ATC

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3-8-3. SIMULTANEOUS SAME DIRECTION OPERATION Authorize simultaneous, same direction operations on parallel runways, on parallel landing strips, or on a runway and a parallel landing strip only when the following conditions are met: a. Operations are conducted in VFR conditions unless visual separation is applied. b. Two-way radio communication is maintained with the aircraft involved and pertinent traffic information is issued. JO 7110.65S 2/14/08 3-8-2 Spacing and Sequencing c. The distance between the runways or landing strips is in accordance with the minima in TBL 3-8-1 (use the greater minimum if two categories are involved). TBL 3-8-1 Same Direction Distance Minima Aircraft category Minimum distance (feet) between parallel Runway centerlines Edges of adjacent strips or runway and strip Lightweight, single-engine, propeller driven 300 200 Twin-engine, propeller driven 500 400 All others 700 600 3-8-4. SIMULTANEOUS OPPOSITE DIRECTION OPERATION Authorize simultaneous opposite direction operations on parallel runways, on parallel landing strips, or on a runway and a parallel landing strip only when the following conditions are met: a. Operations are conducted in VFR conditions. b. Two-way radio communication is maintained with the aircraft involved and pertinent traffic information is issued. PHRASEOLOGY- TRAFFIC (description) ARRIVING/DEPARTING/LOW APPROACH, OPPOSITE DIRECTION ON PARALLEL RUNWAY/LANDING STRIP.

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2. For proper helicopter spacing, speed adjustments may be more practical than course changes. 3. Read back of hold short instructions apply when hold instructions are issued to a pilot in lieu of a takeoff clearance. REFERENCE- FAAO JO 7110.65, Para 3-7-2, Taxi and Ground Movement Operations. 3-8-2. TOUCH-AND-GO OR STOP-AND-GO OR LOW APPROACH Consider an aircraft cleared for touch-and-go, stop-and-go, or low approach as an arriving aircraft until it touches down (for touch-and-go), or makes a complete stop (for stop-and-go), or crosses the landing threshold (for low approach), and thereafter as a departing aircraft. REFERENCE- FAAO JO 7110.65, Para_3-1-5, Vehicles/Equipment/Personnel on Runways. FAAO JO 7110.65, Para 3-9-7, Wake Turbulence Separation for Intersection Departures.

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MIRL Intensity Setting Step Visibility Day Night 3 Less than 2 miles Less than 1 mile 2 2 to 3 miles 1 to 3 miles 1 When requested More than 3 miles REFERENCE- FAAO JO 7110.65, Para 3-4-12, HIRL Associated With MALSR. 3-4-15. SIMULTANEOUS APPROACH AND RUNWAY EDGE LIGHT OPERATION Turn on the runway edge lights for the runway in use whenever the associated approach lights are on. If multiple runway light selection is not possible, you may leave the approach lights on and switch the runway lights to another runway to accommodate another aircraft. REFERENCE- FAAO JO 7110.65, Para 3-4-10, Runway Edge Lights. JO 7110.65S 2/14/08 3-4-5 Airport Lighting 3-4-16. HIGH SPEED TURNOFF LIGHTS Operate high speed turnoff lights: a. Whenever the associated runway lights are used for arriving aircraft. Leave them on until the aircraft has either entered a taxiway or passed the last light. b. As required by facility directives to meet local conditions. c. As requested by the pilot. 3-4-17. TAXIWAY LIGHTS Operate taxiway lights in accordance with TBL 3-4-11, TBL 3-4-12, or TBL 3-4-13 except: a. Where a facility directive specifies other settings or times to meet local conditions. b. As requested by the pilot. c. As you deem necessary, if not contrary to pilot request. TBL 3-4-11 Three Step Taxiway Lights Step Visibility Day Night 3 Less than 1 mile When requested 2 When requested Less than 1 mile 1 When requested 1 mile of more TBL 3-4-12 Five Step Taxiway Lights Step Visibility Day Night 5 Less than 1 mile When requested 4 When requested Less than 1 mile 3 When requested 1 mile or more 1 & 2 When requested When requested TBL 3-4-13 One Step Taxiway Lights Day Night Less than 1 mile On NOTE- AC 150/5340-24, Runway and Taxiway Edge Lighting System, contains recommended brightness levels for variable setting taxiway lights. 3-4-18. OBSTRUCTION LIGHTS If controls are provided, turn the lights on between sunset and sunrise. 3-4-19. ROTATING BEACON If controls are provided, turn the rotating beacon on: a. Between sunset and sunrise. b. Between sunrise and sunset when the reported ceiling or visibility is below basic VFR minima. JO 7110.65S 2/14/08 3-4-6 JO 7110.65S 2/14/08 3-5-1 Runway Selection Section 5. Runway Selection 3-5-1. SELECTION a. Except where a “runway use” program is in effect, use the runway most nearly aligned with the wind when 5 knots or more or the “calm wind” runway when less than 5 knots (set tetrahedron accordingly) unless use of another runway: NOTE1. If a pilot prefers to use a runway different from that specified, the pilot is expected to advise ATC. 2. At airports where a “runway use” program is established, ATC will assign runways deemed to have the least noise impact. If in the interest of safety a runway different from that specified is preferred, the pilot is expected to advise ATC accordingly. ATC will honor such requests and advise pilots when the requested runway is noise sensitive. REFERENCE- FAAO 8400.9, National Safety and Operational Criteria for Runway Use Programs. 1. Will be operationally advantageous, or 2. Is requested by the pilot. b. When conducting aircraft operations on other than the advertised active runway, state the runway in use. 3-5-2. STOL RUNWAYS Use STOL runways as follows: a. A designated STOL runway may be assigned only when requested by the pilot or as specified in a letter of agreement with an aircraft operator. b. Issue the measured STOL runway length if the pilot requests it. 3-5-3. TAILWIND COMPONENTS When authorizing use of runways and a tailwind component exists, always state both wind direction and velocity. NOTE- The wind may be described as “calm” when appropriate. REFERENCE- FAAO JO 7110.65, Para 2-6-5, Calm Wind Conditions. JO 7110.65S 2/14/08 3-5-2 JO 7110.65S 2/14/08 3-6-1 Airport Surface Detection Procedures Section 6. Airport Surface Detection Procedures 3-6-1. EQUIPMENT USAGE a. The operational status of ASDE systems shall be determined during the relief briefing, or as soon as possible after assuming responsibility for the associated position. b. Use ASDE systems to augment visual observation of aircraft landing or departing, and aircraft or vehicular movements on runways and taxiways, or other parts of the movement area. 1. ASDE systems with safety logic shall be operated continuously. 2. ASDE systems without safety logic shall be operated: (a) Continuously between sunset and sunrise. (b) When visibility is less than the most distant point in the active movement area, or (c) When, in your judgment, its use will assist you in the performance of your duties at any time. 3-6-2. IDENTIFICATION a. To identify an observed target/track on an ASDE system display, correlate its position with one or more of the following: 1. Pilot/vehicle operator position report. 2. Controller's visual observation. 