ATC

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2-4-21. DESCRIPTION OF AIRCRAFT TYPES Except for heavy aircraft, describe aircraft as follows when issuing traffic information. a. Military: 1. Military designator, with numbers spoken in group form, or 2. Service and type, or 3. Type only if no confusion or misidentification is likely. b. Air Carrier: 1. Manufacturer's model or designator. 2. Add the manufacturer's name, company name or other identifying features when confusion or misidentification is likely. EXAMPLE“L-Ten-Eleven.” “American MD-Eighty. Seven Thirty-Seven.” “Boeing Seven Fifty-Seven.” NOTE- Pilots of “interchange” aircraft are expected to inform the tower on the first radio contact the name of the operating company and trip number followed by the company name, as displayed on the aircraft, and the aircraft type. c. General Aviation and Air Taxi: 1. Manufacturer's model, or designator. 2. Manufacturer's name, or add color when considered advantageous. EXAMPLE“Tri-Pacer.” “P A Twenty-Two.” “Cessna Four-Oh-One.” “Blue and white King Air.” “Airliner.” “Sikorsky S-Seventy-Six.” d. When issuing traffic information to aircraft following a heavy jet, specify the word “heavy” before the manufacturer's name and model. EXAMPLE“Heavy L-Ten-Eleven.” “Heavy C-Five.” “Heavy Boeing Seven Forty-Seven.” REFERENCE- FAAO JO 7110.65, Para 2-1-21, Traffic Advisories.

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2-4-22. AIRSPACE CLASSES A, B, C, D, E, and G airspace are pronounced in the ICAO phonetics for clarification. The term “Class” may be dropped when referring to airspace in pilot/controller communications. EXAMPLE“Cessna 123 Mike Romeo cleared to enter Bravo airspace.” “Sikorsky 123 Tango Sierra cleared to enter New York Bravo airspace.” JO 7110.65S 2/14/08 2-4-12 JO 7110.65S 2/14/08 2-5-1 Route and NAVAID Description Section 5. Route and NAVAID Description 2-5-1. AIR TRAFFIC SERVICE (ATS) ROUTES Describe ATS routes as follows: a. VOR/VORTAC/TACAN airways or jet routes. State the word “Victor” or the letter “J” followed by the number of the airway or route in group form. EXAMPLE“Victor Twelve.” “J Five Thirty-Three.” b. VOR/VORTAC/TACAN alternate airways. State the word “Victor” followed by the number of the airway in group form and the alternate direction. EXAMPLE“Victor Twelve South.” c. Colored/L/MF airways. State the color of the airway followed by the number in group form. EXAMPLE“Blue Eighty-One.” d. Named Routes. State the words “North American Route” or “Bahama Route” followed by the number of the route in group form. EXAMPLE“North American Route Sixty-Seven Bravo.” “Bahama Route Fifty-Five Victor.” e. Air Traffic Service (ATS) routes. State the letter(s) of the route phonetically, followed by the number of the route in group form. EXAMPLE“Romeo Twenty.” “Alfa Fifty.” “Golf Sixty-one.” “Alfa Seven Hundred.” f. Military Training Routes (MTRs). State the letters “I-R” or “V-R” followed by the number of the route in group form. EXAMPLE“I-R Five Thirty-one.” “V-R Fifty-two.” g. Published RNAV routes. 1. High Altitude - State the letter “Q” followed by the route number in group form. EXAMPLE“Q One Forty-five.” 2. Low Altitude - State the letter of the route phonetically, followed by the number of the route in group form. EXAMPLE“Tango Two Ten.” 2-5-2. NAVAID TERMS Describe radials, arcs, courses, bearings, and quadrants of NAVAIDs as follows: a. VOR/VORTAC/TACAN/MLS/GPS Waypoint. State the name of the NAVAID or GPS Waypoint followed by the separate digits of the radial/azimuth/bearing (omitting the word “degrees”) and the word “radial/azimuth/bearing.” EXAMPLE“Appleton Zero Five Zero Radial.” “Lindburg Runway Two Seven M-L-S, Two Six Zero Azimuth.” b. Arcs about VOR-DME/VORTAC/TACAN/ MLS NAVAIDs. State the distance in miles from the NAVAID followed by the words “mile arc,” the direction from the NAVAID in terms of the eight principal points of the compass, the word “of,” and the name of the NAVAID. EXAMPLE“Two Zero mile arc southwest of O'Hare Runway Two Seven Left M-L-S.” c. Quadrant within a radius of NAVAID. State direction from NAVAID in terms of the quadrant; e.g., NE, SE, SW, NW, followed by the distance in miles from the NAVAID. EXAMPLE“Cleared to fly northeast quadrant of Phillipsburg VORTAC within Four Zero mile radius.” REFERENCE- FAAO JO 7110.65, Para 4-4-1, Route Use. P/CG Term- Quadrant. d. Nondirectional beacons. State the course to or the bearing from the radio beacon, omitting the word “degree,” followed by the words “course to” or “bearing from,” the name of the radio beacon, and the words “radio beacon.” EXAMPLE“Three Four Zero bearing from Randolph Radio Beacon.” JO 7110.65S 2/14/08 2-5-2 Route and NAVAID Description e. MLS. State the azimuth to or azimuth from the MLS, omitting the word “degree” followed by the words “azimuth to” or “azimuth from,” the name of the MLS, and the term MLS. EXAMPLE“Two Six Zero azimuth to Linburgh Runway Two Seven MLS.” f. Navigation Reference System (NRS) Waypoint. State the single letter corresponding to the ICAO Flight Information Region (FIR) identifier, followed by the letter corresponding to the FIR subset (ARTCC area for the conterminous U.S.), the latitude increment in single digit or group form, and the longitude increment. EXAMPLE“Kilo Delta Three Four Uniform.” “Kilo Delta Thirty Four Uniform.” 2-5-3. NAVAID FIXES Describe fixes determined by reference to a radial/localizer/azimuth and distance from a VOR-DME/VORTAC/TACAN/ILS-DME or MLS as follows: a. When a fix is not named, state the name of the NAVAID followed by a specified radial/localizer/ azimuth, and state the distance in miles followed by the phrase “mile fix.” EXAMPLE“Appleton Zero Five Zero radial Three Seven mile fix.” “Reno localizer back course Four mile fix.” “Hobby Runway One Two M-L-S Zero Niner Zero azimuth One Two mile fix.” b. When a fix is charted on a SID, STAR, en route chart, or approach plate, state the name of the fix. c. Use specific terms to describe a fix. Do not use expressions such as “passing Victor Twelve” or “passing J Eleven.” JO 7110.65S 2/14/08 2-6-1 Weather Information Section 6. Weather Information 2-6-1. FAMILIARIZATION Become familiar with pertinent weather information when coming on duty, and stay aware of current weather information needed to perform ATC duties. 2-6-2. HAZARDOUS INFLIGHT WEATHER ADVISORY SERVICE (HIWAS) Controllers shall advise pilots of hazardous weather that may impact operations within 150 NM of their sector or area of jurisdiction. Hazardous weather information contained in HIWAS broadcasts includes Airmen's Meteorological Information (AIRMET), Significant Meteorological Information (SIGMET), Convective SIGMET (WST), Urgent Pilot Weather Reports (UUA), and Center Weather Advisories (CWA). Facilities shall review alert messages to determine the geographical area and operational impact for hazardous weather information broadcasts. The broadcast is not required if aircraft on your frequency(s) will not be affected. a. Controllers within commissioned HIWAS areas shall broadcast a HIWAS alert on all frequencies, except emergency frequency, upon receipt of hazardous weather information. Controllers are required to disseminate data based on the operational impact on the sector or area of control jurisdiction. NOTE- The inclusion of the type and number of weather advisory responsible for the HIWAS advisory is optional. PHRASEOLOGY- ATTENTION ALL AIRCRAFT. HAZARDOUS WEATHER INFORMATION (SIGMET, Convective SIGMET, AIRMET, Urgent Pilot Weather Report (UUA), or Center Weather Advisory (CWA), Number or Numbers) FOR (geographical area) AVAILABLE ON HIWAS, FLIGHT WATCH, OR FLIGHT SERVICE FREQUENCIES. b. Controllers outside of commissioned HIWAS areas shall: 1. Advise pilots of the availability of hazardous weather advisories. Pilots requesting additional information should be directed to contact the nearest Flight Watch or Flight Service. 