4-7-12. AIRPORT CONDITIONS
a. EN ROUTE. Before issuing an approach
clearance or en route descent, and subsequently as
changes occur, inform an aircraft of any abnormal
operation of approach and landing aids and of
destination airport conditions that you know of which
might restrict an approach or landing.
b. TERMINAL. On first contact or as soon as
possible thereafter, and subsequently as changes
occur, inform an aircraft of any abnormal operation
of approach and landing aids and of destination
airport conditions that you know of which might
restrict an approach or landing. This information may
be omitted if it is contained in the ATIS broadcast and
the pilot states the appropriate ATIS code.
JO 7110.65S 2/14/08
4-7-6 Arrival Procedures
REFERENCE-
FAAO JO 7110.65, Chapter 3, Section 3, Airport Conditions.
c. TERMINAL. Where RCRs are provided, transmit this information to USAF and ANG aircraft in
accordance with one of the following. Issue the RCR
to other aircraft upon pilot request.
1. Before or when an approach clearance is
issued.
2. Before an en route descent clearance is
issued.
3. Prior to departure.
4. As soon as possible after receipt of any
subsequent changes in previously issued RCR
information.
NOTE1. USAF has established RCR procedures for determining
the average deceleration readings of runways under
conditions of water, slush, ice, or snow. The use of RCR
code is dependent upon the pilot having a “stopping
capability chart” specifically applicable to his/her
aircraft.
2. USAF offices furnish RCR information at airports
serving USAF and ANG aircraft.
REFERENCE-
FAAO JO 7110.65, Para 3-3-1, Landing Area Condition.
4-7-13. SWITCHING ILS/MLS RUNWAYS
TERMINAL
When a change is made from one ILS to another or
from one MLS to another at airports equipped with
multiple systems which are not used simultaneously,
coordinate with the facilities which use the fixes
formed by reference to these NAVAIDs.
JO 7110.65S 2/14/08
4-8-1
Approach Clearance Procedures
Section 8. Approach Clearance Procedures
4-8-1. APPROACH CLEARANCE
a. Clear aircraft for “standard” or “special”
instrument approach procedures only. To require an
aircraft to execute a particular instrument approach
procedure, specify in the approach clearance the
name of the approach as published on the approach
chart. Where more than one procedure is published on
a single chart and a specific procedure is to be flown,
amend the approach clearance to specify execution of
the specific approach to be flown. If only one
instrument approach of a particular type is published,
the approach needs not be identified by the runway
reference. An aircraft conducting an ILS/MLS
approach when the glideslope/glidepath is reported
out of service shall be advised at the time an approach
clearance is issued. Standard Instrument Approach
Procedures shall commence at an Initial Approach
Fix or an Intermediate Approach Fix if there is not an
Initial Approach Fix. Area Navigation (RNAV)
Standard Instrument Approach Procedures may
begin at an Intermediate Approach Fix for aircraft
that have filed an Advanced RNAV equipment suffix
when the conditions of subpara b4 are met. Where
adequate radar coverage exists, radar facilities may
vector aircraft to the final approach course in
accordance with para_5-9-1, Vectors to Final
Approach Course.
PHRASEOLOGY-
CLEARED (type) APPROACH.
(For a straight-in-approach- IFR),
CLEARED STRAIGHT-IN (type) APPROACH.
(To authorize a pilot to execute his/her choice of instrument
approach),
CLEARED APPROACH.
(Where more than one procedure is published on a single
chart and a specific procedure is to be flown),
CLEARED (specific procedure to be flown) APPROACH.
(To authorize a pilot to execute an ILS/MLS approach when
the glideslope/glidepath is out of service),
CLEARED (type) APPROACH, GLIDESLOPE/
GLIDEPATH UNUSABLE.
EXAMPLE“Cleared Approach.”
“Cleared V-O-R Approach.”
“Cleared V-O-R Runway Three Six Approach.”
“Cleared F-M-S Approach.”
“Cleared F-M-S Runway Three Six Approach.”
“Cleared I-L-S Approach.”
“Cleared Localizer Back Course Runway One Three
Approach.”
“Cleared R-NAV Runway Two Two Approach.”
“Cleared GPS Runway Two Approach.”
“Cleared BRANCH ONE R-NAV Arrival and R-NAV
Runway One Three Approach.”
“Cleared I-L-S Runway Three Six Approach, glideslope
unusable.”
“Cleared M-L-S Approach.”
“Cleared M-L-S Runway Three Six Approach.”
“Cleared M-L-S Runway Three Six Approach, glidepath
unusable.”
NOTE1. Clearances authorizing instrument approaches are
issued on the basis that, if visual contact with the ground
is made before the approach is completed, the entire
approach procedure will be followed unless the pilot
receives approval for a contact approach, is cleared for a
visual approach, or cancels their IFR flight plan.
2. Approach clearances are issued based on known traffic.
The receipt of an approach clearance does not relieve the
pilot of his/her responsibility to comply with applicable
Parts of Title 14 of the Code of Federal Regulations and the
notations on instrument approach charts which levy on the
pilot the responsibility to comply with or act on an
instruction; e.g., “Straight-in minima not authorized at
night,” “Procedure not authorized when glideslope/
glidepath not used,” “Use of procedure limited to aircraft
authorized to use airport,” or “Procedure not authorized
at night.”
3. The name of the approach, as published, is used to
identify the approach, even though a component of the
approach aid, other than the localizer on an ILS or the
azimuth on an MLS is inoperative. Where more than one
procedure to the same runway is published on a single
chart, each must adhere to all final approach guidance
contained on that chart, even though each procedure will
be treated as a separate entity when authorized by ATC.
For example, Instrument Approach Procedures published
on a chart as either HI-VOR/DME or TACAN 1 would be
stated as either “HI V-O-R/D-M-E 1 Runway Six Left
Approach” or “HI TACAN 1 Runway Six Left Approach.”
The use of numerical identifiers in the approach name, or
alphabetical identifiers with a letter from the end of the
JO 7110.65S 2/14/08
4-8-2 Approach Clearance Procedures
alphabet; e.g., X, Y, Z, such as “HI TACAN 1 Rwy 6L or
HI_TACAN 2 Rwy 6L,” or “RNAV (GPS) Z Rwy 04 or
RNAV (GPS) Y Rwy 04,” denotes multiple straight-in
approaches to the same runway that use the same approach
aid. Alphabetical suffixes with a letter from the beginning
of the alphabet; e.g., A, B, C, denote a procedure that does
not meet the criteria for straight-in landing minimums
authorization.
4. 14 CFR Section 91.175(j) requires a pilot to receive a
clearance for a procedure turn when vectored to a final
approach fix or position, conducting a timed approach, or
when the procedure specifies “NO PT.”
5. An aircraft which has been cleared to a holding fix and
prior to reaching that fix is issued a clearance for an
approach, but not issued a revised routing; i.e., “proceed
direct to . . ..” may be expected to proceed via the last
assigned route, a feeder route (if one is published on the
approach chart), and then to commence the approach as
published. If, by following the route of flight to the holding
fix, the aircraft would overfly an IAF or the fix associated
with the beginning of a feeder route to be used, the aircraft
is expected to commence the approach using the published
feeder route to the IAF or from the IAF as appropriate;
i.e.,_the aircraft would not be expected to overfly and return
to the IAF or feeder route.
6. Approach name items contained within parenthesis;
e.g., RNAV (GPS) Rwy 04, are not included in approach
clearance phraseology.
REFERENCE-
FAAO 8260.3, United States Standard for Terminal Instrument
Procedures (TERPS).
b. For aircraft operating on unpublished routes,
issue the approach clearance only after the aircraft is:
(See FIG 4-8-1.)
1. Established on a segment of a published route
or instrument approach procedure.
EXAMPLE-
Aircraft 1: The aircraft is established on a segment of a
published route at 5,000 feet. “Cleared V-O-R Runway
Three Four Approach.”
2. Assigned an altitude to maintain until the
aircraft is established on a segment of a published
route or instrument approach procedure.
FIG 4-8-1
Approach Clearance Example
EXAMPLE-
Aircraft 2: The aircraft is inbound to the VOR on an
unpublished direct route at 7,000 feet. The minimum IFR
altitude for IFR operations (14 CFR Section 91.177) along
this flight path to the VOR is 5,000 feet. “Cross the Redding
V-O-R at or above five thousand, cleared V-O-R Runway
Three Four Approach.”
NOTE1. The altitude assigned must assure IFR obstruction
clearance from the point at which the approach clearance
is issued until established on a segment of a published route
or instrument approach procedure.
2. If the altitude assignment is VFR-on-top, it is
conceivable that the pilot may elect to remain high until
arrival over the final approach fix which may require the
pilot to circle to descend so as to cross the final approach
fix at an altitude that would permit landing.
3. Established on a heading or course that will
intercept the initial segment at the initial approach fix,
or intermediate segment at the intermediate fix when
no initial approach fix is published, for a GPS or
RNAV instrument approach procedure at an angle not
greater than 90 degrees. Angles greater than
90_degrees may be used when a hold in lieu of
procedure turn pattern is depicted at the fix for the
instrument approach procedure. (See FIG 4-8-2.)
JO 7110.65S 2/14/08
4-8-3
Approach Clearance Procedures
FIG 4-8-2
Approach Clearance Example
For RNAV Aircraft
EXAMPLE-
Aircraft 1 can be cleared direct to CENTR. The intercept
angle at that IAF is 90 degrees or less. The minimum
altitude for IFR operations (14 CFR Section 91.177) along
the flight path to the IAF is 3,000 feet. If a hold in lieu of
pattern is depicted and a straight-in area is not defined
(e.g.,“ No PT” indicated at the fix), the aircraft must be
instructed to conduct a straight-in approach if ATC does
not want the pilot to execute a procedure turn.“Cleared
direct CENTR, maintain at or above three thousand until
CENTR, cleared straight-in R-NAV Runway One Eight
approach.”