3. An identified target observed on the ASR or CTRD. b. An observed target/track on an ASDE system display may be identified as a false target by visual observation. If the area containing a suspected false target is not visible from the tower, an airport operations vehicle or pilots of aircraft operating in the area may be used to conduct the visual observation. c. After positive verification that a target is false, through pilot/vehicle operator position report or controller visual observation, the track may be temporarily dropped, which will remove the target from the display and safety logic processing. A notation shall be made to FAA Form 7230-4, Daily Record of Facility Operation, when a track is temporarily dropped. 3-6-3. INFORMATION USAGE a. ASDE system derived information may be used to: 1. Formulate clearances and control instructions to aircraft and vehicles on the movement area. REFERENCE- FAAO JO 7210.3, Para 3-7-2, Radar Use. 2. Position aircraft and vehicles using the movement area. 3. Determine the exact location of aircraft and vehicles, or spatial relationship to other aircraft/ vehicles on the movement area. 4. Monitor compliance with control instructions by aircraft and vehicles on taxiways and runways. 5. Confirm pilot reported positions. 6. Provide directional taxi information, as appropriate. PHRASEOLOGY- TURN (left/right) ON THE TAXIWAY/RUNWAY YOU ARE APPROACHING. b. Do not provide specific navigational guidance (exact headings to be followed) unless an emergency exists or by mutual agreement with the pilot. NOTE- It remains the pilot's responsibility to navigate visually via routes to the clearance limit specified by the controller and to avoid other parked or taxiing aircraft, vehicles, or persons in the movement area. c. Do not allow an aircraft to begin departure roll or cross the landing threshold whenever there is an unidentified target/track displayed on the runway. 3-6-4. SAFETY LOGIC ALERT RESPONSES When the system generates an alert, the controller shall immediately assess the situation visually and as presented on the ASDE system display, then take appropriate action as follows: a. When an arrival aircraft (still airborne, prior to the landing threshold) activates a warning alert, the controller shall issue go-around instructions. (Exception: Alerts involving known formation flights, as they cross the landing threshold, may be disregarded if all other factors are acceptable.) JO 7110.65S 2/14/08 3-6-2 Airport Surface Detection Procedures NOTE- The intent of this paragraph is that an aircraft does not land on the runway, on that approach, when the safety logic system has generated a warning alert. A side-step maneuver or circle to land on another runway satisfies this requirement. REFERENCE- FAAO JO 7110.65, Para 3-8-1, Sequence/Spacing Application. FAAO JO 7110.65, Para 3-9-6, Same Runway Separation. FAAO JO 7110.65, Para_3-10-3, Same Runway Separation. P/CG Term- Go Around. b. When two arrival aircraft, or an arrival aircraft and a departing aircraft activate an alert, the controller will issue go-around instructions or take appropriate action to ensure intersecting runway separation is maintained. REFERENCE- FAAO JO 7110.65, Para 3-9-8, Intersecting Runway Separation. FAAO JO 7110.65, Para_3-10-4, Intersecting Runway Separation. c. For other safety logic system alerts, issue instructions/clearances based on good judgment and evaluation of the situation at hand. JO 7110.65S 2/14/08 3-7-1 Taxi and Ground Movement Procedures Section 7. Taxi and Ground Movement Procedures 3-7-1. GROUND TRAFFIC MOVEMENT Issue by radio or directional light signals specific instructions which approve or disapprove the movement of aircraft, vehicles, equipment, or personnel on the movement area. a. Do not issue conditional instructions that are dependent upon the movement of an arrival aircraft on or approaching the runway or a departure aircraft established on a takeoff roll. Do not say, “Position and hold behind landing traffic,” or “Taxi/proceed across Runway Three Six behind departing/landing Jetstar.” The above requirements do not preclude issuing instructions to follow an aircraft observed to be operating on the movement area in accordance with an ATC clearance/instruction and in such a manner that the instructions to follow are not ambiguous. b. Do not use the word “cleared” in conjunction with authorization for aircraft to taxi or equipment/ vehicle/personnel operations. Use the prefix “taxi,” “proceed,” or “hold,” as appropriate, for aircraft instructions and “proceed” or “hold” for equipment/ vehicles/personnel. c. Intersection departures may be initiated by a controller or a controller may authorize an intersection departure if a pilot requests. Issue the measured distance from the intersection to the runway end rounded “down” to the nearest 50 feet to any pilot who requests and to all military aircraft, unless use of the intersection is covered in appropriate directives. NOTE- Exceptions are authorized where specific military aircraft routinely make intersection takeoffs and procedures are defined in appropriate directives. The authority exercising operational control of such aircraft ensures that all pilots are thoroughly familiar with these procedures, including the usable runway length from the applicable intersection. d. State the runway intersection when authorizing an aircraft to taxi into position to hold or when clearing an aircraft for takeoff from an intersection. PHRASEOLOGY- RUNWAY (number) AT (taxiway designator) (further instructions as needed). RUNWAY (number) AT (taxiway designator), POSITION AND HOLD. If requested or required, RUNWAY (number) AT (taxiway designator) INTERSECTION DEPARTURE, (remaining length) FEET AVAILABLE. e. If two or more aircraft call the tower ready for departure, one or more at the approach and one or more at the intersection, state the location of the aircraft at the full length of the runway when authorizing that aircraft to taxi into position and hold or when clearing that aircraft for takeoff. PHRASEOLOGY- RUNWAY (number), FULL-LENGTH, POSITION AND HOLD. or RUNWAY (number) FULL LENGTH, CLEARED FOR TAKEOFF. EXAMPLE“American Four Eighty Two, Runway Three Zero full length, position and hold.” “Cherokee Five Sierra Whiskey, Runway Two Five Right full length, cleared for takeoff.” NOTE- The controller need not state the location of the aircraft departing the full length of the runway if there are no aircraft holding for departure at an intersection for that same runway. REFERENCE- FAAO JO 7110.65, Para 3-9-4, Taxi into Position and Hold (TIPH). 3-7-2. TAXI AND GROUND MOVEMENT OPERATIONS Issue, as required or requested, the route for the aircraft/vehicle to follow on the movement area in concise and easy to understand terms. When a taxi clearance to a runway is issued to an aircraft, confirm the aircraft has the correct runway assignment. NOTE1. A pilot's read back of taxi instructions with the runway assignment can be considered confirmation of runway assignment. 