ATC

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3. Air taxi and commercial operators not having FAA authorized call signs. State the prefix “TANGO” on initial contact, if used by the pilot, followed by the registration number. The prefix may be dropped in subsequent communications. EXAMPLE“Tango Mooney Five Five Five Two Quebec.” “Tango November One Two Three Four.” 4. Air carrier/taxi ambulance. State the prefix, “Lifeguard,” if used by the pilot, followed by the call sign and flight number in group form. EXAMPLE“Lifeguard Delta Fifty-One.” 5. Civilian air ambulance. State the word “LIFEGUARD” followed by the numbers/letters of the registration number. EXAMPLE“Lifeguard Two Six Four Six.” 6. U.S. military. State one of the following: (a) The service name, followed by the word “copter,” when appropriate, and the last 5 digits of the serial number. EXAMPLE“Navy Five Six Seven One Three.” “Coast Guard Six One Three Two Seven.” “Air Guard One Three Five Eight Six.” “Army Copter Three Two One Seven Six.” NOTE- If aircraft identification becomes a problem, the procedures reflected in FAAO JO 7210.3, Facility Operation and Administration, para_2-1-13, Aircraft Identification Problems, will apply. (b) Special military operations. State one of the following followed by the last 5 digits of the serial number: (c) Air evacuation flights. “AIR EVAC,” “MARINE AIR EVAC,” or “NAVY AIR EVAC.” EXAMPLE“Air Evac One Seven Six Five Two.” (d) Rescue flights. (Service name) “RESCUE.” EXAMPLE“Air Force Rescue Six One Five Seven Niner.” (e) Air Mobility Command. “REACH.” EXAMPLE“Reach Seven Eight Five Six Two.” (f) Special Air Mission. “SAM.” EXAMPLE“Sam Niner One Five Six Two.” (g) USAF Contract Aircraft “LOGAIR.” EXAMPLE“Logair Seven Five Eight Two Six.” (h) Military tactical and training: (1) U.S. Air Force, Air National Guard, Military District of Washington priority aircraft, and USAF civil disturbance aircraft. Pronounceable words of 3 to 6 letters followed by a 1 to 5 digit number. EXAMPLE“Paul Two Zero.” “Pat One Five Seven.” “Gaydog Four.” NOTE- When the “Z” suffix described in para 2-3-7, USAF/USN Undergraduate Pilots, is added to identify aircraft piloted by USAF undergraduate pilots, the call sign will be limited to a combination of six characters. (2) Navy or Marine fleet and training command aircraft. The service name and 2 letters, or a digit and a letter (use letter phonetic equivalents), followed by 2 or 3 digits. EXAMPLE“Navy Golf Alfa Two One.” “Marine Four Charlie Two Three Six.”

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NOTE- If aircraft identification becomes a problem when the procedures specified above are used, the call sign shall be restated after the flight number of the aircraft involved. EXAMPLE“American Five Twenty-One American.” “Commuter Six Eleven Commuter.” “General Motors Thirty-Seven General Motors.” REFERENCE- FAAO JO 7210.3, Para 2-1-13, Aircraft Identification Problems. 2. Air carrier and other civil aircraft having FAA authorized call signs. State the call sign followed by the flight number in group form. NOTE“Group form” is the pronunciation of a series of numbers as the whole number, or pairs of numbers they represent rather than pronouncing each separate digit. The use of group form may, however, be negated by four-digit identifiers or the placement of zeros in the identifier. JO 7110.65S 2/14/08 2-4-9 Radio and Interphone Communications EXAMPLE“American Fifty-Two.” “Delta One Hundred.” “Eastern Metro One Ten.” “General Motors Thirty Fifteen.” “United One Zero One.” “Delta Zero One Zero.” “TWA Ten Zero Four.” NOTE- Air carrier and other civil aircraft having FAA authorized call signs may be pronounced using single digits if necessary for clarity. EXAMPLE“United Five One Seven.” “United Five Seven Zero.”

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2-4-9. ABBREVIATED TRANSMISSIONS Transmissions may be abbreviated as follows: a. Use the identification prefix and the last 3 digits or letters of the aircraft identification after communications have been established. Do not abbreviate similar sounding aircraft identifications or the identification of an air carrier or other civil aircraft having an FAA authorized call sign. REFERENCE- FAAO JO 7110.65, Para 2-4-20, Aircraft Identification. b. Omit the facility identification after communication has been established. c. Transmit the message immediately after the callup (without waiting for the aircraft's reply) when the message is short and receipt is generally assured. d. Omit the word “over” if the message obviously requires a reply. 2-4-10. INTERPHONE TRANSMISSION PRIORITIES Give priority to interphone transmissions as follows: a. First priority. Emergency messages including essential information on aircraft accidents or suspected accidents. After an actual emergency has passed, give a lower priority to messages relating to that accident. b. Second priority. Clearances and control instructions. c. Third priority. Movement and control messages using the following order of preference when possible: 1. Progress reports. 2. Departure or arrival reports. 3. Flight plans. d. Fourth priority. Movement messages on VFR aircraft. 2-4-11. PRIORITY INTERRUPTION Use the words “emergency” or “control” for interrupting lower priority messages when you have an emergency or control message to transmit. JO 7110.65S 2/14/08 2-4-3 Radio and Interphone Communications 2-4-12. INTERPHONE MESSAGE FORMAT Use the following format for interphone intra/interfacility communications: a. Both the caller and receiver identify their facility and/or position in a manner that insures they will not be confused with another position. NOTE- Other means of identifying a position, such as substituting departure or arrival gate/fix names for position identification, may be used. However, it must be operationally beneficial, and the procedure fully covered in a letter of agreement or a facility directive, as appropriate. EXAMPLE- Caller: “Albuquerque Center Sixty Three, Amarillo Departure.” Receiver: “Albuquerque Center.” b. Between two facilities which utilize numeric position identification, the caller must identify both facility and position. EXAMPLE- Caller: “Albuquerque Sixty Three, Fort Worth Eighty Two.” c. Caller states the type of coordination to be accomplished when advantageous. For example, handoff or APREQ. d. The caller states the message. e. The receiver states the response to the caller's message followed by the receiver's operating initials. f. The caller states his or her operating initials. EXAMPLE1. Caller: “Denver High, R Twenty-five.” Receiver: “Denver High.” Caller: “Request direct Denver for Northwest Three Twenty-eight.” Receiver: “Northwest Three Twenty-eight direct Denver approved. H.F.” Caller: “G.M.” 2. Receiver: “Denver High, Go ahead override.” Caller: “R Twenty-five, Request direct Denver for Northwest Three Twenty-eight.” Receiver: “Northwest Three Twenty-eight direct Denver approved. H.F.” Caller: “G.M.” 3. Caller: (“Bolos” is a departure gate in Houston ARTCC's Sabine sector)-“Bolos, Houston local.” Receiver: “Bolos.” Caller: “Request Flight Level three five zero for American Twenty-five.” Receiver: “American Twenty-five Flight Level three five zero approved, A.C.” Caller: “G.M.” 4. Caller: “Sector Twelve, Ontario Approach, APREQ.” Receiver: “Sector Twelve.” Caller: “Cactus Five forty-two heading one three zero and climbing to one four thousand.” Receiver: “Cactus Five forty-two heading one three zero and climbing to one four thousand approved. B.N.” Caller: “A.M.” 5. Caller: “Zanesville, Columbus, seventy-three line, handoff.” Receiver: “Zanesville.” Caller: “Five miles east of Appleton VOR, United Three Sixty-six.” Receiver: “United Three Sixty-six, radar contact, A.Z.” Caller: “M.E.” JO 7110.65S 2/14/08 2-4-4 Radio and Interphone Communications g. Identify the interphone voice line on which the call is being made when two or more such lines are collocated at the receiving operating position. EXAMPLE“Washington Center, Washington Approach on the Fifty Seven line.” “Chicago Center, O'Hare Tower handoff on the Departure West line.” h. TERMINAL. The provisions of subparas a, b, c, e, f, g, and para 2-4-13, Interphone Message Termination, may be omitted provided: 1. Abbreviated standard coordination procedures are contained in a facility directive describing the specific conditions and positions that may utilize an abbreviated interphone message format; and 2. There will be no possibility of misunderstanding which positions are using the abbreviated procedures. 2-4-13. INTERPHONE MESSAGE TERMINATION Terminate interphone messages with your operating initials. 2-4-14. WORDS AND PHRASES a. Use the words or phrases in radiotelephone and interphone communication as contained in the P/CG or, within areas where Controller Pilot Data Link Communications (CPDLC) is in use, the phraseology contained in the applicable CPDLC message set. b. The word “heavy” shall be used as part of the identification of heavy jet aircraft as follows: TERMINAL. In all communications with or about heavy jet aircraft. EN ROUTE. The use of the word heavy may be omitted except as follows: 1. In communications with a terminal facility about heavy jet operations. 2. In communications with or about heavy jet aircraft with regard to an airport where the en route center is providing approach control service. 3. In communications with or about heavy jet aircraft when the separation from a following aircraft may become less than 5 miles by approved procedure. 4. When issuing traffic advisories. EXAMPLE“United Fifty-Eight Heavy.” NOTE- Most airlines will use the word “heavy” following the company prefix and flight number when establishing communications or when changing frequencies within a terminal facility's area. 5. When in radio communications with “Air Force One” or “Air Force Two,” do not add the heavy designator to the call sign. State only the call sign “Air Force One/Two” regardless of the type aircraft. 2-4-15. EMPHASIS FOR CLARITY Emphasize appropriate digits, letters, or similar sounding words to aid in distinguishing between similar sounding aircraft identifications. Additionally: a. Notify each pilot concerned when communicating with aircraft having similar sounding identifications. EXAMPLE“United Thirty-one United, Miami Center, U.S. Air Thirty-one is also on this frequency, acknowledge.” “U.S. Air Thirty-one U.S. Air, Miami Center, United Thirty-one is also on this frequency, acknowledge.” REFERENCE- FAAO JO 7110.65, Para 2-4-20, Aircraft Identification. FAAO JO 7210.3, Para 2-1-13, Aircraft Identification Problems. b. Notify the operations supervisor-in-charge of any duplicate flight identification numbers or phonetically similar-sounding call signs when the aircraft are operating simultaneously within the same sector. REFERENCE- FAAO JO 7210.3, Para 2-1-13, Aircraft Identification Problems. NOTE- This is especially important when this occurs on a repetitive, rather than an isolated, basis. JO 7110.65S 2/14/08 2-4-5 Radio and Interphone Communications 2-4-16. ICAO PHONETICS Use the ICAO pronunciation of numbers and individual letters. (See the ICAO radiotelephony alphabet and pronunciation in TBL 2-4-1.) TBL 2-4-1 ICAO Phonetics Character Word Pronunciation 0 Zero ZE-RO 1 One WUN 2 Two TOO 3 Three TREE 4 Four FOW-ER 5 Five FIFE 6 Six SIX 7 Seven SEV-EN 8 Eight AIT 9 Nine NIN-ER A Alfa ALFAH B Bravo BRAHVOH C Charlie CHARLEE D Delta DELLTAH E Echo ECKOH F Foxtrot FOKSTROT G Golf GOLF H Hotel HOHTELL I India INDEE AH J Juliett JEWLEE ETT K Kilo KEYLOH L Lima LEEMAH M Mike MIKE N November NOVEMBER O Oscar OSSCAH P Papa PAHPAH Q Quebec KEHBECK R Romeo ROWME OH S Sierra SEEAIRAH T Tango TANGGO U Uniform YOUNEE FORM V Victor VIKTAH W Whiskey WISSKEY X X-ray ECKSRAY Y Yankee YANGKEY Z Zulu ZOOLOO NOTE- Syllables to be emphasized in pronunciation are in bold face. 2-4-17. NUMBERS USAGE State numbers as follows: a. Serial numbers. The separate digits. EXAMPLE- Number Statement 11,495 “One one four niner five.” 20,069 “Two zero zero six niner.” b. Altitudes or flight levels: 1. Altitudes. Pronounce each digit in the number of hundreds or thousands followed by the word “hundred” or “thousand” as appropriate. EXAMPLE- Number Statement 10,000 “One zero thousand.” 11,000 “One one thousand.” 17,900 “One seven thousand niner hundred.” NOTE- Altitudes may be restated in group form for added clarity if the controller chooses. EXAMPLE- Number Statement 10,000 “Ten thousand.” 11,000 “Eleven thousand.” 17,900 “Seventeen thousand niner hundred.” 2. Flight levels. The words “flight level” followed by the separate digits of the flight level. EXAMPLE- Flight Level Statement 180 “Flight level one eight zero.” 275 “Flight level two seven five.” 3. MDA/DH Altitudes. The separate digits of the MDA/DH altitude. EXAMPLE- MDA/DH Altitude Statement 1,320 “Minimum descent altitude, one three two zero.” 486 “Decision height, four eight six.” JO 7110.65S 2/14/08 2-4-6 Radio and Interphone Communications c. Time: 1. General time information. The four separate digits of the hour and minute/s in terms of UTC. EXAMPLE- UTC Time (12 hour) Statement 0715 1:15 a.m. CST “Zero seven one five.” 1915 1:15 p.m. CST “One niner one five.” 2. Upon request. The four separate digits of the hours and minute/s in terms of UTC followed by the local standard time equivalent; or the local time equivalent only. Local time may be based on the 24-hour clock system, and the word “local” or the time zone equivalent shall be stated when other than UTC is referenced. The term “ZULU” may be used to denote UTC. EXAMPLE- UTC Time (24 hour) Time (12 hour) Statement 2230 1430 PST 2:30 p.m. “Two two three zero, one four three zero Pacific or Local.” or “Two-thirty P-M.” 3. Time check. The word “time” followed by the four separate digits of the hour and minutes, and nearest quarter minute. Fractions of a quarter minute less than eight seconds are stated as the preceding quarter minute; fractions of a quarter minute of eight seconds or more are stated as succeeding quarter minute. EXAMPLE- Time Statement 1415:06 “Time, one four one five.” 1415:10 “Time, one four one five and one-quarter.” 4. Abbreviated time. The separate digits of the minutes only. EXAMPLE- Time Statement 1415 “One five.” 1420 “Two zero.” 5. Field elevation. The words “field elevation” followed by the separate digits of the elevation. EXAMPLE- Elevation Statement 17 feet “Field elevation, one seven.” 817 feet “Field elevation, eight one seven.” 