4. TERMINAL. Use the “Modify” or “Quick
Look” functions for data transfer between the
TRACON and tower cab only if specific procedures
are established in a facility directive. The local
controller has the responsibility to determine whether
or not conditions are adequate for the use of
ARTS/STARS data on the BRITE/DBRITE/TDW.
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.
b. When making a handoff, point-out, or issuing
traffic restrictions, relay information to the receiving
controller in the following order:
1. The position of the target relative to a fix, map
symbol, or radar target known and displayed by both
JO 7110.65S 2/14/08
5-4-2 Transfer of Radar Identification
the receiving and transferring controller. Mileage
from the reference point may be omitted when
relaying the position of a target if a full data block
associated with the target has been forced on the
receiving controller's radar display.
EXAMPLE“Point out, Southwest of Richmond VOR . . ..”
2. The aircraft identification, as follows:
(a) The aircraft call sign, or
(b) The discrete beacon code of the aircraft
during interfacility point-outs only, if both the
receiving and the transferring controllers agree.
NOTE-
Acceptance of a point-out using the discrete beacon code
as the aircraft's identification constitutes agreement.
3. The assigned altitude, appropriate restrictions, and information that the aircraft is climbing or
descending, if applicable, except when inter/intrafacility directives ensure that the altitude information
will be known by the receiving controller.
NOTE1. When physically pointing to the target, you do not have
to state the aircraft position.
2. 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 LOA between the appropriate facilities.
PHRASEOLOGY-
HANDOFF/POINT-OUT/TRAFFIC (aircraft position)
(aircraft ID),
or
(discrete beacon code point-out only) (altitude,
restrictions, and other appropriate information, if
applicable).
c. When receiving a handoff, point-out, or traffic
restrictions, respond to the transferring controller as
follows:
PHRASEOLOGY(Aircraft ID) (restrictions, if applicable) RADAR
CONTACT,
or
(aircraft ID or discrete beacon code) (restrictions, if
applicable) POINT-OUT APPROVED,
or
TRAFFIC OBSERVED,
or
UNABLE (appropriate information, as required).
d. If any doubt as to target identification exists
after attempting confirmation in accordance with this
section, apply the provisions of para 5-3-5,
Questionable Identification.
REFERENCE-
FAAO JO 7110.65, Para 5-2-17, Validation of Mode C Readout.
5-4-4. TRAFFIC
a. When using the term “traffic” for coordinating
separation, the controller issuing traffic shall issue
appropriate restrictions.
b. The controller accepting the restrictions shall be
responsible to ensure that approved separation is
maintained between the involved aircraft.
5-4-5. TRANSFERRING CONTROLLER
HANDOFF
The transferring controller shall:
a. Complete a radar handoff prior to an aircraft's
entering the airspace delegated to the receiving
controller.
REFERENCE-
FAAO JO 7110.65, Para 2-1-14, Coordinate Use of Airspace.
FAAO JO 7110.65, Para 2-1-15, Control Transfer.
FAAO JO 7110.65, Para 5-4-6, Receiving Controller Handoff.
b. Verbally obtain the receiving controller's
approval prior to making any changes to an aircraft's
flight path, altitude, or data block information while
the handoff is being initiated or after acceptance,
unless otherwise specified by a LOA or a facility
directive.
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 LOA between the appropriate facilities.
c. Ensure that, prior to transferring communications:
1. Potential violations of adjacent airspace and
potential conflicts between aircraft in their own area
of jurisdiction are resolved.
JO 7110.65S 2/14/08
5-4-3
Transfer of Radar Identification
2. Necessary coordination has been accomplished with all controllers through whose area of
jurisdiction the aircraft will pass prior to entering the
receiving controller's area of jurisdiction, except
when such coordination is the receiving controller's
responsibility as stated in para 5-4-6, Receiving
Controller Handoff, and unless otherwise specified
by a LOA or a facility directive.
3. Restrictions issued to ensure separation are
passed to the receiving controller.
d. After transferring communications, continue to
comply with the requirements of subparas c1 and 2.
e. Comply with restrictions issued by the receiving
controller unless otherwise coordinated.
f. Comply with the provisions of para 2-1-17,
Radio Communications Transfer, subparas a and b.
To the extent possible, transfer communications
when the transfer of radar identification has been
accepted.
NOTE-
Before the ARTS/STARS “modify/quick look” function is
used to transfer radar identification, a facility directive
which specifies communication transfer points is required.
g. Advise the receiving controller of pertinent
information not contained in the data block or flight
progress strip unless covered in a LOA or facility
directive. Pertinent information includes:
1. Assigned heading.
2. Air speed restrictions.
3. Altitude information issued.
4. Observed track or deviation from the last
route clearance.
5. The beacon code if different from that
normally used or previously coordinated.
6. Any other pertinent information.
h. Ensure that the data block is associated with the
appropriate target.
i. Initiate verbal coordination to verify the position
of primary or nondiscrete targets when using the
automated handoff functions except for intrafacility
handoffs using single-sensor systems or multisensor
systems operating in a mosaic RDP mode.
j. Initiate verbal coordination before transferring
control of a track when “CST,” “FAIL,” “NONE,”
“NB,” “NX,” “IF,” or “NT” is displayed in the data
block.
k. Advise the receiving controller that radar
monitoring is required when the aircraft is on a direct
route initiated by ATC that exceeds usable NAVAID
distances.
l. Issue restrictions to the receiving controller
which are necessary to maintain separation from
other aircraft within your area of jurisdiction before
releasing control of the aircraft.
m. Consider the target being transferred as
identified on the receiving controller's display when
the receiving controller acknowledges receipt
verbally or has accepted an automated handoff.
n. Accomplish the necessary coordination with
any intervening controllers whose area of jurisdiction
is affected by the receiving controller's delay in the
climb or the descent of an aircraft through the vertical
limits of your area of jurisdiction when the receiving
controller advises you of that delay before accepting
the transfer of radar identification unless otherwise
specified by a LOA or a facility directive.
5-4-6. RECEIVING CONTROLLER
HANDOFF
The receiving controller shall:
a. Ensure that the target position corresponds with
the position given by the transferring controller or
that there is an appropriate association between an
automated data block and the target being transferred
before accepting a handoff.
REFERENCE-
FAAO JO 7110.65, Para 2-1-14, Coordinate Use of Airspace.
FAAO JO 7110.65, Para 2-1-15, Control Transfer.
FAAO JO 7110.65, Para 5-4-5, Transferring Controller Handoff.
b. Issue restrictions that are needed for the aircraft
to enter your sector safely before accepting the
handoff.
c. Comply with restrictions issued by the initiating
controller unless otherwise coordinated.
d. Before you issue control instructions directly to
an aircraft that is within another controller's area of
jurisdiction that will change that aircraft's heading,
route, speed, altitude, or beacon code, ensure that
coordination has been accomplished with each of the
controllers listed below whose area of jurisdiction is
affected by those instructions unless otherwise
specified by a LOA or a facility directive:
JO 7110.65S 2/14/08
5-4-4 Transfer of Radar Identification
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 LOA between the appropriate facilities.
1. The controller within whose area of jurisdiction the control instructions will be issued.
2. Any intervening controller(s) through whose
area of jurisdiction the aircraft will pass.
e. After accepting a handoff from another
controller, confirm the identity of primary target by
advising the aircraft of its position, and of a beacon
target by observing a code change, an “ident” reply,
or a “standby” squawk unless one of these was used
during handoff. These provisions do not apply at
those towers and GCAs which have been delegated
the responsibility for providing radar separation
within designated areas by the parent approach
control facility and the aircraft identification is
assured by sequencing or positioning prior to the
handoff.
REFERENCE-
FAAO JO 7110.65, Para 5-9-5, Approach Separation Responsibility.
f. When using appropriate equipment, consider a
discrete beacon target's identity to be confirmed
when:
1. The data block associated with the target
being handed off indicates the computer assigned
discrete beacon code is being received, or
2. You observe the deletion of a discrete code
that was displayed in the data block, or
NOTE-
When the aircraft generated discrete beacon code does not
match the computer assigned beacon code, the code
generated will be displayed in the data block. When the
aircraft changes to the assigned discrete code, the code
disappears from the data block. In this instance, the
observance of code removal from the data block satisfies
confirmation requirements.