2. Movement of aircraft or vehicles on nonmovement areas is the responsibility of the pilot, the aircraft operator, or the airport management. JO 7110.65S 2/14/08 3-7-2 Taxi and Ground Movement Procedures a. When authorizing a vehicle to proceed on the movement area, or an aircraft to taxi to any point other than an assigned takeoff runway, absence of holding instructions authorizes an aircraft/vehicle to cross all taxiways and runways that intersect the taxi route. If it is the intent to hold the aircraft/vehicle short of any given point along the taxi route, issue the route, if necessary, then state the holding instructions. NOTE- Movement of aircraft or vehicles on nonmovement areas is the responsibility of the pilot, the aircraft operator, or the airport management. PHRASEOLOGY- HOLD POSITION. HOLD FOR (reason) CROSS (runway/taxiway) or TAXI/CONTINUE TAXIING/PROCEED/VIA (route), or ON (runway number or taxiways, etc.), or TO (location), or (direction), or ACROSS RUNWAY (number). or VIA (route), HOLD SHORT OF (location) or FOLLOW (traffic) (restrictions as necessary) or BEHIND (traffic). EXAMPLE“Cross Runway Two Eight Left.” “Taxi/continue taxiing/proceed to the hangar.” “Taxi/continue taxiing/proceed straight ahead then via ramp to the hangar.” “Taxi/continue taxiing/proceed on Taxiway Charlie, hold short of Runway Two Seven.” or “Taxi/continue taxiing/proceed on Charlie, hold short of Runway Two Seven.” b. When authorizing an aircraft to taxi to an assigned takeoff runway and hold short instructions are not issued, specify the runway preceded by “taxi to,” and issue taxi instructions if necessary. This authorizes the aircraft to “cross” all runways/ taxiways which the taxi route intersects except the assigned takeoff runway. This does not authorize the aircraft to “enter” or “cross” the assigned takeoff runway at any point. PHRASEOLOGY- TAXI TO RUNWAY (number) VIA . . .. EXAMPLE“Taxi to Runway One Two.” “Taxi to Runway Three Six via Taxiway Echo.” or “Taxi to Runway Three Six via Echo.” c. Specify the runway for departure, any necessary taxi instructions, and hold short restrictions when an aircraft will be required to hold short of a runway or other points along the taxi route. EXAMPLE“Runway Three Six Left, taxi via taxiway Alpha, hold short of taxiway Charlie.” or “Runway Three Six Left, taxi via Alpha, hold short of Charlie.” PHRASEOLOGY- RUNWAY (number), TAXI/PROCEED VIA (route if necessary, HOLD SHORT OF (runway number) or HOLD SHORT OF (location) or ON (taxi strip, runup, pad, etc.), JO 7110.65S 2/14/08 3-7-3 Taxi and Ground Movement Procedures and if necessary, TRAFFIC (traffic information), or FOR (reason). EXAMPLE“Runway Three Six Left, taxi via taxiway Charlie, hold short of Runway Two Seven Right.” or “Runway Three Six Left, taxi via Charlie, hold short of Runway Two Seven Right.” “Runway Three Six Left, hold short of Runway Two Seven Right.” d. Request a read back of runway hold short instructions when it is not received from the pilot/vehicle operator. PHRASEOLOGY- READ BACK HOLD INSTRUCTIONS. EXAMPLE1. “American Four Ninety Two, Runway Three Six Left, taxi via taxiway Charlie, hold short of Runway Two Seven Right.” or “American Four Ninety Two, Runway Three Six Left, taxi via Charlie, hold short of Runway Two Seven Right.” “American Four Ninety Two, Roger.” “American Four Ninety Two, read back hold instructions.” 2. “Cleveland Tower, American Sixty Three is ready for departure.” “American Sixty Three, hold short of Runway Two Three Left, traffic one mile final.” “American Sixty Three, Roger.” “American Sixty Three, read back hold instructions.” 3. “OPS Three proceed via taxiway Charlie hold short of Runway Two Seven.” or “OPS Three proceed via Charlie hold short of Runway Two Seven.” “OPS Three, Roger.” “OPS Three, read back hold instructions.” NOTE- Read back hold instructions phraseology may be initiated for any point on a movement area when the controller believes the read back is necessary. e. Issue progressive taxi/ground movement instructions when: 1. Pilot/operator requests. 2. The specialist deems it necessary due to traffic or field conditions, e.g., construction or closed taxiways. 3. As necessary during reduced visibility, especially when the taxi route is not visible from the tower. f. Progressive ground movement instructions include step-by-step routing directions. REFERENCE- FAAO JO 7110.65, Para 3-7-4, Runway Proximity. FAAO JO 7110.65, Para 3-11-1, Taxi and Ground Movement Operation. g. Instructions to expedite a taxiing aircraft or a moving vehicle. PHRASEOLOGY- TAXI WITHOUT DELAY (traffic if necessary). EXIT/PROCEED/CROSS (runway/taxiway) WITHOUT DELAY. 3-7-3. GROUND OPERATIONS WAKE TURBULENCE APPLICATION Avoid clearances which require: a. Heavy jet aircraft to use greater than normal taxiing power. b. Small aircraft or helicopters to taxi in close proximity to taxiing or hover-taxi helicopters. NOTE- Use caution when taxiing smaller aircraft/helicopters in the vicinity of larger aircraft. REFERENCE- AC 90-23, Aircraft Wake Turbulence, Para 10 and Para 11. JO 7110.65S 2/14/08 3-7-4 Taxi and Ground Movement Procedures 3-7-4. RUNWAY PROXIMITY Hold a taxiing aircraft or vehicle clear of the runway as follows: a. Instruct aircraft or vehicle to hold short of a specific runway. b. Instruct aircraft or vehicle to hold at a specified point. c. Issue traffic information as necessary. PHRASEOLOGY- HOLD SHORT OF/AT (runway number or specific point), (traffic or other information). NOTE- Establishing hold lines/signs is the responsibility of the airport manager. The standards for surface measurements, markings, and signs are contained in 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 for properly positioning 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 3-7-2, Taxi and Ground Movement Operations. FAAO JO 7110.65, Para 3-10-10, Altitude Restricted Low Approach. FAAO JO 7110.65, Para_3-1-5, Vehicles/Equipment/Personnel on Runways. 3-7-5. PRECISION APPROACH CRITICAL AREA a. ILS critical area dimensions are described in FAAO 6750.16, Siting Criteria for Instrument Landing Systems. Aircraft and vehicle access to the ILS/MLS critical area must be controlled to ensure the integrity of ILS/MLS course signals whenever conditions are less than reported ceiling 800 feet or visibility less than 2 miles. Do not authorize vehicles/aircraft to operate in or over the critical area, except as specified in subpara_a1, whenever an arriving aircraft is inside the ILS outer marker (OM) or the fix used in lieu of the OM unless the arriving aircraft has reported the runway in sight or is circling to land on another runway. PHRASEOLOGY- HOLD SHORT OF (runway) ILS/MLS CRITICAL AREA. 1. LOCALIZER CRITICAL AREA (a) Do not authorize vehicle or aircraft operations in or over the area when an arriving aircraft is inside the ILS OM or the fix used in lieu of the OM when conditions are less than reported ceiling 800 feet or visibility less than 2 miles, except: (1) A preceding arriving aircraft on the same or another runway that passes over or through the area while landing or exiting the runway. (2) A preceding departing aircraft or missed approach on the same or another runway that passes through or over the area. (b) In addition to subpara a1(a), do not authorize vehicles or aircraft operations in or over the area when an arriving aircraft is inside the middle marker when conditions are less than reported ceiling 200 feet or RVR 2,000 feet. 2. GLIDESLOPE CRITICAL AREA. Do not authorize vehicles or aircraft operations in or over the area when an arriving aircraft is inside the ILS OM or the fix used in lieu of the OM unless the arriving aircraft has reported the runway in sight or is circling to land on another runway when conditions are less than reported ceiling 800 feet or visibility less than 2_miles. b. Air carriers commonly conduct “coupled” or “autoland” operations to satisfy maintenance, training, or reliability program requirements. Promptly issue an advisory if the critical area will not be protected when an arriving aircraft advises that a “coupled,” “CATIII,” “autoland,” or similar type approach will be conducted and the weather is reported ceiling of 800 feet or more, and the visibility is 2 miles or more. PHRASEOLOGY- ILS/MLS CRITICAL AREA NOT PROTECTED. c. The Department of Defense (DOD) is authorized to define criteria for protection of precision approach critical areas at military controlled airports. This protection is provided to all aircraft operating at that military controlled airport. Waiver authority for DOD precision approach critical area criteria rests with the appropriate military authority. JO 7110.65S 2/14/08 3-7-5 Taxi and Ground Movement Procedures NOTE- Signs and markings are installed by the airport operator to define the ILS/MLS critical area. No point along the longitudinal axis of the aircraft is permitted past the hold line for holding purposes. 