2. Apply the same procedure when HIWAS outlets, or outlets with radio coverage extending into your sector or airspace under your jurisdiction, are out of service. PHRASEOLOGY- ATTENTION ALL AIRCRAFT. HAZARDOUS WEATHER INFORMATION FOR (geographical area) AVAILABLE FROM FLIGHT WATCH OR FLIGHT SERVICE. c. Terminal facilities have the option to limit hazardous weather information broadcasts as follows: Tower cab and approach control facilities may opt to broadcast hazardous weather information alerts only when any part of the area described is within 50_NM of the airspace under their jurisdiction. REFERENCE- AIM, Chapter 7, Section 1, Meteorology, Para 7-1-5 through Para_7-1-9. 2-6-3. PIREP INFORMATION Significant PIREP information includes reports of strong frontal activity, squall lines, thunderstorms, light to severe icing, wind shear and turbulence (including clear air turbulence) of moderate or greater intensity, volcanic eruptions and volcanic ash clouds, and other conditions pertinent to flight safety. REFERENCE- FAAO JO 7110.65, Para 3-1-8, Low Level Wind Shear/Microburst Advisories. FAAO JO 7210.3, Para_6-3-1, Handling of SIGMETs, CWAs, and PIREPs. AIM, Para 7-5-9, Flight Operations in Volcanic Ash. FAAO JO 7210.3, Para 10-3-1, SIGMET and PIREP Handling. a. Solicit PIREPs when requested or when one of the following conditions exists or is forecast for your area of jurisdiction: 1. Ceilings at or below 5,000 feet. These PIREPs shall include cloud base/top reports when feasible. TERMINAL. Ensure that at least one descent/climb- out PIREP, including cloud base/s, top/s, and other related phenomena, is obtained each hour. EN ROUTE. When providing approach control services, the requirements stated in TERMINAL above apply. 2. Visibility (surface or aloft) at or less than 5_miles. 3. Thunderstorms and related phenomena. 4. Turbulence of moderate degree or greater. JO 7110.65S 2/14/08 2-6-2 Weather Information 5. Icing of light degree or greater. 6. Wind shear. 7. Volcanic ash clouds. NOTE- Pilots may forward PIREPs regarding volcanic activity using the format described in the Volcanic Activity Reporting Form (VAR) as depicted in the AIM, Appendix_2. 8. TERMINAL. Braking Action Advisories are in effect. REFERENCE- FAAO JO 7110.65, Para 3-3-5, Braking Action Advisories. P/CG Term- Braking Action Advisories. b. Record with the PIREPs: 1. Time. 2. Aircraft position. 3. Type aircraft. 4. Altitude. 5. When the PIREP involves icing include: (a) Icing type and intensity. (b) Air temperature in which icing is occurring. c. Obtain PIREPs directly from the pilot, or if the PIREP has been requested by another facility, you may instruct the pilot to deliver it directly to that facility. PHRASEOLOGY- REQUEST/SAY FLIGHT CONDITIONS. Or if appropriate, REQUEST/SAY (specific conditions; i.e., ride, cloud, visibility, etc.) CONDITIONS. If necessary, OVER (fix), or ALONG PRESENT ROUTE, or BETWEEN (fix) AND (fix). d. Handle PIREPs as follows: 1. Relay pertinent PIREP information to concerned aircraft in a timely manner. 2. EN ROUTE. Relay all operationally significant PIREPs to the facility weather coordinator. 3. TERMINAL. Relay all operationally significant PIREPs to: (a) The appropriate intrafacility positions. (b) The AFSS/FSS serving the area in which the report was obtained. NOTE- The AFSS/FSS is responsible for long line dissemination. (c) Other concerned terminal or en route ATC facilities, including non-FAA facilities. (d) Use the word gain and/or loss when describing to pilots the effects of wind shear on airspeed. EXAMPLE“Delta Seven Twenty-one, a Boeing Seven Twenty-seven, previously reported wind shear, loss of Two Five knots at Four Hundred feet.” “U.S. Air Seventy-six, a D-C Niner, previously reported wind shear, gain of Twenty-Five knots between Niner_Hundred and Six Hundred feet, followed by a loss of Five Zero knots between Five Hundred feet and the surface.” REFERENCE- AIM, Para 7-1-24, Wind Shear PIREPs. 2-6-4. WEATHER AND CHAFF SERVICES a. Issue pertinent information on observed/ reported weather and chaff areas. When requested by the pilot, provide radar navigational guidance and/or approve deviations around weather or chaff areas. 1. Issue weather and chaff information by defining the area of coverage in terms of azimuth (by referring to the 12-hour clock) and distance from the aircraft or by indicating the general width of the area and the area of coverage in terms of fixes or distance and direction from fixes. PHRASEOLOGY- WEATHER/CHAFF AREA BETWEEN (number)O'CLOCK AND (number) O'CLOCK (number)_MILES, or (number) MILE BAND OF WEATHER/CHAFF FROM (fix or number of miles and direction from fix) TO (fix or number of miles and direction from fix). JO 7110.65S 2/14/08 2-6-3 Weather Information 2. When a deviation cannot be approved as requested and the situation permits, suggest an alternative course of action. PHRASEOLOGY- UNABLE DEVIATION (state possible alternate course of action). FLY HEADING (heading), or PROCEED DIRECT (name of NAVAID). b. In areas of significant weather, plan ahead and be prepared to suggest, upon pilot request, the use of alternative routes/altitudes. PHRASEOLOGY- DEVIATION APPROVED, (restrictions if necessary), ADVISE WHEN ABLE TO: RETURN TO COURSE, or RESUME OWN NAVIGATION, or FLY HEADING (heading), or PROCEED DIRECT (name of NAVAID). NOTE- Weather significant to the safety of aircraft includes such conditions as funnel cloud activity, lines of thunderstorms, embedded thunderstorms, large hail, wind shear, microbursts, moderate to extreme turbulence (including CAT), and light to severe icing. REFERENCE- AIM, Para 7-1-14, ATC Inflight Weather Avoidance Assistance. c. Inform any tower for which you provide approach control services of observed precipitation on radar which is likely to affect their operations. d. Use the term “precipitation” when describing radar-derived weather. Issue the precipitation intensity from the lowest descriptor (LIGHT) to the highest descriptor (EXTREME) when that information is available. Do not use the word “turbulence” in describing radar-derived weather. 1. LIGHT. 2. MODERATE. 3. HEAVY. 4. EXTREME. NOTE- Weather and Radar Processor (WARP) does not display light intensity. PHRASEOLOGY(Intensity) PRECIPITATION BETWEEN (number) O'CLOCK AND (number) O'CLOCK, (number) MILES. MOVING (direction) AT (number) KNOTS, TOPS (altitude). PRECIPITATION AREA IS (number) MILES IN DIAMETER. EXAMPLE1. “Extreme precipitation between eleven o'clock and one_o'clock, one zero miles moving east at two zero knots, tops flight level three niner zero.” 2. “Heavy precipitation between ten o'clock and two_o'clock, one five miles. Precipitation area is two five miles in diameter.” 3. “Heavy to Extreme precipitation between ten o'clock and two o'clock, one five miles. Precipitation area is two_five miles in diameter.” REFERENCE- P/CG Term- Precipitation Radar Weather Descriptions. e. When precipitation intensity information is not available. PHRASEOLOGY- PRECIPITATION BETWEEN (number) O'CLOCK AND (number) O'CLOCK, (number) MILES. MOVING (direction) AT (number) KNOTS, TOPS (altitude), PRECIPITATION AREA IS (number) MILES IN DIAMETER, INTENSITY UNKNOWN. EXAMPLE“Precipitation area between one o'clock and three_o'clock three five miles. Precipitation area is three zero miles in diameter, intensity unknown.” NOTE- Phraseology using precipitation intensity descriptions is only applicable when the radar precipitation intensity information is determined by NWS radar equipment or NAS ground based digitized radar equipment with weather capabilities. This precipitation may not reach the surface. f. EN ROUTE. When issuing Air Route Surveillance Radar (ARSR) precipitation intensity use the following: 1. Describe the lowest displayable precipitation intensity as MODERATE. 