2,817 feet “Field elevation, two eight one seven.” d. The number “0” as “zero” except where it is used in approved “group form” for authorized aircraft call signs, and in stating altitudes. EXAMPLE- As Zero As Group “Field elevation one six zero.” “Heading three zero zero.” “One zero thousand five hundred.” “Western five thirty.” “EMAIR One Ten.” “Ten thousand five hundred.” e. Altimeter setting. The word “altimeter” followed by the separate digits of the altimeter setting. EXAMPLE- Setting Statement 30.01 “Altimeter, three zero zero one.” f. Surface wind. The word “wind” followed by the separate digits of the indicated wind direction to the nearest 10-degree multiple, the word “at” and the separate digits of the indicated velocity in knots. EXAMPLE“Wind zero three zero at two five.” “Wind two seven zero at one five gusts three five.” g. Heading. The word “heading” followed by the three separate digits of the number of degrees, omitting the word “degrees.” Use heading 360_degrees to indicate a north heading. EXAMPLE- Heading Statement 5 degrees “Heading zero zero five.” 30 degrees “Heading zero three zero.” 360 degrees “Heading three six zero.” JO 7110.65S 2/14/08 2-4-7 Radio and Interphone Communications h. Radar beacon codes. The separate digits of the 4-digit code. EXAMPLE- Code Statement 1000 “One zero zero zero.” 2100 “Two one zero zero.” i. Runways. The word “runway,” followed by the separate digits of the runway designation. For a parallel runway, state the word “left,” “right,” or “center” if the letter “L,” “R,” or “C” is included in the designation. EXAMPLE- Designation Statement 3 “Runway Three.” 8L “Runway Eight Left.” 27R “Runway Two Seven Right.” j. Frequencies. 1. The separate digits of the frequency, inserting the word “point” where the decimal point occurs. (a) Omit digits after the second digit to the right of the decimal point. (b) When the frequency is in the L/MF band, include the word “kiloHertz.” EXAMPLE- Frequency Statement 126.55 MHz “One two six point five five.” 369.0 MHz “Three six niner point zero.” 121.5 MHz “One two one point five.” 135.275 MHz “One three five point two seven.” 302 kHz “Three zero two kiloHertz.” 2. USAF/USN. Local channelization numbers may be used in lieu of frequencies for locally based aircraft when local procedures are established to ensure that local aircraft and ATC facilities use the same channelization. EXAMPLE- Frequency Statement 275.8 MHz “Local channel one six.” 3. Issue MLS/TACAN frequencies by stating the assigned two- or three-digit channel number. EXAMPLE“M-L-S channel Five Three Zero.” “TACAN channel Nine Seven.” k. Speeds. 1. The separate digits of the speed followed by “knots” except as required by para 5-7-2, Methods. EXAMPLE- Speed Statement 250 “Two five zero knots.” 190 “One niner zero knots.” 2. The separate digits of the Mach number preceded by “Mach.” EXAMPLE- Mach Number Statement 1.5 “Mach one point five.” 0.64 “Mach point six four.” 0.7 “Mach point seven.” l. Miles. The separate digits of the mileage followed by the word “mile.” EXAMPLE“Three zero mile arc east of Nottingham.” “Traffic, one o'clock, two five miles, northbound, D-C Eight, flight level two seven zero.” 2-4-18. NUMBER CLARIFICATION a. If deemed necessary for clarity, and after stating numbers as specified in para 2-4-17, Numbers Usage, controllers may restate numbers using either group or single-digit form. EXAMPLE“One Seven Thousand, Seventeen Thousand.” “Altimeter Two Niner Niner Two, Twenty Nine Ninety Two.” “One Two Six Point Five Five, One Twenty Six Point Fifty Five.” JO 7110.65S 2/14/08 2-4-8 Radio and Interphone Communications 2-4-19. FACILITY IDENTIFICATION Identify facilities as follows: a. Airport traffic control towers. State the name of the facility followed by the word “tower.” Where military and civil airports are located in the same general area and have similar names, state the name of the military service followed by the name of the military facility and the word “tower.” EXAMPLE“Columbus Tower.” “Barksdale Tower.” “Navy Jacksonville Tower.” b. Air route traffic control centers. State the name of the facility followed by the word “center.” c. Approach control facilities, including RAPCONs, RATCFs, and ARACs. State the name of the facility followed by the word “approach.” Where military and civil facilities are located in the same general area and have similar names, state the name of the military service followed by the name of the military facility and the word “approach.” EXAMPLE“Denver Approach.” “Griffiss Approach.” “Navy Jacksonville Approach.” d. Functions within a terminal facility. State the name of the facility followed by the name of the function. EXAMPLE“Boston Departure.” “LaGuardia Clearance Delivery.” “O'Hare Ground.” e. When calling or replying on an interphone line which connects only two non-VSCS equipped facilities, you may omit the facility name. EXAMPLE“Bradford High, Handoff.” f. FAA flight service stations. State the name of the station followed by the word “radio.” EXAMPLE“Altoona Radio.” g. Radar facilities having ASR or PAR but not providing approach control service. State the name of the facility, followed by the letters “G-C-A.” EXAMPLE“Corpus Christi G-C-A.” “Davison G-C-A.” 2-4-20. AIRCRAFT IDENTIFICATION Use the full identification in reply to aircraft with similar sounding identifications. For other aircraft, the same identification may be used in reply that the pilot used in his/her initial callup except use the correct identification after communications have been established. Identify aircraft as follows: a. U.S. registry aircraft. State one of the following: REFERENCE- FAAO JO 7110.65, Para 2-4-8, Radio Message Format. FAAO JO 7110.65, Para 2-4-9, Abbreviated Transmissions. FAAO JO 7110.65, Para 2-4-15, Emphasis for Clarity. FAAO JO 7110.65, Para 2-4-17, Numbers Usage. 1. Civil. State the prefix “November” when establishing initial communications with U.S. registered aircraft followed by the ICAO phonetic pronunciation of the numbers/letters of the aircraft registration. The controller may state the aircraft type, the model, the manufacturer's name, followed by the ICAO phonetic pronunciation of the numbers/letters of the aircraft registration if used by the pilot on the initial or subsequent call. EXAMPLE- Air traffic controller's initiated call: “November One Two Three Four Golf.” “November One Two Three Four.” Responding to pilot's initial or subsequent call: “Jet Commander One Two Three Four Papa.” “Bonanza One Two Three Four Tango.” “Sikorsky Six Three Eight Mike Foxtrot.”

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25. Point of origin, route as required for control and data relay, and destination. Block Information Recorded 26. Pertinent remarks, minimum fuel, point out/radar vector/speed adjustment information or sector/position number (when applicable in accordance with para_2-2-1, Recording Information), or NRP. High Altitude Redesign (HAR) or Point-to-point (PTP) may be used at facilities actively using these programs. 27. Mode 3/A beacon code if applicable. 28. Miscellaneous control data (expected further clearance time, time cleared for approach, etc.). 29-30. Transfer of control data and coordination indicators. b. Latitude/longitude coordinates may be used to define waypoints and may be substituted for nonadapted NAVAIDs in space 25 of domestic en route flight progress strips provided it is necessary to accommodate a random RNAV or GNSS route request. c. Facility air traffic managers may authorize the optional use of spaces 13, 14, 14a, 22, 23, 24, and 28 for point out information, radar vector information, speed adjustment information, or transfer of control data. JO 7110.65S 2/14/08 2-3-5 Flight Progress Strips 2-3-3. OCEANIC DATA ENTRIES FIG 2-3-3 a. The Ocean21 system displays information on electronic flight progress strips and, in the event of a catastrophic system failure, will print flight progress strips with data in the corresponding numbered spaces: TBL 2-3-2 Block Information Recorded 1. Mode 3/A beacon code, if applicable. 2. Number of aircraft, if more than one, and type of aircraft. 3. Aircraft identification. 4. Reduced separation flags. Indicators are available for: M - Mach Number Technique (MNT), R - Reduced MNT, D or 3 - Distance-based longitudinal separation using 50 NM (D) or 30 NM (3), and W- Reduced Vertical Separation Minimum (RVSM). These flags are selectable for aircraft whose flight plans contain the required equipment qualifiers for each separation criteria. 5. Controlling sector number. 6. Filed airspeed or assigned Mach number/True airspeed. 7. Reported flight level. May contain an indicator for a flight that is climbing (↑) or descending (↓). Reports from Mode_C, ADS or position reports are displayed in that order of preference. 8. Cleared flight level. May contain an indicator for a future conditional altitude (_*_) that cannot be displayed. Block Information Recorded 9. Requested flight level, if applicable. 10. Previously reported position. 11. Actual time over previously reported position. 12. Last reported position. 13. Actual time over last reported position. 14. Next reporting position. 15. In-conformance pilot's estimate or controller-accepted pilot's estimate for next reporting position. 16. Future reporting position(s). 17. System estimate for future reporting position(s). 18. Departure airport or point of origin. 19. Destination airport or filed point of flight termination. 20. Indicators. Indicators and toggles for displaying or suppressing the display of the route of flight (F), second flight profile (2), radar contact (A), annotations (&), degraded Required Navigation Performance (RNP, indicator R) and clearance restrictions (X). 21. Coordination indicator(s). 22. Annotations. 23. Clearance restrictions and conditions (may be multiple lines). 24. Strip number and total number of strips (printed strips only). b. Standard annotations and abbreviations for Field 22 may be specified by facility directives. JO 7110.65S 2/14/08 2-3-6 Flight Progress Strips 2-3-4. TERMINAL DATA ENTRIES a. Arrivals: Information recorded on the flight progress strips (FAA Forms 7230-7.1, 7230-7.2, and 7230-8) shall be entered in the correspondingly numbered spaces. Facility managers can authorize omissions and/or optional use of spaces 2A, 8A, 8B, 9A, 9B, 9C, and 10-18, if no misunderstanding will result. These omissions and/or optional uses shall be specified in a facility directive. FIG 2-3-4 TBL 2-3-3 Block Information Recorded 1. Aircraft identification. 2. Revision number (FDIO locations only). 2A. Strip request originator. (At FDIO locations this indicates the sector or position that requested a strip be printed.) 3. Number of aircraft if more than one, heavy aircraft indicator “H/” if appropriate, type of aircraft, and aircraft equipment suffix. 4. Computer identification number if required. 5. Secondary radar (beacon) code assigned. 6. (FDIO Locations.) The previous fix will be printed. (Non-FDIO Locations.) Use of the inbound airway. This function is restricted to facilities where flight data is received via interphone when agreed upon by the center and terminal facilities. 7. Coordination fix. 8. Estimated time of arrival at the coordination fix or destination airport. 8A. OPTIONAL USE. Block Information Recorded 8B. OPTIONAL USE, when voice recorders are operational; REQUIRED USE, when the voice recorders are not operating and strips are being used at the facility. This space is used to record reported RA events when the voice recorders are not operational and strips are being used at the facility. The letters RA followed by a climb or descent arrow (if the climb or descent action is reported) and the time (hhmm) the event is reported. 9. Altitude (in hundreds of feet) and remarks. NOTE- Altitude information may be written in thousands of feet provided the procedure is authorized by the facility manager, and is defined in a facility directive, i. e., FL 230 as 23, 5,000 feet as 5, and 2,800 as 2.8. 9A. Minimum fuel, destination airport/point out/ radar vector/speed adjustment information. Air traffic managers may authorize in a facility directive the omission of any of these items, except minimum fuel, if no misunderstanding will result. NOTE- Authorized omissions and optional use of spaces shall be specified in the facility directive concerning strip marking procedures. 9B. OPTIONAL USE. 9C. OPTIONAL USE. 10-18. Enter data as specified by a facility directive. Radar facility personnel need not enter data in these spaces except when nonradar procedures are used or when radio recording equipment is inoperative. JO 7110.65S 2/14/08 2-3-7 Flight Progress Strips b. Departures: Information recorded on the flight progress strips (FAA Forms 7230-7.1, 7230-7.2, and 7230-8) shall be entered in the correspondingly numbered spaces. Facility managers can authorize omissions and/or optional use of spaces 2A, 8A, 8B, 9A, 9B, 9C, and 10-18, if no misunderstanding will result. These omissions and/or optional uses shall be specified in a facility directive. FIG 2-3-5 TBL 2-3-4 Block Information Recorded 1. Aircraft identification. 2. Revision number (FDIO locations only). 2A. Strip request originator. (At FDIO locations this indicates the sector or position that requested a strip be printed.) 3. Number of aircraft if more than one, heavy aircraft indicator “H/” if appropriate, type of aircraft, and aircraft equipment suffix. 4. Computer identification number if required. 5. Secondary radar (beacon) code assigned. 6. Proposed departure time. 7. Requested altitude. NOTE- Altitude information may be written in thousands of feet provided the procedure is authorized by the facility manager, and is defined in a facility directive, i. e., FL 230 as 23, 5,000 feet as 5, and 2,800 as 2.8. 8. Departure airport. 8A. OPTIONAL USE. Block Information Recorded 8B. OPTIONAL USE, when voice recorders are operational; REQUIRED USE, when the voice recorders are not operating and strips are being used at the facility. This space is used to record reported RA events when the voice recorders are not operational and strips are being used at the facility. The letters RA followed by a climb or descent arrow (if the climb or descent action is reported) and the time (hhmm) the event is reported. 9. Computer-generated: Route, destination, and remarks. Manually enter altitude/altitude restrictions in the order flown, if appropriate, and remarks. 9. Hand-prepared: Clearance limit, route, altitude/altitude restrictions in the order flown, if appropriate, and remarks. NOTE- Altitude information may be written in thousands of feet provided the procedure is authorized by the facility manager, and is defined in a facility directive, i.e., FL 230 as 23, 5,000 feet as 5, and 2,800 as 2.8. 9A. OPTIONAL USE. 9B. OPTIONAL USE. 9C. OPTIONAL USE. 10-18. Enter data as specified by a facility directive. Items, such as departure time, runway used for takeoff, check marks to indicate information forwarded or relayed, may be entered in these spaces. JO 7110.65S 2/14/08 2-3-8 Flight Progress Strips c. Overflights: Information recorded on the flight progress strips (FAA Forms 7230-7.1, 7230-7.2, and 7230-8) shall be entered in the correspondingly numbered spaces. Facility managers can authorize omissions and/or optional use of spaces 2A, 8A, 8B, 9A, 9B, 9C, and 10-18, if no misunderstanding will result. These omissions and/or optional uses shall be specified in a facility directive. FIG 2-3-6 TBL 2-3-5 Block Information Recorded 1. Aircraft identification. 2. Revision number (FDIO locations only). 