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- AC150/5340-1, Standards for Airport Markings. 3-7-6. PRECISION OBSTACLE FREE ZONE (POFZ) AND FINAL APPROACH OBSTACLE CLEARANCE SURFACES (OCS) a. Ensure the POFZ is clear of traffic (aircraft or vehicles) when an aircraft on a vertically-guided final approach is within 2 miles of the runway threshold and the reported ceiling is below 300 feet or visibility is less than 3/4 SM to protect aircraft executing a missed approach. NOTE- Only horizontal surfaces (e.g., the wings) can penetrate the POFZ, but not the vertical surfaces (e.g., fuselage or tail). Three hundred feet (300) is used because ATC does not measure ceilings in fifty (50) foot increments. b. Ensure the final approach OCS (e.g., ILS /LPV W, X, and Y surfaces) are clear of aircraft/vehicles when an aircraft on the vertically-guided approach is within 2 miles of the runway threshold and the reported ceiling is below 800 feet or visibility is less than 2 SM to protect aircraft executing a missed approach. NOTE1. The POFZ and the close-in portion of the final approach obstacle clearance surfaces protect aircraft executing a missed approach. Their dimensions are described in FAAO 8260.3b, Volume III, Chapter 3, para 3.4, United States Standards for Terminal Instrument Procedures. 2. Vehicles that are less than 10 feet in height, necessary for the maintenance of the airport and/or navigation facilities operating outside the movement area, are exempt. c. If it is not possible to clear the POFZ or OCS prior to an aircraft reaching a point 2 miles from the runway threshold and the weather is less than described in subparas a or b above, issue traffic to the landing aircraft. NOTE- The POFZ and/or OCS must be cleared as soon as practical. PHRASEOLOGY(ACID), IN THE EVENT OF MISSED APPROACH (issue_traffic). TAXIING AIRCRAFT/VEHICLE LEFT/RIGHT OF RUNWAY. EXAMPLE“United 623, in the event of missed approach, taxiing aircraft right of runway.” “Delta 1058, in the event of missed approach, vehicle left of runway.” REFERENCE- FAAO JO 7110.65, Para 3-1-6, Traffic Information. JO 7110.65S 2/14/08 3-7-6 Taxi and Ground Movement Procedures FIG 3-7-1 Precision Obstacle Free Zone (POFZ) JO 7110.65S 2/14/08 3-8-1 Spacing and Sequencing Section 8. Spacing and Sequencing 3-8-1. SEQUENCE/SPACING APPLICATION Establish the sequence of arriving and departing aircraft by requiring them to adjust flight or ground operation, as necessary, to achieve proper spacing. PHRASEOLOGY- CLEARED FOR TAKEOFF. CLEARED FOR TAKEOFF OR HOLD SHORT/HOLD IN POSITION/TAXI OFF THE RUNWAY (traffic). EXTEND DOWNWIND. MAKE SHORT APPROACH. NUMBER (landing sequence number), FOLLOW (description and location of traffic), or if traffic is utilizing another runway, TRAFFIC (description and location) LANDING RUNWAY (number of runway being used). CIRCLE THE AIRPORT. MAKE LEFT/RIGHT THREE-SIXTY/TWO SEVENTY. GO AROUND (additional instructions as necessary). CLEARED TO LAND. CLEARED: TOUCH-AND-GO, or STOP-AND-GO, or LOW APPROACH. CLEARED FOR THE OPTION, or OPTION APPROVED, or UNABLE OPTION, (alternate instructions). or UNABLE (type of option), OTHER OPTIONS APPROVED. NOTE1. The “Cleared for the Option” procedure will permit an instructor pilot/flight examiner/pilot the option to make a touch-and-go, low approach, missed approach, stop- and-go, or full stop landing. This procedure will only be used at those locations with an operational control tower and will be subject to ATC approval.

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b. Do not approve a pilot's request or ask a pilot to conduct unusual maneuvers within surface areas of Class B, C, or D airspace if they are not essential to the performance of the flight. EXCEPTION. A pilot's request to conduct aerobatic practice activities may be approved, when operating in accordance with a letter of agreement, and the activity will have no adverse effect on safety of the air traffic operation or result in a reduction of service to other users. REFERENCE- FAAO JO 7210.3, Para 5-4-7, Aerobatic Practice Areas. NOTE- These unusual maneuvers include unnecessary low passes, unscheduled flybys, practice instrument approaches to altitudes below specified minima (unless a landing or touch-and-go is to be made), or any so-called “buzz jobs” wherein a flight is conducted at a low altitude and/or a high rate of speed for thrill purposes. Such maneuvers increase hazards to persons and property and contribute to noise complaints. 3-1-12. VISUALLY SCANNING RUNWAYS a. Local controllers shall visually scan runways to the maximum extent possible. b. Ground control shall assist local control in visually scanning runways, especially when runways are in close proximity to other movement areas. 3-1-13. ESTABLISHING TWO-WAY COMMUNICATIONS Pilots are required to establish two-way radio communications before entering the Class D airspace. If the controller responds to a radio call with, “(a/c call sign) standby,” radio communications have been established and the pilot can enter the Class_D airspace. If workload or traffic conditions prevent immediate provision of Class D services, inform the pilot to remain outside the Class D airspace until conditions permit the services to be provided. PHRASEOLOGY(A/c call sign) REMAIN OUTSIDE DELTA AIRSPACE AND STANDBY. REFERENCE- FAAO JO 7110.65, Para 7-2-1, Visual Separation. JO 7110.65S 2/14/08 3-1-6 General 3-1-14. GROUND OPERATIONS WHEN VOLCANIC ASH IS PRESENT When volcanic ash is present on the airport surface, and to the extent possible: a. Avoid requiring aircraft to come to a full stop while taxiing. b. Provide for a rolling takeoff for all departures. NOTE- When aircraft begin a taxi or takeoff roll on ash contaminated surfaces, large amounts of volcanic ash will again become airborne. This newly airborne ash will significantly reduce visibility and will be ingested by the engines of following aircraft. REFERENCE- AIM, Para 7-5-9, Flight Operations in Volcanic Ash. JO 7110.65S 2/14/08 3-2-1 Visual Signals Section 2. Visual Signals 3-2-1. LIGHT SIGNALS Use ATC light signals from TBL 3-2-1 to control aircraft and the movement of vehicles, equipment, and personnel on the movement area when radio communications cannot be employed. REFERENCE- FAAO JO 7110.65, Para 3-10-10, Altitude Restricted Low Approach. FAAO JO 7210.3, Para 4-3-1, Letters of Agreement. 3-2-2. WARNING SIGNAL Direct a general warning signal, alternating red and green, to aircraft or vehicle operators, as appropriate, when: NOTE- The warning signal is not a prohibitive signal and can be followed by any other light signal, as circumstances permit. a. Aircraft are converging and a collision hazard exists. b. Mechanical trouble exists of which the pilot might not be aware. c. Other hazardous conditions are present which call for intensified pilot or operator alertness. These conditions may include obstructions, soft field, ice on the runway, etc. 3-2-3. RECEIVER-ONLY ACKNOWLEDGMENT To obtain acknowledgment from an aircraft equipped with receiver only, request the aircraft to do the following: a. Fixed-wing aircraft: 1. Between sunrise and sunset: (a) Move ailerons or rudders while on the ground. (b) Rock wings while in flight. 