para 4-4-10, Adherence to
Clearance, until reaching FL 280. At that point, the pilot
is authorized to continue descent to FL 240 within the
context of the term “at pilot's discretion” as described in
the AIM.
2. Controllers need to be aware that the descent rates in
the AIM are only suggested and aircraft will not always
descend at those rates.
f. When the “pilot's discretion” portion of a
climb/descent clearance is being canceled by
assigning a new altitude, inform the pilot that the new
altitude is an “amended altitude.”
EXAMPLE“American Eighty Three, amend altitude, descend and
maintain Flight Level two six zero.”
NOTE-
American Eighty Three, at FL 280, has been cleared to
descend at pilot's discretion to FL 240. Subsequently, the
altitude assignment is changed to FL 260. Therefore, pilot's
discretion is no longer authorized.
g. Altitude assignments involving more than one
altitude.
PHRASEOLOGY-
MAINTAIN BLOCK (altitude) THROUGH (altitude).
h. Instructions to vertically navigate on a
STAR/RNAV STAR/FMSP with published
restrictions.
PHRASEOLOGY-
DESCEND VIA (STAR/RNAV STAR/FMSP name and
number)
TERMINAL: DESCEND VIA (STAR/RNAV STAR/FMSP
name and number and runway number).
EXAMPLE“Descend via the Mudde One Arrival.”
“Cross JCT at flight level two four zero, then descend via
the Coast Two Arrival.”
TERMINAL: “Descend via the Lendy One Arrival,
Runway 22 left.”
JO 7110.65S 2/14/08
4-5-6 Altitude Assignment and Verification
NOTE-
Clearance to “descend via” authorizes pilots:
1. To vertically and laterally navigate on a STAR/RNAV
STAR/FMSP.
2. When cleared to a waypoint depicted on a STAR/RNAV
STAR/FMSP, to descend from a previously assigned
altitude at pilot's discretion to the altitude depicted for that
waypoint, and once established on the depicted arrival, to
navigate laterally and vertically to meet all published
restrictions. ATC is responsible for obstacle clearance
when issuing a “descend via” clearance from a previously
assigned altitude.
REFERENCE-
FAAO JO 7110.65, Para 4-5-6, Minimum En Route Altitudes.
FAAO JO 7110.65, Para 5-5-9, Separation From Obstructions.
NOTE3. Pilots navigating on a STAR/RNAV STAR/FMSP shall
maintain last assigned altitude until receiving clearance to
“descend via.”
4. Pilots cleared for vertical navigation using the
phraseology “descend via” shall inform ATC upon initial
contact.
EXAMPLE“Delta One Twenty One leaving FL 240, descending via
the Civit One arrival.”
REFERENCE-
AIM, Para_5-4-1, Standard Terminal Arrival (STAR), Area Navigation
(RNAV) STAR, and Flight Management System Procedures (FMSP) for
Arrivals.
1. Assign an altitude to cross the waypoint/fix,
if no altitude is depicted at the waypoint/fix, for
aircraft on a direct routing to a STAR/RNAV
STAR/FMSP.
EXAMPLE“Proceed direct Luxor, cross Luxor at or above flight level
two zero zero, then descend via the Ksino One Arrival.”
2. A descend via clearance shall not be used
where procedures contain published “expect”
altitude restrictions.
NOTE-
Pilots are not expected to comply with published “expect”
restrictions in the event of lost communications, unless
ATC has specifically advised the pilot to expect these
restrictions as part of a further clearance.
3. If it is necessary to assign a crossing altitude
which differs from the STAR/RNAV STAR/FMSP
altitude, emphasize the change to the pilot.
PHRASEOLOGY-
DESCEND VIA THE (STAR/FMSP) ARRIVAL EXCEPT
CROSS (fix, point, waypoint) (revised altitude
information).
EXAMPLE“United 454 descend via the Haris One Arrival, except
cross Haris at or above one six thousand.”
NOTE-
The aircraft should track laterally and vertically on the
Haris One Arrival and should descend so as to cross Haris
at or above 16,000; remainder of the arrival shall be flown
as published.
4. If it is necessary to assign an interim altitude,
or assign a final altitude not contained on a
STAR/RNAV STAR/FMSP, the provisions of subpara_4-5-7h may be used in conjunction with
subpara_4-5-7a.