3. You observe the numeric display of a discrete
code that an aircraft has been instructed to squawk or
reports squawking.
g. Initiate verbal coordination prior to accepting
control of a track when “CST,” “NAT,” “NT,”
“NONE,” “NB,” “NX,” “OLD,” “OL,” “AMB,”
“AM,” or “TU” is displayed in the data block.
1. When an automated interfacility handoff
action is initiated and “AMB” or “AM” is displayed
in the full data block, advise the other facility that a
disparity exists between the position declared by their
computer and that declared by your ARTS/PIDP/
STARS system.
2. When an automated interfacility handoff
action is initiated and “NAT,” “NT,” or “TU” is
displayed in the full data block, advise the other
facility if a disparity exists between the position
declared by their computer and the actual target
position.
h. Advise the transferring controller, prior to
accepting the transfer of radar identification, that you
will delay the climb or the descent of an aircraft
through the vertical limits of the transferring
controller's area of jurisdiction, unless otherwise
specified in a LOA or a facility directive.
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 LOA between the appropriate facilities.
i. If you decide, after accepting the transfer of
radar identification, to delay the aircraft's climb or
descent through the vertical limits of the transferring
controller's area of jurisdiction, advise the transferring controller of that decision as soon as possible.
You now have the responsibility to ensure that the
necessary coordination is accomplished with any
intervening controller(s) whose area of jurisdiction is
affected by that delay, unless otherwise specified in a
LOA or a facility directive.
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 LOA between the appropriate facilities.
5-4-7. POINT OUT
a. The transferring controller shall:
1. Obtain verbal approval before permitting an
aircraft to enter the receiving controller's delegated
airspace. TERMINAL. Automated approval may be
utilized in lieu of verbal, provided the appropriate
automation software is operational (automated point
out function), and the procedures are specified in a
facility directive/LOA.
2. Obtain the receiving controller's approval
before making any changes to an aircraft's flight path,
altitude, or data block information after the point out
has been approved.
JO 7110.65S 2/14/08
5-4-5
Transfer of Radar Identification
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 LOA between the appropriate facilities.
3. Comply with restrictions issued by the
receiving controller unless otherwise coordinated.
4. Be responsible for subsequent radar handoffs
and communications transfer, including flight data
revisions and coordination, unless otherwise agreed
to by the receiving controller or as specified in a LOA.
b. The receiving controller shall:
1. Ensure that the target position corresponds
with the position given by the transferring controller
or that there is an association between a computer
data block and the target being transferred prior to
approving a point out.
2. Be responsible for separation between point
out aircraft and other aircraft for which he/she has
separation responsibility.
3. Issue restrictions necessary to provide
separation from other aircraft within his/her area of
jurisdiction.
5-4-8. AUTOMATED INFORMATION
TRANSFER (AIT)
Transfer radar identification, altitude control, and/or
en route fourth line control information, without
verbal coordination under the following conditions:
a. During radar handoff; and
b. Via information displayed in full data blocks;
and
c. Within the same facility, except as provided in
para 5-4-9, Interfacility Automated Information
Transfer; and
d. When following procedures specified in your
facility AIT directive.
REFERENCE-
FAAO JO 7110.65, Para_5-4-11, En Route Fourth Line Data Block
Usage.
5-4-9. INTERFACILITY AUTOMATED
INFORMATION TRANSFER
EN ROUTE
Transfer radar identification without verbal coordination under the following conditions:
a. During radar handoff; and
b. Via information displayed in full data blocks;
and
c. On aircraft at assigned altitude in level flight;
and
d. Only the first sector within the receiving facility
shall utilize the procedure; and
e. When following procedures specified in your
facility AIT directive and LOA.
5-4-10. PREARRANGED COORDINATION
Prearranged coordination allowing aircraft under
your control to enter another controller's area of
jurisdiction may only be approved provided
procedures are established and published in a facility
directive/LOA in accordance with FAAO JO 7210.3,
para 3-7-7, Prearranged Coordination.
NOTE-
Under no circumstances may one controller permit an
aircraft to enter another's airspace without proper
coordination. Coordination can be accomplished by
several means; i.e., radar handoff, automated information
transfer, verbal, point-out, and by prearranged coordination procedures identified in a facility directive that clearly
describe the correct application. Airspace boundaries
should not be permitted to become barriers to the efficient
movement of traffic. In addition, complete coordination,
awareness of traffic flow, and understanding of each
position's responsibility concerning penetration of another's airspace cannot be overemphasized.
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 7210.3, Para 3-7-7, Prearranged Coordination.
JO 7110.65S 2/14/08
5-4-6 Transfer of Radar Identification
5-4-11. EN ROUTE FOURTH LINE DATA
BLOCK USAGE
a. The en route fourth line data block shall be used
to forward only the specified control information
listed below. Any additional control information shall
be forwarded via other communication methods.
En_route fourth line data block free text area may be
used by individual sector teams for recording any
additional information the team deems appropriate
for managing the sector, but shall be removed prior to
initiation of identification transfer.
REFERENCE-
FAAO JO 7110.65, Para 5-4-5, Transferring Controller Handoff,
subpara b.
b. The en route fourth line data block area shall be
used for coordination purposes only in association
with radar identified aircraft.
c. When automated information transfer (AIT)
procedures are applied, en route fourth line usage for
transfer of control information shall be specifically
defined within facility AIT directive.
REFERENCE-
FAAO JO 7110.65, Para_5-4-8, Automated Information Transfer
(AIT).
FAAO JO 7210.3, Para_4-3-8, Automated Information Transfer (AIT).
d. Coordination format for assigned headings
shall use the designation character “H” preceding a
three-digit number.
EXAMPLE-
H080, H270
e. Aircraft assigned a heading until receiving a fix
or joining a published route shall be designated with
assigned heading format followed by the fix or route.
EXAMPLE-
H080/ALB, 080/J121, PH/ALB
NOTE1. The notation “PH” may be used to denote present
heading.
2. The character “H” may be omitted as a prefix to the
heading assignment only if necessary due to character field
limitations, and it does not impede understanding.
f. Aircraft authorized specific weather deviation
or lateral weather deviation until able to proceed
direct to a fix shall be designated with the identified
characters: D-deviation, L-left, R-right, N-north,
E-east, S-south, W-west.
EXAMPLE-
DN, D20L, DR/ATL, D30R/ATL
g. Coordination format for assigned airspeeds
shall use the designation character “S” preceding a
three-digit number.
NOTE-
A “+” notation may be added to denote an assigned speed
at or greater than the displayed value. A “-” notation may
be added to denote an assigned speed at or less than the
displayed value.
EXAMPLE-
S210, S250, S250+, S280-
h. Aircraft assigned a Mach number shall use the
designation “M” preceding the two-digit assigned
value.
EXAMPLE-
M80, M80+, M80-
REFERENCE-
FAAO JO 7110.65, Para_5-4-11, En Route Fourth Line Data Block
Usage, subpara gNOTE.
i. Aircraft authorized to conduct celestial navigation training within 30 NM of the route centerline
specified within the en route clearance.
EXAMPLE-
CELNAV
j. Coordination format for aircraft requesting an
altitude change shall use the designation characters
“RQ” preceding a three-digit number.
EXAMPLE-
RQ170, RQ410
k. Coordination format for aircraft requesting a
route change shall use the designation “RQ/”
preceding a specific fix identifier.
EXAMPLE-
RQ/LAX, RQ/NEUTO
l. The acceptance of a handoff by the receiving
controller shall constitute receipt of the information
contained within the en route fourth line data block.
It is the responsibility of the receiving controller to
advise the transferring controller if any information
is not understood, or needs to be revised.
NOTE-
Due to system and character limitations the usage of these
standardized entries may require additional support via
facility directive in order to provide complete coordination.
m. All other control information shall be
coordinated via other methods.
JO 7110.65S 2/14/08
5-5-1
Radar Separation
Section 5. Radar Separation
5-5-1. APPLICATION
a. Radar separation shall be applied to all RNAV
aircraft operating on a random (impromptu) route at
or below FL 450 and to all published Q routes in the
conterminous United States.
b. Radar separation may be applied between:
1. Radar identified aircraft.
2. An aircraft taking off and another radar
identified aircraft when the aircraft taking off will be
radar-identified within 1 mile of the runway end.