Aircraft 2 cannot be cleared direct to CENTR unless the
aircraft is allowed to execute a procedure turn. Aircraft 2
can be cleared direct to LEFTT. The intercept angle at that
IAF is 90 degrees or less. The minimum altitude for IFR
operations (14 CFR Section 91.177) along the flight path
to the IAF is 3,000 feet.“Cleared direct LEFTT, maintain
at or above three thousand until LEFTT, cleared R-NAV
Runway One Eight approach.” The pilot does not have to
be cleared for a straight-in approach since no hold in lieu
of pattern is depicted at LEFTT.
4. Established on a heading or course that will
intercept the intermediate segment at the intermediate
fix, when an initial approach fix is published,
provided the following conditions are met:
(a) The instrument approach procedure is a
GPS or RNAV approach.
(b) Radar monitoring is provided to the
Intermediate Fix.
(c) The aircraft has filed an Advanced RNAV
equipment suffix.
(d) The pilot is advised to expect clearance
direct to the Intermediate Fix at least 5 miles from the
fix.
(e) The aircraft is assigned an altitude to
maintain until the Intermediate Fix.
(f) The aircraft is on a course that will
intercept the intermediate segment at an angle not
greater than 90 degrees and is at an altitude that will
permit normal descent from the Intermediate Fix to
the Final Approach Fix.
NOTE-
Controllers should expect aircraft to descend at
approximately 300 feet per NM when applying guidance in
subpara 4(f) above.
c. Except when applying radar procedures, timed
or visual approaches, clear an aircraft for an approach
to an airport when the preceding aircraft has landed
or canceled IFR flight plan.
d. Where instrument approaches require radar
monitoring and radar services are not available, do
not use the phraseology “cleared approach,” which
allows the pilot his/her choice of instrument
approaches.
e. Where a Terminal Arrival Area (TAA) has been
established to support RNAV approaches use the
procedures under subpara b1 and b2 above.
(See_FIG 4-8-3.)
EXAMPLE-
Aircraft 1: The aircraft has crossed the TAA boundary and
is established on a segment of the approach. “Cleared
R-NAV Runway One Eight Approach.”
Aircraft 2: The aircraft is inbound to the CHARR (right
corner) IAF on an unpublished direct route at 7,000 feet.
The minimum IFR altitude for IFR operations (14 CFR
Section 91.177) along this flight path to the IAF is
5,000_feet. “Cleared to CHARR, Maintain at or above
five_thousand until entering the TAA, Cleared R-NAV
Runway One Eight Approach.”
JO 7110.65S 2/14/08
4-8-4 Approach Clearance Procedures
FIG 4-8-3
Basic “T” and TAA Design
JO 7110.65S 2/14/08
4-8-5
Approach Clearance Procedures
f. For GPS UNRELIABLE NOTAMs, inform
pilots requesting a GPS or RNAV approach that GPS
is unreliable and clear the aircraft for the approach.
This advisory may be omitted if contained in the
Automated Terminal Information System (ATIS)
broadcast.
g. For pilot reported GPS anomalies, advise
subsequent aircraft requesting a GPS or RNAV
approach that GPS is unreliable and clear the aircraft
for the approach. This advisory may be discontinued
after 15 minutes if no subsequent reports are received.
REFERENCE-
FAAO JO 7110.65, Para 2-1-10, NAVAID Malfunctions.
FAAO JO 7110.65, Para 4-7-12, Airport Conditions.
PHRASEOLOGY-
CLEARED (approach), GPS UNRELIABLE.
h. For Wide Area Augmentation System (WAAS)
UNAVAILABLE NOTAMs, advise aircraft requesting a GPS or RNAV approach that WAAS is
unavailable and clear the aircraft for the approach.
This advisory may be omitted if contained in the ATIS
broadcast.
PHRASEOLOGY-
CLEARED (approach), WAAS UNAVAILABLE.
NOTE1. WAAS UNAVAILABLE NOTAMs indicate a failure of a
WAAS system component. GPS/WAAS equipment reverts to
GPS-only operation and satisfies the requirements for
basic GPS equipment.
2. WAAS UNRELIABLE NOTAMs indicate predictive
coverage, are published for pilot preflight planning, and do
not require any controller action.
4-8-2. CLEARANCE LIMIT
Issue approach or other clearances, as required,
specifying the destination airport as the clearance
limit if airport traffic control service is not provided
even though this is a repetition of the initial clearance.
4-8-3. RELAYED APPROACH CLEARANCE
TERMINAL
Include the weather report, when it is required and
available, when an approach clearance is relayed
through a communication station other than an air
carrier company radio. You may do this by telling the
station to issue current weather.
4-8-4. ALTITUDE ASSIGNMENT FOR
MILITARY HIGH ALTITUDE INSTRUMENT
APPROACHES
Altitudes above those shown on the high altitude
instrument approach procedures chart may be
specified when required for separation.
NOTE-
To preclude the possibility of aircraft exceeding
rate-of-descent or airspeed limitations, the maximum
altitudes which may be assigned for any portion of the high
altitude instrument approach procedure will be determined
through coordination between the ATC facility concerned
and the military authority which originated the high
altitude instrument approach procedure.
REFERENCE-
FAAO JO 7110.65, Para 4-7-5, Military Turbojet En Route Descent.
4-8-5. SPECIFYING ALTITUDE
Specify in the approach clearance the altitude shown
in the approach procedures when adherence to that
altitude is required for separation. When vertical
separation will be provided from other aircraft by
pilot adherence to the prescribed maximum,
minimum, or mandatory altitudes, the controller may
omit specifying the altitude in the approach
clearance.
NOTE-
Use FAA or NIMA instrument approach procedures charts
appropriate for the aircraft executing the approach.
4-8-6. CIRCLING APPROACH
a. Circling approach instructions may only be
given for aircraft landing at airports with operational
control towers.
b. Include in the approach clearance instructions
to circle to the runway in use if landing will be made
on a runway other than that aligned with the direction
of instrument approach. When the direction of the
circling maneuver in relation to the airport/runway is
required, state the direction (eight cardinal compass
points) and specify a left or right base/downwind leg
as appropriate.
PHRASEOLOGY-
CIRCLE TO RUNWAY (number),
or
CIRCLE (direction using eight cardinal compass points)
OF THE AIRPORT/RUNWAY FOR A LEFT/RIGHT
BASE/DOWNWIND TO RUNWAY (number).
JO 7110.65S 2/14/08
4-8-6 Approach Clearance Procedures
NOTE-
Where standard instrument approach procedures (SIAPs)
authorize circling approaches, they provide a basic
minimum of 300 feet of obstacle clearance at the MDA
within the circling area considered. The dimensions of
these areas, expressed in distances from the runways, vary
for the different approach categories of aircraft. In some
cases a SIAP may otherwise restrict circling approach
maneuvers.
c. Do not issue clearances, such as “extend
downwind leg,” which might cause an aircraft to
exceed the circling approach area distance from the
runways within which required circling approach
obstacle clearance is assured.
4-8-7. SIDE-STEP MANEUVER
TERMINAL
Side-step Maneuver. When authorized by an instrument approach procedure, you may clear an aircraft
for an approach to one runway and inform the aircraft
that landing will be made on a parallel runway.
EXAMPLE“Cleared I-L-S Runway seven left approach. Side-step to
runway seven right.”
NOTE-
Side-step maneuvers require higher weather minima/
MDA. These higher minima/MDA are published on the
instrument approach charts.
REFERENCE-
FAAO JO 7110.65, Para 3-3-2, Closed/Unsafe Runway Information.
P/CG Term- Side-step Maneuver.
4-8-8. COMMUNICATIONS RELEASE
If an IFR aircraft intends to land at an airport not
served by a tower or FSS, approve a change to the
advisory service frequency when you no longer
require direct communications.
PHRASEOLOGY-
CHANGE TO ADVISORY FREQUENCY APPROVED.
NOTE-
An expeditious frequency change permits the aircraft to
receive timely local airport traffic information in
accordance with AC 90-42, Traffic Advisory Practices at
Airports Without Operating Control Towers.
4-8-9. MISSED APPROACH
Except in the case of a VFR aircraft practicing an
instrument approach, an approach clearance automatically authorizes the aircraft to execute the missed
approach procedure depicted for the instrument
approach being flown. An alternate missed approach
procedure as published on the appropriate FAA
Form_8260 or appropriate military form may be
assigned when necessary. Once an aircraft commences a missed approach, it may be radar vectored.
NOTE1. Alternate missed approach procedures are published on
the appropriate FAA Form 8260 or appropriate military
form and require a detailed clearance when they are issued
to the pilot.
2. In the event of a missed approach involving a turn,
unless otherwise cleared, the pilot will proceed to the
missed approach point before starting that turn.
REFERENCE-
FAAO JO 7110.65, Para 4-8-11, Practice Approaches.
FAAO JO 7110.65, Para 5-6-3, Vectors Below Minimum Altitude.
FAAO JO 7110.65, Para 5-8-3, Successive or Simultaneous
Departures.
FAAO 8260.19, Flight Procedures and Airspace, Paras 404 and 815.
FAAO 8260.3, United States Standard for Terminal Instrument
Procedures (TERPS), Paras 275, 278, 943, 957, and 997.