PHRASEOLOGY-
DESCEND VIA THE (STAR/RNAV STAR/FMSP)
ARRIVAL EXCEPT AFTER (fix) MAINTAIN (revised
altitude information).
EXAMPLE“United 454 descend via the Haris One Arrival, except
after Bruno, maintain one zero thousand.”
NOTE-
The aircraft should track laterally and vertically on the
Haris One Arrival and should descend so as to comply with
all speed and altitude restrictions until reaching Bruno and
then maintain 10,000. Upon reaching 10,000, aircraft
should maintain 10,000 until cleared by ATC to continue to
descend.
REFERENCE-
FAAO JO 7110.65, Para 4-7-1, Clearance Information.
AIM, Para 5-4-1, Standard Terminal Arrival (STAR), Area Navigation
(RNAV) STAR, and Flight Management System Procedures (FMSP) for
Arrivals.
i. When a pilot is unable to accept a clearance,
issue revised instructions to ensure positive control
and standard separation.
NOTE1. 14 CFR Section 91.123 states that a pilot is not allowed
to deviate from an ATC clearance “that has been
obtained...unless an amended clearance is obtained”
(except when an emergency exists).
2. A pilot is therefore expected to advise the controller if
a clearance cannot be accepted when the clearance is
issued. “We will try” and other such acknowledgements do
not constitute pilot acceptance of an ATC clearance.
3. Controllers are expected to issue ATC clearances which
conform with normal aircraft operational capabilities and
do not require “last minute” amendments to ensure
standard separation.
4. “Expedite” is not to be used in lieu of appropriate
restrictions to ensure separation.
REFERENCE-
FAAO JO 7110.65, Para 10-1-3, Providing Assistance.
JO 7110.65S 2/14/08
4-5-7
Altitude Assignment and Verification
4-5-8. ANTICIPATED ALTITUDE CHANGES
If practicable, inform an aircraft when to expect climb
or descent clearance or to request altitude change
from another facility.
PHRASEOLOGY-
EXPECT HIGHER/LOWER IN (number of miles or
minutes) MILES/MINUTES,
or
AT (fix). REQUEST ALTITUDE/FLIGHT LEVEL
CHANGE FROM (name of facility).
If required,
AT (time, fix, or altitude).
REFERENCE-
FAAO JO 7110.65, Para 2-2-6, IFR Flight Progress Data.
4-5-9. ALTITUDE CONFIRMATION-
NONRADAR
a. Request a pilot to confirm assigned altitude on
initial contact and when position reports are received
unless:
NOTE-
For the purpose of this paragraph, “initial contact” means
a pilot's first radio contact with each sector/position.
1. The pilot states the assigned altitude, or
2. You assign a new altitude to a climbing or
descending aircraft, or
3. TERMINAL. The aircraft was transferred to
you from another sector/position within your facility
(intrafacility).
PHRASEOLOGY(In level flight situations),
VERIFY AT (altitude/flight level).
(In climbing/descending situations),
(if aircraft has been assigned an altitude below the lowest
useable flight level),
VERIFY ASSIGNED ALTITUDE (altitude).
(If aircraft has been assigned a flight level at or above the
lowest useable flight level),
VERIFY ASSIGNED FLIGHT LEVEL (flight level).
b. USA. Reconfirm all pilot altitude read backs.
PHRASEOLOGY(If altitude read back is correct),
AFFIRMATIVE (altitude).
(If altitude read back is not correct),
NEGATIVE. CLIMB/DESCEND AND MAINTAIN
(altitude),
or
NEGATIVE. MAINTAIN (altitude).
JO 7110.65S 2/14/08
4-5-8
JO 7110.65S 2/14/08
4-6-1
Holding Aircraft
Section 6. Holding Aircraft
4-6-1. CLEARANCE TO HOLDING FIX
Consider operational factors such as length of delay,
holding airspace limitations, navigational aids,
altitude, meteorological conditions when necessary
to clear an aircraft to a fix other than the destination
airport. Issue the following:
a. Clearance limit (if any part of the route beyond
a clearance limit differs from the last routing cleared,
issue the route the pilot can expect beyond the
clearance limit).
PHRASEOLOGY-
EXPECT FURTHER CLEARANCE VIA (routing).
EXAMPLE“Expect further clearance via direct Stillwater V-O-R,
Victor Two Twenty-Six Snapy intersection, direct Newark.”
b. Holding instructions.