3. A radar-identified aircraft and one not
radar-identified when either is cleared to climb/
descend through the altitude of the other provided:
(a) The performance of the radar system is
adequate and, as a minimum, primary radar targets or
ASR-9/Full Digital Radar Primary Symbol targets
are being displayed on the display being used within
the airspace within which radar separation is being
applied; and
(b) Flight data on the aircraft not radar-
identified indicate it is a type which can be expected
to give adequate primary/ASR-9/Full Digital Radar
Primary Symbol return in the area where separation
is applied; and
(c) The airspace within which radar separation is applied is not less than the following number
of miles from the edge of the radar display:
(1) When less than 40 miles from the
antenna- 6 miles;
(2) When 40 miles or more from the
antenna- 10 miles;
(3) Narrowband radar operations10_miles; and
(d) Radar separation is maintained between
the radar-identified aircraft and all observed primary,
ASR-9/Full Digital Radar Primary Symbol, and
secondary radar targets until nonradar separation is
established from the aircraft not radar identified; and
(e) When the aircraft involved are on the same
relative heading, the radar-identified aircraft is
vectored a sufficient distance from the route of the
aircraft not radar identified to assure the targets are
not superimposed prior to issuing the clearance to
climb/descend.
REFERENCE-
FAAO JO 7110.65, Para 4-1-2, Exceptions.
FAAO JO 7110.65, Para 4-4-1, Route Use.
FAAO JO 7110.65, Para 5-3-1, Application.
FAAO JO 7110.65, Para_5-5-8, Additional Separation for Formation
Flights.
FAAO JO 7110.65, Para 5-9-5, Approach Separation Responsibility.
5-5-2. TARGET SEPARATION
a. Apply radar separation:
1. Between the centers of primary radar targets;
however, do not allow a primary target to touch
another primary target or a beacon control slash.
2. Between the ends of beacon control slashes.
NOTE-
At TPX-42 sites, the bracket video feature must be
activated to display the beacon control slash.
3. Between the end of a beacon control slash and
the center of a primary target.
4. All-digital displays. Between the centers of
digitized targets. Do not allow digitized targets to
touch.
REFERENCE-
FAAO JO 7110.65, Para 5-9-7, Simultaneous Independent ILS/MLS
Approaches- Dual_& Triple.
5-5-3. TARGET RESOLUTION
a. A process to ensure that correlated radar targets
or digitized targets do not touch.
b. Mandatory traffic advisories and safety alerts
shall be issued when this procedure is used.
NOTE-
This procedure shall not be provided utilizing mosaic radar
systems.
c. Target resolution shall be applied as follows:
1. Between the edges of two primary targets or
the edges of primary digitized targets.
2. Between the end of the beacon control slash
and the edge of a primary target or primary digitized
target.
3. Between the ends of two beacon control
slashes.
JO 7110.65S 2/14/08
5-5-2 Radar Separation
5-5-4. MINIMA
Separate aircraft by the following minima:
a. Broadband Radar System or Digital Terminal
Automation System (DTAS):
NOTE-
Includes single sensor long range radar mode.
1. When less than 40 miles from the antenna3_miles.
2. When 40 miles or more from the antenna5_miles.
3. TERMINAL. For single sensor ASR-9 with
Mode S, when less than 60 miles from the antenna -
3 miles.
NOTE-
Wake turbulence procedures specify increased separation
minima required for certain classes of aircraft because of
the possible effects of wake turbulence.
b. Stage A/DARC, MEARTS Mosaic Mode,
Terminal Mosaic/Multi-Sensor Mode:
NOTE-
Mosaic/Multi-Sensor Mode combines radar input from 2
to 16 sites into a single picture utilizing a mosaic grid
composed of radar sort boxes.
1. Below FL 600- 5 miles.
2. At or above FL 600- 10 miles.
3. For areas meeting all of the following
conditions:
(a) Radar site adaptation is set to single
sensor.
(b) Significant operational advantages can be
obtained.
(c) Within 40 miles of the antenna.
(d) Below FL 180.
(e) Facility directives specifically define the
area where the separation can be applied. Facility
directives may specify 3 miles.
REFERENCE-
FAAO JO 7210.3, Para 8-2-1, Single Site Coverage Stage A
Operations.
FAAO JO 7210.3, Para 11-8-15, Single Site Coverage ATTS
Operations.
4. When transitioning from terminal to en route
control, 3 miles increasing to 5 miles or greater,
provided:
(a) The aircraft are on diverging routes/
courses, and/or
(b) The leading aircraft is and will remain
faster than the following aircraft; and
(c) Separation constantly increasing and the
first center controller will establish 5 NM or other
appropriate form of separation prior to the aircraft
departing the first center sector; and
(d) The procedure is covered by a letter of
agreement between the facilities involved and limited
to specified routes and/or sectors/positions.
c. MEARTS Mosaic Mode:
NOTE1. Sensor Mode displays information from the radar input
of a single site.
2. Procedures to convert MEARTS Mosaic Mode to
MEARTS Sensor Mode at each PVD/MDM will be
established by facility directive.
1. When less than 40 miles from the antenna3_miles.
2. When 40 miles or more from the antenna5_miles.
d. STARS Multi-Sensor Mode:
NOTE1. In Multi-Sensor Mode, STARS displays targets as filled
and unfilled boxes, depending upon the target's distance
from the radar site providing the data. Since there is
presently no way to identify which specific site is providing
data for any given target, utilize separation standards for
targets 40 or more miles from the antenna.
2. When operating in STARS Single Sensor Mode, if TRK
appears in the data block, handle in accordance with
para_5-3-7, Identification Status, subpara b, and take
appropriate steps to establish nonradar separation.
3. TRK appears in the data block whenever the aircraft is
being tracked by a radar site other than the radar currently
selected. Current equipment limitations preclude a target
from being displayed in the single sensor mode; however,
a position symbol and data block, including altitude
information, will still be displayed. Therefore, low altitude
alerts shall be provided in accordance with para 2-1-6,
Safety Alert.
WAKE TURBULENCE APPLICATION
e. Separate aircraft operating directly behind, or
directly behind and less than 1,000 feet below, or
following an aircraft conducting an instrument
approach by:
JO 7110.65S 2/14/08
5-5-3
Radar Separation
NOTE1. When applying wake turbulence separation criteria,
directly behind means an aircraft is operating within
2500_feet of the flight path of the leading aircraft over the
surface of the earth.
2. Consider parallel runways less than 2,500 feet apart as
a single runway because of the possible effects of wake
turbulence.
1. Heavy behind heavy- 4 miles.
2. Large/heavy behind B757- 4 miles.
3. Small behind B757- 5 miles.
4. Small/large behind heavy - 5 miles.
WAKE TURBULENCE APPLICATION
f. TERMINAL. In addition to subpara e, separate
an aircraft landing behind another aircraft on the
same runway, or one making a touch-and-go,
stop-and-go, or low approach by ensuring the
following minima will exist at the time the preceding
aircraft is over the landing threshold:
NOTE-
Consider parallel runways less than 2,500 feet apart as a
single runway because of the possible effects of wake
turbulence.
1. Small behind large- 4 miles.
2. Small behind B757- 5 miles.
3. Small behind heavy- 6 miles.
g. TERMINAL. 2.5 nautical miles (NM) separation is authorized between aircraft established on the
final approach course within 10 NM of the landing
runway when operating in single sensor slant range
mode and aircraft remains within 40 miles of the
antenna and:
1. The leading aircraft's weight class is the same
or less than the trailing aircraft;
2. Heavy aircraft and the Boeing 757 are
permitted to participate in the separation reduction as
the trailing aircraft only;
3. An average runway occupancy time of
50_seconds or less is documented;
4. CTRDs are operational and used for quick
glance references;
REFERENCE-
FAAO JO 7110.65, Para 3-1-9, Use of Tower Radar Displays.
5. Turnoff points are visible from the control
tower.
REFERENCE-
FAAO JO 7110.65, Para 2-1-19, Wake Turbulence.
FAAO JO 7110.65, Para 3-9-6, Same Runway Separation.
FAAO JO 7110.65, Para 5-5-7, Passing or Diverging.
FAAO JO 7110.65, Para 5-5-9, Separation from Obstructions.
FAAO JO 7110.65, Para 5-8-3, Successive or Simultaneous
Departures.
FAAO JO 7110.65, Para 5-9-5, Approach Separation Responsibility.
FAAO JO 7110.65, Para 7-6-7, Sequencing.
FAAO JO 7110.65, Para 7-7-3, Separation.
FAAO JO 7110.65 Para 7-8-3, Separation.
FAAO JO 7210.3, Para 10-4-8, Reduced Separation on Final.