2A. Strip request originator. (At FDIO locations this indicates the sector or position that requested a strip be printed.) 3. Number of aircraft if more than one, heavy aircraft indicator “H/” if appropriate, type of aircraft, and aircraft equipment suffix. 4. Computer identification number if required. 5. Secondary radar (beacon) code assigned. 6. Coordination fix. 7. Overflight coordination indicator (FDIO locations only). NOTE- The overflight coordination indicator identifies the facility to which flight data has been forwarded. 8. Estimated time of arrival at the coordination fix. 8A. OPTIONAL USE. Block Information Recorded 8B. OPTIONAL USE, when voice recorders are operational; REQUIRED USE, when the voice recorders are not operating and strips are being used at the facility. This space is used to record reported RA events when the voice recorders are not operational and strips are being used at the facility. The letters RA followed by a climb or descent arrow (if the climb or descent action is reported) and the time (hhmm) the event is reported. 9. Altitude and route of flight through the terminal area. NOTE- Altitude information may be written in thousands of feet provided the procedure is authorized by the facility manager, and is defined in a facility directive, i.e., FL 230 as 23, 5,000 feet as 5, and 2,800 as 2.8. 9A. OPTIONAL USE. 9B. OPTIONAL USE. 9C. OPTIONAL USE. 10-18. Enter data as specified by a facility directive. NOTE- National standardization of items (10 through 18) is not practical because of regional and local variations in operating methods; e.g., single fix, multiple fix, radar, tower en route control, etc. JO 7110.65S 2/14/08 2-3-9 Flight Progress Strips d. Air traffic managers at automated terminal radar facilities may waive the requirement to use flight progress strips provided: 1. Backup systems such as multiple radar sites/systems or single site radars with CENRAP are utilized. 2. Local procedures are documented in a facility directive. These procedures should include but not be limited to: (a) Departure areas and/or procedures. (b) Arrival procedures. (c) Overflight handling procedures. (d) Transition from radar to nonradar. (e) Transition from ARTS to non-ARTS. (f) Transition from ASR to CENRAP. (g) Transition to or from ESL. 3. No misunderstanding will occur as a result of no strip usage. 4. Unused flight progress strips, facility developed forms and/or blank notepads shall be provided for controller use. 5. Facilities shall revert to flight progress strip usage if backup systems referred to in subpara d1 are not available. e. Air traffic managers at FDIO locations may authorize reduced lateral spacing between fields so as to print all FDIO data to the left of the strip perforation. When using FAA Form 7230-7.2, all items will retain the same relationship to each other as they do when the full length strip (FAA Form_7230-7.1) is used. 2-3-5. AIRCRAFT IDENTITY Indicate aircraft identity by one of the following using combinations not to exceed seven alphanumeric characters: a. Civil aircraft, including air-carrier aircraft letter-digit registration number including the letter “T” prefix for air taxi aircraft, the letter “L” for lifeguard aircraft, 3-letter aircraft company designator specified in FAAO JO 7340.2, Contractions, followed by the trip or flight number. Use the operating air carrier's company name in identifying equipment interchange flights. EXAMPLE“N12345.” “TN5552Q.” “AAl192.” “LN751B.” NOTE- The letter “L” is not to be used for air carrier/air taxi lifeguard aircraft. b. Military Aircraft. 1. Prefixes indicating branch of service and/or type of mission followed by the last 5 digits of the serial number (the last 4 digits for CFC and CTG). (See TBL 2-3-6 and TBL 2-3-7.) 2. Pronounceable words of 3, 4, 5, and 6 letters followed by a 4-, 3-, 2-, or 1-digit number. EXAMPLE“SAMP Three One Six.” 3. Assigned double-letter 2-digit flight number. 4. Navy or Marine fleet and training command aircraft, one of the following: (a) The service prefix and 2 letters (use phonetic alphabet equivalent) followed by 2 or 3_digits. TBL 2-3-6 Branch of Service Prefix Prefix Branch A U.S. Air Force C U.S. Coast Guard G Air or Army National Guard R U.S. Army VM U.S. Marine Corps VV U.S. Navy CFC Canadian Forces CTG Canadian Coast Guard TBL 2-3-7 Military Mission Prefix Prefix Mission E Medical Air Evacuation F Flight Check L LOGAIR (USAF Contract) RCH AMC (Air Mobility Command) S Special Air Mission 7/31/08 JO 7110.65S CHG 1 JO 7110.65S 2/14/08 2-3-10 Flight Progress Strips (b) The service prefix and a digit and a letter (use phonetic alphabet equivalent) followed by 2 or 3 digits. c. Special-use. Approved special-use identifiers. 2-3-6. AIRCRAFT TYPE Use the approved codes listed in Appendix A through Appendix C to indicate aircraft type. 2-3-7. USAF/USN UNDERGRADUATE PILOTS To identify aircraft piloted by solo USAF/USN undergraduate student pilots (who may occasionally request revised clearances because they normally are restricted to flight in VFR conditions), the aircraft identification in the flight plan shall include the letter “Z” as a suffix. Do not use this suffix, however, in ground-to-air communication. NOTE- USAF solo students who have passed an instrument certification check may penetrate cloud layers in climb or descent only. Requests for revised clearances to avoid clouds in level flight can still be expected. This does not change the requirement to use the letter “Z” as a suffix to the aircraft identification. REFERENCE- FAAO JO 7110.65, Para 2-4-20, Aircraft Identification. FAAO JO 7610.4, Chapter 12, Section 10, USAF Undergraduate Flying Training (UFT)/Pilot Instructor Training (PIT)/Introduction To Fighter Fundamentals. 2-3-8. AIRCRAFT EQUIPMENT SUFFIX a. Indicate, for both VFR and IFR operations, the aircraft's radar transponder, DME, or navigation capability by adding the appropriate symbol, preceded by a slant. (See TBL 2-3-8.) b. When forwarding this information, state the aircraft type followed by the word “slant” and the appropriate phonetic letter equivalent of the suffix. EXAMPLE“Cessna Three-ten slant Tango.” “A-Ten slant November.” “F-Sixteen slant Papa.” “Seven-sixty-seven slant Golf.” c. Utilize aircraft equipment suffix /H to indicate “RVSM-capable, no transponder.” NOTE/H is for ATC use only. Users are not authorized to file this suffix. 2-3-9. CLEARANCE STATUS Use an appropriate clearance symbol followed by a dash (-) and other pertinent information to clearly show the clearance status of an aircraft. To indicate delay status use: a. The symbol “H” at the clearance limit when holding instructions have been included in the aircraft's original clearance. Show detailed holding information following the dash when holding differs from the established pattern for the fix; i.e., turns, leg lengths, etc. b. The symbols “F” or “O” to indicate the clearance limit when a delay is not anticipated. 2-3-10. CONTROL SYMBOLOGY Use authorized control and clearance symbols or abbreviations for recording clearances, reports, and instructions. Control status of aircraft must always be current. You may use: a. Plain language markings when it will aid in understanding information. b. Locally approved identifiers. Use these only within your facility and not on teletypewriter or interphone circuits. c. Plain sheets of paper or locally prepared forms to record information when flight progress strips are not used. (See TBL 2-3-9 and TBL 2-3-10.) d. Control Information Symbols. (See FIG 2-3-7 and FIG 2-3-8.) REFERENCE- FAAO JO 7110.65, Para 4-5-3, Exceptions. JO 7110.65S 2/14/08 2-3-11 Flight Progress Strips TBL 2-3-8 Aircraft Equipment Suffixes Suffix Aircraft Equipment Suffixes NO DME /X No transponder /T Transponder with no Mode C /U Transponder with Mode C DME /D No transponder /B Transponder with no Mode C /A Transponder with Mode C TACAN ONLY /M No transponder /N Transponder with no Mode C /P Transponder with Mode C AREA NAVIGATION (RNAV) /Y LORAN, VOR/DME, or INS with no transponder /C LORAN, VOR/DME, or INS, transponder with no Mode C /I LORAN, VOR/DME, or INS, transponder with Mode C ADVANCED RNAV WITH TRANSPONDER AND MODE C (If an aircraft is unable to operate with a transponder and/or Mode C, it will revert to the appropriate code listed above under Area Navigation.) /E Flight Management System (FMS) with DME/DME and IRU position updating /F Flight Management System (FMS) with DME/DME position updating /G Global Navigation Satellite System (GNSS), including GPS or WAAS, with en route and terminal capability /R Required Navigational Performance. The aircraft meets the RNP type prescribed for the route segment(s), route(s) and/or area concerned. REDUCED VERTICAL SEPARATION MINIMUM (RVSM). Prior to conducting RVSM operations within the U.S., the operator must obtain authorization from the FAA or from the responsible authority, as appropriate. /J /E with RVSM /K /F with RVSM /L /G with RVSM /Q /R with RVSM /W RVSM JO 7110.65S 2/14/08 2-3-12 Flight Progress Strips TBL 2-3-9 Clearance Abbreviations Abbreviation Meaning A Cleared to airport (point of intended landing) B Center clearance delivered C ATC clears (when clearance relayed through non-ATC facility) CAF Cleared as filed D Cleared to depart from the fix F Cleared to the fix H Cleared to hold and instructions issued L Cleared to land N Clearance not delivered O Cleared to the outer marker PD Cleared to climb/descend at pilot's discretion Q Cleared to fly specified sectors of a NAVAID defined in terms of courses, bearings, radials or quadrants within a designated radius. T Cleared through (for landing and takeoff through intermediate point) V Cleared over the fix X Cleared to cross (airway, route, radial) at (point) Z Tower jurisdiction TBL 2-3-10 Miscellaneous Abbreviations Abbreviation Meaning BC Back course approach CT Contact approach FA Final approach FMS Flight management system approach GPS GPS approach I Initial approach ILS ILS approach MA Missed approach MLS MLS approach NDB Nondirectional radio beacon approach OTP VFR conditions-on-top PA Precision approach PT Procedure turn RA Resolution advisory (Pilot reported TCAS event) RH Runway heading RNAV Area navigation approach RP Report immediately upon passing (fix/altitude) RX Report crossing SA Surveillance approach SI Straight-in approach TA TACAN approach TL Turn left TR Turn right VA Visual approach VR VOR approach JO 7110.65S 2/14/08 2-3-13 Flight Progress Strips FIG 2-3-7 Control Information Symbols [Part 1] JO 7110.65S 2/14/08 2-3-14 Flight Progress Strips FIG 2-3-8 Control Information Symbols [Part 2] JO 7110.65S 2/14/08 2-4-1 Radio and Interphone Communications Section 4. Radio and Interphone Communications 2-4-1. RADIO COMMUNICATIONS Use radio frequencies for the special purposes for which they are intended. A single frequency may be used for more than one function except as follows: TERMINAL. When combining positions in the tower, do not use ground control frequency for airborne communications. NOTE- Due to the limited number of frequencies assigned to towers for the ground control function, it is very likely that airborne use of a ground control frequency could cause interference to other towers or interference to your aircraft from another tower. When combining these functions, it is recommended combining them on local control. The ATIS may be used to specify the desired frequency. 2-4-2. MONITORING Monitor interphones and assigned radio frequencies continuously. NOTE- Although all FAA facilities, including RAPCONs and RATCFs, are required to monitor all assigned frequencies continuously, USAF facilities may not monitor all unpublished discrete frequencies. 2-4-3. PILOT ACKNOWLEDGMENT/READ BACK a. When issuing clearances or instructions ensure acknowledgment by the pilot. NOTE- Pilots may acknowledge clearances, instructions, or other information by using “Wilco,” “Roger,” “Affirmative,” or other words or remarks. REFERENCE- AIM, Para 4-2-3, Contact Procedures. b. If altitude, heading, or other items are read back by the pilot, ensure the read back is correct. If incorrect or incomplete, make corrections as appropriate. 2-4-4. AUTHORIZED INTERRUPTIONS As necessary, authorize a pilot to interrupt his/her communications guard. NOTE- Some users have adopted procedures to insure uninterrupted receiving capability with ATC when a pilot with only one operative communications radio must interrupt his/her communications guard because of a safety related problem requiring airborne communications with his/her company. In this event, pilots will request approval to abandon guard on the assigned ATC frequency for a mutually agreeable time period. Additionally, they will inform controllers of the NAVAID voice facility and the company frequency they will monitor. 2-4-5. AUTHORIZED TRANSMISSIONS Transmit only those messages necessary for air traffic control or otherwise contributing to air safety. REFERENCE- FAAO JO 7210.3, Para 3-2-2, Authorized Messages Not Directly Associated with Air Traffic Services. 2-4-6. FALSE OR DECEPTIVE COMMUNICATIONS Take action to detect, prevent, and report false, deceptive, or phantom controller communications to an aircraft or controller. The following shall be accomplished when false or deceptive communications occur: a. Correct false information. b. Broadcast an alert to aircraft operating on all frequencies within the area where deceptive or phantom transmissions have been received. EXAMPLE“Attention all aircraft. False ATC instructions have been received in the area of Long Beach Airport. Exercise extreme caution on all frequencies and verify instructions.” c. Collect pertinent information regarding the incident. d. Notify the operations supervisor of the false, deceptive, or phantom transmission and report all relevant information pertaining to the incident. JO 7110.65S 2/14/08 2-4-2 Radio and Interphone Communications 2-4-7. AUTHORIZED RELAYS a. Relay operational information to aircraft or aircraft operators as necessary. Do not agree to handle such messages on a regular basis. Give the source of any such message you relay. b. Relay official FAA messages as required. NOTE- The FAA Administrator and Deputy Administrator will sometimes use code phrases to identify themselves in air-to-ground communications as follows: Administrator: “SAFEAIR ONE.” Deputy Administrator: “SAFEAIR TWO.” EXAMPLE“Miami Center, Jetstar One, this is SAFEAIR ONE, (message).” c. Relay operational information to military aircraft operating on, or planning to operate on IRs. 2-4-8. RADIO MESSAGE FORMAT Use the following format for radio communications with an aircraft: a. Sector/position on initial radio contact: 1. Identification of aircraft. 2. Identification of ATC unit. 3. Message (if any). 4. The word “over” if required. b. Subsequent radio transmissions from the same sector/position shall use the same format, except the identification of the ATC unit may be omitted. TERMINAL. You may omit aircraft identification after initial contact when conducting the final portion of a radar approach. REFERENCE- FAAO JO 7110.65, Para 2-4-20, Aircraft Identification.