1. Holding instructions may be eliminated when
you inform the pilot that no delay is expected.
2. When the pattern is charted, you may omit all
holding instructions except the charted holding
direction and the statement “as published.” Always
issue complete holding instructions when the pilot
requests them.
NOTE-
The most generally used holding patterns are depicted on
U.S. Government or commercially produced low/high
altitude en route, area, and STAR Charts.
PHRASEOLOGY-
CLEARED TO (fix), HOLD (direction), AS PUBLISHED,
or
CLEARED TO (fix), NO DELAY EXPECTED.
c. EFC. Do not specify this item if no delay is
expected.
1. When additional holding is expected at any
other fix in your facility's area, state the fix and your
best estimate of the additional delay. When more than
one fix is involved, state the total additional en route
delay (omit specific fixes).
NOTE-
Additional delay information is not used to determine pilot
action in the event of two-way communications failure.
Pilots are expected to predicate their actions solely on the
provisions of 14 CFR Section 91.185.
PHRASEOLOGY-
EXPECT FURTHER CLEARANCE (time),
and if required,
ANTICIPATE ADDITIONAL (time in minutes/hours)
MINUTE/HOUR DELAY AT (fix),
or
ANTICIPATE ADDITIONAL (time in minutes/hours)
MINUTE/HOUR EN ROUTE DELAY.
EXAMPLE1. “Expect further clearance one niner two zero,
anticipate additional three zero minute delay at Sweet.”
2. “Expect further clearance one five one zero, anticipate
additional three zero minute en route delay.”
2. When additional holding is expected in an
approach control area, state the total additional
terminal delay.
PHRASEOLOGY-
EXPECT FURTHER CLEARANCE (time),
and if required,
ANTICIPATE ADDITIONAL (time in minutes/hours)
MINUTE/HOUR TERMINAL DELAY.
3. TERMINAL. When terminal delays exist or
are expected, inform the appropriate center or
approach control facility so that the information can
be forwarded to arrival aircraft.
4. When delay is expected, issue items in
subparas a and b at least 5 minutes before the aircraft
is estimated to reach the clearance limit. If the traffic
situation requires holding an aircraft that is less than
5 minutes from the holding fix, issue these items
immediately.
NOTE1. The AIM indicates that pilots should start speed
reduction when 3 minutes or less from the holding fix. The
additional 2 minutes contained in the 5-minute requirement are necessary to compensate for different
pilot/controller ETAS at the holding fix, minor differences
in clock times, and provision for sufficient planning and
reaction times.
2. When holding is necessary, the phrase “delay
indefinite” should be used when an accurate estimate of the
delay time and the reason for the delay cannot immediately
JO 7110.65S 2/14/08
4-6-2 Holding Aircraft
be determined; i.e., disabled aircraft on the runway,
terminal or center sector saturation, weather below
landing minimums, etc. In any event, every attempt should
be made to provide the pilot with the best possible estimate
of his/her delay time and the reason for the delay.
Controllers/supervisors should consult, as appropriate,
with personnel (other sectors, weather forecasters, the
airport management, other facilities, etc.) who can best
provide this information.
PHRASEOLOGY-
DELAY INDEFINITE, (reason if known), EXPECT
FURTHER CLEARANCE (time). (After determining the
reason for the delay, advise the pilot as soon as possible.)
EXAMPLE“Cleared to Drewe, hold west, as published, expect further
clearance via direct Sidney V-O-R one three one five,
anticipate additional two zero minute delay at Woody.”
“Cleared to Aston, hold west on Victor two twenty-five,
seven mile leg, left turns, expect further clearance one
niner two zero, anticipate additional one five minute
terminal delay.”
“Cleared to Wayne, no delay expected.”
“Cleared to Wally, hold north, as published, delay
indefinite, snow removal in progress, expect further
clearance one one three zero.”
4-6-2. CLEARANCE BEYOND FIX
a. If no delay is expected, issue a clearance beyond
the clearance limit as soon as possible and, whenever
possible, at least 5 minutes before the aircraft reaches
the fix.
b. Include the following items when issuing
clearance beyond a clearance limit:
1. Clearance limit or approach clearance.
2. Route of flight. Specify one of the following:
(a) Complete details of the route (airway,
route, course, fix(es), azimuth course, heading, arc, or
vector.)