5-5-5. VERTICAL APPLICATION
Aircraft not laterally separated, may be vertically
separated by one of the following methods:
a. Assign altitudes to aircraft, provided valid
Mode_C altitude information is monitored and the
applicable separation minima is maintained at all
times.
REFERENCE-
FAAO JO 7110.65, Para 4-5-1, Vertical Separation Minima.
FAAO JO 7110.65, Para 5-2-17, Validation of Mode C Readout.
FAAO JO 7110.65, Para 7-7-3, Separation.
FAAO JO 7110.65, Para 7-8-3, Separation.
FAAO JO 7110.65, Para 7-9-4, Separation.
b. Assign an altitude to an aircraft after the aircraft
previously at that altitude has been issued a
climb/descent clearance and is observed (valid
Mode_C), or reports leaving the altitude.
NOTE1. Consider known aircraft performance characteristics,
pilot furnished and/or Mode C detected information which
indicate that climb/descent will not be consistent with the
rates recommended in the AIM.
2. It is possible that the separation minima described in
para 4-5-1, Vertical Separation Minima, para_7-7-3,
Separation, para 7-8-3, Separation, or para_7-9-4,
Separation, might not always be maintained using
subpara_b. However, correct application of this procedure
will ensure that aircraft are safely separated because the
first aircraft must have already vacated the altitude prior
to the assignment of that altitude to the second aircraft.
REFERENCE-
FAAO JO 7110.65, Para 2-1-3, Procedural Preference.
FAAO JO 7110.65, Para 4-5-1, Vertical Separation Minima.
FAAO JO 7110.65, Para 5-2-17, Validation of Mode C Readout.
FAAO JO 7110.65, Para 6-6-1, Application.
JO 7110.65S 2/14/08
5-5-4 Radar Separation
5-5-6. EXCEPTIONS
a. Do not use Mode C to effect vertical separation
with an aircraft on a cruise clearance, contact
approach, or as specified in para 5-15-4, System
Requirements, subpara e3.
REFERENCE-
FAAO JO 7110.65, Para 6-6-2, Exceptions.
FAAO JO 7110.65, Para 7-4-6, Contact Approach.
P/CG Term- Cruise.
b. Assign an altitude to an aircraft only after the
aircraft previously at that altitude is observed at or
passing through another altitude separated from the
first by the appropriate minima when:
1. Severe turbulence is reported.
2. Aircraft are conducting military aerial
refueling.
REFERENCE-
FAAO JO 7110.65, Para 9-2-12, Military Aerial Refueling.
3. The aircraft previously at that altitude has
been issued a climb/descent at pilot's discretion.
5-5-7. PASSING OR DIVERGING
a. TERMINAL. In accordance with the following
criteria, all other approved separation may be
discontinued, and passing or diverging separation
applied when:
1. Aircraft are on opposite/reciprocal courses
and you have observed that they have passed each
other; or aircraft are on same or crossing courses and
one aircraft has crossed the projected course of the
other and the angular difference between their
courses is at least 15 degrees.
2. The tracks are monitored to ensure that the
primary targets, beacon control slashes, or full digital
terminal system primary and/or beacon target
symbols will not touch.
REFERENCE-
FAAO JO 7110.65, Para 1-2-2, Course Definitions.
NOTE-
Although all other approved separation may be discontinued, the requirements of para 5-5-4, Minima, subparas e
and f shall apply when operating behind a heavy jet/B757.
b. EN ROUTE. Vertical separation between
aircraft may be discontinued when they are on
opposite courses as defined in para 1-2-2, Course
Definitions; and
1. You are in communications with both aircraft
involved; and
2. You tell the pilot of one aircraft about the
other aircraft, including position, direction, type; and
3. One pilot reports having seen the other
aircraft and that the aircraft have passed each other;
and
4. You have observed that the radar targets have
passed each other; and
5. You have advised the pilots if either aircraft
is classified as a heavy jet/B757 aircraft.
6. Although vertical separation may be discontinued, the requirements of para 5-5-4, Minima,
subparas e and f must be applied when operating
behind a heavy jet/B757.
EXAMPLE“Traffic, twelve o'clock, Boeing Seven Twenty Seven,
opposite direction. Do you have it in sight?”
(If the answer is in the affirmative):
“Report passing the traffic.”
(When pilot reports passing the traffic and the radar
targets confirm that the traffic has passed, issue
appropriate control instructions.)
5-5-8. ADDITIONAL SEPARATION FOR
FORMATION FLIGHTS
Because of the distance allowed between formation
aircraft and lead aircraft, additional separation is
necessary to ensure the periphery of the formation is
adequately separated from other aircraft, adjacent
airspace, or obstructions. Provide supplemental
separation for formation flights as follows:
a. Separate a standard formation flight by adding
1 mile to the appropriate radar separation minima.
REFERENCE-
FAAO JO 7110.65, Para 2-1-13, Formation Flights.
FAAO JO 7110.65, Para 5-5-1, Application.
FAAO JO 7110.65, Para 7-7-3, Separation.
P/CG Term- Formation Flight.
b. Separate two standard formation flights from
each other by adding 2 miles to the appropriate
separation minima.
JO 7110.65S 2/14/08
5-5-5
Radar Separation
c. Separate a nonstandard formation flight by
applying the appropriate separation minima to the
perimeter of the airspace encompassing the nonstandard formation or from the outermost aircraft of the
nonstandard formation whichever applies.
d. If necessary for separation between a nonstandard formation and other aircraft, assign an
appropriate beacon code to each aircraft in the
formation or to the first and last aircraft in-trail.
NOTE-
The additional separation provided in para 5-5-8,
Additional Separation for Formation Flights, is not
normally added to wake turbulence separation when a
formation is following a heavier aircraft since none of the
formation aircraft are likely to be closer to the heavier
aircraft than the lead aircraft (to which the prescribed
wake turbulence separation has been applied).
REFERENCE-
FAAO JO 7110.65, Para 9-2-12, Military Aerial Refueling.
5-5-9. SEPARATION FROM
OBSTRUCTIONS
a. Except in En Route Stage A/DARC or
Stage_A/EDARC, separate aircraft from obstructions
depicted on the radar display by the following
minima:
1. When less than 40 miles from the antenna3_miles.
2. When 40 miles or more from the antenna5_miles.
b. Except in En Route Stage A/DARC or
Stage_A/EDARC, vertical separation of aircraft
above an obstruction depicted on the radar display
may be discontinued after the aircraft has passed it.
c. En Route Stage A/DARC or Stage A/EDARC,
apply the radar separation minima specified in
para_5-5-4, Minima, subpara b1.
5-5-10. ADJACENT AIRSPACE
a. If coordination between the controllers concerned has not been effected, separate
radar-controlled aircraft from the boundary of
adjacent airspace in which radar separation is also
being used by the following minima:
REFERENCE-
FAAO JO 7110.65, Para 2-1-14, Coordinate Use of Airspace.
1. When less than 40 miles from the antenna1_1 /2 miles.
2. When 40 miles or more from the antenna2_1 /2 miles.
3. En route Stage A/DARC or Stage A/EDARC:
(a) Below Flight Level 600- 2 1
/2 miles.
(b) Flight Level 600 and above- 5 miles.
b. Separate radar-controlled aircraft from the
boundary of airspace in which nonradar separation is
being used by the following minima:
1. When less than 40 miles from the antenna3_miles.
2. When 40 miles or more from the antenna5_miles.
3. En route Stage A/DARC or Stage A/EDARC:
(a) Below Flight Level 600- 5 miles.
(b) Flight Level 600 and above- 10 miles.
c. The provisions of subparas a and b do not apply
to VFR aircraft being provided Class B, Class C, or
TRSA services. Ensure that the targets of these
aircraft do not touch the boundary of adjacent
airspace.
d. VFR aircraft approaching Class B, Class C,
Class D, or TRSA airspace which is under the
control jurisdiction of another air traffic control
facility should either be provided with a radar handoff
or be advised that radar service is terminated, given
their position in relation to the Class B, Class C,
Class_D, or TRSA airspace, and the ATC frequency,
if known, for the airspace to be entered. These actions
should be accomplished in sufficient time for the pilot
to obtain the required ATC approval prior to entering
the airspace involved, or to avoid the airspace.
5-5-11. EDGE OF SCOPE
Separate a radar-controlled aircraft climbing or
descending through the altitude of an aircraft that has
been tracked to the edge of the scope/display by the
following minima until nonradar separation has been
established:
a. When less than 40 miles from the antenna3_miles from edge of scope.
b. When 40 miles or more from the antenna5_miles from edge of scope.