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c. Once the responding aircraft has begun a maneuver in response to an RA, the controller is not responsible for providing standard separation between the aircraft that is responding to an RA and any other aircraft, airspace, terrain or obstructions. Responsibility for standard separation resumes when one of the following conditions are met: 1. The responding aircraft has returned to its assigned altitude, or 2. A crew member informs you that the TCAS maneuver is completed and you observe that standard separation has been reestablished, or 3. The responding aircraft has executed an alternate clearance and you observe that standard separation has been reestablished. NOTE1. AC 120-55A, Air Carrier Operational Approval and Use of TCAS II, suggests pilots use the following phraseology to notify controllers during TCAS events. When a TCAS RA may affect an ATC clearance, inform ATC when beginning the maneuver, or as soon as workload permits. EXAMPLE1. “New York Center, United 321, TCAS climb." NOTE2. When the RA has been resolved, the flight crew should advise ATC they are returning to their previously assigned clearance or subsequent amended clearance. EXAMPLE2. “New York Center, United 321, clear of conflict, returning to assigned altitude." 2-1-28. RVSM OPERATIONS Controller responsibilities shall include but not be limited to the following: a. Non-RVSM aircraft operating in RVSM airspace. 1. Ensure non-RVSM aircraft are not permitted in RVSM airspace unless they meet the criteria of excepted aircraft and are previously approved by the operations supervisor/controller-in-charge (CIC). The following aircraft are excepted: DOD, Lifeguard, manufacturer aircraft being flown for development/certification, and Foreign State aircraft. These exceptions are accommodated on a workload or traffic-permitting basis. NOTE- The operations supervisor/CIC is responsible for system acceptance of a non-RVSM aircraft beyond the initial sector to sector coordination following the pilot request to access the airspace. Operations supervisor/CIC responsibilities are defined in FAA Order 7210.3, Chapter_6, Section 9, Reduced Vertical Separation Minimum (RVSM). JO 7110.65S 2/14/08 2-1-13 General 2. A non-RVSM exception designated by the DOD for special consideration via the DOD Priority Mission website shall be referred to as a STORM flight. 3. Ensure sector-to-sector coordination for all non-RVSM aircraft operations within RVSM airspace. 4. Inform the operational supervisor/CIC when a non-RVSM exception flight is denied clearance into RVSM airspace or is removed from RVSM airspace. b. Non-RVSM aircraft transitioning RVSM airspace. Ensure that operations supervisors/CICs are made aware when non-RVSM aircraft are transitioning through RVSM airspace. c. Apply appropriate separation standards and remove any aircraft from RVSM airspace that advises it is unable RVSM due to equipment while en route. d. Use “negative RVSM" in all verbal ground-toground communications involving non-RVSM aircraft while cleared to operate within RVSM airspace. EXAMPLE“Point out Baxter21 climbing to FL 360, negative RVSM." e. For the following situations, use the associated phraseology: 1. To deny clearance into RVSM airspace. PHRASEOLOGY“UNABLE CLEARANCE INTO RVSM AIRSPACE." 2. To request a pilot to report when able to resume RVSM. PHRASEOLOGY“REPORT ABLE TO RESUME RVSM." f. In the event of a change to an aircraft's navigational capability amend the equipment suffix in order to properly identify non-RVSM aircraft on the controller display. 2-1-29. TERRAIN AWARENESS WARNING SYSTEM (TAWS) ALERTS a. When an aircraft under your control jurisdiction informs you that it is responding to a TAWS (or other on-board low altitude) alert, do not issue control instructions that are contrary to the TAWS procedure that a crew member has advised you that they are executing. Provide safety alerts regarding terrain or obstructions and traffic advisories for the aircraft responding to the TAWS alert and all other aircraft under your control jurisdiction, as appropriate. b. Once the responding aircraft has begun a maneuver in response to TAWS alert, the controller is not responsible for providing standard separation between the aircraft that is responding to a TAWS alert and any other aircraft, airspace, terrain or obstructions. Responsibility for standard separation resumes when one of the following conditions are met: 1. The responding aircraft has returned to its assigned altitude, or 2. A crew member informs you that the TAWS maneuver is completed and you observe that standard separation has been reestablished, or 3. The responding aircraft has executed an alternate clearance and you observe that standard separation has been reestablished. JO 7110.65S 2/14/08 2-1-14 JO 7110.65S 2/14/08 2-2-1 Flight Plans and Control Information Section 2. Flight Plans and Control Information 2-2-1. RECORDING INFORMATION a. Record flight plan information required by the type of flight plan and existing circumstances. Use authorized abbreviations when possible. NOTE- Generally, all military overseas flights are required to clear through a specified military base operations office (BASOPS). Pilots normally will not file flight plans directly with an FAA facility unless a BASOPS is not available. BASOPS will, in turn, forward the IFR flight notification message to the appropriate center. b. EN ROUTE. When flight plans are filed directly with the center, record all items given by the pilot either on a flight progress strip/flight data entry or on a voice recorder. If the latter, enter in box 26 of the initial flight progress strip the sector or position number to identify where the information may be found in the event search and rescue (SAR) activities become necessary. REFERENCE- FAAO JO 7110.65, Para 2-3-2, En Route Data Entries. 2-2-2. FORWARDING INFORMATION a. Except during EAS FDP operation, forward the flight plan information to the appropriate ATC facility, AFSS/FSS, or BASOPS and record the time of filing and delivery on the form. b. EN ROUTE. During EAS FDP operation, the above manual actions are required in cases where the data is not forwarded automatically by the computer. NOTE- During EAS FDP operation, data is exchanged between interfaced automated facilities and both the data and time of transmission are recorded automatically. c. EN ROUTE. Forward proposed tower en route flight plans and any related amendments to the appropriate departure terminal facility. 2-2-3. FORWARDING VFR DATA TERMINAL Forward aircraft departure times to AFSSs/FSSs or military operations offices when they have requested them. Forward other VFR flight plan data only if requested by the pilot. 2-2-4. MILITARY DVFR DEPARTURES TERMINAL Forward departure times on all military DVFR departures from joint-use airports to the military operations office. NOTE1. Details for handling air carrier, nonscheduled civil, and military DVFR flight data are contained in FAAO_JO_7610.4, Special Operations. 2. Military pilots departing DVFR from a joint-use airport will include the phrase “DVFR to (destination)” in their initial call-up to an FAA operated tower. 2-2-5. IFR TO VFR FLIGHT PLAN CHANGE Request a pilot to contact the appropriate AFSS/FSS if the pilot informs you of a desire to change from an IFR to a VFR flight plan. 2-2-6. IFR FLIGHT PROGRESS DATA Forward control information from controller to controller within a facility, then to the receiving facility as the aircraft progresses along its route. Where appropriate, use computer equipment in lieu of manual coordination procedures. Do not use the remarks section of flight progress strips in lieu of voice coordination to pass control information. Ensure that flight plan and control information is correct and up-to-date. When covered by a letter of agreement/facility directive, the time requirements of subpara a may be reduced, and the time requirements of subpara b1 and para 2-2-11, Forwarding Amended and UTM Data, subpara a may be increased up to 15 minutes when facilitated by automated systems or mandatory radar handoffs; or if operationally necessary because of manual data processing or nonradar operations, the time requirements of subpara a may be increased. NOTE1. The procedures for preparing flight plan and control information related to altitude reservations (ALTRVs) are contained in FAAO JO 7210.3, para 8-1-2, Facility Operation and Administration, ALTRV Flight Data Processing. Development of the methods for assuring the accuracy and completeness of ALTRV flight plan and control information is the responsibility of the military liaison and security officer. JO 7110.65S 2/14/08 2-2-2 Flight Plans and Control Information 2. The term facility in this paragraph refers to centers and terminal facilities when operating in an en route capacity. a. Forward the following information at least 15_minutes before the aircraft is estimated to enter the receiving facility's area: 1. Aircraft identification. 2. Number of aircraft if more than one, heavy aircraft indicator “H/” if appropriate, type of aircraft, and aircraft equipment suffix. 3. Assigned altitude and ETA over last reporting point/fix in transferring facility's area or assumed departure time when the departure point is the last point/fix in the transferring facility's area. 4. Altitude at which aircraft will enter the receiving facility's area if other than the assigned altitude. 5. True airspeed. 6. Point of departure. 7. Route of flight remaining. 8. Destination airport and clearance limit if other than destination airport. 9. ETA at destination airport (not required for military or scheduled air carrier aircraft). 10. Altitude requested by the aircraft if assigned altitude differs from requested altitude (within a facility only). NOTE- When an aircraft has crossed one facility's area and assignment at a different altitude is still desired, the pilot will reinitiate the request with the next facility. REFERENCE- FAAO JO 7110.65, Para 4-5-8, Anticipated Altitude Changes. 11. When flight plan data must be forwarded manually and an aircraft has been assigned a beacon code by the computer, include the code as part of the flight plan. NOTE- When an IFR aircraft, or a VFR aircraft that has been assigned a beacon code by the EAS and whose flight plan will terminate in another facility's area, cancels ATC service or does not activate the flight plan, send a remove strips (RS) message on that aircraft via the EAS keyboard, the FDIO keyboard or call via service F. 12. Longitudinal separation being used between aircraft at the same altitude if it results in these aircraft having less than 10 minutes separation at the facilities' boundary. 13. Any additional nonroutine operational information pertinent to flight safety. NOTE- EN ROUTE. This includes alerting the receiving controller that the flight is conducting celestial navigation training. REFERENCE- FAAO JO 7110.65, Para 9-2-2, Celestial Navigation Training. b. Forward position report over last reporting point in the transferring facility's area if any of the following conditions exist: 1. Time differs more than 3 minutes from estimate given. 2. Requested by receiving facility. 3. Agreed to between facilities. 2-2-7. MANUAL INPUT OF COMPUTER- ASSIGNED BEACON CODES When a flight plan is manually entered into the computer and a computer-assigned beacon code has been forwarded with the flight plan data, insert the beacon code in the appropriate field as part of the input message. 2-2-8. ALTRV INFORMATION EN ROUTE When an aircraft is a part of an approved ALTRV, forward only those items necessary to properly identify the flight, update flight data contained in the ALTRV APVL, or revise previously given information. 2-2-9. COMPUTER MESSAGE VERIFICATION EN ROUTE Unless your facility is equipped to automatically obtain acknowledgment of receipt of transferred data, when you transfer control information by computer message, obtain, via Service F, acknowledgment that the receiving center has received the message and verification of the following: JO 7110.65S 2/14/08 2-2-3 Flight Plans and Control Information a. Within the time limits specified by a letter of agreement or when not covered by a letter of agreement, at least 15 minutes before the aircraft is estimated to enter the receiving facility's area, or at the time of a radar handoff, or coordination for transfer of control: 1. Aircraft identification. 2. Assigned altitude. 3. Departure or coordination fix time. b. Any cancellation of IFR or EAS generated VFR flight plan. REFERENCE- FAAO JO 7110.65, Para 2-2-6, IFR Flight Progress Data. 2-2-10. TRANSMIT PROPOSED FLIGHT PLAN EN ROUTE a. Transmit proposed flight plans which fall within an ARTCC's Proposed Boundary Crossing Time (PBCT) parameter to adjacent ARTCC's via the Computer B network during hours of inter-center computer operation. In addition, when the route of flight of any proposed flight plan exceeds 20_elements external to the originating ARTCC's area, NADIN shall be used to forward the data to all affected centers. b. During nonautomated operation, the proposed flight plans shall be sent via NADIN to the other centers involved when any of the following conditions are met: 1. The route of flight external to the originating center's area consists of 10 or more elements and the flight will enter 3 or more other center areas. NOTE- An element is defined as either a fix or route as specified in FAAO JO 7110.10, Flight Services, para_6-3-3, IFR Flight Plan Control Messages. 2. The route of flight beyond the first point of exit from the originating center's area consists of 10_or more elements, which are primarily fixes described in fix-radial-distance or latitude/longitude format, regardless of the number of other center areas entered. 3. The flight plan remarks are too lengthy for interphone transmission. 2-2-11. FORWARDING AMENDED AND UTM DATA a. Forward any amending data concerning previously forwarded flight plans except that revisions to ETA information in para 2-2-6, IFR Flight Progress Data, need only be forwarded when the time differs by more than 3 minutes from the estimate given. PHRASEOLOGY(Identification), REVISED (revised information). EXAMPLE“American Two, revised flight level, three three zero.” “United Eight Ten, revised estimate, Front Royal two zero zero five.” “Douglas Five Zero One Romeo, revised altitude, eight thousand.” “U.S. Air Eleven Fifty-one, revised type, heavy Boeing Seven Sixty-seven.” REFERENCE- FAAO JO 7110.65, Para 2-2-6, IFR Flight Progress Data. b. Computer acceptance of an appropriate input message fulfills the requirement for sending amended data. During EAS FDP operations, the amendment data are considered acknowledged on receipt of a computer update message or a computer-generated flight progress strip containing the amended data. NOTE1. The successful utilization of automation equipment requires timely and accurate insertion of changes and/or new data. 2. If a pilot is not issued a computer-generated PDR/PDAR/PAR and if amendment data is not entered into the computer, the next controller will have incorrect route information. c. Forward any amended control information and record the action on the appropriate flight progress strip. Additionally, when a route or altitude in a previously issued clearance is amended within 15_minutes of an aircraft's proposed departure time, the facility that amended the clearance shall coordinate the amendment with the receiving facility via verbal AND automated means to ensure timely passage of the information. NOTE- The term “receiving” facility means the ATC facility that is expected to transmit the amended clearance to the intended aircraft/pilot. JO 7110.65S 2/14/08 2-2-4 Flight Plans and Control Information d. EN ROUTE. Effect manual coordination on any interfacility flight plan data that is not passed through automated means. 