(b) The phrase “via last routing cleared.” Use
this phrase only when the most recently issued
routing to the new clearance limit is valid and
verbiage will be reduced.
PHRASEOLOGY-
VIA LAST ROUTING CLEARED.
3. Assigned altitude if different from present
altitude.
NOTE-
Except in the event of a two-way communications failure,
when a clearance beyond a fix has not been received, pilots
are expected to hold as depicted on U.S. Government or
commercially produced (meeting FAA requirements)
low/high altitude en route and area or STAR charts. If no
holding pattern is charted and holding instructions have
not been issued, pilots should ask ATC for holding
instructions prior to reaching the fix. If a pilot is unable to
obtain holding instructions prior to reaching the fix, the
pilot is expected to hold in a standard pattern on the course
on which the aircraft approached the fix and request
further clearance as soon as possible.
4-6-3. DELAYS
a. Advise your supervisor or flow controller as
soon as possible when you delay or expect to delay
aircraft.
b. When arrival delays reach or are anticipated to
reach 30 minutes, take the following action:
1. EN ROUTE. The center responsible for
transferring control to an approach control facility or,
for a nonapproach control destination, the center in
whose area the aircraft will land shall issue total delay
information as soon as possible after the aircraft
enters the center's area. Whenever possible, the delay
information shall be issued by the first center
controller to communicate with the aircraft.
2. TERMINAL. When tower en route control
service is being provided, the approach control
facility whose area contains the destination airport
shall issue total delay information as soon as possible
after the aircraft enters its approach control area.
Whenever possible, the delay information shall be
issued by the first terminal controller to communicate
with the aircraft.
3. Unless a pilot requests delay information, the
actions specified in subparas 1 and 2 above may be
omitted when total delay information is available to
pilots via ATIS.
PHRASEOLOGY(Airport) ARRIVAL DELAYS (time in minutes/hours).
JO 7110.65S 2/14/08
4-6-3
Holding Aircraft
4-6-4. HOLDING INSTRUCTIONS
When issuing holding instructions, specify:
a. Direction of holding from the fix/waypoint.
b. Holding fix or waypoint.
NOTE-
The holding fix may be omitted if included at the beginning
of the transmission as the clearance limit.
c. Radial, course, bearing, track, azimuth, airway,
or route on which the aircraft is to hold.
d. Leg length in miles if DME or RNAV is to be
used. Specify leg length in minutes if the pilot
requests it or you consider it necessary.
e. Direction of holding pattern turns only if left
turns are to be made, the pilot requests it, or you
consider it necessary.
PHRASEOLOGY-
HOLD (direction) OF (fix/waypoint) ON (specified radial,
course, bearing, track, airway, azimuth(s), or route.)
If leg length is specified,
(number of minutes/miles) MINUTE/MILE LEG.
If direction of turn is specified,
LEFT/RIGHT TURNS.
NOTE-
It is mandatory for the controller to issue left or right turns
every time a holding pattern is issued for MLS.
f. Issue maximum holding airspeed advisories
when an aircraft is:
1. Approved to exceed the maximum airspeed
of a pattern, and is cleared into a holding pattern that
will protect for the greater speed; or
2. Observed deviating from the holding pattern
airspace area; or
3. Cleared into an airspeed restricted holding
pattern in which the icon has not been published.
EXAMPLE-
Due to turbulence, a turboprop requests to exceed the
recommended maximum holding airspeed. ATCS may
clear the aircraft into a pattern that protects for the
airspeed request, and shall advise the pilot of the maximum
holding airspeed for the holding pattern airspace area.
PHRASEOLOGY“MAXIMUM HOLDING AIRSPEED IS TWO ONE ZERO
KNOTS.”
4-6-5. VISUAL HOLDING POINTS
You may use as a holding fix a location which the pilot
can determine by visual reference to the surface if
he/she is familiar with it.
PHRASEOLOGY-
HOLD AT (location) UNTIL (time or other condition.)
REFERENCE-
FAAO JO 7110.65, Para 7-1-4, Visual Holding of VFR Aircraft.
4-6-6. HOLDING FLIGHT PATH DEVIATION
Approve a pilot's request to deviate from the
prescribed holding flight path if obstacles and traffic
conditions permit.