JO 7110.65S 2/14/08
5-5-6 Radar Separation
c. En route Stage A/DARC or Stage A/EDARC:
1. Below Flight Level 600- 5 miles.
2. Flight Level 600 and above- 10 miles.
5-5-12. BEACON TARGET
DISPLACEMENT
When using a radar target display with a previously
specified beacon target displacement to separate a
beacon target from a primary target, adjacent
airspace, obstructions, or terrain, add a 1 mile
correction factor to the applicable minima. The
maximum allowable beacon target displacement
which may be specified by the facility air traffic
manager is 1
/2 mile.
REFERENCE-
FAAO JO 7210.3, Para_3-7-4, Monitoring of Mode 3/A Radar Beacon
Codes.
5-5-13. GPA 102/103 CORRECTION
FACTOR
When using a radar display whose primary radar
video is processed by the GPA 102/103 modification
to a joint-use radar system, apply the following
correction factors to the applicable minima:
a. If less than 40 miles from the antenna- add
1_mile.
b. If 40 miles or more but not over 200 miles from
the antenna- add 3 miles.
JO 7110.65S 2/14/08
5-6-1
Vectoring
Section 6. Vectoring
5-6-1. APPLICATION
Vector aircraft:
a. In controlled airspace for separation, safety,
noise abatement, operational advantage, or when a
pilot requests. Allow aircraft operating on an RNAV
route to remain on their own navigation to the extent
possible.
b. In Class G airspace only upon pilot request and
as an additional service.
c. At or above the MVA or the minimum IFR
altitude except as authorized for radar approaches,
special VFR, VFR operations, or by para 5-6-3,
Vectors Below Minimum Altitude.
NOTE-
VFR aircraft not at an altitude assigned by ATC may be
vectored at any altitude. It is the responsibility of the pilot
to comply with the applicable parts of CFR Title 14.
REFERENCE-
FAAO JO 7110.65, Para 4-5-6, Minimum En Route Altitudes.
FAAO JO 7110.65, Para 7-5-2, Priority.
FAAO JO 7110.65, Para 7-5-4, Altitude Assignment.
FAAO JO 7110.65, Para 7-7-5, Altitude Assignments.
14 CFR Section 91.119, Minimum Safe Altitudes: General.
d. In airspace for which you have control
jurisdiction, unless otherwise coordinated.
e. So as to permit it to resume its own navigation
within radar coverage.
f. Operating special VFR only within Class B,
Class C, Class D, or Class E surface areas.
g. Operating VFR at those locations where a
special program is established, or when a pilot
requests, or you suggest and the pilot concurs.
REFERENCE-
FAAO JO 7110.65, Para 4-4-1, Route Use.
FAAO JO 7110.65, Para 7-2-1, Visual Separation.
FAAO JO 7110.65, Para 7-5-3, Separation.
FAAO JO 7110.65, Para 7-6-1, Application.
FAAO JO 7110.65, Para 9-4-4, Separation Minima.
FAAO JO 7210.3, Chapter 11, Section 1, Terminal VFR Radar
Services.
5-6-2. METHODS
a. Vector aircraft by specifying:
1. Direction of turn, if appropriate, and
magnetic heading to be flown, or
PHRASEOLOGY-
TURN LEFT/RIGHT HEADING (degrees).
FLY HEADING (degrees).
FLY PRESENT HEADING.
DEPART (fix) HEADING (degrees).
2. The number of degrees, in group form, to turn
and the direction of turn, or
PHRASEOLOGY-
TURN (number of degrees) DEGREES LEFT/RIGHT.
3. For NO-GYRO procedures, the type of
vector, direction of turn, and when to stop turn.
PHRASEOLOGY-
THIS WILL BE A NO-GYRO VECTOR,
TURN LEFT/RIGHT.
STOP TURN.
b. When initiating a vector, advise the pilot of the
purpose.
PHRASEOLOGY-
VECTOR TO (fix or airway).
VECTOR TO INTERCEPT (name of NAVAID) (specified)
RADIAL.
VECTOR FOR SPACING.
VECTOR TO FINAL APPROACH COURSE,
or if the pilot does not have knowledge of the type of
approach,
VECTOR TO (approach name) FINAL APPROACH
COURSE.
NOTE-
Determine optimum routing based on factors such as wind,
weather, traffic, pilot requests, noise abatement, adjacent
sector requirement, and letters of agreement.
c. Issue with the vector an altitude to maintain and
all appropriate altitude restrictions when:
1. The vector will take the aircraft off an
assigned procedure which contains altitude instructions, i.e., instrument approach, nonradar SID, FMSP,
etc.
JO 7110.65S 2/14/08
5-6-2 Vectoring
2. The previously issued clearance included
crossing restrictions.
REFERENCE-
FAAO JO 7110.65, Para 4-2-5, Route or Altitude Amendments.
d. If appropriate, advise the pilot what to expect
when the vector is completed.
PHRASEOLOGY-
EXPECT TO RESUME (Route, SID, STAR, FMSP, etc.).
NOTE-
You must ensure that the pilot is made aware if he/she is
expected to resume a previously issued route procedure.
e. Provide radar navigational guidance until the
aircraft is:
1. Established within the airspace to be
protected for the nonradar route to be flown, or
2. On a heading that will, within a reasonable
distance, intercept the nonradar route to be flown, and
3. Informed of its position unless the aircraft is
RNAV, FMS, or DME equipped and being vectored
toward a VORTAC/TACAN or waypoint and within
the service volume of the NAVAID.
PHRASEOLOGY(Position with respect to course/fix along route),
RESUME OWN NAVIGATION,
or
FLY HEADING (degrees). WHEN ABLE, PROCEED
DIRECT (name of fix),
or
RESUME (name
/numberFMSP/SID/transition/STAR/
procedure).
REFERENCE-
FAAO JO 7110.65, Chapter 4, Section 1, NAVAID Use Limitations.
f. Aircraft instructed to resume a procedure which
contains restrictions (SID/STAR/FMSP, etc.) shall be
issued/reissued all applicable restrictions or shall be
advised to comply with those restrictions.
PHRASEOLOGY-
RESUME (name
/numberFMSP/SID/transition/STAR),
COMPLY WITH RESTRICTIONS.
EXAMPLE“Resume the Mudde One Arrival, comply with
restrictions.”
“Cleared direct Luxor, resume the Ksino One arrival,
comply with restrictions.”
g. Aircraft vectored off an RNAV route shall be
recleared to the next waypoint or as requested by the
pilot.
h. During stage A operation, update the route of
flight in the computer unless an operational
advantage is gained and coordination is
accomplished.
i. Inform the pilot when a vector will take the
aircraft across a previously assigned nonradar route.
PHRASEOLOGY-
EXPECT VECTOR ACROSS (NAVAID radial)
(airway/route/course) FOR (purpose).
REFERENCE-
FAAO JO 7110.65, Para 7-6-1, Application.
5-6-3. VECTORS BELOW MINIMUM
ALTITUDE
Except in en route automated environments in areas
where more than 3 miles separation minima is
required, you may vector a departing IFR aircraft, or
one executing a missed approach, within 40 miles of
the antenna and before it reaches the minimum
altitude for IFR operations if separation from
prominent obstructions shown on the radar scope is
applied in accordance with the following:
a. If the flight path is 3 miles or more from the
obstruction and the aircraft is climbing to an altitude
at least 1,000 feet above the obstruction, vector the
aircraft to maintain at least 3 miles separation from
the obstruction until the aircraft reports leaving an
altitude above the obstruction.
b. If the flight path is less than 3 miles from the
obstruction, and the aircraft is climbing to an altitude
at least 1,000 feet above the obstruction, vector the
aircraft to increase lateral separation from the
obstruction until the 3 mile minimum is achieved or
until the aircraft reports leaving an altitude above the
obstruction.
c. At those locations where diverse vector areas
(DVA) have been established, terminal radar
facilities may vector aircraft below the MVA/MIA
within those areas and along those routes described in
facility directives.
REFERENCE-
FAAO JO 7210.3, Para 3-9-5, Establishing Diverse Vector Area/s
(DVA).
JO 7110.65S 2/14/08
5-7-1
Speed Adjustment
Section 7. Speed Adjustment
5-7-1. APPLICATION
Keep speed adjustments to the minimum necessary to
achieve or maintain required or desired spacing.