4-8-10. APPROACH INFORMATION
Specify the following in the approach clearance when
the pilot says he/she is unfamiliar with the procedure:
a. Initial approach altitude.
b. Direction and distance from the holding fix
within which procedure turn is to be completed.
c. Altitude at which the procedure turn is to be
made.
d. Final approach course and altitude.
e. Missed approach procedures if considered
necessary.
PHRASEOLOGY-
INITIAL APPROACH AT (altitude), PROCEDURE TURN
AT (altitude), (number) MINUTES/MILES (direction),
FINAL APPROACH ON (name of NAVAID) (specified)
COURSE/RADIAL/AZIMUTH AT (altitude).
4-8-11. PRACTICE APPROACHES
Except for military aircraft operating at military
airfields, ensure that neither VFR nor IFR practice
approaches disrupt the flow of other arriving and
departing IFR or VFR aircraft. Authorize, withdraw
JO 7110.65S 2/14/08
4-8-7
Approach Clearance Procedures
authorization, or refuse to authorize practice
approaches as traffic conditions require. Normally,
approaches in progress should not be terminated.
NOTE-
The priority afforded other aircraft over practice
instrument approaches is not intended to be so rigidly
applied that it causes grossly inefficient application of
services.
a. Separation.
1. IFR aircraft practicing instrument approaches shall be afforded standard separation in
accordance with Chapter 3, Chapter 4, Chapter 5,
Chapter 6, and Chapter 7 minima until:
(a) The aircraft lands, and the flight is
terminated, or
(b) The pilot cancels the flight plan.
2. Where procedures require application of IFR
separation to VFR aircraft practicing instrument
approaches, standard IFR separation in accordance
with Chapter 3, Chapter 4, Chapter 5, Chapter 6, and
Chapter 7 shall be provided. Controller responsibility
for separation begins at the point where the approach
clearance becomes effective. Except for heavy
aircraft/B757, 500 feet vertical separation may be
applied between VFR aircraft and between a VFR
and an IFR aircraft.
REFERENCE-
FAAO JO 7210.3, Para 6-4-4, Practice Instrument Approaches.
FAAO JO 7210.3, Para 10-4-5, Practice Instrument Approaches.
3. Where separation services are not provided to
VFR aircraft practicing instrument approaches, the
controller shall;
(a) Instruct the pilot to maintain VFR.
(b) Advise the pilot that separation services
are not provided.
PHRASEOLOGY“(Aircraft identification) MAINTAIN VFR, PRACTICE
APPROACH APPROVED, NO SEPARATION SERVICES
PROVIDED.”
(c) Provide traffic information or advise the
pilot to contact the appropriate facility.
4. If an altitude is assigned, including at or
above/below altitudes, the altitude specified must
meet MVA, minimum safe altitude, or minimum IFR
altitude criteria.
REFERENCE-
FAAO JO 7110.65, Para 7-7-5, Altitude Assignments.
5. All VFR aircraft shall be instructed to
maintain VFR on initial contact or as soon as possible
thereafter.
NOTE-
This advisory is intended to remind the pilot that even
though ATC is providing IFR-type instructions, the pilot is
responsible for compliance with the applicable parts of the
CFR governing VFR flight.
b. Missed Approaches.
1. Unless alternate instructions have been
issued, IFR aircraft are automatically authorized to
execute the missed approach depicted for the
instrument approach being flown.
REFERENCE-
FAAO JO 7110.65, Para 4-8-9, Missed Approach.
2. VFR aircraft are not automatically authorized
to execute the missed approach procedure. This
authorization must be specifically requested by the
pilot and approved by the controller. When a missed
approach has been approved, separation shall be
provided throughout the missed approach.
REFERENCE-
FAAO JO 7110.65, Para 7-2-1, Visual Separation.
4-8-12. LOW APPROACH AND TOUCH-
AND-GO
Consider an aircraft cleared for a touch-and-go, low
approach, or practice approach as an arriving aircraft
until that aircraft touches down or crosses the landing
threshold; thereafter, consider the aircraft as a
departing aircraft. Before the aircraft begins its final
descent, issue the appropriate departure instructions
the pilot is to follow upon completion of the approach
(in accordance with para 4-3-2, Departure Clearances). Climb-out instructions must include a
specific heading or a route of flight and altitude,
except when the aircraft will maintain VFR and
contact the tower.
EXAMPLE“After completing low approach, climb and maintain six
thousand. Turn right, heading three six zero.”
“Maintain VFR, contact tower.”
(Issue other instructions as appropriate.)
NOTE-
Climb-out instructions may be omitted after the first
approach if instructions remain the same.
JO 7110.65S 2/14/08
4-8-8
JO 7110.65S 2/14/08
5-1-1
General
Chapter 5. Radar
Section 1. General
5-1-1. PRESENTATION AND EQUIPMENT
PERFORMANCE
Provide radar service only if you are personally
satisfied that the radar presentation and equipment
performance is adequate for the service being
provided.
NOTE-
The provision of radar service is not limited to the distance
and altitude parameters obtained during the commissioning flight check.
5-1-2. ALIGNMENT ACCURACY CHECK
During relief briefing, or as soon as possible after
assuming responsibility for a control position, check
the operating equipment for alignment accuracy and
display acceptability. Recheck periodically throughout the watch.
REFERENCE-
FAAO JO 7210.3, Chapter 3, Chapter 8, Chapter 9, Chapter 10, and
Chapter_11.
Comparable Military Directives.
TERMINAL
a. Check the alignment of the radar video display
by assuring that the video/digital map or overlay is
properly aligned with a permanent target of known
range and azimuth on the radar display. Where
possible, check one permanent target per quadrant.
b. Accuracy of the radar video display shall be
verified for digitized radar systems by using the
moving target indicator (MTI) reflectors, fixed
location beacon transponders (Parrots), beacon
real-time quality control (RTQC) symbols or
calibration performance monitor equipment (CPME)
beacon targets.
REFERENCE-
FAAO JO 7210.3, Para 3-8-1, Tolerance for Radar Fix Accuracy.
c. In Digital Terminal Automation Systems
(DTAS) conducts continuous self-monitoring of
alignment accuracy; therefore, controller alignment
checks are not required.
EN ROUTE
d. Radar Data Processing (RDP) alignment
checking is accomplished by the operational program
as part of the certification procedures for system
startup and then on a real-time basis during
operational hours.
e. Ensure the situation display center and altitude
limits for the system are appropriate for the operating
position.
REFERENCE-
FAAO JO 7110.65, Para 5-14-5, Selected Altitude Limits.
5-1-3. RADAR USE
Use radar information derived from primary and
secondary radar systems.
REFERENCE-
FAAO JO 7110.65, Para 5-1-4, Beacon Range Accuracy.
FAAO JO 7110.65, Para 5-2-15, Inoperative or Malfunctioning
Interrogator.
a. Secondary radar may be used as the sole display
source as follows:
1. In Class A airspace.
REFERENCE-
FAAO JO 7110.65, Para 5-2-16, Failed Transponder in Class A
Airspace.
14 CFR Section 91.135, Operations in Class A Airspace.
2. Outside Class A airspace, or where mix of
Class_A airspace/non-Class A airspace exists, only
when:
(a) Additional coverage is provided by
secondary radar beyond that of the primary radar, or
(b) The primary radar is temporarily unusable
or out of service. Advise pilots when these conditions
exist, or
PHRASEOLOGY-
PRIMARY RADAR UNAVAILABLE (describe location).
RADAR SERVICES AVAILABLE ON TRANSPONDER
EQUIPPED AIRCRAFT ONLY.
NOTE1. Advisory may be omitted when provided on ATIS and
pilot indicates having ATIS information.
2. This provision is to authorize secondary radar only
operations where there is no primary radar available and
the condition is temporary.
JO 7110.65S 2/14/08
5-1-2 General
(c) A secondary radar system is the only
source of radar data for the area of service. When the
system is used for separation, beacon range accuracy
is assured, as provided in para 5-1-4, Beacon Range
Accuracy. TERMINAL. Advise pilots when these
conditions exist.
NOTE-
Advisory may be omitted when provided on ATIS or by
other appropriate notice to pilots.
b. TERMINAL. Do not use secondary radar only
to conduct surveillance (ASR) final approaches
unless an emergency exists and the pilot concurs.
5-1-4. BEACON RANGE ACCURACY
a. You may use beacon targets for separation
purposes if beacon range accuracy is verified by one
of the following methods:
NOTE1. The check for verification of beacon range accuracy
accomplished by correlation of beacon and primary radar
targets of the same aircraft is not a check of display
accuracy. Therefore, it is not necessary that it be done using
the same display with which separation is being provided,
nor the same targets being separated.
2. Narrowband and Full Digital Automation Systems:
Technical operations personnel verify beacon range
accuracy for automated narrowband display equipment
and Full Digital Terminal Automation Systems. Consequently, further verification by the controller is
unnecessary.
1. Correlate beacon and primary targets of the
same aircraft (not necessarily the one being provided
separation) to assure that they coincide.
2. When beacon and primary targets of the same
aircraft do not coincide, correlate them to assure that
any beacon displacement agrees with the specified
distance and direction for that particular radar
system.
3. Refer to beacon range monitoring equipment
where so installed.
b. If beacon range accuracy cannot be verified,
you may use beacon targets only for traffic
information.
REFERENCE-
FAAO JO 7110.65, Para 5-1-3, Radar Use.
5-1-5. ELECTRONIC ATTACK (EA)
ACTIVITY
a. Refer all EA activity requests to the appropriate
center supervisor.