2. Describe the highest displayable precipitation intensity as HEAVY to EXTREME. PHRASEOLOGY(Intensity) PRECIPITATION BETWEEN (number) O'CLOCK AND (number) O'CLOCK, (number) MILES MOVING (direction) AT (number) KNOTS, TOPS (altitude) PRECIPITATION AREA IS (number) MILES IN DIAMETER. JO 7110.65S 2/14/08 2-6-4 Weather Information EXAMPLE“Moderate precipitation between ten o'clock and one_o'clock, three zero miles. Precipitation area is five_zero miles in diameter.” “Moderate to extreme precipitation twelve o'clock and three o'clock, seven zero miles. Precipitation area is one_zero zero miles in diameter.” g. When operational/equipment limitations exist, controllers shall ensure that the highest available level of precipitation intensity within their area of jurisdiction is displayed. h. The supervisory traffic management coordinator-in-charge/operations supervisor/ controller-in-charge shall verify the digitized radar weather information by the best means available (e.g., pilot reports, local tower personnel, etc.) if the weather data displayed by digitized radar is reported as questionable or erroneous. Errors in weather radar presentation shall be reported to the technical operations technician and the air traffic supervisor shall determine if the digitized radar derived weather data is to be displayed and a NOTAM distributed. NOTE- Anomalous propagation (AP) is a natural occurrence affecting radar and does not in itself constitute a weather circuit failure. 2-6-5. CALM WIND CONDITIONS TERMINAL. Describe the wind as calm when the wind velocity is less than three knots. REFERENCE- FAAO JO 7110.65, Para 3-5-3, Tailwind Components. FAAO JO 7110.65, Para 3-10-4, Intersecting Runway Separation. 2-6-6. REPORTING WEATHER CONDITIONS a. When the prevailing visibility at the usual point of observation, or at the tower level, is less than 4_miles, tower personnel shall take prevailing visibility observations and apply the observations as follows: 1. Use the lower of the two observations (tower or surface) for aircraft operations. 2. Forward tower visibility observations to the weather observer. 3. Notify the weather observer when the tower observes the prevailing visibility decrease to less than 4 miles or increase to 4 miles or more. b. Forward current weather changes to the appropriate control facility as follows: 1. When the official weather changes to a condition which is below 1,000-foot ceiling or below the highest circling minimum, whichever is greater, or less than 3 miles visibility, and when it improves to a condition which is better than those above. 2. Changes which are classified as special weather observations during the time that weather conditions are below 1,000-foot ceiling or the highest circling minimum, whichever is greater, or less than 3 miles visibility. c. Towers at airports where military turbo-jet en_route descents are routinely conducted shall also report the conditions to the ARTCC even if it is not the controlling facility. d. If the receiving facility informs you that weather reports are not required for a specific time period, discontinue the reports. The time period specified should not exceed the duration of the receiving controller's tour of duty. e. EN ROUTE. When you determine that weather reports for an airport will not be required for a specific time period, inform the AFSS/FSS or tower of this determination. The time period specified should not exceed the duration of receiving controller's tour of duty. REFERENCE- FAAO JO 7110.65, Para 3-10-2, Forwarding Approach Information by Nonapproach Control Facilities. 2-6-7. DISSEMINATING WEATHER INFORMATION TERMINAL. Observed elements of weather information shall be disseminated as follows: a. General weather information, such as “large breaks in the overcast,” “visibility lowering to the south,” or similar statements which do not include specific values, and any elements derived directly from instruments, pilots, or radar may be transmitted to pilots or other ATC facilities without consulting the weather reporting station. JO 7110.65S 2/14/08 2-6-5 Weather Information b. Specific values, such as ceiling and visibility, may be transmitted if obtained by one of the following means: 1. You are properly certificated and acting as official weather observer for the elements being reported. NOTE- USAF controllers do not serve as official weather observers. 2. You have obtained the information from the official observer for the elements being reported. 3. The weather report was composed or verified by the weather station. 4. The information is obtained from an official Automated Weather Observation System (AWOS) or an Automated Surface Observation System (ASOS). c. Differences between weather elements observed from the tower and those reported by the weather station shall be reported to the official observer for the element concerned. JO 7110.65S 2/14/08 2-6-6 JO 7110.65S 2/14/08 2-7-1 Altimeter Settings Section 7. Altimeter Settings 2-7-1. CURRENT SETTINGS a. Current altimeter settings shall be obtained from direct-reading instruments or directly from weather reporting stations. REFERENCE- FAAO JO 7210.3, Chapter 2, Section 10, Wind/Altimeter Information. b. If a pilot requests the altimeter setting in millibars, ask the nearest weather reporting station for the equivalent millibar setting. c. USAF/USA. Use the term “Estimated Altimeter” for altimeter settings reported or received as estimated. REFERENCE- FAAO JO 7110.65, Para 3-9-1, Departure Information. FAAO JO 7110.65, Para 3-10-1, Landing Information. FAAO JO 7110.65, Para 4-7-10, Approach Information. 2-7-2. ALTIMETER SETTING ISSUANCE BELOW LOWEST USABLE FL a. TERMINAL. Identify the source of an altimeter setting when issued for a location other than the aircraft's departure or destination airport. b. EN ROUTE. Identify the source of all altimeter settings when issued. PHRASEOLOGY- THE (facility name) (time of report if more than one hour old) ALTIMETER (setting). c. Issue the altimeter setting: 1. To en route aircraft at least one time while operating in your area of jurisdiction. Issue the setting for the nearest reporting station along the aircraft's route of flight: NOTE14 CFR Section 91.121(1) requires that the pilot set his/her altimeter to the setting of a station along his/her route of flight within 100 miles of the aircraft if one is available. However, issuance of the setting of an adjacent station during periods that a steep gradient exists will serve to inform the pilot of the difference between the setting he/she is using and the pressure in the local area and better enable him/her to choose a more advantageous setting within the limitations of 14 CFR Section 91.121. 2. TERMINAL. To all departures. Unless specifically requested by the pilot, the altimeter setting need not be issued to local aircraft operators who have requested this omission in writing or to scheduled air carriers. REFERENCE- FAAO JO 7110.65, Para 3-9-1, Departure Information. 3. TERMINAL. To arriving aircraft on initial contact or as soon as possible thereafter. The tower may omit the altimeter if the aircraft is sequenced or vectored to the airport by the approach control having jurisdiction at that facility. REFERENCE- FAAO JO 7110.65, Para 4-7-10, Approach Information. FAAO JO 7110.65, Para 5-10-2, Approach Information. 4. EN ROUTE. For the destination airport to arriving aircraft, approximately 50 miles from the destination, if an approach control facility does not serve the airport. 5. In addition to the altimeter setting provided on initial contact, issue changes in altimeter setting to aircraft executing a nonprecision instrument approach as frequently as practical when the official weather report includes the remarks “pressure falling rapidly.” d. If the altimeter setting must be obtained by the pilot of an arriving aircraft from another source, instruct the pilot to obtain the altimeter setting from that source. NOTE1. The destination altimeter setting, whether from a local or remote source, is the setting upon which the instrument approach is predicated. 