2. Between sunset and sunrise: Flash navigation or landing lights. b. Helicopters: 1. Between sunrise and sunset: (a) While hovering, either turn the helicopter toward the controlling facility and flash the landing light or rock the tip path plane. (b) While in flight, either flash the landing light or rock the tip path plane. 2. Between sunset and sunrise: Flash landing light or search light. TBL 3-2-1 ATC Light Signals Meaning Color and type of signal Aircraft on the ground Aircraft in flight Movement of vehicles, equipment and personnel Steady green Cleared for takeoff Cleared to land Cleared to cross; proceed; go Flashing green Cleared to taxi Return for landing (to be followed by steady green at the proper time) Not applicable Steady red Stop Give way to other aircraft and continue circling Stop Flashing red Taxi clear of landing area or runway in use Airport unsafe- Do not land Clear the taxiway/runway Flashing white Return to starting point on airport Not applicable Return to starting point on airport Alternating red and green General Warning Signal- Exercise Extreme Caution General Warning Signal- Exercise Extreme Caution General Warning Signal- Exercise Extreme Caution JO 7110.65S 2/14/08 3-2-2 JO 7110.65S 2/14/08 3-3-1 Airport Conditions Section 3. Airport Conditions 3-3-1. LANDING AREA CONDITION If you observe or are informed of any condition which affects the safe use of a landing area: NOTE1. The airport management/military operations office is responsible for observing and reporting the condition of the landing area. 2. It is the responsibility of the agency operating the airport to provide the tower with current information regarding airport conditions. 3. A disabled aircraft on a runway, after occupants are clear, is normally handled by flight standards and airport management/military operations office personnel in the same manner as any obstruction; e.g., construction equipment. a. Relay the information to the airport manager/ military operations office concerned. b. Copy verbatim any information received and record the name of the person submitting it. c. Confirm information obtained from other than authorized airport or FAA personnel unless this function is the responsibility of the military operations office. NOTE- Civil airport managers are required to provide a list of airport employees who are authorized to issue information concerning conditions affecting the safe use of the airport. d. If you are unable to contact the airport management or operator, issue a NOTAM publicizing an unsafe condition and inform the management or operator as soon as practicable. EXAMPLE“DISABLED AIRCRAFT ON RUNWAY.'' NOTE1. Legally, only the airport management/military operations office can close a runway. 2. Military controllers are not authorized to issue NOTAMs. It is the responsibility of the military operations office. e. Issue to aircraft only factual information, as reported by the airport management concerning the condition of the runway surface, describing the accumulation of precipitation. EXAMPLE“ALL RUNWAYS COVERED BY COMPACTED SNOW SIX INCHES DEEP.” REFERENCE- FAAO JO 7110.65, Para 4-7-12, Airport Conditions. 3-3-2. CLOSED/UNSAFE RUNWAY INFORMATION If an aircraft requests to takeoff, land, or touch-and-go on a closed or unsafe runway, inform the pilot the runway is closed or unsafe, and a. If the pilot persists in his/her request, quote him/her the appropriate parts of the NOTAM applying to the runway and inform him/her that a clearance cannot be issued. b. Then, if the pilot insists and in your opinion the intended operation would not adversely affect other traffic, inform him/her that the operation will be at his/her own risk. PHRASEOLOGY- RUNWAY (runway number) CLOSED/UNSAFE. If appropriate, (quote NOTAM information), UNABLE TO ISSUE DEPARTURE/LANDING/TOUCH- AND-GO CLEARANCE. DEPARTURE/LANDING/TOUCH-AND-GO WILL BE AT YOUR OWN RISK. c. Except as permitted by para 4-8-7, Side-step Maneuver, where parallel runways are served by separate ILS/MLS systems and one of the runways is closed, the ILS/MLS associated with the closed runway should not be used for approaches unless not using the ILS/MLS would have an adverse impact on the operational efficiency of the airport. REFERENCE- FAAO JO 7110.65, Para 3-10-5, Landing Clearance. FAAO JO 7110.65, Para 4-7-12, Airport Conditions. 3-3-3. TIMELY INFORMATION Issue airport condition information necessary for an aircraft's safe operation in time for it to be useful to the pilot. Include the following, as appropriate: a. Construction work on or immediately adjacent to the movement area. b. Rough portions of the movement area. JO 7110.65S 2/14/08 3-3-2 Airport Conditions c. Braking conditions caused by ice, snow, slush, or water. d. Snowdrifts or piles of snow on or along the edges of the area and the extent of any plowed area. e. Parked aircraft on the movement area. f. Irregular operation of part or all of the airport lighting system. g. Volcanic ash on any airport surface area and whether the ash is wet or dry (if known). NOTE- Braking action on wet ash may be degraded. Dry ash on the runway may necessitate minimum use of reverse thrust. h. Other pertinent airport conditions. REFERENCE- FAAO JO 7110.65, Para 4-7-12, Airport Conditions. FAAO JO 7110.65, Para 2-1-9, Reporting Essential Flight Information. FAAO JO 7110.65, Para 3-10-10, Altitude Restricted Low Approach. 3-3-4. BRAKING ACTION Furnish quality of braking action, as received from pilots or the airport management, to all aircraft as follows: a. Describe the quality of braking action using the terms “good,” “fair,” “poor,” “nil,” or a combination of these terms. If the pilot or airport management reports braking action in other than the foregoing terms, ask him/her to categorize braking action in these terms. NOTE- The term “nil” is used to indicate bad or no braking action. b. Include type of aircraft or vehicle from which the report is received. EXAMPLE“Braking action fair to poor, reported by a heavy D-C Ten.” “Braking action poor, reported by a Boeing Seven Twenty-Seven.” c. If the braking action report affects only a portion of a runway, obtain enough information from the pilot or airport management to describe the braking action in terms easily understood by the pilot. EXAMPLE“Braking action poor first half of runway, reported by a Lockheed Ten Eleven.” “Braking action poor beyond the intersection of runway two seven, reported by a Boeing Seven Twenty-Seven.” NOTE- Descriptive terms, such as the first or the last half of the runway, should normally be used rather than landmark descriptions, such as opposite the fire station, south of a taxiway, etc. Landmarks extraneous to the landing runway are difficult to distinguish during low visibility, at night, or anytime a pilot is busy landing an aircraft. d. Furnish runway friction measurement readings/ values as received from airport management to aircraft as follows: 1. Furnish information as received from the airport management to pilots on the ATIS at locations where friction measuring devices, such as MU-Meter, Saab Friction Tester (SFT), and Skiddometer are in use only when the MU values are 40 or less. Use the runway followed by the MU number for each of the three runway segments, time of report, and a word describing the cause of the runway friction problem. Do not issue MU values when all three segments of the runway have values reported greater than 40. EXAMPLE“Runway two seven, MU forty-two, forty-one, twentyeight at one zero one eight Zulu, ice.” 2. Issue the runway surface condition and/or the Runway Condition Reading (RCR), if provided, to all USAF and ANG aircraft. Issue the RCR to other aircraft upon pilot request. EXAMPLE“Ice on runway, RCR zero five, patchy.” NOTE1. USAF has established RCR procedures for determining the average deceleration readings of runways under conditions of water, slush, ice, or snow. The use of the RCR code is dependent upon the pilot's having a “stopping capability chart” specifically applicable to his/her aircraft. 