2-2-12. AIRBORNE MILITARY FLIGHTS Forward to AFSSs/FSSs the following information received from airborne military aircraft: a. IFR flight plans and changes from VFR to IFR flight plans. b. Changes to an IFR flight plan as follows: 1. Change in destination: (a) Aircraft identification and type. (b) Departure point. (c) Original destination. (d) Position and time. (e) New destination. (f) ETA. (g) Remarks including change in fuel exhaustion time. (h) Revised ETA. 2. Change in fuel exhaustion time. NOTE- This makes current information available to AFSSs/FSSs for relay to military bases concerned and for use by centers in the event of two-way radio communications failure. 2-2-13. FORWARDING FLIGHT PLAN DATA BETWEEN U.S. ARTCCs AND CANADIAN ACCs EN ROUTE a. Domestic. (Continental U.S./Canadian airspace except Alaska) Proposed departure flight plans and en route estimates will be handled on a 30 minute lead time (or as bilaterally agreed) between any ACC and ARTCC. b. International. Any route changes (except SIDs) must be forwarded to the appropriate Oceanic/Pre- oceanic ACC or ARTCC with an optimum lead time of 30 minutes or as soon as this information becomes available. c. Initially, if a flight goes from U.S. airspace into Canadian airspace and returns to U.S. airspace, the ACC will be responsible for forwarding the flight plan data to the appropriate ARTCC by voice transmission except for flights which traverse mutually agreed on airways/fixes. These airways/ fixes will be determined on a case-by-case basis and will be based on time and distance considerations at the service area office. 2-2-14. TELETYPE FLIGHT DATA FORMAT- U.S._ARTCCs - CANADIAN ACCs EN ROUTE The exchange of flight plan data between Canadian ACCs and U.S. ARTCCs shall be made as follows: a. The U.S. ARTCCs will transmit flight data to the Canadian ACCs in one of the following formats: 1. NADIN II input format as described in the NAS Management Directives (MDs) for: (a) Flight Plan Messages: (1) Active. (2) Proposed. (b) Amendment messages. (c) Cancellation messages. (d) Response Messages to Canadian Input: (1) Acknowledgment messages. (2) Error messages. (3) Rejection messages. 2. Transport Canada (TC) ACC Flight Strip Format: Where the data to be printed on the ACC strip form exceeds the strip form field size, the NADIN II input format in 1 above will be used. Input sequentially fields 1 through 8 in para 2-2-6, IFR Flight Progress Data, subpara a. b. TC's ACCs will transmit flight data to the FAA ARTCCs in the following format: 1. NADIN II input format as described in NAS MDs for: (a) Flight Plan Messages: (1) Active. (2) Proposed. (b) Amendment messages. (c) Cancellation messages. JO 7110.65S 2/14/08 2-2-5 Flight Plans and Control Information (d) Correction messages. 2-2-15. NORTH AMERICAN ROUTE PROGRAM (NRP) INFORMATION a. “NRP” shall be retained in the remarks section of the flight plan if the aircraft is moved due to weather, traffic, or other tactical reasons. NOTE- Every effort should be made to ensure the aircraft is returned to the original filed flight plan/altitude as soon as conditions warrant. b. If the route of flight is altered due to a pilot request, “NRP” shall be removed from the remarks section of the flight plan. c. “NRP” shall not be entered in the remarks section of a flight plan, unless prior coordination is accomplished with the ATCSCC or as prescribed by international NRP flight operations procedures. d. The en route facility within which an international flight entering the conterminous U.S. requests to participate in the NRP shall enter “NRP” in the remarks section of the flight plan. REFERENCE- FAAO JO 7110.65, Para 2-1-4, Operational Priority. FAAO JO 7110.65, Para 2-3-2, En Route Data Entries. FAAO JO 7110.65, Para 4-2-5, Route or Altitude Amendments. FAAO JO 7210.3, Chapter 17, Section 15, North American Route Program. 7/31/08 JO 7110.65S CHG 1 JO 7110.65S 2/14/08 2-2-6 JO 7110.65S 2/14/08 2-3-1 Flight Progress Strips Section 3. Flight Progress Strips 2-3-1. GENERAL Unless otherwise authorized in a facility directive, use flight progress strips to post current data on air_traffic and clearances required for control and other air traffic control services. To prevent misinterpretation when data is hand printed, use standard hand-printed characters. En route: Flight progress strips shall be posted. REFERENCE- FAAO JO 7210.3, Para 6-1-6, Flight Progress Strip Usage. a. Maintain only necessary current data and remove the strips from the flight progress boards when no longer required for control purposes. To correct, update, or preplan information: 1. Do not erase or overwrite any item. Use an “X” to delete a climb/descend and maintain arrow, an at or above/below symbol, a cruise symbol, and unwanted altitude information. Write the new altitude information immediately adjacent to it and within the same space. 2. Do not draw a horizontal line through an altitude being vacated until after the aircraft has reported or is observed (valid Mode C) leaving the altitude. 3. Preplanning may be accomplished in red pencil. b. Manually prepared strips shall conform to the format of machine-generated strips and manual strip preparation procedures will be modified simultaneously with the operational implementation of changes in the machine-generated format. (See_FIG 2-3-1.) c. Altitude information may be written in thousands of feet provided the procedure is authorized by the facility manager, and is defined in a facility directive, i.e. 5,000 feet as 5, and 2,800 as 2.8. NOTE- A slant line crossing through the number zero and underline of the letter “s” on handwritten portions of flight progress strips are required only when there is reason to believe the lack of these markings could lead to misunderstanding. A slant line crossing through the number zero is required on all weather data. JO 7110.65S 2/14/08 2-3-2 Flight Progress Strips FIG 2-3-1 Standard Recording of Hand-printed Characters Hand Printed Typed Typed Hand Printed A B C D E F G H I J K L M T U V W X Y Z 1 2 3 4 5 N Q S S R P O 6 7 8 9 0 U JO 7110.65S 2/14/08 2-3-3 Flight Progress Strips 2-3-2. EN ROUTE DATA ENTRIES FIG 2-3-2 Flight Progress Strip (7230-19) a. Information recorded on the flight progress strips (FAA Forms 7230-19) shall be entered in the correspondingly numbered spaces: TBL 2-3-1 Block Information Recorded 1. Verification symbol if required. 2. Revision number. DSR-Not used. 3. Aircraft identification. 4. Number of aircraft if more than one, heavy aircraft indicator “H/” if appropriate, type of aircraft, and aircraft equipment suffix. 5. Filed true airspeed. 6. Sector number. 7. Computer identification number if required. 8. Estimated ground speed. 9. Revised ground speed or strip request (SR) originator. 10. Strip number. DSR- Strip number/Revision number. 11. Previous fix. 12. Estimated time over previous fix. 13. Revised estimated time over previous fix. Block Information Recorded 14. Actual time over previous fix, or actual departure time entered on first fix posting after departure. 14a. Plus time expressed in minutes from the previous fix to the posted fix. 15. Center-estimated time over fix (in hours and minutes), or clearance information for departing aircraft. 16. Arrows to indicate if aircraft is departing (↑) or arriving (↓). 17. Pilot-estimated time over fix. 18. Actual time over fix, time leaving holding fix, arrival time at nonapproach control airport, or symbol indicating cancellation of IFR flight plan for arriving aircraft, or departure time (actual or assumed). 19. Fix. For departing aircraft, add proposed departure time. 20. Altitude information (in hundreds of feet) or as noted below. NOTE- Altitude information may be written in thousands of feet provided the procedure is authorized by the facility manager, and is defined in a facility directive, i.e. FL 330 as 33, 5,000 feet as 5, and 2,800 as 2.8. JO 7110.65S 2/14/08 2-3-4 Flight Progress Strips Block Information Recorded 20a. OPTIONAL USE, when voice recorders are operational; REQUIRED USE, when the voice recorders are not operating and strips are being use at the facility. This space is used to record reported RA events. The letters RA followed by a climb or descent arrow (if the climb or descent action is reported) and the time (hhmm) the event is reported. 21. Next posted fix or coordination fix. 22. Pilot's estimated time over next fix. 23. Arrows to indicate north (↑), south (↓), east (→), or west (←) direction of flight if required. 24. Requested altitude. NOTE- Altitude information may be written in thousands of feet provided the procedure is authorized by the facility manager, and is defined in a facility directive, i.e., FL 330 as 33, 5,000 feet as 5, and 2,800 as 2.8.

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2-1-27. TCAS RESOLUTION ADVISORIES a. When an aircraft under your control jurisdiction informs you that it is responding to a TCAS Resolution Advisory (RA), do not issue control instructions that are contrary to the RA procedure that a crew member has advised you that they are executing. Provide safety alerts regarding terrain or obstructions and traffic advisories for the aircraft responding to the RA and all other aircraft under your control jurisdiction, as appropriate. b. Unless advised by other aircraft that they are also responding to a TCAS RA, do not assume that other aircraft in the proximity of the responding aircraft are involved in the RA maneuver or are aware of the responding aircraft's intended maneuvers. Continue to provide control instructions, safety alerts, and traffic advisories as appropriate to such aircraft.

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2-1-12 General 2-1-25. SUPERVISORY NOTIFICATION Ensure supervisor/controller-in-charge (CIC) is aware of conditions which impact sector/position operations including, but not limited to, the following: a. Weather. b. Equipment status. c. Potential sector overload. d. Emergency situations. e. Special flights/operations. 2-1-26. PILOT DEVIATION NOTIFICATION When it appears that the actions of a pilot constitute a pilot deviation, notify the pilot, workload permitting. PHRASEOLOGY(Identification) POSSIBLE PILOT DEVIATION ADVISE YOU CONTACT (facility) AT (telephone number). REFERENCE- FAAO 8020.11, Aircraft Accident and Incident Notification, Investigation, and Reporting, Para 84, Pilot Deviations.

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2-1-23. TRANSFER OF POSITION RESPONSIBILITY The transfer of position responsibility shall be accomplished in accordance with the “Standard Operating Practice (SOP) for the Transfer of Position Responsibility," and appropriate facility directives each time operational responsibility for a position is transferred from one specialist to another. 2-1-24. WHEELS DOWN CHECK USA/USAF/USN Remind aircraft to check wheels down on each approach unless the pilot has previously reported wheels down for that approach. NOTE- The intent is solely to remind the pilot to lower the wheels, not to place responsibility on the controller. a. Tower shall issue the wheels down check at an appropriate place in the pattern. PHRASEOLOGY- CHECK WHEELS DOWN. b. Approach/arrival control, GCA shall issue the wheels down check as follows: 1. To aircraft conducting ASR, PAR, or radar monitored approaches, before the aircraft starts descent on final approach. 2. To aircraft conducting instrument approaches and remaining on the radar facility's frequency, before the aircraft passes the outer marker/final approach fix. PHRASEOLOGY- WHEELS SHOULD BE DOWN. JO 7110.65S 2/14/08

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NOTE- It is recognized that unexpected wind conditions, weather, or heavy traffic flows may affect controller's ability to provide priority or special handling at the specific time requested. REFERENCE- FAAO JO 7110.65, Para 9-1-3, Flight Check Aircraft. f. Expedite movement of NIGHT WATCH aircraft when NAOC (pronounced NA-YOCK) is indicated in the remarks section of the flight plan or in air/ground communications. NOTE- The term “NAOC" will not be a part of the call sign but may be used when the aircraft is airborne to indicate a request for special handling. REFERENCE- FAAO JO 7610.4, Para 12-1-1, Applications. g. Provide expeditious handling for any civil or military aircraft using the code name “FLYNET." REFERENCE- FAAO JO 7110.65, Para 9-2-6, FLYNET. FAAO JO 7610.4, Para_12-4-1, “FLYNET" Flights, Nuclear Emergency Teams. h. Provide expeditious handling of aircraft using the code name “Garden Plot" only when CARF notifies you that such priority is authorized. Refer any questions regarding flight procedures to CARF for resolution. NOTE- Garden Plot flights require priority movement and are coordinated by the military with CARF. State authority will contact the Regional Administrator to arrange for priority of National Guard troop movements within a particular state. i. Provide special handling for USAF aircraft engaged in aerial sampling missions using the code name “SAMP." REFERENCE- FAAO JO 7110.65, Para 9-2-16, SAMP. FAAO JO 7210.3, Para_5-3-4, Atmosphere Sampling For Nuclear Contamination. FAAO JO 7610.4, Para_12-4-3, Atmospheric Sampling For Nuclear Contamination. JO 7110.65S 2/14/08 2-1-3 General j. Provide maximum assistance to expedite the movement of interceptor aircraft on active air defense missions until the unknown aircraft is identified. k. Expedite movement of Special Air Mission aircraft when SCOOT is indicated in the remarks section of the flight plan or in air/ground communications. NOTE- The term “SCOOT" will not be part of the call sign but may be used when the aircraft is airborne to indicate a request for special handling. REFERENCE- FAAO JO 7110.65, Para 9-2-11, Law Enforcement Operations by Civil and Military Organizations. FAAO JO 7610.4, Para 12-7-1, Applications. l. When requested, provide priority handling to TEAL and NOAA mission aircraft. NOTE- Priority handling may be requested by the pilot, or via telephone from CARCAH or the 53rd Weather Reconnaissance Squadron (53WRS) operations center personnel, or in the remarks section of the flight plan. REFERENCE- FAAO JO 7110.65, Para 9-2-18, Weather Reconnaissance Flights. m. IFR aircraft shall have priority over SVFR aircraft. REFERENCE- FAAO JO 7110.65, Chapter 7, Section 5, Special VFR (SVFR). n. Providing priority and special handling to expedite the movement of OPEN SKIES observation and demonstration flights. NOTE- An OPEN SKIES aircraft has priority over all “regular" air traffic. “Regular" is defined as all aircraft traffic other than: 1. Emergencies. 