REFERENCE-
FAAO JO 7610.4, Chapter 2, Section 7, Electronic Attack (EA) and
Testing Coordination.
NOTE-
EA activity can subsequently result in a request to apply
EA_videos to the radar system which may necessitate the
decertification of the narrowband search radar. The
Systems Engineer should be consulted concerning the
effect of EA on the operational use of the narrowband radar
prior to approving/disapproving requests to conduct
EA_activity.
b. When EA activity interferes with the operational use of radar:
1. EN ROUTE. Request the responsible military unit or aircraft, if initial request was received
directly from pilot, to suspend the activity.
2. TERMINAL. Request suspension of the
activity through the ARTCC. If immediate cessation
of the activity is required, broadcast the request
directly to the EA aircraft on the emergency
frequency. Notify the ARTCC of direct broadcast as
soon as possible.
c. When previously suspended activity will no
longer interfere:
1. EN ROUTE. Inform the NORAD unit or
aircraft that it may be resumed.
2. TERMINAL. Inform the ARTCC or aircraft
that it may be resumed. Obtain approval from the
ARTCC prior to broadcasting a resume clearance
directly to the aircraft.
d. In each stop request, include your facility name,
type of EA activity (chaff dispensing“stream”/“burst” or electronic jamming- “buzzer”),
radar band affected and, when feasible, expected
duration of suspension.
PHRASEOLOGY-
BIG PHOTO (identification, if known) (name)
CENTER/TOWER/APPROACH CONTROL.
To stop EA activity:
STOP STREAM/BURST IN AREA (area name) (degree and
distance from facility),
or
JO 7110.65S 2/14/08
5-1-3
General
STOP BUZZER ON (frequency band or channel).
To resume EA activity:
RESUME STREAM/BURST,
or
RESUME BUZZER ON (frequency band or channel).
5-1-6. SERVICE LIMITATIONS
a. When radar mapping is not available, limit
radar services to:
1. Separating identified aircraft targets.
2. Vectoring aircraft to intercept a PAR final
approach course.
3. Providing radar service in areas that ensure no
confliction with traffic on airways, other ATC areas
of jurisdiction, restricted or prohibited areas, terrain,
etc.
b. EN ROUTE. When the position symbol
associated with the full data block falls more than one
history behind the actual aircraft target or there is no
target symbol displayed, the Mode C information in
the full data block shall not be used for the purpose of
determining separation.
c. Report radar malfunctions immediately for
corrective action and for dispatch of a Notice to
Airmen. Advise adjacent ATC facilities when
appropriate.
REFERENCE-
FAAO JO 7110.65, Para 2-1-9, Reporting Essential Flight
Information.
FAAO JO 7210.3, Chapter 3, Chapter 7, Chapter 10 Section 5, and
Chapter_11 Section 2.
5-1-7. ELECTRONIC CURSOR
TERMINAL
a. An electronic cursor may be used to aid in
identifying and vectoring an aircraft and to give finer
delineation to a video map. Do not use it as a
substitute for a video map or map overlay; e.g., to
form intersections, airway boundaries, final approach
courses, etc.
b. Fixed electronic cursors may be used to form
the final approach course for surveillance approaches
conducted by military operated mobile radar
facilities.
5-1-8. MERGING TARGET PROCEDURES
a. Except while they are established in a holding
pattern, apply merging target procedures to all radar
identified:
1. Aircraft at 10,000 feet and above.
2. Turbojet aircraft regardless of altitude.
REFERENCE-
P/CG Term- Turbojet Aircraft.
3. Presidential aircraft regardless of altitude.
b. Issue traffic information to those aircraft listed
in subpara a whose targets appear likely to merge
unless the aircraft are separated by more than the
appropriate vertical separation minima.
EXAMPLE“Traffic twelve o'clock, seven miles, eastbound, MD-80, at
one seven thousand.”
“United Sixteen and American Twenty-five, traffic
twelve_o'clock, one zero miles, opposite direction,
eastbound seven twenty seven at flight level three three
zero, westbound MD-Eighty at flight level three one zero.”
c. When both aircraft in subpara b are in RVSM
airspace, and vertically separated by 1,000 feet, if
either pilot reports they are unable to maintain RVSM
due to turbulence or mountain wave, vector either
aircraft to avoid merging with the target of the other
aircraft.
EXAMPLE“Delta One Twenty Three, fly heading two niner zero,
vector for traffic. Traffic twelve o'clock, one zero miles,
opposite direction, MD-80 eastbound at flight level three
two zero.”
d. If the pilot requests, vector his/her aircraft to
avoid merging with the target of previously issued
traffic.
NOTE-
Aircraft closure rates are so rapid that when applying
merging target procedures, controller issuance of traffic
must be commenced in ample time for the pilot to decide if
a vector is necessary.
JO 7110.65S 2/14/08
5-1-4 General
e. If unable to provide vector service, inform the
pilot.
NOTE-
The phraseology “Unable RVSM due turbulence (or
mountain wave)” is only intended for severe turbulence or
other weather encounters with altitude deviations of
approximately 200 feet or more.
5-1-9. HOLDING PATTERN
SURVEILLANCE
Provide radar surveillance of outer fix holding pattern
airspace areas, or any portions thereof, shown on your
radar scope (displayed on the video map or scribed on
the map overlay) whenever aircraft are holding there.
Attempt to detect any aircraft that stray outside the
area. If you detect an aircraft straying outside the area,
assist it to return to the assigned airspace.
5-1-10. DEVIATION ADVISORIES
Inform an aircraft when it is observed in a position
and on a track which will obviously cause the aircraft
to deviate from its protected airspace area. If
necessary, assist the aircraft to return to the assigned
protected airspace.
REFERENCE-
FAAO JO 7110.65, Para 4-2-5, Route or Altitude Amendments.
FAAO JO 7110.65, Para 7-9-3, Methods.
5-1-11. RADAR FIX POSTING
EN ROUTE
A controller is required to manually record at least
once the observed or reported time over a fix for each
controlled aircraft in their sector of responsibility
only when the flight progress recording components
of the EAS FDP are not operational.
REFERENCE-
FAAO JO 7210.3, Para 6-1-6, Flight Progress Strip Usage.
FAAO JO 7210.3, Para 10-1-8, Flight Progress Strip Usage.
5-1-12. POSITION REPORTING
If necessary, you may request an aircraft to provide an
estimate or report over a specific fix. After an aircraft
receives the statement “radar contact” from ATC, it
discontinues reporting over compulsory reporting
points. It resumes normal position reporting when
ATC informs it “radar contact lost” or “radar service
terminated.”
REFERENCE-
P/CG Term- Radar Contact.
a. When required, inform an aircraft of its position
with respect to a fix or airway.
PHRASEOLOGY-
OVER/PASSING (fix).
(Number of miles) MILES FROM (fix).
(Number of miles) MILES (direction) OF (fix, airway, or
location).
CROSSING/JOINING/DEPARTING (airway or route).
INTERCEPTING/CROSSING (name of NAVAID)
(specified) RADIAL.
5-1-13. RADAR SERVICE TERMINATION
a. Inform aircraft when radar service is
terminated.
PHRASEOLOGY-
RADAR SERVICE TERMINATED (nonradar routing if
required).
b. Radar service is automatically terminated and
the aircraft needs not be advised of termination when:
NOTE1. Termination of radar monitoring when conducting
simultaneous ILS/MLS approaches is prescribed in
para_5-9-7, Simultaneous Independent ILS/MLS
Approaches- Dual & Triple.
2. Termination of radar monitoring where PAR equipment
is used to monitor approaches is prescribed in
para_5-13-3, Monitor Information.
1. An aircraft cancels its IFR flight plan, except
within Class B airspace, Class C airspace, TRSA, or
where basic radar service is provided.
2. An aircraft conducting an instrument, visual,
or contact approach has landed or has been instructed
to change to advisory frequency.
3. At tower-controlled airports where radar
coverage does not exist to within 1
/2 mile of the end
of the runway, arriving aircraft shall be informed
when radar service is terminated.
REFERENCE-
FAAO JO 7210.3, Para 10-5-6, Radar Tolerances.
JO 7110.65S 2/14/08
5-1-5
General
4. TERMINAL. An arriving VFR aircraft receiving radar service to a tower-controlled airport
within Class B airspace, Class C airspace, TRSA, or
where basic radar service is provided has landed, or
to all other airports, is instructed to change to tower
or advisory frequency.
5. TERMINAL. An aircraft completes a radar
approach.
REFERENCE-
FAAO JO 7110.65, Para_7-6-12, Service Provided When Tower is
Inoperative.
JO 7110.65S 2/14/08
5-1-6
JO 7110.65S 2/14/08
5-2-1
Beacon Systems
Section 2. Beacon Systems
5-2-1. ASSIGNMENT CRITERIA
a. General.
1. Mode 3/A is designated as the common
military/civil mode for air traffic control use.
2. Make radar beacon code assignments to only
Mode 3/A transponder-equipped aircraft.
b. Unless otherwise specified in a directive or a
letter of agreement, make code assignments to
departing, en route, and arrival aircraft in accordance
with the procedures specified in this section for the
radar beacon code environment in which you are
providing ATC service. Give first preference to the
use of discrete beacon codes.
PHRASEOLOGY-
SQUAWK THREE/ALFA (code),
or
SQUAWK (code).
NOTE-
A code environment is determined by an operating
position's/sector's equipment capability to decode radar
beacon targets using either the first and second or all
four_digits of a beacon code.
REFERENCE-
FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.