2. USAF offices furnish RCR information at airports serving USAF and ANG aircraft. REFERENCE- FAAO JO 7110.65, Para 4-7-12, Airport Conditions. FAAO JO 7110.65, Para 3-3-5, Braking Action Advisories. 3-3-5. BRAKING ACTION ADVISORIES a. When runway braking action reports are received from pilots or the airport management which include the terms “fair,” “poor,” or “nil” or whenever weather conditions are conducive to deteriorating or rapidly changing runway conditions, include on the ATIS broadcast the statement “Braking Action Advisories are in effect.” JO 7110.65S 2/14/08 3-3-3 Airport Conditions REFERENCE- FAAO JO 7210.3, Para 10-4-1, Automatic Terminal Information Service (ATIS). b. During the time Braking Action Advisories are in effect, take the following action: 1. Issue the latest braking action report for the runway in use to each arriving and departing aircraft early enough to be of benefit to the pilot. When possible, include reports from heavy jet aircraft when the arriving or departing aircraft is a heavy jet. 2. If no report has been received for the runway of intended use, issue an advisory to that effect. PHRASEOLOGY- NO BRAKING ACTION REPORTS RECEIVED FOR RUNWAY (runway number). 3. Advise the airport management that runway braking action reports of “fair,” “poor,” or “nil” have been received. REFERENCE- FAAO JO 7210.3, Para 4-3-1, Letters of Agreement. 4. Solicit PIREPs of runway braking action. REFERENCE- FAAO JO 7110.65, Para 2-6-3, PIREP Information. c. Include runway friction measurement/values received from airport management on the ATIS. Furnish the information when requested by the pilot in accordance with para 3-3-4, Braking Action. REFERENCE- FAAO JO 7110.65, Para 2-9-3, Content. 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 4-7-12, Airport Conditions. 3-3-6. ARRESTING SYSTEM OPERATION a. For normal operations, arresting systems remotely controlled by ATC shall remain in the retracted or down position. NOTE1. USN- Runway Arresting Gear- barriers are not operated by ATC personnel. Readiness/rigging of the equipment is the responsibility of the operations department. 2. A request to raise a barrier or hook cable means the barrier or cable on the departure end of the runway. If an approach end engagement is required, the pilot or military authority will specifically request that the approach end cable be raised. REFERENCE- FAAO JO 7610.4, Chapter 9, Section 3. Aircraft Arresting System, Single Frequency Approach (SFA), Simulated Flameout (SFO)/Emergency Landing Pattern (ELP) Operations, Celestial Navigation (CELNAV) Training, Para 9-3-1 through Para 9-3-8. b. Raise aircraft arresting systems whenever: 1. Requested by a pilot. NOTE- The standard emergency phraseology for a pilot requesting an arresting system to be raised for immediate engagement is: “BARRIER - BARRIER - BARRIER” or “CABLE - CABLE - CABLE.” 2. Requested by military authority; e.g., airfield manager, supervisor of flying, mobile control officer, etc. NOTE- USAF. Web barriers at the departure end of the runway may remain in the up position when requested by the senior operational commander. The IFR Enroute Supplement and AP-1 will describe specific barrier configuration. ATC will advise transient aircraft of the barrier configuration using the phraseology in subpara c_, below. 3. A military jet aircraft is landing with known or suspected radio failure or conditions (drag chute/hydraulic/electrical failure, etc.) that indicate an arresting system may be needed. Exceptions are authorized for military aircraft which cannot engage an arresting system (C-9, C-141, C-5, T-39, etc.) and should be identified in a letter of agreement and/or appropriate military directive. c. When requested by military authority due to freezing weather conditions or malfunction of the activating mechanism, the barrier/cable may remain in a raised position provided aircraft are advised. PHRASEOLOGY- YOUR DEPARTURE/LANDING WILL BE TOWARD/ OVER A RAISED BARRIER/CABLE ON RUNWAY (number), (location, distance, as appropriate). d. Inform civil and U.S. Army aircraft whenever rubber supported cables are in place at the approach end of the landing runway, and include the distance of the cables from the threshold. This information may be omitted if it is published in the “Notices to Airmen” publication/DOD FLIP. EXAMPLE“Runway One Four arresting cable one thousand feet from threshold.” JO 7110.65S 2/14/08 3-3-4 Airport Conditions e. When arresting system operation has been requested, inform the pilot of the indicated barrier/cable position. PHRASEOLOGY(Identification), BARRIER/CABLE INDICATES UP/DOWN. CLEARED FOR TAKEOFF/TO LAND. f. Time permitting, advise pilots of the availability of all arresting systems on the runway in question when a pilot requests barrier information. g. If an aircraft engages a raised barrier/cable, initiate crash alarm procedures immediately. h. For preplanned practice engagements not associated with emergencies, crash alarm systems need not be activated if, in accordance with local military operating procedures, all required notifications are made before the practice engagement. REFERENCE- FAAO JO 7110.65, Para 4-7-12, Airport Conditions. 3-3-7. FAR FIELD MONITOR (FFM) REMOTE STATUS UNIT a. Background. 1. To meet the demand for more facilities capable of operating under CAT III weather, Type II equipment is being upgraded to Integrity Level 3. This integrity level will support operations which place a high degree of reliance on ILS guidance for positioning through touchdown. 2. Installation of the FFM remote status indicating units is necessary to attain the integrity necessary to meet internationally agreed upon reliability values in support of CAT III operations on Type II ILS equipment. The remote status indicating unit used in conjunction with Type II equipment adds a third integrity test; thereby, producing an approach aid which has integrity capable of providing Level 3 service. 3. The remote status sensing unit, when installed in the tower cab, will give immediate indications of localizer out-of-tolerance conditions. The alarm in the FFM remote status sensing unit indicates an inoperative or an out-of-tolerance localizer signal; e.g., the course may have shifted due to equipment malfunction or vehicle/aircraft encroachment into the critical area. b. Procedures. 1. Operation of the FFM remote sensing unit will be based on the prevailing weather. The FFM remote sensing unit shall be operational when the weather is below CAT I ILS minimums. 