2. Aircraft directly involved in presidential movement. 3. Forces or activities in actual combat. 4. Lifeguard, MED EVAC, AIR EVAC and active SAR missions. REFERENCE- FAAO JO 7110.65, Para 9-2-21, OPEN SKIES Treaty Aircraft. FAAO JO 7210.3, Para 5-3-7, OPEN SKIES Treaty Aircraft. Treaty on OPEN SKIES, Treaty Document, 102-37. o. Aircraft operating under the North American Route Program (NRP) and in airspace identified in the High Altitude Redesign (HAR) program, are not subject to route limiting restrictions (e.g., published preferred IFR routes, letter of agreement requirements, standard operating procedures). REFERENCE- FAAO JO 7110.65, Para 2-3-2, En Route Data Entries. FAAO JO 7110.65, Para_2-2-15, North American Route Program (NRP) Information. FAAO JO 7110.65, Para 4-2-5, Route or Altitude Amendments. FAAO JO 7210.3, Chapter 17, Section 15, North American Route Program. p. If able, provide priority handling to diverted flights. Priority handling may be requested via use of “DVRSN" in the remarks section of the flight plan or by the flight being placed on the Diversion Recovery Tool (DRT). REFERENCE- FAAO JO 7210.3, Para 17-4-5, Diversion Recovery. 2-1-5. EXPEDITIOUS COMPLIANCE a. Use the word “immediately" only when expeditious compliance is required to avoid an imminent situation. b. Use the word “expedite" only when prompt compliance is required to avoid the development of an imminent situation. If an “expedite" climb or descent clearance is issued by ATC, and subsequently the altitude to maintain is changed or restated without an expedite instruction, the expedite instruction is canceled. c. In either case, if time permits, include the reason for this action. 2-1-6. SAFETY ALERT Issue a safety alert to an aircraft if you are aware the aircraft is in a position/altitude which, in your judgment, places it in unsafe proximity to terrain, obstructions, or other aircraft. Once the pilot informs you action is being taken to resolve the situation, you may discontinue the issuance of further alerts. Do not assume that because someone else has responsibility for the aircraft that the unsafe situation has been observed and the safety alert issued; inform the appropriate controller. NOTE1. The issuance of a safety alert is a first priority (see para_2-1-2, Duty Priority) once the controller observes and recognizes a situation of unsafe aircraft proximity to terrain, obstacles, or other aircraft. Conditions, such as workload, traffic volume, the quality/limitations of the radar system, and the available lead time to react are factors in determining whether it is reasonable for the controller to observe and recognize such situations. While a controller cannot see immediately the development of every situation where a safety alert must be issued, the 7/31/08 JO 7110.65S CHG 1 JO 7110.65S 2/14/08 2-1-4 General controller must remain vigilant for such situations and issue a safety alert when the situation is recognized. 2. Recognition of situations of unsafe proximity may result from MSAW/E-MSAW/LAAS, automatic altitude readouts, Conflict/Mode C Intruder Alert, observations on a PAR scope, or pilot reports. 3. Once the alert is issued, it is solely the pilot's prerogative to determine what course of action, if any, will be taken. a. Terrain/Obstruction Alert. Immediately issue/ initiate an alert to an aircraft if you are aware the aircraft is at an altitude which, in your judgment, places it in unsafe proximity to terrain/obstructions. Issue the alert as follows: PHRASEOLOGY- LOW ALTITUDE ALERT (call sign), CHECK YOUR ALTITUDE IMMEDIATELY. THE (as appropriate) MEA/MVA/MOCA/MIA IN YOUR AREA IS (altitude), or if an aircraft is past the final approach fix (nonprecision approach), or the outer marker, or the fix used in lieu of the outer marker (precision approach), and, if known, issue THE (as appropriate) MDA/DH IS (altitude). b. Aircraft Conflict/Mode C Intruder Alert. Immediately issue/initiate an alert to an aircraft if you are aware of another aircraft at an altitude which you believe places them in unsafe proximity. If feasible, offer the pilot an alternate course of action. c. When an alternate course of action is given, end the transmission with the word “immediately." PHRASEOLOGY- TRAFFIC ALERT (call sign) (position of aircraft) ADVISE YOU TURN LEFT/RIGHT (heading), and/or CLIMB/DESCEND (specific altitude if appropriate) IMMEDIATELY. REFERENCE- FAAO JO 7110.65, Para_5-14-1, Conflict Alert (CA) and Mode C Intruder (MCI) Alert. FAAO JO 7110.65, Para_5-14-2, En Route Minimum Safe Altitude Warning (E-MSAW). FAAO JO 7110.65, Para 5-15-6, CA/MCI. FAAO JO 7110.65, Para 5-2-23, Altitude Filters. 2-1-7. INFLIGHT EQUIPMENT MALFUNCTIONS a. When a pilot reports an inflight equipment malfunction, determine the nature and extent of any special handling desired. NOTE- Inflight equipment malfunctions include partial or complete failure of equipment, which may affect either safety, separation standards, and/or the ability of the flight to proceed under IFR, or in Reduced Vertical Separation Minimum (RVSM) airspace, in the ATC system. Controllers may expect reports from pilots regarding VOR, TACAN, ADF, GPS, RVSM capability, or low frequency navigation receivers, impairment of air-ground communications capability, or other equipment deemed appropriate by the pilot (e.g., airborne weather radar). Pilots should communicate the nature and extent of any assistance desired from ATC. b. Provide the maximum assistance possible consistent with equipment, workload, and any special handling requested. c. Relay to other controllers or facilities who will subsequently handle the aircraft, all pertinent details concerning the aircraft and any special handling required or being provided. 2-1-8. MINIMUM FUEL If an aircraft declares a state of “minimum fuel," inform any facility to whom control jurisdiction is transferred of the minimum fuel problem and be alert for any occurrence which might delay the aircraft en_route. NOTE- Use of the term “minimum fuel" indicates recognition by a pilot that his/her fuel supply has reached a state where, upon reaching destination, he/she cannot accept any undue delay. This is not an emergency situation but merely an advisory that indicates an emergency situation is possible should any undue delay occur. A minimum fuel advisory does not imply a need for traffic priority. Common sense and good judgment will determine the extent of assistance to be given in minimum fuel situations. If, at any time, the remaining usable fuel supply suggests the need for traffic priority to ensure a safe landing, the pilot should declare an emergency and report fuel remaining in minutes. JO 7110.65S 2/14/08 2-1-5 General 2-1-9. REPORTING ESSENTIAL FLIGHT INFORMATION Report as soon as possible to the appropriate AFSS/FSS, airport manager's office, ARTCC, approach control facility, operations office, or military operations office any information concerning components of the NAS or any flight conditions which may have an adverse effect on air safety. NOTE- AFSSs/FSSs are responsible for classifying and disseminating Notices to Airmen. REFERENCE- FAAO JO 7110.65, Para 3-3-3, Timely Information. FAAO JO 7110.65, Para 5-1-6, Service Limitations. FAAO JO 7210.3, Para 3-1-2, Periodic Maintenance. USN, See OPNAVINST 3721.30. 2-1-10. NAVAID MALFUNCTIONS a. When an aircraft reports a ground-based NAVAID malfunction, take the following actions: 1. Request a report from a second aircraft. 2. If the second aircraft reports normal operations, continue use and inform the first aircraft. Record the incident on FAA Form 7230-4 or appropriate military form. 3. If the second aircraft confirms the malfunction or in the absence of a second aircraft report, activate the standby equipment or request the monitor facility to activate. 4. If normal operation is reported after the standby equipment is activated, continue use, record the incident on FAA Form 7230-4 or appropriate military form, and notify technical operations personnel (the Systems Engineer of the ARTCC when an en route aid is involved). 5. If continued malfunction is reported after the standby equipment is activated or the standby equipment cannot be activated, inform technical operations personnel and request advice on whether or not the aid should be shut down. In the absence of a second aircraft report, advise the technical operations personnel of the time of the initial aircraft report and the estimated time a second aircraft report could be obtained. b. When an aircraft reports a GPS anomaly, request the following information and/or take the following actions: 1. Record the following minimum information: (a) Aircraft call sign and type. (b) Location. (c) Altitude. (d) Date/time of occurrence. 2. Record the incident on FAA Form 7230-4 or appropriate military form. 3. Broadcast the anomaly report to other aircraft as necessary. PHRASEOLOGY- ATTENTION ALL AIRCRAFT, GPS REPORTED UNRELIABLE IN VICINITY/AREA (position). EXAMPLE“Attention all aircraft, GPS reported unreliable in the area 30 miles south of Waco VOR." c. When an aircraft reports a Wide Area Augmentation System (WAAS) anomaly, request the following information and/or take the following actions: 1. Determine if the pilot has lost all WAAS service. PHRASEOLOGY- ARE YOU RECEIVING ANY WAAS SERVICE? 2. If the pilot reports receipt of any WAAS service, acknowledge the report and continue normal operations. 3. If the pilot reports loss of all WAAS service, report as a GPS anomaly using procedures in subpara_2-1-10b. 2-1-11. USE OF MARSA a. MARSA may only be applied to military operations specified in a letter of agreement or other appropriate FAA or military document. NOTE- Application of MARSA is a military command prerogative. It will not be invoked indiscriminately by individual units or pilots. It will be used only for IFR operations requiring its use. Commands authorizing MARSA will ensure that its implementation and terms of use are documented and coordinated with the control agency having jurisdiction over the area in which the operations are conducted. Terms of use will assign responsibility and provide for separation among participating aircraft. JO 7110.65S 2/14/08 2-1-6 General b. ATC facilities do not invoke or deny MARSA. Their sole responsibility concerning the use of MARSA is to provide separation between military aircraft engaged in MARSA operations and other nonparticipating IFR aircraft. c. DOD shall ensure that military pilots requesting special-use airspace/ATCAAs have coordinated with the scheduling agency, have obtained approval for entry, and are familiar with the appropriate MARSA procedures. ATC is not responsible for determining which military aircraft are authorized to enter special-use airspace/ATCAAs. REFERENCE- FAAO JO 7110.65, Para 9-2-12, Military Aerial Refueling. 2-1-12. MILITARY PROCEDURES Military procedures in the form of additions, modifications, and exceptions to the basic FAA procedure are prescribed herein when a common procedure has not been attained or to fulfill a specific requirement. They shall be applied by: a. ATC facilities operated by that military service. EXAMPLE1. An Air Force facility providing service for an Air Force base would apply USAF procedures to all traffic regardless of class. 2. A Navy facility providing service for a Naval Air Station would apply USN procedures to all traffic regardless of class. b. ATC facilities, regardless of their parent organization (FAA, USAF, USN, USA), supporting a designated military airport exclusively. This designation determines which military procedures are to be applied. EXAMPLE1. An FAA facility supports a USAF base exclusively; USAF procedures are applied to all traffic at that base. 2. An FAA facility provides approach control service for a Naval Air Station as well as supporting a civil airport; basic FAA procedures are applied at both locations by the FAA facility. 3. A USAF facility supports a USAF base and provides approach control service to a satellite civilian airport; USAF procedures are applied at both locations by the USAF facility. REFERENCE- FAAO JO 7110.65, Para 1-2-5, Annotations. c. Other ATC facilities when specified in a letter of agreement. EXAMPLE- A USAF unit is using a civil airport supported by an FAA facility- USAF procedures will be applied as specified in a letter of agreement between the unit and the FAA facility to the aircraft of the USAF unit. Basic FAA procedures will be applied to all other aircraft. 2-1-13. FORMATION FLIGHTS a. Control formation flights as a single aircraft. When individual control is requested, issue advisory information which will assist the pilots in attaining separation. When pilot reports indicate separation has been established, issue control instructions as required. NOTE1. Separation responsibility between aircraft within the formation during transition to individual control rests with the pilots concerned until standard separation has been attained. 2. Formation join-up and breakaway will be conducted in VFR weather conditions unless prior authorization has been obtained from ATC or individual control has been approved. REFERENCE- FAAO JO 7110.65, Para_5-5-8, Additional Separation for Formation Flights. P/CG Term- Formation Flight. b. Military and civil formation flights in RVSM airspace. 1. Utilize RVSM separation standards for a formation flight, which consists of all RVSM approved aircraft. 2. Utilize non-RVSM separation standards for a formation flight above FL 290, which does not consist of all RVSM approved aircraft. 3. If aircraft are requesting to form a formation flight to FL 290 or above, the controller who issues the clearance creating the formation flight is responsible for ensuring that the proper equipment suffix is entered for the lead aircraft. 4. If the flight departs as a formation, and is requesting FL 290 or above, the first center sector shall ensure that the proper equipment suffix is entered. 5. If the formation flight is below FL 290 and later requests FL 290 or above, the controller receiving the RVSM altitude request shall ensure the proper equipment suffix is entered. JO 7110.65S 2/14/08 2-1-7 General 6. Upon break-up of the formation flight, the controller initiating the break-up shall ensure that all aircraft or flights are assigned their proper equipment suffix. 