5-2-2. DISCRETE ENVIRONMENT
a. Issue discrete beacon codes assigned by the
computer. Computer-assigned codes may be modified as required.
1. TERMINAL. Aircraft that will remain within
the terminal facility's delegated airspace shall be
assigned a code from the code subset allocated to the
terminal facility.
2. TERMINAL. Unless otherwise specified in a
facility directive or a letter of agreement, aircraft that
will enter an adjacent ATTS facility's delegated
airspace shall be assigned a beacon code assigned by
the ARTCC computer.
NOTE1. This will provide the adjacent facility advance
information on the aircraft and will cause auto-acquisition
of the aircraft prior to handoff.
2. When an IFR aircraft, or a VFR aircraft that has been
assigned a beacon code by the host computer and whose
flight plan will terminate in another facility's area, cancels
ATC service or does not activate the flight plan, send a
remove strips (RS) message on that aircraft via host
keyboard, the FDIO keyboard, or call via service F.
b. Make handoffs to other positions/sectors on the
computer-assigned code.
c. Coastal facilities accepting “over” traffic that
will subsequently be handed-off to an oceanic
ARTCC shall reassign a new discrete beacon code to
an aircraft when it first enters the receiving facility's
airspace. The code reassignment shall be accomplished by inputting an appropriate message into the
computer and issued to the pilot while operating in the
first sector/position in the receiving facility's
airspace.
NOTE-
Per an agreement between FAA and the Department of
Defense, 17 Code subsets in the NBCAP have been
reserved for exclusive military use outside NBCAP
airspace. To maximize the use of these subsets, they have
been allocated to ARTCC's underlying NBCAP airspace
that do not abut an oceanic ARTCC's area. To preclude a
potential situation where two aircraft might be in the same
airspace at the same time on the same discrete code, it is
necessary to reassign an aircraft another code as specified
in subpara_c.
REFERENCE-
FAAO JO 7110.65, Para 5-2-4, Mixed Environment.
FAAO JO 7110.65, Para 5-2-9, VFR Code Assignments.
FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.
5-2-3. NONDISCRETE ENVIRONMENT
a. Assign appropriate nondiscrete beacon codes
from the function codes specified in para 5-2-6,
Function Code Assignments.
b. Unless otherwise coordinated at the time of
handoff, make handoffs to other positions/sectors on
an appropriate nondiscrete function code.
REFERENCE-
FAAO JO 7110.65, Para 5-2-4, Mixed Environment.
FAAO JO 7110.65, Para 5-2-9, VFR Code Assignments.
FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.
JO 7110.65S 2/14/08
5-2-2 Beacon Systems
5-2-4. MIXED ENVIRONMENT
a. When discrete beacon code capability does not
exist in your area of responsibility, comply with the
procedures specified in para 5-2-3, Nondiscrete
Environment.
NOTE-
In a mixed code environment, a situation may exist where
a discrete-equipped position/sector exchanges control of
aircraft with nondiscrete-equipped facilities or vice versa.
b. When discrete beacon code capability exists in
your area of responsibility:
1. Comply with the procedures specified in
para_5-2-2, Discrete Environment, and
2. Unless otherwise coordinated at the time of
handoff, assign aircraft that will enter the area of
responsibility of a nondiscrete-equipped position/
sector an appropriate nondiscrete function code from
the codes specified in para 5-2-6, Function Code
Assignments, prior to initiating a handoff.
REFERENCE-
FAAO JO 7110.65, Para 4-2-8, IFR-VFR and VFR-IFR Flights.
FAAO JO 7110.65, Para 5-2-9, VFR Code Assignments.
FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.
5-2-5. RADAR BEACON CODE CHANGES
Unless otherwise specified in a directive or a letter of
agreement or coordinated at the time of handoff, do
not request an aircraft to change from the code it was
squawking in the transferring facility's area until the
aircraft is within your area of responsibility.
REFERENCE-
FAAO JO 7110.65, Para 4-2-8, IFR-VFR and VFR-IFR Flights.
FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.
5-2-6. FUNCTION CODE ASSIGNMENTS
Unless otherwise specified by a directive or a letter of
agreement, make nondiscrete code assignments from
the following categories:
a. Assign codes to departing IFR aircraft as
follows:
1. Code 2000 to an aircraft which will climb to
FL_240 or above or to an aircraft which will climb to
FL_180 or above where the base of Class A airspace
and the base of the operating sector are at FL 180, and
for inter-facility handoff the receiving sector is also
stratified at FL_180. The en route code shall not be
assigned until the aircraft is established in the high
altitude sector.
2. Code 1100 to an aircraft which will remain
below FL 240 or below FL 180 as above.
3. For handoffs from terminal facilities when so
specified in a letter of agreement as follows:
(a) Within NBCAP airspace- Code 0100 to
Code 0400 inclusive or any other code authorized by
the appropriate service area office.
(b) Outside NBCAP airspace- Code 1000 or
one of the codes from 0100 to 0700 inclusive or any
other code authorized by the appropriate service area
office.
b. Assign codes to en route IFR aircraft as follows:
NOTE1. FL 180 may be used in lieu of FL 240 where the base of
Class A airspace and the base of the operating sector are
at FL 180, and for inter-facility handoff the receiving
sector is also stratified at FL 180.
2. The provisions of subparas b2(b) and (c) may be
modified by facility directive or letter of agreement when
operational complexities or simplified sectorization
indicate. Letters of agreement are mandatory when the
operating sectors of two facilities are not stratified at
identical levels. The general concept of utilizing
Codes_2100 through 2500 within Class A airspace should
be adhered to.
1. Aircraft operating below FL 240 or when
control is transferred to a controller whose area
includes the stratum involved.
(a) Code 1000 may be assigned to aircraft
changing altitudes.
(b) Code 1100 to an aircraft operating at an
assigned altitude below FL 240. Should an additional
code be operationally desirable, Code 1300 shall be
assigned.
2. Aircraft operating at or above FL 240 or when
control is transferred to a controller whose area
includes the stratum involved.
(a) Code 2300 may be assigned to aircraft
changing altitudes.
(b) Code 2100 to an aircraft operating at an
assigned altitude from FL 240 to FL 330 inclusive.
Should an additional code be operationally desirable,
Code 2200 shall be assigned.
(c) Code 2400 to an aircraft operating at an
assigned altitude from FL 350 to FL 600 inclusive.
Should an additional code be operationally desirable,
Code 2500 shall be assigned.
JO 7110.65S 2/14/08
5-2-3
Beacon Systems
3. Code 4000 when aircraft are operating on a
flight plan specifying frequent or rapid changes in
assigned altitude in more than one stratum or other
conditions of flight not compatible with a stratified
code assignment.
NOTE1. Categories of flight that can be assigned Code 4000
include certain flight test aircraft, MTR missions, aerial
refueling operation requiring descent involving more than
one stratum, ALTRVs where continuous monitoring of ATC
communications facilities is not required and frequent
altitude changes are approved, and other aircraft
operating on flight plans requiring special handling by
ATC.
2. Military aircraft operating VFR or IFR in restricted/
warning areas or VFR on VR routes will adjust their
transponders to reply on Code 4000 unless another code
has been assigned by ATC or coordinated, if possible, with
ATC.
c. Assign the following codes to arriving IFR
aircraft, except military turbojet aircraft as specified
in para_4-7-4, Radio Frequency and Radar Beacon
Changes for Military Aircraft:
NOTE-
FL 180 may be used in lieu of FL 240 where the base of
Class_A airspace and the base of the operating sector are
at FL_180, and for inter-facility handoff the receiving
sector is also stratified at FL 180.
1. Code 2300 may be assigned for descents
while above FL 240.
2. Code 1500 may be assigned for descents into
and while within the strata below FL 240, or with
prior coordination the specific code utilized by the
destination controller, or the code currently assigned
when descent clearance is issued.
3. The applicable en route code for the holding
altitude if holding is necessary before entering the
terminal area and the appropriate code in subparas 1
or 2.
REFERENCE-
FAAO JO 7110.65, Para 4-2-8, IFR-VFR and VFR-IFR Flights.
FAAO JO 7110.65, Para 5-2-3, Nondiscrete Environment.
FAAO JO 7110.65, Para 5-2-4, Mixed Environment.
FAAO JO 7110.65, Para 5-2-9, VFR Code Assignments.
FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.
5-2-7. EMERGENCY CODE ASSIGNMENT
Assign codes to emergency aircraft as follows:
a. Code 7700 when the pilot declares an
emergency and the aircraft is not radar identified.
PHRASEOLOGY-
SQUAWK MAYDAY ON 7700.
b. After radio and radar contact have been
established, you may request other than single-
piloted helicopters and single-piloted turbojet aircraft
to change from Code 7700 to another code
appropriate for your radar beacon code environment.
NOTE1. The code change, based on pilot concurrence, the
nature of the emergency, and current flight conditions will
signify to other radar facilities that the aircraft in distress
is identified and under ATC control.
2. Pilots of single-piloted helicopters and single-piloted
turbojet aircraft may be unable to reposition transponder
controls during the emergency.
PHRASEOLOGY-
RADAR CONTACT (position). IF FEASIBLE, SQUAWK
(code).
REFERENCE-
FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.
c. The following shall be accomplished on a
Mode C equipped VFR aircraft which is in
emergency but no longer requires the assignment of
Code 7700:
1. TERMINAL. Assign a beacon code that will
permit terminal minimum safe altitude warning
(MSAW) alarm processing.
2. EN ROUTE. An appropriate keyboard entry
shall be made to ensure en route MSAW (EMSAW)
alarm processing.