2. Approach charts for many locations specify the source of altimeter settings as non-FAA facilities, such as UNICOMs. e. When issuing clearance to descend below the lowest usable flight level, advise the pilot of the altimeter setting of the weather reporting station nearest the point the aircraft will descend below that flight level. f. Department of Defense (DOD) aircraft which operate on “single altimeter settings” (CFR Exemption 2861A) shall be issued altimeter settings in accordance with standard procedures while the aircraft are en route to and from their restricted areas, MOAs, and ATC assigned airspace areas. JO 7110.65S 2/14/08 2-7-2 Altimeter Settings g. When the barometric pressure is greater than 31.00 inches Hg., issue the altimeter setting and: 1. En Route/Arrivals. Advise pilots to remain set on altimeter 31.00 until reaching final approach segment. 2. Departures. Advise pilots to set altimeter 31.00 prior to reaching any mandatory/crossing altitude or 1,500 feet AGL, whichever is lower. PHRASEOLOGY- ALTIMETER, THREE ONE TWO FIVE, SET THREE ONE ZERO ZERO UNTIL REACHING THE FINAL APPROACH FIX. or ALTIMETER, THREE ONE ONE ZERO, SET THREE_ONE ZERO ZERO PRIOR TO REACHING ONE_THOUSAND THREE HUNDRED. NOTE1. Aircraft with Mode C altitude reporting will be displayed on the controller's radar scope with a uniform altitude offset above the assigned altitude. With an actual altimeter of 31.28 inches Hg, the Mode C equipped aircraft will show 3,300 feet when assigned 3,000 feet. This will occur unless local directives authorize entering the altimeter setting 31.00 into the computer system regardless of the actual barometric pressure. 2. Flight Standards will implement high barometric pressure procedures by NOTAM defining the geographic area affected. 3. Airports unable to accurately measure barometric pressures above 31.00 inches Hg. will report the barometric pressure as “missing” or “in excess of 31.00_inches of Hg.” Flight operations to or from those airports are restricted to VFR weather conditions. REFERENCE- AIM, Para 7-2-2, Procedures. FAAO JO 7110.65, Para 3-10-1, Landing Information. JO 7110.65S 2/14/08 2-8-1 Runway Visibility Reporting- Terminal Section 8. Runway Visibility Reporting- Terminal 2-8-1. FURNISH RVR/RVV VALUES Where RVR or RVV equipment is operational, irrespective of subsequent operation or nonoperation of navigational or visual aids for the application of RVR/RVV as a takeoff or landing minima, furnish the values for the runway in use in accordance with para_2-8-3, Terminology. NOTE- Readout capability of different type/model RVR equipment varies. For example, older equipment minimum readout value is 600 feet. Newer equipment may have minimum readout capability as low as 100 feet. Readout value increments also may differ. Older equipment have minimum readout increments of 200 feet. New equipment increments below 800 feet are 100 feet. REFERENCE- FAAO 6560.10, Runway Visual Range (RVR). FAAO 6750.24, Instrument Landing System (ILS) and Ancillary Electronic Component Configuration & Perf. Req. 2-8-2. ARRIVAL/DEPARTURE RUNWAY VISIBILITY a. Issue current touchdown RVR/RVV for the runway(s) in use: 1. When prevailing visibility is 1 mile or less regardless of the value indicated. 2. When RVR/RVV indicates a reportable value regardless of the prevailing visibility. NOTE- Reportable values are: RVR 6,000 feet or less; RVV_11 /2_miles or less. 3. When it is determined from a reliable source that the indicated RVR value differs by more than 400_feet from the actual conditions within the area of the transmissometer, the RVR data is not acceptable and shall not be reported. NOTE- A reliable source is considered to be a certified weather observer, automated weather observing system, air traffic controller, flight service specialist, or pilot. 4. When the observer has reliable reports, or has otherwise determined that the instrument values are not representative of the associated runway, the data shall not be used. b. Issue both mid-point and roll-out RVR when the value of either is less than 2,000 feet and the touchdown RVR is greater than the mid-point or roll-out RVR. c. Local control shall issue the current RVR/RVV to each aircraft prior to landing or departure in accordance with subparas a and b. 2-8-3. TERMINOLOGY a. Provide RVR/RVV information by stating the runway, the abbreviation RVR/RVV, and the indicated value. When issued along with other weather elements, transmit these values in the normal sequence used for weather reporting. EXAMPLE“Runway One Four RVR Two Thousand Four Hundred.” “Runway Three Two RVV Three Quarters.” b. When two or more RVR systems serve the runway in use, report the indicated values for the different systems in terms of touchdown, mid, and rollout as appropriate. EXAMPLE“Runway Two Two Left RVR Two Thousand, rollout One_Thousand Eight Hundred.” “Runway Two Seven Right RVR One Thousand, mid_Eight_Hundred, rollout Six Hundred.” c. When there is a requirement to issue an RVR or RVV value and a visibility condition greater or less than the reportable values of the equipment is indicated, state the condition as “MORE THAN” or “LESS THAN” the appropriate minimum or maximum readable value. EXAMPLE“Runway Three Six RVR more than Six Thousand.” “Runway Niner RVR One Thousand, rollout less than Six_Hundred.” JO 7110.65S 2/14/08 2-8-2 Runway Visibility Reporting- Terminal d. When a readout indicates a rapidly varying visibility condition (1,000 feet or more for RVR; one or more reportable values for RVV), report the current value followed by the range of visibility variance. EXAMPLE“Runway Two Four RVR Two Thousand, variable One_Thousand Six Hundred to Three Thousand.” “Runway Three One RVV Three-quarters, variable One-quarter to One.” REFERENCE- FAAO JO 7110.65, Para 2-8-1, Furnish RVR/RVV Values. JO 7110.65S 2/14/08 2-9-1 Automatic Terminal Information Service Procedures Section 9. Automatic Terminal Information Service Procedures 2-9-1. APPLICATION Use the ATIS, where available, to provide advance noncontrol airport/terminal area and meteorological information to aircraft. a. Identify each ATIS message by a phonetic letter code word at both the beginning and the end of the message. Automated systems will have the phonetic letter code automatically appended. Exceptions may be made where omissions are required because of special programs or equipment. 1. Each alphabet letter phonetic word shall be used sequentially, except as authorized in subpara a2, beginning with “Alpha,” ending with “Zulu,” and repeated without regard to the beginning of a new day. Identify the first resumed broadcast message with “Alpha” or the first assigned alphabet letter word in the event of a broadcast interruption of more than 12 hours. 2. Specific sequential portions of the alphabet may be assigned between facilities or an arrival and departure ATIS when designated by a letter of agreement or facility directive. REFERENCE- FAAO JO 7210.3, Para 10-4-1, Automatic Terminal Information Service (ATIS). b. The ATIS recording shall be reviewed for completeness, accuracy, speech rate, and proper enunciation before being transmitted. c. Arrival and departure messages, when broadcast separately, need only contain information appropriate for that operation.

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2-9-2. OPERATING PROCEDURES Maintain an ATIS message that reflects the most current arrival and departure information. a. Make a new recording when any of the following occur: 1. Upon receipt of any new official weather regardless of whether there is or is not a change in values. 2. When runway braking action reports are received that indicate runway braking is worse than that which is included in the current ATIS broadcast. 3. When there is a change in any other pertinent data, such as runway change, instrument approach in use, new or canceled NOTAMs/PIREPs/HIWAS update, etc.