4-6-7. UNMONITORED NAVAIDs
Separate an aircraft holding at an unmonitored
NAVAID from any other aircraft occupying the
course which the holding aircraft will follow if it does
not receive signals from the NAVAID.
4-6-8. ILS PROTECTION/CRITICAL AREAS
When conditions are less than reported ceiling
800_feet or visibility of 2 miles, do not authorize
aircraft to hold below 5,000 feet AGL inbound
toward the airport on or within 1 statute mile of the
localizer between the ILS OM or the fix used in lieu
of the OM and the airport. USAF. The holding
restriction applies only when an arriving aircraft is
between the ILS OM or the fix used in lieu of the OM
and the runway.
REFERENCE-
FAAO 7130.3, Holding Pattern Criteria.
JO 7110.65S 2/14/08
4-6-4
JO 7110.65S 2/14/08
4-7-1
Arrival Procedures
Section 7. Arrival Procedures
4-7-1. CLEARANCE INFORMATION
Clear an arriving aircraft to a clearance limit by
specifying the following:
a. Name of fix or airport.
b. Route of flight including a STAR/RNAV
STAR/FMSP and STAR/RNAV STAR/FMSP transition, if appropriate. Assign a STAR/RNAV
STAR/FMSP and STAR/RNAV STAR/FMSP transition to any aircraft in lieu of other routes; e.g.,
airways or preferential arrival routes when the
routings are the same. The clearance shall include the
name and transition, if necessary, of the STAR/RNAV
STAR/FMSP to be flown.
TERMINAL: When the STAR/RNAV STAR/FMSP
transition is designed to provide course guidance to
multiple runways, the facility shall state intended
runway number on initial contact, or as soon as
practical. If the runway assignment, or any
subsequent runway change, is not issued prior to
10_NM from the runway transition waypoint, radar
vectors to final shall be provided.
PHRASEOLOGY(STAR/RNAV STAR/FMSP name and number) ARRIVAL.
(STAR/RNAV STAR/FMSP name and number) ARRIVAL,
(transition name) TRANSITION.
CHANGE/AMEND TRANSITION TO (runway number).
CHANGE/AMEND TRANSITION TO (runway number)
TURN LEFT/RIGHT or HEADING (heading) FOR
VECTOR TO FINAL APPROACH COURSE.
EXAMPLE“Rosewood One arrival.”
“Rosewood One arrival, Delta transition.”
“Change transition to Runway 09 right.”
“Amend transition to Runway 22 left, turn right heading
180 for vector to final approach course.”
NOTE-
If a civil pilot does not wish to use a STAR or FMSP issued
in an ATC clearance or any other STAR or FMSP published
for that location, the pilot is expected to advise ATC.
c. Altitude instructions, as follows:
1. Assigned altitude; or
2. Instructions to vertically navigate on the
STAR/FMSP or STAR/FMSP transition.
EXAMPLE“Bayview Three R-NAV Arrival, Helen Transition,
maintain Flight Level Three Three Zero.”
“Descend via the Civit One Arrival.”
“Descend via the Lendy One R-NAV Arrival, Runway_22
left.”
“Cross JCT at Flight Level Two Four Zero.”
“Descend via the Coast Two Arrival.”
“Civit One Arrival, Descend and Maintain Flight
Level_Two Four Zero.”
REFERENCE-
FAAO JO 7110.65, Para 4-5-7, Altitude Information.
AIM, Para_5-4-1, Standard Terminal Arrival (STAR), Area Navigation
(RNAV) STAR, and Flight Management System Procedures (FMSP) for
Arrivals.
d. Issue holding instructions, EFC, and additional
delay information as required.
e. Instructions regarding further communications
as appropriate.
REFERENCE-
FAAO JO 7110.65, Para 2-1-17, Radio Communications Transfer.
4-7-2. ADVANCE DESCENT CLEARANCE
EN ROUTE
Take the following action when exercising control of
aircraft landing at an airport located in an adjacent
center's control area near the common boundary:
a. Coordinate with the receiving facility for a
lower altitude and issue a clearance to the aircraft as
appropriate.
b. Initiate this action at a distance sufficient from
destination to allow for normal descent and speed
reduction.