2. When the weather is less than that required for CAT I operations, the GRN-27 FFM remote status sensing unit shall be set at: (a) “CAT II” when the RVR is less than 2,400_feet. (b) “CAT III” when the RVR is less than 1,200 feet. 3. When the remote status unit indicates that the localizer FFM is in alarm (aural warning following the preset delay) and: (a) The aircraft is outside the middle marker (MM), check for encroachment those portions of the critical area that can be seen from the tower. It is understood that the entire critical area may not be visible due to low ceilings and poor visibility. The check is strictly to determine possible causal factors for the out-of-tolerance situation. If the alarm has not cleared prior to the aircraft's arriving at the MM, immediately issue an advisory that the FFM remote status sensing unit indicates the localizer is unreliable. (b) The aircraft is between the MM and the inner marker (IM), immediately issue an advisory that the FFM remote status sensing unit indicates the localizer is unreliable. PHRASEOLOGY- CAUTION, MONITOR INDICATES RUNWAY (number) LOCALIZER UNRELIABLE. (c) The aircraft has passed the IM, there is no action requirement. Although the FFM has been modified with filters which dampen the effect of false alarms, you may expect alarms when aircraft are located between the FFM and the localizer antenna either on landing or on takeoff. REFERENCE- FAAO JO 7110.65, Para 4-7-12, Airport Conditions. JO 7110.65S 2/14/08 3-4-1 Airport Lighting Section 4. Airport Lighting 3-4-1. EMERGENCY LIGHTING Whenever you become aware that an emergency has or will occur, take action to provide for the operation of all appropriate airport lighting aids as required. REFERENCE- FAAO JO 7110.65, Para 10-4-2, Lighting Requirements. 3-4-2. RUNWAY END IDENTIFIER LIGHTS When separate on-off controls are provided, operate runway end identifier lights: a. When the associated runway lights are lighted. Turn the REIL off after: 1. An arriving aircraft has landed. 2. A departing aircraft has left the traffic pattern area. 3. It is determined that the lights are of no further use to the pilot. b. As required by facility directives to meet local conditions. c. As requested by the pilot. d. Operate intensity setting in accordance with the values in TBL 3-4-1 except as prescribed in subparas_b and c above. TBL 3-4-1 REIL Intensity Setting-Three Step System Settings Visibility Day Night 3 Less than 2 miles Less than 1 mile 2 2 to 5 miles inclusive 1 to but not including 3 miles 1 When requested 3 miles or more 3-4-3. VISUAL APPROACH SLOPE INDICATORS (VASI) VASI systems with remote on-off switching shall be operated when they serve the runway in use and where intensities are controlled in accordance with TBL 3-4-2 and TBL 3-4-3 except: a. As required by facility directives to meet local conditions. b. As required by the pilot. TBL 3-4-2 VASI Intensity Setting-Two Step System Step Period/Condition High Day-Sunrise to sunset. Low Night-Sunset to sunrise. TBL 3-4-3 VASI Intensity Setting-Three Step System Step Period/Condition High Day-Sunrise to sunset. Medium Twilight-From sunset to 30 minutes after sunset and from 30 minutes before sunrise to sunrise,* and during twilight in Alaska. Low Night-Sunset to sunrise. *During a 1 year period, twilight may vary 26 to 43 minutes between 25 and 49N latitude. NOTE- The basic FAA standard for VASI systems permits independent operation by means of photoelectric device. This system has no on-off control feature and is intended for continuous operation. Other VASI systems in use include those that are operated remotely from the control tower. These systems may consist of either a photoelectric intensity control with only an on-off switch, a two step intensity system, or a three step intensity system. REFERENCE- FAAO JO 7210.3, Para_10-6-5, Visual Approach Slope Indicator (VASI) Systems. FAAO 6850.2, Visual Guidance Lighting Systems. 3-4-4. PRECISION APPROACH PATH INDICATORS (PAPI) PAPI systems with remote on-off switching shall be operated when they serve the runway in use and where intensities are controlled in accordance with TBL 3-4-4 except: a. As required by local facility directives to meet local conditions. b. As requested by the pilot. NOTE- The basic FAA standard for PAPI systems permits independent operation by means of photoelectric device. This system has no on-off control feature and is intended for continuous operation. Other PAPI systems in use include those that are operated remotely from the control tower. These systems may consist of either a photoelectric JO 7110.65S 2/14/08 3-4-2 Airport Lighting intensity control with only an on-off switch, or a five-step intensity system. REFERENCE- FAAO 6850.2, Visual Guidance Lighting Systems. TBL 3-4-4 PAPI Intensity Setting - Five Step System Step Period/Condition 5 On Pilot Request 4 Day - Sunrise to sunset 3 Night - Sunset to sunrise 2 On Pilot Request 1 On Pilot Request *During a 1 year period, twilight may vary 26 to 43_minutes between 25 and 49N latitude. 3-4-5. APPROACH LIGHTS Operate approach lights: a. Between sunset and sunrise when one of the following conditions exists: 1. They serve the landing runway. 2. They serve a runway to which an approach is being made but aircraft will land on another runway. b. Between sunrise and sunset when the ceiling is less than 1,000 feet or the prevailing visibility is 5_miles or less and approaches are being made to: 1. A landing runway served by the lights. 2. A runway served by the lights but aircraft are landing on another runway. 3. The airport, but landing will be made on a runway served by the lights. c. As requested by the pilot. d. As you deem necessary, if not contrary to pilot's request. NOTE- In the interest of energy conservation, the ALS should be turned off when not needed for aircraft operations. REFERENCE- FAAO JO 7110.65, Para 3-4-6, ALS Intensity Settings. 3-4-6. ALS INTENSITY SETTINGS When operating ALS as prescribed in para 3-4-5, Approach Lights, operate intensity controls in accordance with the values in TBL 3-4-5 except: a. When facility directives specify other settings to meet local atmospheric, topographic, and twilight conditions. b. As requested by the pilot. c. As you deem necessary, if not contrary to pilot's request. TBL 3-4-5 ALS Intensity Setting Step Visibility (Applicable to runway served by lights) Day Night 5 Less than 1 mile* When requested 4 1 to but not including 3 miles When requested 3 3 to but not including 5 miles Less than 1 mile* 2 5 to but not including 7 miles 1 to 3 miles inclusive 1 When requested Greater than 3 miles *and/or 6,000 feet or less of the RVR on the runway served by the ALS and RVR. NOTE- Daylight steps 2 and 3 provide recommended settings applicable to conditions in subparas b and c. At night, use step 4 or 5 only when requested by a pilot. 3-4-7. SEQUENCED FLASHING LIGHTS (SFL) Operate Sequenced Flashing Lights: NOTE- SFL are a component of the ALS and cannot be operated when the ALS is off. a. When the visibility is less than 3 miles and instrument approaches are being made to the runway served by the associated ALS. b. As requested by the pilot. c. As you deem necessary, if not contrary to pilot's request. 