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b. When a pilot acknowledges that he/she has received the ATIS broadcast, controllers may omit those items contained in the broadcasts if they are current. Rapidly changing conditions will be issued by ATC, and the ATIS will contain the following: EXAMPLE“Latest ceiling/visibility/altimeter/wind/(other conditions) will be issued by approach control/tower.” c. Broadcast on all appropriate frequencies to advise aircraft of a change in the ATIS code/message. d. Controllers shall ensure that pilots receive the most current pertinent information. Ask the pilot to confirm receipt of the current ATIS information if the pilot does not initially state the appropriate ATIS code. Controllers shall ensure that changes to pertinent operational information is provided after the initial confirmation of ATIS information is established. Issue the current weather, runway in use, approach information, and pertinent NOTAMs to pilots who are unable to receive the ATIS. EXAMPLE“Verify you have information ALPHA.” “Information BRAVO now current, visibility three miles.” “Information CHARLIE now current, Ceiling 1500 Broken.” “Information CHARLIE now current, advise when you have CHARLIE.” JO 7110.65S 2/14/08 2-9-2 Automatic Terminal Information Service Procedures

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2-9-3. CONTENT Include the following in ATIS broadcast as appropriate: a. Airport/facility name, phonetic letter code, time of weather sequence (UTC). Weather information consisting of wind direction and velocity, visibility, obstructions to vision, present weather, sky condition, temperature, dew point, altimeter, a density altitude advisory when appropriate and other pertinent remarks included in the official weather observation. Wind direction, velocity, and altimeter shall be reported from certified direct reading instruments. Temperature and dew point should be reported from certified direct reading sensors when available. Always include weather observation remarks of lightning, cumulonimbus, and towering cumulus clouds. NOTE- ASOS/AWOS is to be considered the primary source of wind direction, velocity, and altimeter data for weather observation purposes at those locations that are so equipped. The ASOS Operator Interface Device (OID) displays the magnetic wind as “MAG WND” in the auxiliary data location in the lower left-hand portion of the screen. Other OID displayed winds are true and are not to be used for operational purposes. b. Man-Portable Air Defense Systems (MANPADS) alert and advisory. Specify the nature and location of threat or incident, whether reported or observed and by whom, time (if known), and notification to pilots to advise ATC if they need to divert. EXAMPLE1. “MANPADS alert. Exercise extreme caution. MANPADS threat reported by TSA, Chicago area.” “Advise on initial contact if you want to divert.”

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2. “MANPADS alert. Exercise extreme caution. MANPADS attack observed by tower one-half mile northwest of airfield at one-two-five-zero Zulu.” “Advise on initial contact if you want to divert.” REFERENCE- FAAO JO 7110.65, Para 10-2-13, MANPADS Alert. FAAO JO 7210.3, Para 2-1-9, Handling MANPADS Incidents. c. Terminal facilities shall include reported unauthorized laser illumination events on the ATIS broadcast for one hour following the last report. Include the time, location, altitude, color, and direction of the laser as reported by the pilot. PHRASEOLOGY- UNAUTHORIZED LASER ILLUMINATION EVENT, (UTC time), (location), (altitude), (color), (direction). EXAMPLE- UNAUTHORIZED LASER ILLUMINATION EVENT, AT 0100z, 8 MILE FINAL RUNWAY 18R AT 3,000 FEET, GREEN LASER FROM THE SOUTHWEST. REFERENCE- FAAO JO 7110.65, Para_10-2-14, Unauthorized Laser Illumination of Aircraft. FAAO JO 7210.3, Para 2-1-27, Reporting Unauthorized Laser Illumination of Aircraft. d. The ceiling/sky condition, visibility, and obstructions to vision may be omitted if the ceiling is above 5,000 feet and the visibility is more than 5_miles. EXAMPLE- A remark may be made, “The weather is better than five_thousand and five.” e. Instrument/visual approach/s in use. Specify landing runway/s unless the runway is that to which the instrument approach is made. f. Departure runway/s (to be given only if different from landing runway/s or in the instance of a “departure only” ATIS).

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g. Taxiway closures which affect the entrance or exit of active runways, other closures which impact airport operations, other NOTAMs and PIREPs pertinent to operations in the terminal area. Inform pilots of where hazardous weather is occurring and how the information may be obtained. Include available information of known bird activity. REFERENCE- FAAO JO 7110.65, Para 2-1-22, Bird Activity Information. h. Runway braking action or friction reports when provided. Include the time of the report and a word describing the cause of the runway friction problem. PHRASEOLOGY- RUNWAY (number) MU (first value, second value, third value) AT (time), (cause). EXAMPLE“Runway Two Seven, MU forty-two, forty-one, twentyeight at one zero one eight Zulu, ice.” REFERENCE- FAAO JO 7110.65, Para 3-3-5, Braking Action Advisories. JO 7110.65S 2/14/08 2-9-3 Automatic Terminal Information Service Procedures i. Other optional information as local conditions dictate in coordination with ATC. This may include such items as VFR arrival frequencies, temporary airport conditions, LAHSO operations being conducted, or other perishable items that may appear only for a matter of hours or a few days on the ATIS message. j. Low level wind shear/microburst when reported by pilots or is detected on a wind shear detection system. REFERENCE- FAAO JO 7110.65, Para 3-1-8, Low Level Wind Shear/Microburst Advisories. k. A statement which advises the pilot to read back instructions to hold short of a runway. The air traffic manager may elect to remove this requirement 60_days after implementation provided that removing the statement from the ATIS does not result in increased requests from aircraft for read back of hold short instructions.

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l. Instructions for the pilot to acknowledge receipt of the ATIS message by informing the controller on initial contact. EXAMPLE“Boston Tower Information Delta. One four zero zero Zulu. Wind two five zero at one zero. Visibility one zero. Ceiling four thousand five hundred broken. Temperature three four. Dew point two eight. Altimeter three zero one zero. ILS-DME Runway Two Seven Approach in use. Departing Runway Two Two Right. Hazardous Weather Information for (geographical area) available on HIWAS, Flight Watch, or Flight Service Frequencies. Advise on initial contact you have Delta.” JO 7110.65S 2/14/08 2-9-4 JO 7110.65S 2/14/08 2-10-1 Team Position Responsibilities Section 10. Team Position Responsibilities 2-10-1. EN ROUTE SECTOR TEAM POSITION RESPONSIBILITIES a. En Route Sector Team Concept and Intent: 1. There are no absolute divisions of responsibilities regarding position operations. The tasks to be completed remain the same whether one, two, or three people are working positions within a sector. The team, as a whole, has responsibility for the safe and efficient operation of that sector. 2. The intent of the team concept is not to hold the team accountable for the action of individual members, in the event of an operational accident/ incident. b. Terms. The following terms will be used in en_route facilities for the purpose of standardization: 1. Sector. The area of control responsibility (delegated airspace) of the en route sector team, and the team as a whole. 2. Radar Position (R). That position which is in direct communication with the aircraft and which uses radar information as the primary means of separation. 3. Radar Associate (RA). That position sometimes referred to as “D-Side” or “Manual Controller.” 4. Radar Coordinator Position (RC). That position sometimes referred to as “Coordinator,” “Tracker,” or “Handoff Controller” (En Route). 5. Radar Flight Data (FD). That position commonly referred to as “Assistant Controller” or “A-Side” position. 6. Nonradar Position (NR). That position which is usually in direct communication with the aircraft and which uses nonradar procedures as the primary means of separation. c. Primary responsibilities of the En Route Sector Team Positions: 1. Radar Position: (a) Ensure separation. (b) Initiate control instructions. (c) Monitor and operate radios. (d) Accept and initiate automated handoffs. (e) Assist the radar associate position with nonautomated handoff actions when needed. (f) Assist the radar associate position in coordination when needed. (g) Scan radar display. Correlate with flight progress strip information or User Request Evaluation Tool (URET) data, as applicable. (h) Ensure computer entries are completed on instructions or clearances you issue or receive. (i) Ensure strip marking and/or URET entries are completed on instructions or clearances you issue or receive. (j) Adjust equipment at radar position to be usable by all members of the team. (k) The radar controller shall not be responsible for G/G communications when precluded by VSCS split functionality. 