4-7-3. SINGLE FREQUENCY
APPROACHES (SFA)
TERMINAL
Where SFA procedures for military single-piloted
turbojet aircraft on an IFR flight plan are contained in
a letter of agreement, do not require a radio frequency
change after the aircraft begins approach or after
initial contact during an en route descent until a
landing or low approach has been completed except
under the following conditions:
REFERENCE-
FAAO JO 7610.4, Special Operations, Para 9-3-6, Single Frequency
Approach (SFA).
P/CG Term- Single-Piloted Aircraft.
JO 7110.65S 2/14/08
4-7-2 Arrival Procedures
a. During daylight hours while the aircraft is in
VFR conditions.
b. On pilot request.
c. When pilot cancels IFR flight plan.
d. In an emergency situation.
e. When aircraft is cleared for visual approach.
4-7-4. RADIO FREQUENCY AND RADAR
BEACON CHANGES FOR MILITARY
AIRCRAFT
When military single-piloted turbojet aircraft will
conduct an approach wholly or partly in IFR
conditions or at night, take the following action:
NOTE-
It is known that the mental distraction and the inadvertent
movement of aircraft controls resulting from the pilot's
turning, reaching, or leaning to change frequencies can
induce spatial disorientation (vertigo).
a. Avoid radio frequency and radar beacon
changes to the maximum extent that communications
capabilities and traffic will permit. However, when
changes are required:
1. Give instructions early enough to allow the
change before the aircraft reaches the approach fix or
handoff point.
2. Keep frequency/radar beacon changes to a
minimum below 2,500 feet above the surface.
3. Avoid requiring frequency/radar beacon
changes during the time the aircraft is making a turn.
b. When traffic volume requires, a frequency
other than the one used by aircraft making approaches
may be assigned for use in transferring control to the
approach control facility.
TERMINAL
c. If practicable, use a frequency common to both
the GCA unit and approach control to minimize
frequency changes.
d. When a GCA unit is not able to communicate on
a common frequency, a change to a GCA frequency
may be authorized.
e. When a nonradar approach will be made,
aircraft may be instructed to change to tower
frequency when:
1. The reported ceiling is at or above 1,500 feet
and visibility is 5 statute miles or more.
2. The aircraft reports able to proceed by visual
reference to the surface.
3. The aircraft requests and is cleared for a
contact approach.
4. The aircraft is cleared for a visual approach.
f. Avoid making frequency/radar beacon changes
after an aircraft begins a high altitude approach.
g. In the event of a missed approach, do not require
a frequency/radar beacon change before the aircraft
reaches the missed approach altitude, the MEA, or the
MVA.
REFERENCE-
FAAO JO 7110.65, Para 5-2-6, Function Code Assignments.
4-7-5. MILITARY TURBOJET EN ROUTE
DESCENT
Provide military turbojet aircraft the same arrival
procedures that are provided for nonmilitary turbojet
aircraft except:
NOTE-
It is the responsibility of the pilot to request a high altitude
approach if he/she does not want normal arrival handling.
a. An en route descent may be used in a nonradar
environment; however, radar capability should exist
which will permit the aircraft to be vectored to the
final approach course of a published high altitude
instrument approach procedure or PAR/ASR
approach. Do not use this procedure if other than
normal vectoring delays are anticipated.
b. Prior to issuance of a descent clearance below
the highest initial approach fix altitude established for
any high altitude instrument approach procedure for
the destination airport inform the aircraft:
1. Type of approach to expect.
EXAMPLE“Expect V-O-R approach to runway three two.”
2. Radar vectors will be provided to the final
approach course.
EXAMPLE“Expect surveillance/precision approach to runway one
seven; radar vectors to final approach course.”
JO 7110.65S 2/14/08
4-7-3
Arrival Procedures
3. Current weather whenever the ceiling is
below 1,000 feet (USAF: 1,500 feet) or the highest
circling minimum whichever is greater, or when the
visibility is less than 3 miles.
EXAMPLE“Expect ILS/MLS approach to runway eight; radar vectors
to localizer/azimuth course. Weather (reported weather).”
c. If ATIS is provided and the pilot advises he/she
has received the current ATIS broadcast before the
descent clearance in subpara b is issued, omit those
items in subpara b that are contained in the broadcast.
d. To avoid requiring an aircraft to fly at low
altitudes for an excessive distance, descent clearance
should be issued at a point determined by adding 10
to the first two digits of the flight level.