5-2-8. RADIO FAILURE
When you observe a Code 7600 display, apply the
procedures in para 10-4-4, Communications Failure.
NOTE-
Should a transponder-equipped aircraft experience a loss
of two-way radio communications capability, the pilot can
be expected to adjust his/her transponder to Code_7600.
REFERENCE-
FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.
JO 7110.65S 2/14/08
5-2-4 Beacon Systems
5-2-9. VFR CODE ASSIGNMENTS
a. For VFR aircraft receiving radar advisories,
assign an appropriate function code or computer-
assigned code for the code environment in which you
are providing service.
NOTE1. Para 5-2-2, Discrete Environment; para 5-2-3,
Nondiscrete Environment, and para 5-2-4, Mixed
Environment, specify code assignment procedures to
follow for the three code environments.
2. Para 5-2-6, Function Code Assignments, specifies the
function code allocation from which an appropriate code
for the aircraft indicated in subpara a should be selected.
In the terminal environment, additional function codes may
be authorized by the appropriate service area office.
1. If the aircraft is outside of your area of
responsibility and an operational benefit will be
gained by retaining the aircraft on your frequency for
the purpose of providing services, ensure that
coordination has been effected:
(a) As soon as possible after positive
identification, and
(b) Prior to issuing a control instruction or
providing a service other than a safety alert/traffic
advisory.
NOTE-
Safety alerts/traffic advisories may be issued to an aircraft
prior to coordination if an imminent situation may be
averted by such action. Coordination should be effected as
soon as possible thereafter.
b. Instruct IFR aircraft which cancel an IFR flight
plan and are not requesting radar advisory service and
VFR aircraft for which radar advisory service is being
terminated to squawk the VFR code.
PHRASEOLOGY-
SQUAWK VFR.
or
SQUAWK 1200.
NOTE1. Aircraft not in contact with an ATC facility may squawk
1255 in lieu of 1200 while en route to/from or within the
designated fire fighting area(s).
2. VFR aircraft which fly authorized SAR missions for the
USAF or USCG may be advised to squawk 1277 in lieu of
1200 while en route to/from or within the designated search
area.
REFERENCE-
FAAO 7110.66, National Beacon Code Allocation Plan.
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.
REFERENCE-
FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.
5-2-10. BEACON CODE FOR PRESSURE
SUIT FLIGHTS AND FLIGHTS ABOVE
FL_600
a. Mode 3/A, Code 4400, and discrete
Codes_4401 through 4477 are reserved for use by
R-71, F-12, U-2, B-57, pressure suit flights, and
aircraft operations above FL 600.
NOTE-
The specific allocation of the special use codes in
subset_4400 is in FAAO 7110.66, National Beacon Code
Allocation Plan.
b. Ensure that aircraft remain on Code 4400 or one
of the special use discrete codes in the 4400 subset if
filed as part of the flight plan. Except when
unforeseen events, such as weather deviations,
equipment failure, etc., cause more than one aircraft
with same Mode 3/A discrete beacon codes to be in
the same or adjacent ARTCC's airspace at the same
time, a controller may request the pilot to make a code
change, squawk standby, or to stop squawk as
appropriate.
NOTE-
Due to the inaccessibility of certain equipment to the flight
crews, Code 4400 or a discrete code from the 4400 subset
is preset on the ground and will be used throughout the
flight profile including operations below FL 600.
Controllers should be cognizant that not all aircraft may be
able to accept the transponder changes identified in the
exception. Emergency Code 7700, however, can be
activated.
REFERENCE-
FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.
JO 7110.65S 2/14/08
5-2-5
Beacon Systems
5-2-11. AIR DEFENSE EXERCISE BEACON
CODE ASSIGNMENT
EN ROUTE
Ensure exercise FAKER aircraft remain on the
exercise flight plan filed discrete beacon code.
NOTE1. NORAD will ensure exercise FAKER aircraft flight
plans are filed containing discrete beacon codes from the
Department of Defense code allocation specified in
FAAO_JO 7610.4, Special Operations, Appendix 8.
2. NORAD will ensure that those FAKER aircraft assigned
the same discrete beacon code are not flight planned in the
same or any adjacent ARTCC's airspace at the same time.
(Simultaneous assignment of codes will only occur when
operational requirements necessitate.)
REFERENCE-
FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.
5-2-12. STANDBY OR LOW SENSITIVITY
OPERATION
You may instruct an aircraft operating on an assigned
code to change transponder to “standby” or “low
sensitivity” position:
NOTE-
National standards no longer require improved transponder to be equipped with the low sensitivity feature.
Therefore, aircraft with late model transponders will be
unable to respond to a request to “squawk low.”
a. When approximately 15 miles from its
destination and you no longer desire operation of the
transponder.
b. When necessary to reduce clutter in a
multi-target area, or to reduce “ring-around” or other
phenomena, provided you instruct the aircraft to
return to “normal sensitivity” position as soon as
possible thereafter.
PHRASEOLOGY-
SQUAWK STANDBY,
or
SQUAWK LOW/NORMAL.
REFERENCE-
FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.
5-2-13. CODE MONITOR
Continuously monitor the Mode 3/A radar beacon
codes assigned for use by aircraft operating within
your area of responsibility when nonautomated
beacon decoding equipment (e.g., 10-channel
decoder) is used to display the target symbol.
REFERENCE-
FAAO JO 7110.65, Para 5-2-6, Function Code Assignments.
NOTE-
In addition to alphanumeric and control symbology
processing enhancements, the MEARTS, STARS, and the
TPX-42 systems are equipped with automatic beacon
decoders. Therefore, in facilities where the automatic
beacon decoders are providing the control slash video,
there is no requirement to have the nonautomated decoding
equipment operating simultaneously.
REFERENCE-
FAAO JO 7210.3, Para_3-7-4, Monitoring of Mode 3/A Radar Beacon
Codes.
a. This includes the appropriate IFR code actually
assigned and, additionally, Code 1200, Code 1255,
and Code 1277 unless your area of responsibility
includes only Class A airspace. During periods when
ring-around or excessive VFR target presentations
derogate the separation of IFR traffic, the monitoring
of VFR Code 1200, Code 1255, and Code 1277 may
be temporarily discontinued.
b. Positions of operation which contain a
restricted or warning area or VR route within or
immediately adjacent to their area of jurisdiction
shall monitor Code 4000 and any other code used in
lieu of 4000 within the warning/restricted area or
VR_route. If by local coordination with the
restricted/warning area or VR route user a code other
than 4000 is to be exclusively used, then this code
shall be monitored.
c. If a normally assigned beacon code disappears,
check for a response on the following codes in the
order listed and take appropriate action:
NOTE-
When Codes 7500 and/or 7600 have been preselected, it
will be necessary for the ID-SEL-OFF switches for these
codes to be left in the off position so that beacon target for
an aircraft changing to one of these codes will disappear,
thereby alerting the controller to make the check. This
check will not be required if automatic alerting capability
exists.
1. Code 7500 (hijack code).
REFERENCE-
FAAO JO 7110.65, Para 10-2-6, Hijacked Aircraft.
JO 7110.65S 2/14/08
5-2-6 Beacon Systems
2. Code 7600 (loss of radio communications
code).
5-2-14. FAILURE TO DISPLAY ASSIGNED
BEACON CODE OR INOPERATIVE/
MALFUNCTIONING TRANSPONDER
a. Inform an aircraft with an operable transponder
that the assigned beacon code is not being displayed.
PHRASEOLOGY(Identification) RESET TRANSPONDER, SQUAWK
(appropriate code).
b. Inform an aircraft when its transponder appears
to be inoperative or malfunctioning.
PHRASEOLOGY(Identification) YOUR TRANSPONDER APPEARS
INOPERATIVE/MALFUNCTIONING, RESET, SQUAWK
(appropriate code).
c. Ensure that the subsequent control position in
the facility or the next facility, as applicable, is
notified when an aircraft transponder is malfunctioning/inoperative.
REFERENCE-
FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.
5-2-15. INOPERATIVE OR
MALFUNCTIONING INTERROGATOR
Inform aircraft concerned when the ground interrogator appears to be inoperative or malfunctioning.
PHRASEOLOGY(Name of facility or control function) BEACON
INTERROGATOR INOPERATIVE/MALFUNCTIONING.
REFERENCE-
FAAO JO 7110.65, Para 5-1-3, Radar Use.
FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.
5-2-16. FAILED TRANSPONDER IN CLASS
A AIRSPACE
Disapprove a request or withdraw previously issued
approval to operate in Class A airspace with a failed
transponder solely on the basis of traffic conditions or
other operational factors.
REFERENCE-
FAAO JO 7110.65, Para 5-1-3, Radar Use.
FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.
5-2-17. VALIDATION OF MODE C
READOUT
Ensure that Mode C altitude readouts are valid after
accepting an interfacility handoff, initial track start,
track start from coast/suspend tabular list, missing, or
unreasonable Mode C readouts. For TPX-42 and
equivalent systems ensure that altitude readout is
valid immediately after identification.
(TCDD-/BANS-equipped tower cabs are not
required to validate Mode_C readouts after receiving
interfacility handoffs from TRACONs according to
the procedures in para_5-4-3, Methods, subpara a4.)
a. Consider an altitude readout valid when:
1. It varies less than 300 feet from the pilot
reported altitude, or
PHRASEOLOGY(If aircraft is known to be operating below the lowest
useable flight level),
SAY ALTITUDE.
or
(If aircraft is known to be operating at or above the lowest
useable flight level),
SAY FLIGHT LEVEL.