2. Radar Associate Position: (a) Ensure separation. (b) At URET facilities, use URET information to plan, organize, and expedite the flow of traffic. (c) Initiate control instructions. (d) Operate interphones. (e) Accept and initiate nonautomated handoffs, and ensure radar position is made aware of the actions. (f) Assist the radar position by accepting or initiating automated handoffs which are necessary for the continued smooth operation of the sector, and ensure that the radar position is made immediately aware of any action taken. (g) Coordinate, including pointouts. (h) Monitor radios when not performing higher priority duties. (i) Scan flight progress strips and/or URET data. Correlate with radar data. (j) Manage flight progress strips and/or URET flight data. (k) Ensure computer entries are completed on instructions issued or received. Enter instructions issued or received by the radar position when aware of those instructions. JO 7110.65S 2/14/08 2-10-2 Team Position Responsibilities (l) As appropriate, ensure strip marking and/or URET entries are completed on instructions issued or received, and record instructions issued or received by the radar position when aware of them. (m) Adjust equipment at radar associate position to be usable by all members of the team. (n) Where authorized, perform URET data entries to keep the activation status of designated URET Airspace Configuration Elements current. 3. Radar Coordinator Position: (a) Perform interfacility/intrafacility/sector/ position coordination of traffic actions. (b) Advise the radar position and the radar associate position of sector actions required to accomplish overall objectives. (c) Perform any of the functions of the en_route sector team which will assist in meeting situation objectives. (d) The RC controller shall not be responsible for monitoring or operating radios when precluded by VSCS split functionality. NOTE- The Radar Position has the responsibility for managing the overall sector operations, including aircraft separation and traffic flows. The Radar Coordinator Position assumes responsibility for managing traffic flows and the Radar Position retains responsibility for aircraft separation when the Radar Coordinator Position is staffed. 4. Radar Flight Data: (a) Operate interphone. (b) Assist Radar Associate Position in managing flight progress strips. (c) Receive/process and distribute flight progress strips. (d) Ensure flight data processing equipment is operational, except for URET capabilities. (e) Request/receive and disseminate weather, NOTAMs, NAS status, traffic management, and Special Use Airspace status messages. (f) Manually prepare flight progress strips when automation systems are not available. (g) Enter flight data into computer. (h) Forward flight data via computer. (i) Assist facility/sector in meeting situation objectives. 5. En Route Nonradar Position: (a) Ensure separation. (b) Initiate control instructions. (c) Monitor and operate radios. (d) Accept and initiate transfer of control, communications, and flight data. (e) Ensure computer entries are completed on instructions or clearances issued or received. (f) Ensure strip marking is completed on instructions or clearances issued or received. (g) Facilities utilizing nonradar positions may modify the standards contained in the radar associate, radar coordinator, and radar flight data sections to accommodate facility/sector needs, i.e., nonradar coordinator, nonradar data positions. 2-10-2. TERMINAL RADAR/NONRADAR TEAM POSITION RESPONSIBILITIES a. Terminal Radar Team Concept and Intent: 1. There are no absolute divisions of responsibilities regarding position operations. The tasks to be completed remain the same whether one, two, or three people are working positions within a facility/sector. The team, as a whole, has responsibility for the safe and efficient operation of that facility/sector. 2. The intent of the team concept is not to hold the team accountable for the action of individual members in the event of an operational error/ deviation. b. Terms. The following terms will be used in terminal facilities for the purposes of standardization. 1. Facility/Sector. The area of control responsibility (delegated airspace) of the radar team, and the team as a whole. 2. Radar Position (R). That position which is in direct communication with the aircraft and which uses radar information as the primary means of separation. 3. Radar Associate Position (RA). That position commonly referred to as “Handoff Controller” or “Radar Data Controller.” JO 7110.65S 2/14/08 2-10-3 Team Position Responsibilities 4. Radar Coordinator Position (RC). That position commonly referred to as “Coordinator,” “Tracker,” “Sequencer,” or “Overhead.” 5. Radar Flight Data (FD). That position commonly referred to as “Flight Data.” 6. Nonradar Position (NR). That position which is usually in direct communication with the aircraft and which uses nonradar procedures as the primary means of separation. c. Primary Responsibilities of the Terminal Radar Team Positions: 1. Radar Position: (a) Ensure separation. (b) Initiate control instructions. (c) Monitor and operate radios. (d) Accept and initiate automated handoffs. (e) Assist the Radar Associate Position with nonautomated handoff actions when needed. (f) Assist the Radar Associate Position in coordination when needed. (g) Scan radar display. Correlate with flight progress strip information. (h) Ensure computer entries are completed on instructions or clearances you issue or receive. (i) Ensure strip marking is completed on instructions or clearances you issue or receive. (j) Adjust equipment at Radar Position to be usable by all members of the team. 2. Radar Associate Position: (a) Ensure separation. (b) Initiate control instructions. (c) Operate interphones. (d) Maintain awareness of facility/sector activities. (e) Accept and initiate nonautomated handoffs. (f) Assist the Radar Position by accepting or initiating automated handoffs which are necessary for the continued smooth operation of the facility/sector and ensure that the Radar Position is made immediately aware of any actions taken. (g) Coordinate, including point outs. (h) Scan flight progress strips. Correlate with radar data. (i) Manage flight progress strips. (j) Ensure computer entries are completed on instructions issued or received, and enter instructions issued or received by the Radar Position when aware of those instructions. (k) Ensure strip marking is completed on instructions issued or received, and write instructions issued or received by the Radar Position when aware of them. (l) Adjust equipment at Radar Associate Position to be usable by all members of the Radar Team. 3. Radar Coordinator Position: (a) Perform interfacility/sector/position coordination of traffic actions. (b) Advise the Radar Position and the Radar Associate Position of facility/sector actions required to accomplish overall objectives. (c) Perform any of the functions of the Radar Team which will assist in meeting situation objectives. NOTE- The Radar Position has the responsibility of managing the overall sector operations, including aircraft separation and traffic flows. The Radar Coordinator Position assumes responsibility for managing traffic flows and the Radar Position retains responsibility for aircraft separation when the Radar Coordinator Position is staffed. 4. Radar Flight Data: (a) Operate interphones. (b) Process and forward flight plan information. (c) Compile statistical data. (d) Assist facility/sector in meeting situation objectives. 5. Terminal Nonradar Position: (a) Ensure separation. (b) Initiate control instructions. (c) Monitor and operate radios. (d) Accept and initiate transfer of control, communications and flight data. JO 7110.65S 2/14/08 2-10-4 Team Position Responsibilities (e) Ensure computer entries are completed on instructions or clearances issued or received. (f) Ensure strip marking is completed on instructions or clearances issued or received. (g) Facilities utilizing nonradar positions may modify the standards contained in the radar associate, radar coordinator, and radar flight data sections to accommodate facility/sector needs, i.e., nonradar coordinator, nonradar data positions. 2-10-3. TOWER TEAM POSITION RESPONSIBILITIES a. Tower Team Concept and Intent: 1. There are no absolute divisions of responsibilities regarding position operations. The tasks to be completed remain the same whether one, two, or three people are working positions within a tower cab. The team as a whole has responsibility for the safe and efficient operation of that tower cab. 2. The intent of the team concept is not to hold the team accountable for the action of individual members in the event of an operational error/ deviation. b. Terms: The following terms will be used in terminal facilities for the purpose of standardization. 