2-1-14. COORDINATE USE OF AIRSPACE a. Ensure that the necessary coordination has been accomplished before you allow an aircraft under your control to enter another controller's area of jurisdiction. b. Before you issue control instructions directly or relay through another source to an aircraft which is within another controller's area of jurisdiction that will change that aircraft's heading, route, speed, or altitude, ensure that coordination has been accomplished with each of the controllers listed below whose area of jurisdiction is affected by those instructions unless otherwise specified by a letter of agreement or a facility directive: 1. The controller within whose area of jurisdiction the control instructions will be issued. 2. The controller receiving the transfer of control. 3. Any intervening controller(s) through whose area of jurisdiction the aircraft will pass. c. If you issue control instructions to an aircraft through a source other than another controller (e.g.,_ARINC, AFSS/FSS, another pilot) ensure that the necessary coordination has been accomplished with any controllers listed in subparas b1, 2, and 3, whose area of jurisdiction is affected by those instructions unless otherwise specified by a letter of agreement or a facility directive. REFERENCE- FAAO JO 7110.65, Para 2-1-15, Control Transfer. FAAO JO 7110.65, Para 5-5-10, Adjacent Airspace. FAAO JO 7110.65, Para 5-4-5, Transferring Controller Handoff. FAAO JO 7110.65, Para 5-4-6, Receiving Controller Handoff. 2-1-15. CONTROL TRANSFER a. Transfer control of an aircraft in accordance with the following conditions: 1. At a prescribed or coordinated location, time, fix, or altitude; or, 2. At the time a radar handoff and frequency change to the receiving controller have been completed and when authorized by a facility directive or letter of agreement which specifies the type and extent of control that is transferred. REFERENCE- FAAO JO 7110.65, Para 2-1-14, Coordinate Use of Airspace. FAAO JO 7110.65, Para 5-4-5, Transferring Controller Handoff. FAAO JO 7110.65, Para 5-4-6, Receiving Controller Handoff. b. Transfer control of an aircraft only after eliminating any potential conflict with other aircraft for which you have separation responsibility. c. Assume control of an aircraft only after it is in your area of jurisdiction unless specifically coordinated or as specified by letter of agreement or a facility directive. 2-1-16. SURFACE AREAS a. Coordinate with the appropriate nonapproach control tower on an individual aircraft basis before issuing a clearance which would require flight within a surface area for which the tower has responsibility unless otherwise specified in a letter of agreement. REFERENCE- FAAO JO 7210.3, Para 4-3-1, Letters of Agreement. 14 CFR Section 91.127, Operating on or in the Vicinity of an Airport in Class_E Airspace. P/CG Term- Surface Area. b. Coordinate with the appropriate control tower for transit authorization when you are providing radar traffic advisory service to an aircraft that will enter another facility's airspace. NOTE- The pilot is not expected to obtain his/her own authorization through each area when in contact with a radar facility. c. Transfer communications to the appropriate facility, if required, prior to operation within a surface area for which the tower has responsibility. REFERENCE- FAAO JO 7110.65, Para 2-1-17, Radio Communications Transfer. FAAO JO 7110.65, Para 3-1-11, Surface Area Restrictions. FAAO JO 7110.65, Para 7-6-1, Application. 14 CFR Section 91.129, Operations in Class D Airspace. JO 7110.65S 2/14/08 2-1-8 General 2-1-17. RADIO COMMUNICATIONS TRANSFER a. Transfer radio communications before an aircraft enters the receiving controller's area of jurisdiction unless otherwise coordinated or specified by a letter of agreement or a facility directive. b. Transfer radio communications by specifying the following: NOTE- Radio communications transfer procedures may be specified by a letter of agreement or contained in the route description of an MTR as published in the DOD Planning AP/1B (AP/3). 1. The facility name or location name and terminal function to be contacted. TERMINAL: Omit the location name when transferring communications to another controller within your facility; except when instructing the aircraft to change frequency for final approach guidance include the name of the facility. 2. Frequency to use except the following may be omitted: (a) FSS frequency. (b) Departure frequency if previously given or published on a SID chart for the procedure issued. (c) TERMINAL: (1) Ground or local control frequency if in your opinion the pilot knows which frequency is in use. (2) The numbers preceding the decimal point if the ground control frequency is in the 121_MHz bandwidth. EXAMPLE“Contact Tower." “Contact Ground." “Contact Ground Point Seven." “Contact Ground, One Two Zero Point Eight." “Contact Huntington Radio." “Contact Departure." “Contact Los Angeles Center, One Two Three Point Four." 3. Time, fix, altitude, or specifically when to contact a facility. You may omit this when compliance is expected upon receipt. NOTE- AIM, para 5-3-1, ARTCC Communications, informs pilots that they are expected to maintain a listening watch on the transferring controller's frequency until the time, fix, or altitude specified. PHRASEOLOGY- CONTACT (facility name or location name and terminal function), (frequency). If required, AT (time, fix, or altitude). c. In situations where an operational advantage will be gained, and following coordination with the receiving controller, you may instruct aircraft on the ground to monitor the receiving controller's frequency. EXAMPLE“Monitor Tower." “Monitor Ground." “Monitor Ground Point Seven." “Monitor Ground, One Two Zero Point Eight." d. In situations where a sector has multiple frequencies or when sectors are combined using multiple frequencies and the aircraft will remain under your jurisdiction, transfer radio communication by specifying the following: PHRASEOLOGY(Identification) CHANGE TO MY FREQUENCY (state frequency). EXAMPLE“United two twenty-two change to my frequency one two three point four." REFERENCE- AIM, Para 4-2-3, Contact Procedures. e. Avoid issuing a frequency change to helicopters known to be single-piloted during air-taxiing, hovering, or low-level flight. Whenever possible, relay necessary control instructions until the pilot is able to change frequency. NOTE- Most light helicopters are flown by one pilot and require the constant use of both hands and feet to maintain control. Although Flight Control Friction Devices assist the pilot, changing frequency near the ground could result in inadvertent ground contact and consequent loss of control. Pilots are expected to advise ATC of their single-pilot status if unable to comply with a frequency change. REFERENCE- AIM, Para 4-3-14, Communications. JO 7110.65S 2/14/08 2-1-9 General f. In situations where the controller does not want the pilot to change frequency but the pilot is expecting or may want a frequency change, use the following phraseology. PHRASEOLOGY- REMAIN THIS FREQUENCY. REFERENCE- FAAO JO 7110.65, Para 4-7-1, Clearance Information. FAAO JO 7110.65, Para 5-12-9, Communication Transfer. 2-1-18. OPERATIONAL REQUESTS Respond to a request from another controller, a pilot or vehicle operator by one of the following verbal means: a. Restate the request in complete or abbreviated terms followed by the word “APPROVED." The phraseology “APPROVED AS REQUESTED" may be substituted in lieu of a lengthy readback. PHRASEOLOGY(Requested operation) APPROVED. or APPROVED AS REQUESTED. b. State restrictions followed by the word “APPROVED." PHRASEOLOGY(Restriction and/or additional instructions, requested operation) APPROVED. c. State the word “UNABLE" and, time permitting, a reason. PHRASEOLOGY- UNABLE (requested operation). and when necessary, (reason and/or additional instructions.) d. State the words “STAND BY." NOTE“STAND BY" is not an approval or denial. The controller acknowledges the request and will respond at a later time. REFERENCE- FAAO JO 7110.65, Para 2-1-21, Traffic Advisories. FAAO JO 7110.65, Para 4-2-5, Route or Altitude Amendments. FAAO JO 7110.65, Para 7-9-3, Methods. 2-1-19. WAKE TURBULENCE a. Apply wake turbulence procedures to aircraft operating behind heavy jets/B757s and, where indicated, to small aircraft behind large aircraft. NOTE- Para 5-5-4, Minima, specifies increased radar separation for small type aircraft landing behind large, heavy, or B757_aircraft because of the possible effects of wake turbulence. b. The separation minima shall continue to touchdown for all IFR aircraft not making a visual approach or maintaining visual separation. REFERENCE- FAAO JO 7110.65, Para 5-9-5, Approach Separation Responsibility. 2-1-20. WAKE TURBULENCE CAUTIONARY ADVISORIES a. Issue wake turbulence cautionary advisories and the position, altitude if known, and direction of flight of the heavy jet or B757 to: REFERENCE- AC 90-23, Aircraft Wake Turbulence, Pilot Responsibility, Para 12. 1. TERMINAL. VFR aircraft not being radar vectored but are behind heavy jets or B757s. 2. IFR aircraft that accept a visual approach or visual separation. REFERENCE- FAAO JO 7110.65, Para 7-4-1, Visual Approach. 3. TERMINAL. VFR arriving aircraft that have previously been radar vectored and the vectoring has been discontinued. b. Issue cautionary information to any aircraft if in your opinion, wake turbulence may have an adverse effect on it. When traffic is known to be a heavy aircraft, include the word heavy in the description. NOTE- Wake turbulence may be encountered by aircraft in flight as well as when operating on the airport movement area. Because wake turbulence is unpredictable, the controller is not responsible for anticipating its existence or effect. Although not mandatory during ground operations, controllers may use the words jet blast, propwash, or rotorwash, in lieu of wake turbulence, when issuing a caution advisory. REFERENCE- AC 90-23, Aircraft Wake Turbulence. P/CG Term- Aircraft Classes. P/CG Term- Wake Turbulence. PHRASEOLOGY- CAUTION WAKE TURBULENCE (traffic information). REFERENCE- FAAO JO 7110.65, Para 7-2-1, Visual Separation. JO 7110.65S 2/14/08 2-1-10 General 2-1-21. TRAFFIC ADVISORIES Unless an aircraft is operating within Class A airspace or omission is requested by the pilot, issue traffic advisories to all aircraft (IFR or VFR) on your frequency when, in your judgment, their proximity may diminish to less than the applicable separation minima. Where no separation minima applies, such as for VFR aircraft outside of Class B/Class C airspace, or a TRSA, issue traffic advisories to those aircraft on your frequency when in your judgment their proximity warrants it. Provide this service as follows: a. To radar identified aircraft: 1. Azimuth from aircraft in terms of the 12-hour clock, or 2. When rapidly maneuvering aircraft prevent accurate issuance of traffic as in 1 above, specify the direction from an aircraft's position in terms of the eight cardinal compass points (N, NE, E, SE, S, SW, W, and NW). This method shall be terminated at the pilot's request. 3. Distance from aircraft in miles. 4. Direction in which traffic is proceeding and/or relative movement of traffic. NOTE- Relative movement includes closing, converging, parallel same direction, opposite direction, diverging, overtaking, crossing left to right, crossing right to left. 5. If known, type of aircraft and altitude. REFERENCE- FAAO JO 7110.65, Para 2-4-21, Description of Aircraft Types. PHRASEOLOGY- TRAFFIC, (number) O'CLOCK, or when appropriate, (direction) (number) MILES, (direction)-BOUND and/or (relative movement), and if known, (type of aircraft and altitude). or When appropriate, (type of aircraft and relative position), (number of feet) FEET ABOVE/BELOW YOU. If altitude is unknown, ALTITUDE UNKNOWN. EXAMPLE“Traffic, eleven o'clock, one zero miles, southbound, converging, Boeing Seven Twenty Seven, one seven thousand." “Traffic, twelve o'clock, one five miles, opposite direction, altitude unknown." “Traffic, ten o'clock, one two miles, southeast bound, one_thousand feet below you." 6. When requested by the pilot, issue radar vectors to assist in avoiding the traffic, provided the aircraft to be vectored is within your area of jurisdiction or coordination has been effected with the sector/facility in whose area the aircraft is operating. 7. If unable to provide vector service, inform the pilot. REFERENCE- FAAO JO 7110.65, Para 2-1-18, Operational Requests. 8. Inform the pilot of the following when traffic you have issued is not reported in sight: (a) The traffic is no factor. (b) The traffic is no longer depicted on radar. PHRASEOLOGY- TRAFFIC NO FACTOR/NO LONGER OBSERVED, or (number) O'CLOCK TRAFFIC NO FACTOR/NO LONGER OBSERVED, or (direction) TRAFFIC NO FACTOR/NO LONGER OBSERVED. b. To aircraft that are not radar identified: 1. Distance and direction from fix. 2. Direction in which traffic is proceeding. 3. If known, type of aircraft and altitude. 4. ETA over the fix the aircraft is approaching, if appropriate. PHRASEOLOGY- TRAFFIC, (number) MILES/MINUTES (direction) OF (airport or fix), (direction)-BOUND, and if known, JO 7110.65S 2/14/08 2-1-11 General (type of aircraft and altitude), ESTIMATED (fix) (time), or TRAFFIC, NUMEROUS AIRCRAFT VICINITY (location). If altitude is unknown, ALTITUDE UNKNOWN. EXAMPLE“Traffic, one zero miles east of Forsythe V-O-R, Southbound, M-D Eighty, descending to one six thousand." “Traffic, reported one zero miles west of Downey V-O-R, northbound, Apache, altitude unknown, estimated Joliet V-O-R one three one five.“ “Traffic, eight minutes west of Chicago Heights V-O-R, westbound, Mooney, eight thousand, estimated Joliet V-O-R two zero three five." “Traffic, numerous aircraft, vicinity of Delia airport." c. For aircraft displaying Mode C, not radar identified, issue indicated altitude. EXAMPLE“Traffic, one o'clock, six miles, eastbound, altitude indicates six thousand five hundred." REFERENCE- FAAO JO 7110.65, Para 3-1-6, Traffic Information. FAAO JO 7110.65, Para 7-2-1, Visual Separation. FAAO JO 7110.65, Para 7-6-10, VFR Departure Information. 2-1-22. BIRD ACTIVITY INFORMATION a. Issue advisory information on pilot-reported, tower-observed, or radar-observed and pilot-verified bird activity. Include position, species or size of birds, if known, course of flight, and altitude. Do this for at least 15 minutes after receipt of such information from pilots or from adjacent facilities unless visual observation or subsequent reports reveal the activity is no longer a factor. EXAMPLE“Flock of geese, one o'clock, seven miles, northbound, last reported at four thousand." “Flock of small birds, southbound along Mohawk River, last reported at three thousand." “Numerous flocks of ducks, vicinity Lake Winnebago, altitude unknown." b. Relay bird activity information to adjacent facilities and to AFSSs/FSSs whenever it appears it will become a factor in their areas.