EXAMPLE-
For FL 370, 37 _ 10 = 47 miles.
NOTE-
Turbojet en route descents are based on a rate of descent
of 4,000 to 6,000 feet per minute.
e. Do not terminate the en route descent of an
aircraft without the consent of the pilot except as
required by radar outage or an emergency situation.
REFERENCE-
FAAO JO 7110.65, Para 4-8-4, Altitude Assignment for Military High
Altitude Instrument Approaches.
4-7-6. ARRIVAL INFORMATION
EN ROUTE
a. Forward the following information to nonapproach control towers soon enough to permit
adjustment of the traffic flow or to FSSs soon enough
to provide local airport advisory where applicable:
1. Aircraft identification.
2. Type of aircraft.
3. ETA.
4. Type of instrument approach procedure the
aircraft will execute; or
5. For SVFR, the direction from which the
aircraft will enter Class B, Class C, Class D, or
Class_E surface area and any altitude restrictions that
were issued; or
6. For aircraft executing a contact approach the
position of the aircraft.
NOTE-
Specific time requirements are usually stated in a letter of
agreement.
b. Forward the following information to approach
control facilities before transfer of control
jurisdiction:
NOTE-
Transfer points are usually specified in a letter of
agreement.
1. Aircraft identification.
2. Type of aircraft and appropriate aircraft
equipment suffix.
3. ETA or actual time, and proposed or actual
altitude over clearance limit. The ETA need not be
given if the arrival information is being forwarded
during a radar handoff.
4. Clearance limit (when other than the
destination airport) and EFC issued to the aircraft.
Clearance limit may be omitted when provided for in
a letter of agreement.
5. Time, fix, or altitude when control responsibility is transferred to the approach control facility.
This information may be omitted when provided for
in a letter of agreement.
PHRASEOLOGY(Identification), (type of aircraft), ESTIMATED/OVER
(clearance limit), (time), (altitude), EFC (time).
If required,
YOUR CONTROL,
or
YOUR CONTROL AT (time, fix or altitude).
4-7-7. WEATHER INFORMATION
EN ROUTE
When an available official weather report indicates
weather conditions are below a 1,000-foot
(USAF:_1,500-foot) ceiling or below the highest
circling minimum, whichever is higher, or less than
three-miles visibility for the airport concerned,
transmit the weather report and changes classified as
special weather observations to an arriving aircraft
prior to or as part of the approach clearance when:
a. It is transmitted directly to the pilot via center
controller-to-pilot communications.
JO 7110.65S 2/14/08
4-7-4 Arrival Procedures
b. It is relayed through a communications station
other than an air carrier company radio or through a
nonapproach control facility. You may do this by
telling the station or nonapproach control facility to
issue current weather.
4-7-8. BELOW MINIMA REPORT BY PILOT
If an arriving aircraft reports weather conditions are
below his/her landing minima:
NOTE-
Determination that existing weather/visibility is adequate
for approach/landing is the responsibility of the
pilot/aircraft operator.
a. Issue appropriate instructions to the aircraft to
hold or proceed to another airport.
b. Adjust, as necessary, the position in the landing
sequence of any other aircraft desiring to make
approaches and issue approach clearances accordingly.
4-7-9. TRANSFER OF JURISDICTION
Transfer radio communications and control responsibility early enough to allow the receiving facility to
clear an aircraft beyond the clearance limit before the
aircraft reaches it.
4-7-10. APPROACH INFORMATION
a. Both en route and terminal approach control
sectors shall provide current approach information to
aircraft destined to airports for which they provide
approach control services. This information shall be
provided on initial contact or as soon as possible
thereafter. Approach information contained in the
ATIS broadcast may be omitted if the pilot states the
appropriate ATIS code. For pilots destined to an
airport without ATIS, items 3-5 below may be
omitted after the pilot advises receipt of the
automated weather; otherwise, issue approach
information by including the following:
1. Approach clearance or type approach to be
expected if two or more approaches are published and
the clearance limit does not indicate which will be
used.
2. Runway if different from that to which the
instrument approach is made.
3. Surface wind.
4. Ceiling and visibility if the reported ceiling at
the airport of intended landing is below 1,000 feet or
below the highest circling minimum, whichever is
greater, or the visibility is less than 3 miles.
5. Altimeter setting for the airport of intended
landing.