Avoid adjustments requiring alternate decreases and
increases. Permit pilots to resume normal speed when
previously specified adjustments are no longer
needed.
NOTE-
It is the pilot's responsibility and prerogative to refuse
speed adjustment that he/she considers excessive or
contrary to the aircraft's operating specifications.
a. Consider the following when applying speed
control:
1. Determine the interval required and the point
at which the interval is to be accomplished.
2. Implement speed adjustment based on the
following principles.
(a) Priority of speed adjustment instructions
is determined by the relative speed and position of the
aircraft involved and the spacing requirement.
(b) Speed adjustments are not achieved
instantaneously. Aircraft configuration, altitudes,
and speed determine the time and distance required to
accomplish the adjustment.
3. Use the following techniques in speed control
situations:
(a) Compensate for compression when
assigning air speed adjustment in an in-trail situation
by using one of the following techniques:
(1) Reduce the trailing aircraft first.
(2) Increase the leading aircraft first.
(b) Assign a specific airspeed if required to
maintain spacing.
(c) Allow increased time and distance to
achieve speed adjustments in the following
situations:
(1) Higher altitudes.
(2) Greater speed.
(3) Clean configurations.
(d) Ensure that aircraft are allowed to operate
in a clean configuration as long as circumstances
permit.
(e) Keep the number of speed adjustments per
aircraft to the minimum required to achieve and
maintain spacing.
b. Do not assign speed adjustment to aircraft:
1. At or above FL 390 without pilot consent.
2. Executing a published high altitude instrument approach procedure.
3. In a holding pattern.
REFERENCE-
FAAO JO 7110.65, Para 4-6-4, Holding Instructions.
4. Inside the final approach fix on final or a point
5 miles from the runway, whichever is closer to the
runway.
c. At the time approach clearance is issued,
previously issued speed adjustments shall be restated
if required.
d. Approach clearances cancel any previously
assigned speed adjustment. Pilots are expected to
make their own speed adjustments to complete the
approach unless the adjustments are restated.
e. Express speed adjustments in terms of knots
based on indicated airspeed (IAS) in 10-knot
increments. At or above FL 240, speeds may be
expressed in terms of Mach numbers in 0.01_increments for turbojet aircraft with Mach meters
(i.e.,_Mach 0.69, 0.70, 0.71, etc.).
NOTE1. Pilots complying with speed adjustment instructions
should maintain a speed within plus or minus 10 knots or
0.02 Mach number of the specified speed.
2. When assigning speeds to achieve spacing between
aircraft at different altitudes, consider that ground speed
may vary with altitude. Further speed adjustment may be
necessary to attain the desired spacing.
REFERENCE-
FAAO JO 7110.65, Para 5-7-2, Methods.
JO 7110.65S 2/14/08
5-7-2 Speed Adjustment
5-7-2. METHODS
a. Instruct aircraft to:
1. Maintain present/specific speed.
2. Maintain specified speed or greater/less.
3. Maintain the highest/lowest practical speed.
4. Increase or reduce to a specified speed or by
a specified number of knots.
PHRASEOLOGY-
SAY AIRSPEED.
SAY MACH NUMBER.
MAINTAIN PRESENT SPEED.
MAINTAIN (specific speed) KNOTS.
MAINTAIN (specific speed) KNOTS OR GREATER.
DO NOT EXCEED (speed) KNOTS.
MAINTAIN MAXIMUM FORWARD SPEED.
MAINTAIN SLOWEST PRACTICAL SPEED.
INCREASE/REDUCE SPEED:
TO (specified speed in knots),
or
TO MACH (Mach number),
or
(number of knots) KNOTS.
EXAMPLE“Increase speed to Mach point seven two.”
“Reduce speed to two five zero.”
“Reduce speed twenty knots.”
“Maintain two eight zero knots.”
“Maintain maximum forward speed.”
NOTE1. A pilot operating at or above 10,000 feet MSL on an
assigned speed adjustment greater than 250 knots is
expected to comply with 14 CFR Section 91.117(a) when
cleared below 10,000 feet MSL, within domestic airspace,
without notifying ATC. Pilots are expected to comply with
the other provisions of 14 CFR Section 91.117 without
notification.
2. Speed restrictions of 250 knots do not apply to aircraft
operating beyond 12 NM from the coastline within the
U.S._Flight Information Region, in offshore Class E
airspace below 10,000 feet MSL. However, in airspace
underlying a Class B airspace area designated for an
airport, or in a VFR corridor designated through such as
a Class B airspace area, pilots are expected to comply with
the 200_knot speed limit specified in 14 CFR
Section_91.117(c). (See 14 CFR Sections 91.117(c) and
91.703.)
3. The phrases “maintain maximum forward speed” and
“maintain slowest practical speed” are primarily intended
for use when sequencing a group of aircraft. As the
sequencing plan develops, it may be necessary to
determine the specific speed and/or make specific speed
assignments.
b. To obtain pilot concurrence for a speed
adjustment at or above FL 390, as required by
para_5-7-1, Application, use the following
phraseology.
PHRASEOLOGY(Speed adjustment), IF UNABLE ADVISE.
EXAMPLE“Reduce speed to one niner zero, if unable advise.”
c. Simultaneous speed reduction and descent can
be extremely difficult, particularly for turbojet
aircraft. Specifying which action is to be accomplished first removes any doubt the pilot may have as
to controller intent or priority. Specify which action is
expected first when combining speed reduction with
a descent clearance.
1. Speed reductions prior to descent.
PHRASEOLOGY-
REDUCE SPEED:
TO (specified speed),
or
(number of knots) KNOTS.
THEN, DESCEND AND MAINTAIN (altitude).
2. Speed reduction following descent.
PHRASEOLOGY-
DESCEND AND MAINTAIN (altitude).
THEN, REDUCE SPEED:
TO (specified speed in knots),
or
JO 7110.65S 2/14/08
5-7-3
Speed Adjustment
TO MACH (Mach number),
or
(number of knots) KNOTS.
NOTE-
When specifying descent prior to speed reduction, consider
the maximum speed requirements specified in 14_CFR
Section 91.117. It may be necessary for the pilot to level off
temporarily and reduce speed prior to descending below
10,000 feet MSL.
d. Specify combined speed/altitude fix crossing
restrictions.
PHRASEOLOGY-
CROSS (fix) AT AND MAINTAIN (altitude) AT (specified
speed) KNOTS.
EXAMPLE“Cross Robinsville at and maintain six thousand at
two_three zero knots.”
REFERENCE-
FAAO JO 7110.65, Para 2-4-17, Numbers Usage.
FAAO JO 7110.65, Para 4-5-7, Altitude Information.
5-7-3. MINIMA
When assigning airspeeds, use the following
recommended minima:
a. To aircraft operating between FL 280 and
10,000 feet, a speed not less than 250 knots or the
equivalent Mach number.
NOTE1. On a standard day the Mach numbers equivalent to
250_knots CAS (subject to minor variations) are:
FL 240-0.6
FL 250-0.61
FL 260-0.62
FL 270-0.64
FL 280-0.65
FL 290-0.66.
2. If a pilot is unable to comply with the speed assignment,
the pilot will advise.
b. When an operational advantage will be
realized, speeds lower than the recommended
minima may be applied.
c. To arrival aircraft operating below 10,000 feet:
1. Turbojet aircraft. A speed not less than
210_knots; except when the aircraft is within 20 flying
miles of the runway threshold of the airport of
intended landing, a speed not less than 170 knots.
2. Reciprocating engine and turboprop aircraft.
A speed not less than 200 knots; except when the
aircraft is within 20 flying miles of the runway
threshold of the airport of intended landing, a speed
not less than 150 knots.
d. Departures:
1. Turbojet aircraft. A speed not less than
230_knots.
2. Reciprocating engine and turboprop aircraft.
A speed not less than 150 knots.
e. Helicopters. A speed not less than 60 knots.
REFERENCE-
FAAO JO 7110.65, Para 5-7-2, Methods.
5-7-4. TERMINATION
Advise aircraft when speed adjustment is no longer
needed.
PHRASEOLOGY-
RESUME NORMAL SPEED.
NOTE-
An instruction to “resume normal speed” does not delete
speed restrictions that are applicable to published
procedures of upcoming segments of flight, unless
specifically stated by ATC. This does not relieve the pilot
of those speed restrictions which are applicable to 14_CFR
Section 91.117.