3-4-8. MALSR/ODALS Operate MALSR/ODALS that have separate on-off and intensity setting controls in accordance with TBL 3-4-6 and TBL 3-4-7 except: a. When facility directives specify other settings to meet local atmospheric, topographic, and twilight conditions. JO 7110.65S 2/14/08 3-4-3 Airport Lighting b. As requested by the pilot. c. As you deem necessary, if not contrary to pilot's request. TBL 3-4-6 Two Step MALS/One Step RAIL/Two Step ODALS Settings Visibility Day Night MALS/ODALS RAIL Hi On Less than 3 miles Less than 3 miles MALS/ODALS RAIL Low Off When requested 3 miles or more *At locations providing part-time control tower service, if duplicate controls are not provided in the associated FSS, the MALSR/ODALS shall be set to low intensity during the hours of darkness when the tower is not staffed. TBL 3-4-7 Three Step MALS/Three Step RAIL/ Three Step ODALS Settings Visibility Day Night 3 Less than 2 miles Less than 1 mile 2 2 to 5 miles inclusive 1 to but not including 3_miles* 1 When requested 3 miles or more *At locations providing part-time control tower service, if duplicate controls are not provided in the FSS on the airport, the air-to-ground radio link shall be activated during the hours of darkness when the tower is unmanned. If there is no radio air-to-ground control, the MALSR/ODALS shall be set on intensity setting 2 during the hours of darkness when the tower is not staffed. REFERENCE- FAAO JO 7210.3, Para_10-6-2, Operation of Lights When Tower is Closed. 3-4-9. ALSF-2/SSALR a. When the prevailing visibility is 3 /4 mile or less or the RVR is 4,000 feet or less, operate the ALSF-2 system as follows: 1. As requested by the pilot. 2. As you deem necessary if not contrary to pilot request. b. Operate the SSALR system when the conditions in subpara a are not a factor. 3-4-10. RUNWAY EDGE LIGHTS Operate the runway edge light system/s serving the runway/s in use as follows: a. Between sunset and sunrise, turn the lights on: 1. For departures. Before an aircraft taxies onto the runway and until it leaves the Class B, Class C, or Class D surface area. 2. For arrivals: (a) IFR aircraft-Before the aircraft begins final approach, or (b) VFR aircraft-Before the aircraft enters the Class B, Class C, or Class D surface area, and (c) Until the aircraft has taxied off the landing runway. b. Between sunrise and sunset, turn the lights on as shown in subparas a1 and a2 when the surface visibility is less than 2 miles. c. As required by facility directives to meet local conditions. d. Different from subparas a, b, or c above, when: 1. You consider it necessary, or 2. Requested by a pilot and no other known aircraft will be adversely affected. NOTE- Pilots may request lights to be turned on or off contrary to subparas a, b, or c. However, 14 CFR Part 135 operators are required to land/takeoff on lighted runways/heliport landing areas at night. e. Do not turn on the runway edge lights when a NOTAM closing the runway is in effect. NOTE- Application concerns use for takeoffs/landings/ approaches and does not preclude turning lights on for use of unaffected portions of a runway for taxiing aircraft, surface vehicles, maintenance, repair, etc. REFERENCE- FAAO JO 7110.65, Para 3-4-15, Simultaneous Approach and Runway Edge Light Operation. FAAO JO 7210.3, Para 10-6-3, Incompatible Light System Operation. FAAO JO 7210.3, Para_10-6-9, Runway Edge Lights Associated With Medium Approach Light System/Runway Alignment Indicator Lights. JO 7110.65S 2/14/08 3-4-4 Airport Lighting 3-4-11. HIGH INTENSITY RUNWAY, RUNWAY CENTERLINE, AND TOUCHDOWN ZONE LIGHTS Operate high intensity runway and associated runway centerline and touchdown zone lights in accordance with TBL 3-4-8, except: a. Where a facility directive specifies other settings to meet local conditions. b. As requested by the pilot. c. As you deem necessary, if not contrary to pilot request. TBL 3-4-8 HIRL, RCLS, TDZL Intensity Setting Step Visibility Day Night 5 Less than 1 mile* When requested 4 1 to but not including 2 miles* Less than 1 mile* 3 2 to but not including 3 miles 1 to but not including 3 miles* 2 When requested 3 to 5 miles inclusive 1 When requested More than 5 miles *and/or appropriate RVR/RVV equivalent. 3-4-12. HIRL ASSOCIATED WITH MALSR Operate HIRL which control the associated MALSR in accordance with TBL 3-4-9, except: a. As requested by the pilot. b. As you deem necessary, if not contrary to the pilot's request. TBL 3-4-9 HIRL Associated with MALSR Step Visibility Day Night 5 Less than 1 mile When requested 4 1 to but not including 2_miles Less than 1 mile 3 2 to but not including 3_miles 1 to but not including 3_miles 2 When requested 3 to 5 miles inclusive 1 When requested More than 5 miles NOTE- When going from a given brightness step setting to a lower setting, rotation of the brightness control to a point below the intended step setting and then back to the appropriate step setting will ensure that the MALSR will operate at the appropriate brightness. REFERENCE- FAAO JO 7110.65, Para 3-4-14, Medium Intensity Runway Lights. 3-4-13. HIRL CHANGES AFFECTING RVR Keep the appropriate approach controller or PAR controller informed, in advance if possible, of HIRL changes that affect RVR. 3-4-14. MEDIUM INTENSITY RUNWAY LIGHTS Operate MIRL or MIRL which control the associated MALSR in accordance with TBL 3-4-10, except: a. As requested by the pilot. b. As you deem necessary, if not contrary to the pilot's request. TBL 3-4-10

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c. Additional functions may be performed provided the procedures have been reviewed and authorized by appropriate management levels. REFERENCE- FAAO JO 7110.65, Para 5-5-4, Minima. 3-1-10. OBSERVED ABNORMALITIES When requested by a pilot or when you deem it necessary, inform an aircraft of any observed abnormal aircraft condition. PHRASEOLOGY(Item) APPEAR/S (observed condition). EXAMPLE“Landing gear appears up.” “Landing gear appears down and in place.” “Rear baggage door appears open.” 3-1-11. SURFACE AREA RESTRICTIONS a. If traffic conditions permit, approve a pilot's request to cross Class C or Class D surface areas or exceed the Class C or Class D airspace speed limit. Do not, however, approve a speed in excess of 250_knots (288 mph) unless the pilot informs you a higher minimum speed is required. NOTE14 CFR Section 91.117 permits speeds in excess of 250_knots (288 mph) when so required or recommended in the airplane flight manual or required by normal military operating procedures. REFERENCE- FAAO JO 7110.65, Para 2-1-16, Surface Areas.

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General NOTE- Unless otherwise authorized, tower radar displays are intended to be an aid to local controllers in meeting their responsibilities to the aircraft operating on the runways or within the surface area. They are not intended to provide radar benefits to pilots except for those accrued through a more efficient and effective local control position. In addition, local controllers at nonapproach control towers must devote the majority of their time to visually scanning the runways and local area; an assurance of continued positive radar identification could place distracting and operationally inefficient requirements upon the local controller. Therefore, since the requirements of para_5-3-1, Application, cannot be assured, the radar functions prescribed above are not considered to be radar services and pilots should not be advised of being in “radar contact.”

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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

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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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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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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.