2. You receive a continuous readout from an
aircraft on the airport and the readout varies by less
than 300 feet from the field elevation, or
NOTE-
A continuous readout exists only when the altitude filter
limits are set to include the field elevation.
REFERENCE-
FAAO JO 7110.65, Para 5-2-23, Altitude Filters.
FAAO JO 7110.65, Para 5-14-5, Selected Altitude Limits.
FAAO JO 7210.3, Para 11-2-3, Display Data.
3. You have correlated the altitude information
in your data block with the validated information in
a data block generated in another facility (by verbally
coordinating with the other controller) and your
readout is exactly the same as the readout in the other
data block.
b. When unable to validate the readout, do not use
the Mode C altitude information for separation.
c. Whenever you observe an invalid Mode C
readout below FL 180:
1. Issue the correct altimeter setting and confirm
the pilot has accurately reported the altitude.
JO 7110.65S 2/14/08
5-2-7
Beacon Systems
PHRASEOLOGY(Location) ALTIMETER (appropriate altimeter), VERIFY
ALTITUDE.
2. If the altitude readout continues to be invalid:
(a) Instruct the pilot to turn off the altitude-
reporting part of his/her transponder and include the
reason; and
(b) Notify the operations supervisor-in-
charge of the aircraft call sign.
PHRASEOLOGY-
STOP ALTITUDE SQUAWK. ALTITUDE DIFFERS BY
(number of feet) FEET.
d. Whenever you observe an invalid Mode C
readout at or above FL 180, unless the aircraft is
descending below Class A airspace:
1. Confirm that the pilot is using 29.92 inches of
mercury as the altimeter setting and has accurately
reported the altitude.
PHRASEOLOGY-
CONFIRM USING TWO NINER NINER TWO AS YOUR
ALTIMETER SETTING.
(If aircraft is known to be operating at or above the lowest
useable flight level),
VERIFY FLIGHT LEVEL.
2. If the Mode C readout continues to be invalid:
(a) Instruct the pilot to turn off the altitude-
reporting part of his/her transponder and include the
reason; and
(b) Notify the operational supervisor-in-
charge of the aircraft call sign.
PHRASEOLOGY-
STOP ALTITUDE SQUAWK. ALTITUDE DIFFERS BY
(number of feet) FEET.
e. Whenever possible, inhibit altitude readouts on
all consoles when a malfunction of the ground
equipment causes repeated invalid readouts.
5-2-18. ALTITUDE CONFIRMATION-
MODE_C
Request a pilot to confirm assigned altitude on initial
contact unless:
NOTE-
For the purpose of this paragraph, “initial contact” means
a pilot's first radio contact with each sector/position.
a. The pilot states the assigned altitude, or
b. You assign a new altitude to a climbing or a
descending aircraft, or
c. The Mode C readout is valid and indicates that
the aircraft is established at the assigned altitude, or
d. 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).
or
(If aircraft has been assigned a flight level at or above the
lowest useable flight level),
VERIFY ASSIGNED FLIGHT LEVEL (flight level).
REFERENCE-
FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.
5-2-19. ALTITUDE CONFIRMATION-
NON-MODE C
a. Request a pilot to confirm assigned altitude on
initial contact 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 a
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),VERIFY ASSIGNED
ALTITUDE/FLIGHT LEVEL (altitude/flight level).
JO 7110.65S 2/14/08
5-2-8 Beacon Systems
b. USA. Reconfirm all pilot altitude read backs.
PHRASEOLOGY(If the altitude read back is correct),
AFFIRMATIVE (altitude).
(If the altitude read back is not correct),
NEGATIVE. CLIMB/DESCEND AND MAINTAIN
(altitude),
or
NEGATIVE. MAINTAIN (altitude).
REFERENCE-
FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.
5-2-20. AUTOMATIC ALTITUDE
REPORTING
Inform an aircraft when you want it to turn on/off the
automatic altitude reporting feature of its
transponder.
PHRASEOLOGY-
SQUAWK ALTITUDE,
or
STOP ALTITUDE SQUAWK.
NOTE-
Controllers should be aware that not all aircraft have a
capability to disengage the altitude squawk independently
from the beacon code squawk. On some aircraft both
functions are controlled by the same switch.
REFERENCE-
FAAO JO 7110.65, Para 5-2-17, Validation of Mode C Readout.
FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.
P/CG Term- Automatic Altitude Report.
5-2-21. INFLIGHT DEVIATIONS FROM
TRANSPONDER/MODE C REQUIREMENTS
BETWEEN 10,000 FEET AND 18,000 FEET
Apply the following procedures to requests to deviate
from the Mode C transponder requirement by aircraft
operating in the airspace of the 48 contiguous states
and the District of Columbia at and above 10,000 feet
MSL and below 18,000 feet MSL, excluding the
airspace at and below 2,500 feet AGL.
NOTE1. 14 CFR Section 91.215(b) provides, in part, that all U.S.
registered civil aircraft must be equipped with an operable,
coded radar beacon transponder when operating in the
altitude stratum listed above. Such transponders shall have
a Mode 3/A 4096 code capability, replying to Mode 3/A
interrogation with the code specified by ATC, or a Mode S
capability, replying to Mode 3/A interrogations with the
code specified by ATC. The aircraft must also be equipped
with automatic pressure altitude reporting equipment
having a Mode C capability that automatically replies to
Mode C interrogations by transmitting pressure altitude
information in 100-foot increments.
2. The exception to 14 CFR Section 91.215 (b) is 14 CFR
Section 91.215(b)(5) which states: except balloons,
gliders, and aircraft without engine-driven electrical
systems.
REFERENCE-
FAAO JO 7210.3, Chapter 19, Temporary Flight Restrictions.
a. Except in an emergency, do not approve inflight
requests for authorization to deviate from 14 CFR
Section_91.215(b)(5)(i) requirements originated by
aircraft without transponder equipment installed.
b. Approve or disapprove other inflight deviation
requests, or withdraw approval previously issued to
such flights, solely on the basis of traffic conditions
and other operational factors.
c. Adhere to the following sequence of action
when an inflight VFR deviation request is received
from an aircraft with an inoperative transponder or
Mode C, or is not Mode C equipped:
1. Suggest that the aircraft conduct its flight in
airspace unaffected by the CFRs.
2. Suggest that the aircraft file an IFR flight
plan.
3. Suggest that the aircraft provide a VFR route
of flight and maintain radio contact with ATC.
d. Do not approve an inflight deviation unless the
aircraft has filed an IFR flight plan or a VFR route of
flight is provided and radio contact with ATC is
maintained.
e. You may approve an inflight deviation request
which includes airspace outside your jurisdiction
without the prior approval of the adjacent ATC
sector/facility providing a transponder/Mode C status
report is forwarded prior to control transfer.
f. Approve or disapprove inflight deviation
requests within a reasonable period of time or advise
when approval/disapproval can be expected.
REFERENCE-
FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.
JO 7110.65S 2/14/08
5-2-9
Beacon Systems
5-2-22. BEACON TERMINATION
Inform an aircraft when you want it to turn off its
transponder.
PHRASEOLOGY-
STOP SQUAWK.
(For a military aircraft when you do not know if the military
service requires that it continue operating on another
mode),
STOP SQUAWK (mode in use).
REFERENCE-
FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.
5-2-23. ALTITUDE FILTERS
TERMINAL
Set altitude filters to display Mode C altitude readouts
to encompass all altitudes within the controller's
jurisdiction. Set the upper limits no lower than
1,000_feet above the highest altitude for which the
controller is responsible. In those stratified positions,
set the lower limit to 1,000 feet or more below the
lowest altitude for which the controller is responsible.
When the position's area of responsibility includes
down to an airport field elevation, the facility will
normally set the lower altitude filter limit to
encompass the field elevation so that provisions of
para 2-1-6, Safety Alert, and para_5-2-17, Validation of Mode C Readout, subpara_a2 may be applied.
Air traffic managers may authorize temporary
suspension of this requirement when target clutter is
excessive.
JO 7110.65S 2/14/08
5-2-10
JO 7110.65S 2/14/08
5-3-1
Radar Identification
Section 3. Radar Identification
5-3-1. APPLICATION
Before you provide radar service, establish and
maintain radar identification of the aircraft involved,
except as provided in para 5-5-1, Application,
subparas b2 and 3.
REFERENCE-
FAAO JO 7110.65, Para 3-1-9, Use of Tower Radar Displays.
5-3-2. PRIMARY RADAR IDENTIFICATION
METHODS
Identify a primary or radar beacon target by using one
of the following methods:
a. Observing a departing aircraft target within
1_mile of the takeoff runway end at airports with an
operating control tower, provided one of the
following methods of coordination is accomplished.
1. A verbal rolling/boundary notification is
issued for each departure, or
2. A nonverbal rolling/boundary notification is
used for each departure aircraft.
NOTE-
Nonverbal notification can be accomplished via the use of
a manual or electronic “drop tube” or automation.
b. Observing a target whose position with respect
to a fix (displayed on the video map, scribed on the
map overlay, or displayed as a permanent echo) or a
visual reporting point (whose range and azimuth from
the radar antenna has been accurately determined and
made available to the controller) corresponds with a
direct position report received from an aircraft, and
the observed track is consistent with the reported
heading or route of flight. If a TACAN/VORTAC is
located within 6,000 feet of the radar antenna, the
TACAN/VORTAC may be used as a reference fix for
radar identification without being displayed on the
video map or map overlay.
NOTE1. Establishment of radar identification through use of
DME position information can be complicated by the fact
that some military TACANs are not collocated with
frequency-paired VORs and might be separated from them
by as much as 31 miles.