JO 7110.65S 2/14/08
5-7-4
JO 7110.65S 2/14/08
5-8-1
Radar Departures
Section 8. Radar Departures
5-8-1. PROCEDURES
Use standard departure routes and channelized
altitudes whenever practical to reduce coordination.
Do not, however, assign these routes solely to provide
for possible radar or communication failure.
5-8-2. INITIAL HEADING
Before departure, assign the initial heading to be
flown if a departing aircraft is to be vectored
immediately after takeoff.
PHRASEOLOGY-
FLY RUNWAY HEADING.
TURN LEFT/RIGHT, HEADING (degrees).
NOTE-
TERMINAL. A purpose for the heading is not necessary,
since pilots operating in a radar environment associate
assigned headings with vectors to their planned route of
flight.
REFERENCE-
FAAO JO 7110.65, Para 4-3-2, Departure Clearances.
FAAO JO 7110.65, Para 5-6-3, Vectors Below Minimum Altitude.
5-8-3. SUCCESSIVE OR SIMULTANEOUS
DEPARTURES
TERMINAL
Separate aircraft departing from the same airport/
heliport or adjacent airports/heliports in accordance
with the following minima provided radar identification with the aircraft will be established within 1 mile
of the takeoff runway end/helipad and courses will
diverge by 15 degrees or more.
NOTE1. FAAO 8260.19, Flight Procedures and Airspace,
establishes guidelines for IFR departure turning procedures which assumes a climb to 400 feet above the airport
elevation before a turn is commenced. FAAO_8260.3,
United States Standard for Terminal Instrument Procedures (TERPS), the ILS missed approach criteria, requires
a straight climb of 400 feet be specified where turns greater
than 15 degrees are required.
2. Consider known aircraft performance characteristics
when applying initial separation to successive departing
aircraft.
3. When one or both of the departure surfaces is a helipad,
use the takeoff course of the helicopter as a reference,
comparable to the centerline of a runway and the helipad
center as the threshold.
a. Between aircraft departing the same runway/
helipad or parallel runways/helicopter takeoff
courses separated by less than 2,500 feet- 1 mile if
courses diverge immediately after departure.
(See FIG 5-8-1, FIG 5-8-2, and FIG 5-8-3.)
FIG 5-8-1
Successive Departures
FIG 5-8-2
Simultaneous Departures
JO 7110.65S 2/14/08
5-8-2 Radar Departures
FIG 5-8-3
Simultaneous Departures
NOTE-
This procedure does not apply when a small aircraft is
taking off from an intersection on the same runway behind
a large aircraft or when an aircraft is departing behind a
heavy jet/B757.
REFERENCE-
FAAO JO 7110.65, Para 3-9-7, Wake Turbulence Separation for
Intersection Departures.
FAAO JO 7110.65, Para 3-9-8, Intersecting Runway Separation.
FAAO JO 7110.65, Para 5-5-4, Minima.
b. Between aircraft departing from diverging
runways:
1. Nonintersecting runways. Authorize simultaneous takeoffs if runways diverge by 15 degrees or
more. (See FIG 5-8-4.)
FIG 5-8-4
Nonintersecting Runway Departures
2. Intersecting runways and/or helicopter
takeoff courses which diverge by 15 degrees or
more. Authorize takeoff of a succeeding aircraft
when the preceding aircraft has passed the point of
runway and/or takeoff course intersection. When
applicable, apply the procedure in para 3-9-5,
Anticipating Separation. (See FIG 5-8-5 and
FIG 5-8-6.)
FIG 5-8-5
Intersecting Runway Departures
NOTE-
This procedure does not apply when aircraft are departing
behind a heavy jet/B757.
FIG 5-8-6
Intersecting Helicopter Course Departures
c. Between aircraft departing in the same direction
from parallel runways/helicopter takeoff courses.
Authorize simultaneous takeoffs if the centerlines/
takeoff courses are separated by at least 2,500_feet
and courses diverge by 15 degrees or more
immediately after departure. (See FIG 5-8-7 and
FIG 5-8-8.)
JO 7110.65S 2/14/08
5-8-3
Radar Departures
FIG 5-8-7
Parallel Runway Departures
FIG 5-8-8
Parallel Helicopter Course Departures
5-8-4. DEPARTURE AND ARRIVAL
TERMINAL. Except as provided in para 5-8-5,
Departures and Arrivals on Parallel or Nonintersecting Diverging Runways, separate a departing aircraft
from an arriving aircraft on final approach by a
minimum of 2 miles if separation will increase to a
minimum of 3 miles (5 miles when 40 miles or more
from the antenna) within 1 minute after takeoff.
NOTE1. This procedure permits a departing aircraft to be
released so long as an arriving aircraft is no closer than
2_miles from the runway at the time. This separation is
determined at the time the departing aircraft commences
takeoff roll.
2. Consider the effect surface conditions, such as ice,
snow, and other precipitation, may have on known aircraft
performance characteristics, and the influence these
conditions may have on the pilot's ability to commence
takeoff roll in a timely manner.
5-8-5. DEPARTURES AND ARRIVALS ON
PARALLEL OR NONINTERSECTING
DIVERGING RUNWAYS
TERMINAL. Authorize simultaneous operations
between an aircraft departing on a runway and an
aircraft on final approach to another parallel or
nonintersecting diverging runway if the departure
course diverges immediately by at least 30 degrees
from the missed approach course until separation is
applied and provided one of the following conditions
are met:
NOTE-
When one or both of the takeoff/landing surfaces is a
helipad, consider the helicopter takeoff course as the
runway centerline and the helipad center as the threshold.
a. When parallel runway thresholds are even, the
runway centerlines are at least 2,500 feet apart.
(See FIG 5-8-9 and FIG 5-8-10.)
FIG 5-8-9
Parallel Thresholds are Even
JO 7110.65S 2/14/08
5-8-4 Radar Departures
FIG 5-8-10
Parallel Thresholds are Even
b. When parallel runway thresholds are staggered
and:
1. The arriving aircraft is approaching the
nearer runway: the centerlines are at least 1,000 feet
apart and the landing thresholds are staggered at least
500 feet for each 100 feet less than 2,500 the
centerlines are separated. (See FIG 5-8-11 and
FIG 5-8-12.)
FIG 5-8-11
Parallel Thresholds are Staggered
FIG 5-8-12
Parallel Thresholds are Staggered
NOTE-
In the event of a missed approach by a heavy jet/B757,
apply the procedures in para 3-9-6, Same Runway
Separation, or para 3-9-8, Intersecting Runway Separation, ensure that the heavy jet does not overtake or cross in
front of an aircraft departing from the adjacent parallel
runway.
2. The arriving aircraft is approaching the
farther runway: the runway centerlines separation
exceeds 2,500 feet by at least 100 feet for each
500_feet the landing thresholds are staggered.
(See FIG 5-8-13.)
FIG 5-8-13
Parallel Thresholds are Staggered
JO 7110.65S 2/14/08
5-8-5
Radar Departures
c. When nonintersecting runways diverge by
15_degrees or more and runway edges do not touch.
(See FIG 5-8-14.)
FIG 5-8-14
Diverging Nonintersecting Runways
d. When the aircraft on takeoff is a helicopter, hold
the helicopter until visual separation is possible or
apply the separation criteria in subparas a, b, or c.
REFERENCE-
FAAO JO 7110.65, Para 5-8-4, Departure and Arrival.
JO 7110.65S 2/14/08
5-8-6
JO 7110.65S 2/14/08
5-9-1
Radar Arrivals
Section 9. Radar Arrivals
5-9-1. VECTORS TO FINAL APPROACH
COURSE
Except as provided in para 7-4-2, Vectors for Visual
Approach, vector arriving aircraft to intercept the
final approach course:
a. At least 2 miles outside the approach gate unless
one of the following exists:
1. When the reported ceiling is at least 500 feet
above the MVA/MIA and the visibility is at least
3_miles (report may be a PIREP if no weather is
reported for the airport), aircraft may be vectored to
intercept the final approach course closer than 2 miles
outside the approach gate but no closer than the
approach gate.
2. If specifically requested by the pilot, aircraft
may be vectored to intercept the final approach
course inside the approach gate but no closer than the
final approach fix.
EXCEPTION. Conditions 1 and 2 above do not
apply to RNAV aircraft being vectored for a GPS or
RNAV approach.
b. For a precision approach, at an altitude not
above the glideslope/glidepath or below the
minimum glideslope intercept altitude specified on
the approach procedure chart.
c. For a nonprecision approach, at an altitude
which will allow descent in accordance with the
published procedure.