1. Tower Cab: The area of control responsibility (delegated airspace and/or airport surface areas) of the tower team, and the team as a whole. 2. Tower Position(s) (LC or GC): That position which is in direct communications with the aircraft and ensures separation of aircraft in/on the area of jurisdiction. 3. Tower Associate Position(s): That position commonly referred to as “Local Assist,” “Ground Assist,” “Local Associate,” or “Ground Associate.” 4. Tower Cab Coordinator Position (CC): That position commonly referred to as “Coordinator.” 5. Flight Data (FD): That position commonly referred to as “Flight Data.” 6. Clearance Delivery (CD): That position commonly referred to as “Clearance.” c. Primary responsibilities of the Tower Team Positions: 1. Tower Position(s) (LC or GC): (a) Ensure separation. (b) Initiate control instructions. (c) Monitor and operate communications equipment. (d) Utilize tower radar display(s). (e) Utilize alphanumerics. (f) Assist the Tower Associate Position with coordination. (g) Scan tower cab environment. (h) Ensure computer entries are completed for instructions or clearances issued or received. (i) Ensure strip marking is completed for instructions or clearances issued or received. (j) Process and forward flight plan information. (k) Perform any functions of the Tower Team which will assist in meeting situation objectives. 2. Tower Associate Position(s): (a) Ensure separation. (b) Operate interphones. (c) Maintain awareness of tower cab activities. (d) Utilize alphanumerics. (e) Utilize tower radar display(s). (f) Assist Tower Position by accepting/ initiating coordination for the continued smooth operation of the tower cab and ensure that the Tower Position is made immediately aware of any actions taken. (g) Manage flight plan information. (h) Ensure computer entries are completed for instructions issued or received and enter instructions issued or received by a Tower Position. (i) Ensure strip marking is completed for instructions issued or received and enter instructions issued or received by a Tower Position. 3. Tower Coordinator Position: (a) Perform interfacility/position coordination for traffic actions. JO 7110.65S 2/14/08 2-10-5 Team Position Responsibilities (b) Advise the tower and the Tower Associate Position(s) of tower cab actions required to accomplish overall objectives. (c) Perform any of the functions of the Tower Team which will assist in meeting situation objectives. NOTE- The Tower Positions have the responsibility for aircraft separation and traffic flows. The Tower Coordinator Position assumes responsibility for managing traffic flows and the Tower Positions retain responsibility for aircraft separation when the Tower Coordinator Position is staffed. 4. Flight Data: (a) Operate interphones. (b) Process and forward flight plan information. (c) Compile statistical data. (d) Assist tower cab in meeting situation objectives. (e) Observe and report weather information. (f) Utilize alphanumerics. 5. Clearance Delivery: (a) Operate communications equipment. (b) Process and forward flight plan information. (c) Issue clearances and ensure accuracy of pilot read back. (d) Assist tower cab in meeting situation objectives. (e) Operate tower equipment. (f) Utilize alphanumerics. NOTE- The Tower Positions have the responsibility for aircraft separation and traffic flows. The Tower Coordinator Position assumes responsibility for managing traffic flows and the Tower Positions retain responsibility for aircraft separation when the Tower Coordinator Position is staffed. JO 7110.65S 2/14/08 2-10-6 JO 7110.65S 2/14/08 3-1-1 General Chapter 3. Airport Traffic Control- Terminal Section 1. General 3-1-1. PROVIDE SERVICE Provide airport traffic control service based only upon observed or known traffic and airport conditions. NOTE- When operating in accordance with CFRs, it is the responsibility of the pilot to avoid collision with other aircraft. However, due to the limited space around terminal locations, traffic information can aid pilots in avoiding collision between aircraft operating within Class B, Class_C, or Class D surface areas and the terminal radar service areas, and transiting aircraft operating in proximity to terminal locations. 3-1-2. PREVENTIVE CONTROL Provide preventive control service only to aircraft operating in accordance with a letter of agreement. When providing this service, issue advice or instructions only if a situation develops which requires corrective action. NOTE- Preventive control differs from other airport traffic control in that repetitious, routine approval of pilot action is eliminated. Controllers intervene only when they observe a traffic conflict developing. 3-1-3. USE OF ACTIVE RUNWAYS The local controller has primary responsibility for operations conducted on the active runway and must control the use of those runways. Positive coordination and control is required as follows: NOTE- Exceptions may be authorized only as provided in para_1-1-10, Constraints Governing Supplements and Procedural Deviations, and FAAO JO 7210.3, Facility Operation and Administration, para 10-1-7, Use of Active Runways, where justified by extraordinary circumstances at specific locations. REFERENCE- FAAO JO 7110.65, Para 1-1-10, Constraints Governing Supplements and Procedural Deviations. FAAO JO 7210.3, Para 10-1-7, Use of Active Runways. a. Ground control must obtain approval from local control before authorizing an aircraft or a vehicle to cross or use any portion of an active runway. The coordination shall include the point/intersection at the runway where the operation will occur. PHRASEOLOGY- CROSS (runway) AT (point/intersection). b. When the local controller authorizes another controller to cross an active runway, the local controller shall verbally specify the runway to be crossed and the point/intersection at the runway where the operation will occur preceded by the word “cross.” PHRASEOLOGY- CROSS (runway) AT (point/intersection). c. The ground controller shall advise the local controller when the coordinated runway operation is complete. This may be accomplished verbally or through visual aids as specified by a facility directive. d. USA/USAF/USN NOT APPLICABLE. Authorization for aircraft/vehicles to taxi/proceed on or along an active runway, for purposes other than crossing, shall be provided via direct communications on the appropriate local control frequency. This authorization may be provided on the ground control frequency after coordination with local control is completed for those operations specifically described in a facility directive. NOTE- The USA, USAF, and USN establish local operating procedures in accordance with, respectively, USA, USAF, and USN directives. e. The local controller shall coordinate with the ground controller before using a runway not previously designated as active. REFERENCE- FAAO JO 7110.65, Para 3-1-4, Coordination Between Local and Ground Controllers. JO 7110.65S 2/14/08 3-1-2 General 3-1-4. COORDINATION BETWEEN LOCAL AND GROUND CONTROLLERS Local and ground controllers shall exchange information as necessary for the safe and efficient use of airport runways and movement areas. This may be accomplished via verbal means, flight progress strips, other written information, or automation displays. As a minimum, provide aircraft identification and applicable runway/intersection/taxiway information as follows: a. Ground control shall notify local control when a departing aircraft has been taxied to a runway other than one previously designated as active. REFERENCE- FAAO JO 7110.65, Para 3-1-3, Use of Active Runways. FAAO JO 7210.3, Para 10-1-6, Selecting Active Runways. b. Ground control must notify local control of any aircraft taxied to an intersection for takeoff. This notification may be accomplished by verbal means or by flight progress strips. REFERENCE- FAAO JO 7110.65, Para 3-9-7, Wake Turbulence Separation for Intersection Departures. c. When the runways in use for landing/departing aircraft are not visible from the tower or the aircraft using them are not visible on radar, advise the local/ground controller of the aircraft's location before releasing the aircraft to the other controller. 3-1-5. VEHICLES/EQUIPMENT/ PERSONNEL ON RUNWAYS a. Ensure that the runway to be used is free of all known ground vehicles, equipment, and personnel before a departing aircraft starts takeoff or a landing aircraft crosses the runway threshold. b. Vehicles, equipment, and personnel in direct communications with the control tower may be authorized to operate up to the edge of an active runway surface when necessary. Provide advisories as specified in para 3-1-6, Traffic Information, and para 3-7-5, Precision Approach Critical Area, as appropriate. PHRASEOLOGY- PROCEED AS REQUESTED; AND IF NECESSARY, (additional instructions or information). NOTE- Establishing hold lines/signs is the responsibility of the airport manager. Standards for surface measurements, markings, and signs are contained in the following Advisory Circulars; AC 150/5300-13, Airport Design; AC_150/5340-1, Standards for Airport Markings, and AC_150/5340-18, Standards for Airport Sign Systems. The operator is responsible to properly position the aircraft, vehicle, or equipment at the appropriate hold line/sign or designated point. The requirements in para 3-1-12, Visually Scanning Runways, remain valid as appropriate. REFERENCE- FAAO JO 7110.65, Para 3-7-4, Runway Proximity. FAAO JO 7110.65, Para 3-8-2, Touch-and-Go or Stop-and-Go or Low Approach. FAAO JO 7110.65, Para 3-10-10, Altitude Restricted Low Approach. AC 150/5300-13, Airport Design. AC 150/5340-1G, Standards for Airport Markings. 