2. Visual reporting points used for RADAR identification
are limited to those most used by pilots and whose range
and azimuth have been determined by supervisory
personnel.
c. Observing a target make an identifying turn or
turns of 30 degrees or more, provided the following
conditions are met:
NOTE-
Use of identifying turns or headings which would cause the
aircraft to follow normal IFR routes or known VFR flight
paths might result in misidentification. When these
circumstances cannot be avoided, additional methods of
identification may be necessary.
1. Except in the case of a lost aircraft, a pilot
position report is received which assures you that the
aircraft is within radar coverage and within the area
being displayed.
2. Only one aircraft is observed making these
turns.
3. For aircraft operating in accordance with an
IFR clearance, you either issue a heading away from
an area which will require an increased minimum IFR
altitude or have the aircraft climb to the highest
minimum altitude in your area of jurisdiction before
you issue a heading.
REFERENCE-
FAAO JO 7110.65, Para 3-1-9, Use of Tower Radar Displays.
FAAO JO 7110.65, Para 5-12-11, Surveillance Unusable.
5-3-3. BEACON IDENTIFICATION
METHODS
When using only Mode 3/A radar beacon to identify
a target, use one of the following methods:
a. Request the aircraft to activate the “IDENT”
feature of the transponder and then observe the
identification display.
NOTE1. At facilities where the single-slash “IDENT” modification is installed or other decoder modifications have been
made which increase the number of “blooming” target
displays, it will be necessary to exercise additional care to
preclude the possibility of misidentification.
2. TERMINAL. When automated displays are operated in
the analog mode, the “IDENT” return is displayed as a
double slash and the emergency return as a single bloomer
whenever the beacon control head is in the “fail” position.
JO 7110.65S 2/14/08
5-3-2 Radar Identification
PHRASEOLOGY-
IDENT.
SQUAWK (code) AND IDENT.
b. Request the aircraft to change to a specific
discrete or nondiscrete code, as appropriate, and then
observe the target or code display change. If a code
change is required in accordance with Section 2,
Beacon Systems, of this chapter, use the codes
specified therein.
c. Request the aircraft to change transponder to
“standby.” After you observe the target disappear for
sufficient scans to assure that loss of target resulted
from placing the transponder in “standby” position,
request the aircraft to return transponder to normal
operation and then observe the reappearance of the
target.
PHRASEOLOGY-
SQUAWK STANDBY,
then
SQUAWK NORMAL.
d. EN ROUTE. During narrowband operations,
an aircraft may be considered identified when the full
data block is automatically associated with the
beacon target symbol of an aircraft that is squawking
a discrete code assigned by the computer.
PHRASEOLOGY-
SQUAWK (4 digit discrete code), AND IF YOUR
ALTITUDE REPORTING EQUIPMENT IS TURNED
OFF, SQUAWK ALTITUDE.
NOTE-
The AIM informs pilots to adjust Mode C transponders with
altitude reporting capability activated unless deactivation
is requested by ATC. Squawk altitude is included to provide
applicable phraseology.
REFERENCE-
FAAO JO 7110.65, Para 3-1-9, Use of Tower Radar Displays.
FAAO JO 7110.65, Para 5-3-6, Position Information.
5-3-4. TERMINAL AUTOMATION SYSTEMS
IDENTIFICATION METHODS
TERMINAL
a. Consider an auto-acquired aircraft as identified
when the data block is displayed and is visible to you,
and one of the following conditions exist:
1. The radar or beacon identification procedures
have been used to confirm the identity of the tagged
target.
2. The aircraft is being handed off using a NAS
automated system and one of the following does not
appear in the data block: “CST,” “NAT,” “NT,”
“AMB,” “OLD,” “NB,” “TU,” “AM,” or “OL”.
b. Use the data block to maintain target identity
unless it is in a coast status or displaced from the
appropriate target.
c. A displaced data block shall be updated at all
times.
REFERENCE-
FAAO JO 7110.65, Para 3-1-9, Use of Tower Radar Displays.
5-3-5. QUESTIONABLE IDENTIFICATION
a. Use more than one method of identification
when proximity of targets, duplication of observed
action, or any other circumstances cause doubt as to
target identification.
b. If identification is questionable for any reason,
take immediate action to reidentify the aircraft or
terminate radar service. Identify the aircraft as
follows:
1. As described in para 5-3-2, Primary Radar
Identification Methods, or para 5-3-3, Beacon
Identification Methods.
2. En route. Ensure that all primary targets are
displayed when radar identification is lost or is
questionable.
REFERENCE-
FAAO JO 7110.65, Para 5-4-3, Methods.
5-3-6. POSITION INFORMATION
Inform an aircraft of its position whenever radar
identification is established by means of identifying
turns or by any of the beacon identification methods
outlined in para 5-3-3, Beacon Identification
Methods. Position information need not be given
when identification is established by position
correlation or when a departing aircraft is identified
within 1 mile of the takeoff runway end.
JO 7110.65S 2/14/08
5-3-3
Radar Identification
5-3-7. IDENTIFICATION STATUS
a. Inform an aircraft of radar contact when:
1. Initial radar identification in the ATC system
is established.
2. Subsequent to loss of radar contact or
terminating radar service, radar identification is
reestablished.
PHRASEOLOGY-
RADAR CONTACT (position if required).
b. Inform an aircraft when radar contact is lost.
PHRASEOLOGY-
RADAR CONTACT LOST (alternative instructions when
required).
5-3-8. TARGET MARKERS
EN ROUTE
Retain data blocks that are associated with the
appropriate target symbol in order to maintain
continuous identity of aircraft. Retain the data block
until the aircraft has exited the sector or delegated
airspace, and all potential conflicts have been
resolved; including an aircraft that is a point out. The
data block shall display flight identification and
altitude information, as a minimum. The displayed
altitude may be assigned, interim, or reported.
5-3-9. TARGET MARKERS
TERMINAL
a. Retain data blocks that are associated with the
appropriate target symbol in order to maintain
continuous identity of aircraft. Retain the data block
until the aircraft has exited the sector or delegated
airspace, and all potential conflicts have been
resolved; including an aircraft that is a point out. The
data block shall display flight identification and
altitude information, as a minimum.
NOTE-
Where delegated airspace extends beyond Class B and/or
Class C airspace, the following will apply: If a VFR
aircraft is clear of Class B and Class C airspace and radar
services have been terminated then retention of the data
block is no longer required.
b. During prearranged coordination procedures,
the controllers who penetrate another controller's
airspace shall display data block information of that
controller's aircraft which shall contain, at a
minimum, the position symbol and altitude
information.
REFERENCE-
FAAO JO 7110.65, Para 2-1-14, Coordinate Use of Airspace.
FAAO JO 7110.65, Para_5-4-3, Methods.
FAAO JO 7110.65, Para 5-4-8, Automated Information Transfer
(AIT).
FAAO JO 7110.65, Para 5-4-10, Prearranged Coordination.
FAAO JO 7210.3, Para 3-7-7, Prearranged Coordination.
JO 7110.65S 2/14/08
5-3-4
JO 7110.65S 2/14/08
5-4-1
Transfer of Radar Identification
Section 4. Transfer of Radar Identification
5-4-1. APPLICATION
To provide continuous radar service to an aircraft and
facilitate a safe, orderly, and expeditious flow of
traffic, it is often necessary to transfer radar
identification of an aircraft from one controller to
another. This section describes the terms, methods,
and responsibilities associated with this task.
Interfacility and intrafacility transfers of radar
identification shall be accomplished in all areas of
radar surveillance except where it is not operationally
feasible. Where such constraints exist, they shall be:
a. Covered in letters of agreement which clearly
state that control will not be based upon a radar
handoff, or
b. Coordinated by the transferring and receiving
controllers for a specified period of time.
REFERENCE-
FAAO JO 7110.65, Para 4-3-8, Coordination with Receiving Facility.
5-4-2. TERMS
a. Handoff. An action taken to transfer the radar
identification of an aircraft from one controller to
another controller if the aircraft will enter the
receiving controller's airspace and radio communications with the aircraft will be transferred.
b. Radar Contact. The term used to inform the
controller initiating a handoff that the aircraft is
identified and approval is granted for the aircraft to
enter the receiving controller's airspace.
c. Point Out. A physical or automated action
taken by a controller to transfer the radar
identification of an aircraft to another controller if the
aircraft will or may enter the airspace or protected
airspace of another controller and radio communications will not be transferred.
d. Point Out Approved. The term used to inform
the controller initiating a point out that the aircraft is
identified and that approval is granted for the aircraft
to enter the receiving controller's airspace, as
coordinated, without a communications transfer or
the appropriate automated system response.
e. Traffic. A term used to transfer radar identification of an aircraft to another controller for the purpose
of coordinating separation action. Traffic is normally
issued:
1. In response to a handoff or point out;
2. In anticipation of a handoff or point out; or
3. In conjunction with a request for control of an
aircraft.
f. Traffic Observed. The term used to inform the
controller issuing the traffic restrictions that the
traffic is identified and that the restrictions issued are
understood and will be complied with.
5-4-3. METHODS
a. Transfer the radar identification of an aircraft by
at least one of the following methods:
1. Physically point to the target on the receiving
controller's display.
2. Use landline voice communications.
3. Use automation capabilities.
NOTE-
EN ROUTE. Interfacility handoff capabilities are
available that can be manually initiated and accepted
when operating on the backup RDP while FDP is
available. The backup RDP by itself does not have the
capabilities for interfacility handoffs. Therefore, handoffs
between facilities must be made via landline voice
communications when operating with the backup RDP
only.