REFERENCE-
FAAO JO 7110.65, Chapter 2, Section 7, Altimeter Settings.
b. Upon pilot request, controllers shall inform
pilots of the frequency where automated weather data
may be obtained and, if appropriate, that airport
weather is not available.
PHRASEOLOGY(Airport) AWOS/ASOS WEATHER AVAILABLE ON
(frequency).
1. ASOS/AWOS shall be set to provide one
minute weather at uncontrolled airports that are
without ground-to-air weather broadcast capability
by a CWO, NWS or FSS observer.
2. Controllers will consider the long-line
disseminated weather from an automated weather
system at an uncontrolled airport as trend information
only and shall rely on the pilot for the current weather
information for that airport.
3. Controllers shall issue the last long-line
disseminated weather to the pilot if the pilot is unable
to receive the ASOS/AWOS broadcast.
NOTE-
Aircraft destined to uncontrolled airports, which have
automated weather data with broadcast capability, should
monitor the ASOS/AWOS frequency to ascertain the
current weather at the airport. The pilot should advise the
controller when he/she has received the broadcast weather
and state his/her intentions.
c. Issue any known changes classified as special
weather observations as soon as possible. Special
weather observations need not be issued after they are
included in the ATIS broadcast and the pilot states the
appropriate ATIS code.
d. Advise pilots when the ILS/MLS on the runway
in use is not operational if that ILS/MLS is on the
same frequency as an operational ILS/MLS serving
another runway.
EXAMPLE“Expect visual approach runway two five right,
runway_two five right I-L-S not operational.”
JO 7110.65S 2/14/08
4-7-5
Arrival Procedures
REFERENCE-
FAAO JO 7110.65, Para 2-7-2, Altimeter Setting Issuance Below
Lowest Usable FL.
FAAO JO 7110.65, Para 5-10-2, Approach Information.
14 CFR Section 91.129 Operations in Class D Airspace,
Subpara_(d)(2).
e. TERMINAL: If multiple runway transitions are
depicted on a STAR procedure, advise pilots of the
runway assignment on initial contact or as soon as
possible thereafter.
4-7-11. ARRIVAL INFORMATION BY
APPROACH CONTROL FACILITIES
TERMINAL
a. Forward the following information to nonapproach control towers soon enough to permit
adjustment of the traffic flow or to FSSs soon enough
to provide local airport advisory where applicable:
1. Aircraft identification.
2. Type of aircraft.
3. ETA.
4. Type of instrument approach procedure the
aircraft will execute; or
5. For SVFR, the direction from which the
aircraft will enter Class B, Class C, Class D, or
Class_E surface area and any altitude restrictions that
were issued; or
6. For aircraft executing a contact approach, the
position of the aircraft.
NOTE-
Specific time requirements are usually stated in a letter of
agreement.
b. Forward the following information to the tower
when the tower and TRACON are part of the same
facility:
1. Aircraft identification.
2. Type aircraft if required for separation
purposes.
3. Type of instrument approach procedure
and/or runway if differing from that in use.
NOTE-
The local controller has the responsibility to determine
whether or not conditions are adequate for the use of ATTS
data on the CTRD where a facility directive authorizes its
use for the transfer of arrival data.
REFERENCE-
FAAO JO 7210.3, Para_11-2-4, Use of Modify and Quick Look
Functions.
FAAO JO 7210.3, Para 11-8-4, Use of STARS Quick Look Functions.
c. Where the collocated or satellite tower has
ATTS data displayed on its CTRD, the ATTS modify
or quick look functions may be used to forward
arrival data provided that a facility directive at the
collocated tower or a letter of agreement with the
satellite tower exists which outlines procedures for
using ATTS for transferring this data.
d. Forward the following information to centers:
1. Where two or more instrument approach
procedures are published for the airport, the
particular procedure which an aircraft can expect or
that it will be vectored toward the airport for a visual
approach.
2. Highest altitude being used by the approach
control facility at the holding fix.
3. Average time interval between successive
approaches.
4. Arrival time of aircraft over the holding fix or,
if control has been transferred to you before an
aircraft has reached the fix, a statement or other
indication acknowledging receipt of control
responsibility.
5. Revised EFC if different by 10 minutes or
more from that issued by the center.
6. Missed approaches if they affect center
operations.
7. Information relating to an unreported or
overdue aircraft.