14 CFR Section 91.129, Operations in Class D Airspace. AIM, Para 2-2-3, Obstruction Lights. P/CG Term- Runway in Use/Active Runway/Duty Runway. 3-1-6. TRAFFIC INFORMATION a. Describe vehicles, equipment, or personnel on or near the movement area in a manner which will assist pilots in recognizing them. EXAMPLE“Mower left of runway two seven.” “Trucks crossing approach end of runway two five.” “Workman on taxiway Bravo.” “Aircraft left of runway one eight.” b. Describe the relative position of traffic in an easy to understand manner, such as “to your right” or “ahead of you.” EXAMPLE“Traffic, U.S. Air MD-Eighty on downwind leg to your left.” “King Air inbound from outer marker on straight-in approach to runway one seven.” c. When using a CTRD, you may issue traffic advisories using the standard radar phraseology prescribed in para_2-1-21, Traffic Advisories. REFERENCE- FAAO JO 7110.65, Para 3-10-10, Altitude Restricted Low Approach. 3-1-7. POSITION DETERMINATION Determine the position of an aircraft before issuing taxi instructions or takeoff clearance. NOTE- The aircraft's position may be determined visually by the controller, by pilots, or through the use of the ASDE. JO 7110.65S 2/14/08 3-1-3 General 3-1-8. LOW LEVEL WIND SHEAR/ MICROBURST ADVISORIES a. When low level wind shear/microburst is reported by pilots, Integrated Terminal Weather System (ITWS), or detected on wind shear detection systems such as LLWAS NE++, LLWAS-RS, WSP, or TDWR, controllers shall issue the alert to all arriving and departing aircraft. Continue the alert to aircraft until it is broadcast on the ATIS and pilots indicate they have received the appropriate ATIS code. A statement shall be included on the ATIS for 20 minutes following the last report or indication of the wind shear/microburst. REFERENCE- FAAO JO 7110.65, Para 2-6-3, PIREP Information. FAAO JO 7110.65, Para 2-9-3, Content. FAAO JO 7110.65, Para 3-10-1, Landing Information. PHRASEOLOGY- LOW LEVEL WIND SHEAR (or MICROBURST, as appropriate) ADVISORIES IN EFFECT. b. At facilities without ATIS, ensure that wind shear/microburst information is broadcast to all arriving and departing aircraft for 20 minutes following the last report or indication of wind shear/microburst. 1. At locations equipped with LLWAS, the local controller shall provide wind information as follows: NOTE- The LLWAS is designed to detect low level wind shear conditions around the periphery of an airport. It does not detect wind shear beyond that limitation. REFERENCE- FAAO JO 7210.3, Para_10-3-3, Low Level Wind Shear/Microburst Detection Systems. (a) If an alert is received, issue the airport wind and the displayed field boundary wind. PHRASEOLOGY- WIND SHEAR ALERT. AIRPORT WIND (direction) AT (velocity). (Location of sensor) BOUNDARY WIND (direction) AT (velocity). (b) If multiple alerts are received, issue an advisory that there are wind shear alerts in two/several/all quadrants. After issuing the advisory, issue the airport wind in accordance with para 3-9-1, Departure Information, followed by the field boundary wind most appropriate to the aircraft operation. PHRASEOLOGY- WIND SHEAR ALERTS TWO/SEVERAL/ALL QUADRANTS. AIRPORT WIND (direction) AT (velocity). (Location of sensor) BOUNDARY WIND (direction) AT (velocity). (c) If requested by the pilot, issue specific field boundary wind information even though the LLWAS may not be in alert status. NOTE- The requirements for issuance of wind information remain valid as appropriate under this paragraph, para 3-9-1, Departure Information and para 3-10-1, Landing Information. 2. Wind shear detection systems, including TDWR, WSP, LLWAS NE++ and LLWAS-RS provide the capability of displaying microburst alerts, wind shear alerts, and wind information oriented to the threshold or departure end of a runway. When detected, the associated ribbon display allows the controller to read the displayed alert without any need for interpretation. (a) If a wind shear or microburst alert is received for the runway in use, issue the alert information for that runway to arriving and departing aircraft as it is displayed on the ribbon display. PHRASEOLOGY(Runway) (arrival/departure) WIND SHEAR/ MICROBURST ALERT, (windspeed) KNOT GAIN/LOSS, (location). EXAMPLE17A MBA 40K - 3MF PHRASEOLOGY- RUNWAY 17 ARRIVAL MICROBURST ALERT 40 KNOT LOSS 3 MILE FINAL. EXAMPLE17D WSA 25K+ 2MD PHRASEOLOGY- RUNWAY 17 DEPARTURE WIND SHEAR ALERT 25_KNOT GAIN 2 MILE DEPARTURE. (b) If requested by the pilot or deemed appropriate by the controller, issue the displayed wind information oriented to the threshold or departure end of the runway. PHRASEOLOGY(Runway) DEPARTURE/THRESHOLD WIND (direction) AT (velocity). (c) LLWAS NE++ or LLWAS-RS may detect a possible wind shear/microburst at the edge of the system but may be unable to distinguish between a wind shear and a microburst. A wind shear alert JO 7110.65S 2/14/08 3-1-4 General message will be displayed, followed by an asterisk, advising of a possible wind shear outside of the system network. NOTE- LLWAS NE++ when associated with TDWR can detect wind shear/microbursts outside the network if the TDWR fails. PHRASEOLOGY(Appropriate wind or alert information) POSSIBLE WIND SHEAR OUTSIDE THE NETWORK. (d) If unstable conditions produce multiple alerts, issue an advisory of multiple wind shear/ microburst alerts followed by specific alert or wind information most appropriate to the aircraft operation. PHRASEOLOGY- MULTIPLE WIND SHEAR/MICROBURST ALERTS (specific alert or wind information). (e) The LLWAS NE++ and LLWAS-RS are designed to operate with as many as 50_percent of the total sensors inoperative. When all three remote sensors designated for a specific runway arrival or departure wind display line are inoperative then the LLWAS NE++ and LLWAS-RS for that runway arrival/departure shall be considered out of service. When a specific runway arrival or departure wind display line is inoperative and wind shear/microburst activity is likely; (e.g.; frontal activity, convective storms, PIREPs), a statement shall be included on the ATIS, “WIND SHEAR AND MICROBURST INFORMATION FOR RUNWAY (runway number) ARRIVAL/DEPARTURE NOT AVAILABLE.” NOTE- The geographic situation display (GSD) is a supervisory planning tool and is not intended to be a primary tool for microburst or wind shear.

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3-1-9. USE OF TOWER RADAR DISPLAYS a. Uncertified tower display workstations shall be used only as an aid to assist controllers in visually locating aircraft or in determining their spacial relationship to known geographical points. Radar services and traffic advisories are not to be provided using uncertified tower display workstations. General information may be given in an easy to understand manner, such as “to your right” or “ahead of you.” EXAMPLE“Follow the aircraft ahead of you passing the river at the stacks.” “King Air passing left to right.” REFERENCE- FAAO JO 7210.3, Para_10-5-3, Functional Use of Certified Tower Radar Displays. b. Local controllers may use certified tower radar displays for the following purposes: 1. To determine an aircraft's identification, exact location, or spatial relationship to other aircraft. NOTE- This authorization does not alter visual separation procedures. When employing visual separation, the provisions of para 7-2-1, Visual Separation, apply unless otherwise authorized by the Vice President of Terminal Service. REFERENCE- FAAO JO 7110.65, Para 5-3-2, Primary Radar Identification Methods. FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods. FAAO JO 7110.65, Para 5-3-4, Terminal Automation Systems Identification Methods.

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2. To provide aircraft with radar traffic advisories. 3. To provide a direction or suggested headings to VFR aircraft as a method for radar identification or as an advisory aid to navigation. PHRASEOLOGY(Identification), PROCEED (direction)-BOUND, (other instructions or information as necessary), or (identification), SUGGESTED HEADING (degrees), (other instructions as necessary). NOTE- It is important that the pilot be aware of the fact that the directions or headings being provided are suggestions or are advisory in nature. This is to keep the pilot from being inadvertently misled into assuming that radar vectors (and other associated radar services) are being provided when, in fact, they are not. 4. To provide information and instructions to aircraft operating within the surface area for which the tower has responsibility. EXAMPLE“TURN BASE LEG NOW.” JO 7110.65S 2/14/08 3-1-5