NOTE-
A pilot request for an “evaluation approach,” or a
“coupled approach,” or use of a similar term, indicates the
pilot desires the application of subparas a and b.
d. EN ROUTE. The following provisions are
required before an aircraft may be vectored to the
final approach course:
1. The approach gate and a line (solid or
broken), depicting the final approach course starting
at or passing through the approach gate and extending
away from the airport, be displayed on the radar
scope; for a precision approach, the line length shall
extend at least the maximum range of the localizer;
for a nonprecision approach, the line length shall
extend at least 10NM outside the approach gate; and
2. The maximum range selected on the radar
display is 150 NM; or
3. An adjacent radar display is set at 125 NM or
less, configured for the approach in use, and is
utilized for the vector to the final approach course.
4. If unable to comply with subparas 1, 2, or 3
above, issue the clearance in accordance with
para_4-8-1, Approach Clearance.
REFERENCE-
FAAO JO 7110.65, Para 4-8-1, Approach Clearance.
FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception.
5-9-2. FINAL APPROACH COURSE
INTERCEPTION
a. Assign headings that will permit final approach
course interception on a track that does not exceed the
interception angles specified in TBL 5-9-1.
TBL 5-9-1
Approach Course Interception Angle
Distance from interception
point to approach gate
Maximum interception
angle
Less than 2 miles or triple
simultaneous ILS/MLS
approaches in use
20 degrees
2 miles or more 30 degrees
(45 degrees for helicopters)
b. If deviations from the final approach course are
observed after initial course interception, apply the
following:
1. Outside the approach gate: apply procedures
in accordance with subpara a, if necessary, vector the
aircraft for another approach.
2. Inside the approach gate: inform the pilot of
the aircraft's position and ask intentions.
PHRASEOLOGY(Ident) (distance) MILE(S) FROM THE AIRPORT,
(distance) MILE(S) RIGHT/LEFT OF COURSE, SAY
INTENTIONS.
NOTE-
The intent is to provide for a track course intercept angle
judged by the controller to be no greater than specified by
this procedure.
REFERENCE-
FAAO JO 7110.65, Chapter 5, Section 9, Radar Arrivals, and
Section 10, Radar Approaches- Terminal.
JO 7110.65S 2/14/08
5-9-2 Radar Arrivals
c. EN ROUTE. When using a radar scope range
above 125 NM, the controller shall solicit and receive
a pilot report that the aircraft is established on the
final approach course. If the pilot has not reported
established by the final approach gate, inform the
pilot of his/her observed position and ask intentions.
NOTE-
It may be difficult to accurately determine small distances
when using very large range settings.
5-9-3. VECTORS ACROSS FINAL
APPROACH COURSE
Inform the aircraft whenever a vector will take it
across the final approach course and state the reason
for such action.
NOTE-
In the event you are unable to so inform the aircraft, the
pilot is not expected to turn inbound on the final approach
course unless approach clearance has been issued.
PHRASEOLOGY-
EXPECT VECTORS ACROSS FINAL FOR (purpose).
EXAMPLE“EXPECT VECTORS ACROSS FINAL FOR SPACING.”
REFERENCE-
FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception.
5-9-4. ARRIVAL INSTRUCTIONS
Issue all of the following to an aircraft before it
reaches the approach gate:
a. Position relative to a fix on the final approach
course. If none is portrayed on the radar display or if
none is prescribed in the procedure, issue position
information relative to the navigation aid which
provides final approach guidance or relative to the
airport.
b. Vector to intercept the final approach course if
required.
c. Approach clearance except when conducting a
radar approach. Issue approach clearance only after
the aircraft is:
1. Established on a segment of a published route
or instrument approach procedure, or see FIG 5-9-1
Example 1.
FIG 5-9-1
Arrival Instructions
JO 7110.65S 2/14/08
5-9-3
Radar Arrivals
EXAMPLE1. Aircraft 1 was vectored to the final approach course but
clearance was withheld. It is now at 4,000 feet and
established on a segment of the instrument approach
procedure. “Seven miles from X-RAY. Cleared I-L-S
runway three six approach.” (See FIG 5-9-1.)
2. Aircraft 2 is being vectored to a published segment of
the final approach course, 4 miles from LIMA at 2,000 feet.
The MVA for this area is 2,000 feet. “Four miles from
LIMA. Turn right heading three four zero. Maintain
two_thousand until established on the localizer. Cleared
I-L-S runway three six approach.” (See FIG 5-9-1.)
3. Aircraft 3 is being vectored to intercept the final
approach course beyond the approach segments, 5 miles
from Alpha at 5,000 feet. the MVA for this area is 4,000 feet.
“Five miles from Alpha. Turn right heading three three
zero. Cross Alpha at or above four thousand. Cleared
I-L-S runway three six approach.” (See FIG 5-9-1.)
4. Aircraft 4 is established on the final approach course
beyond the approach segments, 8 miles from Alpha at
6,000_feet. The MVA for this area is 4,000 feet. “Eight miles
from Alpha. Cross Alpha at or above four thousand.
Cleared I-L-S runway three six approach.”
(See FIG 5-9-1.)
2. Assigned an altitude to maintain until the
aircraft is established on a segment of a published
route or instrument approach procedure.
(See FIG 5-9-2 thru FIG 5-9-4.)
FIG 5-9-2
Arrival Instructions
EXAMPLE-
The aircraft is being vectored to a published segment of the
MLS final approach course, 3 miles from Alpha at
4,000_feet. The MVA for this area is 4,000 feet.
“Three_miles from Alpha. Turn left heading two one zero.
Maintain four thousand until established on the azimuth
course. Cleared M-L-S runway one eight approach.”
(See FIG 5-9-2.)
JO 7110.65S 2/14/08
5-9-4 Radar Arrivals
FIG 5-9-3
Arrival Instructions
EXAMPLE-
The aircraft is en route to Delta waypoint at 6,000 feet. The
MVA for this area is 4,000 feet. “Cross Delta at or above
four thousand. Cleared M-L-S runway one eight
approach.” (See FIG 5-9-3.)
FIG 5-9-4
Arrival Instructions
EXAMPLE-
The aircraft is being vectored to an MLS curved approach,
3 miles from X-ray at 3,000 feet. “Three miles from X-ray.
Turn right heading three three zero. Maintain three_thousand until established on the azimuth course. Cleared
M-L-S runway one eight approach.”
(See FIG 5-9-4.)
FIG 5-9-5
Arrival Instructions
EXAMPLE-
The aircraft is being vectored to the intermediate fix
FORRE for an RNAV approach. “Seven miles from
FOORE, cleared direct FORRE, cross FORRE at or above
four thousand, cleared RNAV runway one eight
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. Aircraft being vectored to the intermediate fix in
FIG 5-9-5 must meet all the provisions described in
subpara 4-8-1b4.
JO 7110.65S 2/14/08
5-9-5
Radar Arrivals
d. Instructions to do one of the following:
NOTE-
The principal purpose of this paragraph is to ensure that
frequency changes are made prior to passing the final
approach fix. However, at times it will be desirable to retain
an aircraft on the approach control frequency to provide a
single-frequency approach or other radar services. When
this occurs, it will be necessary to relay tower clearances
or instructions to preclude changing frequencies prior to
landing or approach termination.
1. Monitor local control frequency, reporting to
the tower when over the approach fix.
2. Contact the tower on local control frequency.
REFERENCE-
FAAO JO 7110.65, Para 4-8-8, Communications Release.
3. Contact the final controller on the appropriate
frequency if radar service will be provided on final on
a different frequency.
REFERENCE-
FAAO JO 7110.65, Para 5-10-8, Final Controller Changeover.
4. When radar is used to establish the final
approach fix, inform the pilot that after being advised
that he/she is over the fix he/she is to contact the tower
on local control frequency.
EXAMPLE“Three miles from final approach fix. Turn left heading
zero one zero. Maintain two thousand until established on
the localizer. Cleared I-L-S runway three six approach. I
will advise when over the fix.”
“Over final approach fix. Contact tower one one eight
point one.”
NOTE-
ARSR may be used for establishment of initial approach
and intermediate approach fixes only. ASR must be used to
establish the final approach fix.
REFERENCE-
FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception.
FAAO JO 7110.65, Para 5-9-7, Simultaneous Independent ILS/MLS
Approaches- Dual_& Triple.