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Chapter 1. Introduction Section 1. General 1-1-1. PURPOSE This order prescribes air traffic control procedures and phraseology for use by persons providing air_traffic control services. Controllers are required to be familiar with the provisions of this order that pertain to their operational responsibilities and to exercise their best judgment if they encounter situations that are not covered by it. 1-1-2. DISTRIBUTION This order is distributed to selected offices in Washington headquarters, regional offices, service area offices, the William J. Hughes Technical Center, and the Mike Monroney Aeronautical Center. Also, copies are sent to all air traffic field facilities and international aviation field offices; and to interested aviation public. 1-1-3. CANCELLATION FAA Order 7110.65R, Air Traffic Control, dated February 16, 2006, and all changes to it are canceled. 1-1-4. EXPLANATION OF MAJOR CHANGES The significant changes to this order are identified in the Explanation of Changes page(s). It is advisable to retain the page(s) throughout the duration of the basic order. 1-1-5. EFFECTIVE DATE This order is effective February 14, 2008. 1-1-6. RECOMMENDATIONS FOR PROCEDURAL CHANGES a. Personnel should submit recommended changes in procedures to facility management. b. Recommendations from other sources should be submitted through appropriate FAA, military, or industry/user channels to Headquarters, FAA, Vice_President, System Operations Services, attention: System Operations Airspace and AIM. 1-1-7. SAFETY MANAGEMENT SYSTEM (SMS) Every employee is responsible to ensure the safety of equipment and procedures used in the provision of services within the National Airspace System (NAS). Risk assessment techniques and mitigations, as appropriate, are intended for implementation of any planned safety significant changes within the NAS, as directed by FAA Order 1100.161, Air Traffic Safety Oversight. Direction regarding the SMS and its application can be found in the FAA Safety Management System Manual and FAA Order_1100.161. The SMS will be implemented through a period of transitional activities. (Additional information pertaining to these requirements and processes can be obtained by contacting the service area offices.) 1-1-8. PUBLICATION AND DELIVERY DATES a. This order and its changes are scheduled to be published according to TBL 1-1-1. TBL 1-1-1 Publications Timetable Basic or Change Cutoff Date for Submission Effective Date of Publication 7110.65S Basic 8/30/07 2/14/08 Change 1 2/14/08 7/31/08 Change 2 7/31/08 3/12/09 Change 3 3/12/09 8/27/09 7110.65T Basic 8/27/09 2/11/10 b. If an FAA facility has not received the order/changes at least 30 days before the above effective dates, the facility shall notify its service area office distribution officer. c. If a military facility has not received the order/changes at least 30 days before the above effective dates, the facility shall notify its appropriate military headquarters. (See TBL 1-1-2.) JO 7110.65S 2/14/08 1-1-2 General TBL 1-1-2 Military Distribution Contacts Military Headquarters DSN Commercial U.S. Army USAASA 656-4868 (703) 806-4868 U.S. Air Force Contact Local *NIMA Customer Account Representative U.S. Navy CNO (N785F) 664-7727 (703) 604-7727 *NIMA-National Imagery and Mapping Agency 1-1-9. PROCEDURAL LETTERS OF AGREEMENT Procedures/minima which are applied jointly or otherwise require the cooperation or concurrence of more than one facility/organization must be documented in a letter of agreement. Letters of agreement only supplement this order. Any minima they specify must not be less than that specified herein unless appropriate military authority has authorized application of reduced separation between military aircraft. REFERENCE- FAAO JO 7110.65, Para 2-1-1, ATC Service. FAAO JO 7210.3, Para 4-3-1, Letters of Agreement. 1-1-10. CONSTRAINTS GOVERNING SUPPLEMENTS AND PROCEDURAL DEVIATIONS a. Exceptional or unusual requirements may dictate procedural deviations or supplementary procedures to this order. Prior to implementing supplemental or any procedural deviation that alters the level, quality, or degree of service, obtain prior approval from the Vice President, System Operations Services. b. If military operations or facilities are involved, prior approval by the following appropriate headquarters is required for subsequent interface with FAA. (See TBL 1-1-3.) TBL 1-1-3 Military Operations Interface Offices Branch Address U.S. Navy Department of the Navy Chief of Naval Operations N785F 2000 Navy Pentagon Washington, D.C. 20350-2000 U.S. Air Force HQ AFFSA/XA 1535 Command Drive Suite D302 Andrews AFB, MD 20762-7002 U.S. Army Director USAASA (MOAS-AS) 9325 Gunston Road, Suite N319 Ft. Belvoir, VA 22060-5582 NOTE- Terminal: Headquarters USAF has delegated to Major Air Command, Directors of Operations (MAJCOM/DOs) authority to reduce same runway separation standards for military aircraft. These are specified and approved by affected ATC and user units. When applied, appropriate advisories may be required; e.g., “(A/C call sign) continue straight ahead on right side; F-16 landing behind on left.” “(A/C call sign) hold position on right side; F-5 behind on left.” REFERENCE- FAAO JO 7110.65, Para 3-1-3, Use of Active Runways. 1-1-11. REFERENCES TO FAA NON-AIR TRAFFIC ORGANIZATIONS When references are made to regional office organizations that are not part of the Air Traffic Organization (i.e., Communications Center, Flight Standards, Airport offices, etc.), the facility should contact the FAA region where the facility is physically located - not the region where the facility's service area office is located. JO 7110.65S 2/14/08 1-2-1 Terms of Reference Section 2. Terms of Reference 1-2-1. WORD MEANINGS As used in this manual: a. Shall, or an action verb in the imperative sense, means a procedure is mandatory. EXAMPLE- The transferring controller shall forward this data to the receiving controller. Issue an alternative clearance. Authorize the aircraft to taxi. Do not clear an aircraft to land on or takeoff from a closed runway. b. Should means a procedure is recommended. c. May or need not means a procedure is optional. d. Will means futurity, not a requirement for the application of a procedure. e. Singular words include the plural. f. Plural words include the singular. g. Aircraft means the airframe, crew members, or both. h. Approved separation means separation in accordance with the applicable minima in this manual. i. Altitude means indicated altitude mean sea level (MSL), flight level (FL), or both. j. Miles means nautical miles unless otherwise specified, and means statute miles in conjunction with visibility. k. Course, bearing, azimuth, heading, and wind direction information shall always be magnetic unless specifically stated otherwise. l. Time when used for ATC operational activities, is the hour and the minute in Coordinated Universal Time (UTC). Change to the next minute is made at the minute plus 30 seconds, except time checks are given to the nearest quarter minute. m. Runway means the runway used by aircraft, and in discussions of separation standards is applicable to helipads with accompanying takeoff/ landing courses. (See Pilot/Controller Glossary term- Runway.) n. Flight operations in accordance with the options of due regard or operational obligates the authorized state aircraft commander to: 1. Separate his/her aircraft from all other air_traffic; and 2. Assure that an appropriate monitoring agency assumes responsibility for search and rescue actions; and 3. Operate under at least one of the following conditions: (a) In visual meteorological conditions (VMC); or (b) Wthin radar surveillance and radio communications of a surface radar facility; or (c) Be equipped with airborne radar that is sufficient to provide separation between his/her aircraft and any other aircraft he/she may be controlling and other aircraft; or (d) Operate within Class G airspace. (e) An understanding between the pilot and controller regarding the intent of the pilot and the status of the flight should be arrived at before the aircraft leaves ATC frequency. NOTE1. A pilot's use of the phrase “Going Tactical” does not indicate “Due Regard.” An understanding between the pilot and controller regarding the intent of the pilot and the status of the flight should be arrived at before the aircraft leaves air traffic control (ATC) frequency. 2. The above conditions provide for a level of safety equivalent to that normally given by International Civil Aviation Organization (ICAO) ATC agencies and fulfills U.S. Government obligations under Article 3 of the Chicago Convention of 1944 (Reference (d)), which stipulates there must be “due regard for the safety of navigation of civil aircraft” when flight is not being conducted under ICAO flight procedures. o. CFR means Code of Federal Regulations. JO 7110.65S 2/14/08 1-2-2 Terms of Reference FIG 1-2-1 Divergence 1-2-2. COURSE DEFINITIONS The following definitions shall be used in the application of the separation criteria in this order. NOTE- The term “protected airspace,” as used in this paragraph, is the airspace equal to one half the required applicable lateral separation on either side of an aircraft along its projected flight path. If the protected airspace of two_aircraft does not overlap, applicable lateral separation is ensured. a. SAME COURSES are courses whose protected airspaces are coincident, overlap, or intersect and whose angular difference is less than 45 degrees. (See_FIG 1-2-1.) b. CROSSING COURSES are intersecting courses whose angular difference is 45 through 135 degrees inclusive. (See_FIG 1-2-1.) c. OPPOSITE/RECIPROCAL COURSES are courses whose protected airspaces are coincident, overlap, or intersect and whose angular difference is greater than 135 degrees through 180 degrees inclusive. (See_FIG 1-2-1.) 1-2-3. NOTES Statements of fact, or of a prefatory or explanatory nature relating to directive material, are set forth as notes. JO 7110.65S 2/14/08 1-2-3 Terms of Reference 1-2-4. REFERENCES As used in this order, references direct attention to an additional or supporting source of information such as FAA, NWS, and other agencies' orders, directives, notices, CFRs, and Advisory Circulars (ACs). 1-2-5. ANNOTATIONS Revised, reprinted, or new pages are marked as follows: a. The change number and the effective date are printed on each revised or additional page. b. A page that does not require a change is reprinted in its original form. c. Bold vertical lines in the margin of changed pages indicate the location of substantive revisions to the order. Bold vertical lines adjacent to the title of a chapter, section, or paragraph means that extensive changes have been made to that chapter, section, or paragraph. d. Paragraphs/sections annotated with EN_ROUTE, OCEANIC, or TERMINAL are only to be applied by the designated type facility. When they are not so designated, the paragraphs/sections apply to all types of facilities (en route, oceanic, and terminal). e. The annotation, USAF for the U.S. Air Force, USN for the U.S. Navy, and USA for the U.S. Army denotes that the procedure immediately following the annotation applies only to the designated service. REFERENCE- FAAO JO 7110.65, Para 2-1-12, Military Procedures. f. WAKE TURBULENCE APPLICATION inserted within a paragraph means that the remaining information in the paragraph requires the application of wake turbulence procedures. g. The annotation PHRASEOLOGY denotes the prescribed words and/or phrases to be used in communications. NOTE- Controllers may, after first using the prescribed phraseology for a specific procedure, rephrase the message to ensure the content is understood. Good judgment shall be exercised when using nonstandard phraseology. h. The annotation EXAMPLE provides a sample of the way the prescribed phraseology associated with the preceding paragraph(s) will be used. If the preceding paragraph(s) does (do) not include specific prescribed phraseology, the EXAMPLE merely denotes suggested words and/or phrases that may be used in communications. NOTE- The use of the exact text contained in an example not preceded with specific prescribed phraseology is not mandatory. However, the words and/or phrases are expected, to the extent practical, to approximate those used in the example. 1-2-6. ABBREVIATIONS As used in this manual, the following abbreviations have the meanings indicated. (See TBL 1-2-1.) TBL 1-2-1 FAA Order JO 7110.65 Abbreviations Abbreviation Meaning AAR . . . . . . . Airport acceptance rate AC . . . . . . . . Advisory Circular ACC . . . . . . . Area Control Center ACD . . . . . . . ARTS Color Display ACE-IDS . . . ASOS Controller Equipment- Information Display System ACL . . . . . . . Aircraft list ACLS . . . . . . Automatic Carrier Landing System ADC . . . . . . . Aerospace Defense Command ADIZ . . . . . . Air Defense Identification Zone (to be pronounced “AY DIZ”) ADS . . . . . . . Automatic Dependent Surveillance ADS-B . . . . . Automatic Dependent Surveillance Broadcast ADS-C . . . . . Automatic Dependent Surveillance Contract AFP . . . . . . . Airspace Flow Program AFSS . . . . . . Automated Flight Service Station AIDC . . . . . . ATS Interfacility Data Communications AIM . . . . . . . Aeronautical Information Manual AIRMET . . . Airmen's meteorological information ALERFA . . . Alert phase code (Alerting Service) ALNOT . . . . Alert notice ALS . . . . . . . Approach Light System ALTRV . . . . . Altitude reservation AMASS . . . . Airport Movement Area Safety System JO 7110.65S 2/14/08 1-2-4 Terms of Reference Abbreviation Meaning AMB . . . . . . Ambiguity-A disparity greater than 2 miles exists between the position declared for a target by ATTS and another facility's computer declared position during interfacility handoff AMVER . . . . Automated Mutual Assistance Vessel Rescue System ANG . . . . . . . Air National Guard APR . . . . . . . ATC preferred route APREQ . . . . Approval Request ARINC . . . . . Aeronautical Radio Incorporated ARIP . . . . . . Air refueling initial point ARSR . . . . . . Air route surveillance radar ARTCC . . . . . Air Route Traffic Control Center ARTS . . . . . . Automated Radar Terminal System ASD . . . . . . . Aircraft Situation Display ASDE . . . . . . Airport surface detection equipment ASDE-X . . . Airport Surface Detection Equipment System - Model X ASF . . . . . . . Airport Stream Filters ASOS . . . . . . Automated Surface Observing System ASR . . . . . . . Airport surveillance radar ATC . . . . . . . Air traffic control ATCAA . . . . ATC assigned airspace ATCSCC . . . . David J. Hurley Air Traffic Control System Command Center ATD . . . . . . . Along-Track Distance ATIS . . . . . . . Automatic Terminal Information Service ATO . . . . . . . Air Traffic Organization ATO COO . . Air Traffic Organization Chief Operating Officer ATS . . . . . . . Air Traffic Service AWOS . . . . . Automated Weather Observing System BASE . . . . . . Cloud base CA . . . . . . . . Conflict Alert CARCAH . . . Chief, Aerial Reconnaissance Coordination, All Hurricanes CARF . . . . . . Central Altitude Reservation Function CARTS . . . . . Common ARTS CAT . . . . . . . Clear air turbulence CDT . . . . . . . Controlled departure time CENRAP . . . Center Radar ARTS Presentation CEP . . . . . . . Central East Pacific CERAP . . . . . Combined Center/RAPCON CFR . . . . . . . Code of Federal Regulations CIC . . . . . . . . Controller-in-Charge Abbreviation Meaning CNS . . . . . . . Continuous CPDLC . . . . . Controller Pilot Data Link Communications CPME . . . . . . Calibration Performance Monitor Equipment CTA . . . . . . . Control Area CTRD . . . . . . Certified Tower Radar Display CVFP . . . . . . Charted Visual Flight Procedure CWA . . . . . . . Center Weather Advisory DARC . . . . . Direct Access Radar Channel DETRESFA . Distress Phase code (Alerting Service) DF . . . . . . . . Direction finder DH . . . . . . . . Decision height DL . . . . . . . . Departure List DME . . . . . . . Distance measuring equipment compatible with TACAN DOE . . . . . . . Department of Energy DP . . . . . . . . Instrument Departure Procedure DR . . . . . . . . Dead reckoning DRT . . . . . . . Diversion recovery tool DSR . . . . . . . Display System Replacement DTAS . . . . . . Digital Terminal Automation Systems DTM . . . . . . . Digital Terrain Map DVFR . . . . . . Defense Visual Flight Rules DVRSN . . . . Diversion EA . . . . . . . . Electronic Attack EAS . . . . . . . En Route Automation System EDCT . . . . . . Expect Departure Clearance Time EFC . . . . . . . Expect further clearance ELP . . . . . . . Emergency Landing Pattern ELT . . . . . . . . Emergency locator transmitter EOS . . . . . . . End Service EOVM . . . . . Emergency obstruction video map ERIDS . . . . . En Route Information Display System ETA . . . . . . . Estimated time of arrival ETMS . . . . . . Enhanced Traffic Management System FAA . . . . . . . Federal Aviation Administration FAAO . . . . . . FAA Order FANS . . . . . . Future Air Navigation System FDIO . . . . . . Flight Data Input/Output FDP . . . . . . . Flight data processing FIR . . . . . . . . Flight Information Region FL . . . . . . . . . Flight level FLIP . . . . . . . Flight Information Publication 3/15/07 7110.65R CHG 2 JO 7110.65S CHG 1 7/31/JO 7110.65S 2/14/08 1-2-5 Terms of Reference Abbreviation Meaning FLM . . . . . . . Front-Line Manager FLY . . . . . . . Fly or flying FMS . . . . . . . Flight Management System FMSP . . . . . . Flight Management System Procedure FSM . . . . . . . Flight Schedule Monitor FSS . . . . . . . . Flight Service Station GCA . . . . . . . Ground controlled approach GNSS . . . . . . Global Navigation Satellite System GPD . . . . . . . Graphics Plan Display GPS . . . . . . . Global Positioning System GS . . . . . . . . Ground stop HAR . . . . . . . High Altitude Redesign HERT . . . . . . Host Embedded Route Text HF/RO . . . . . High Frequency/Radio Operator HIRL . . . . . . High intensity runway lights IAFDOF . . . . Inappropriate Altitude for Direction of Flight ICAO . . . . . . International Civil Aviation Organization IDENT . . . . . Aircraft identification IDS . . . . . . . . Information Display System IFR . . . . . . . . Instrument flight rules IFSS . . . . . . . International Flight Service Station ILS . . . . . . . . Instrument Landing System INCERFA . . . Uncertainty Phase code (Alerting Service) INREQ . . . . . Information request INS . . . . . . . . Inertial Navigation System IR . . . . . . . . . IFR military training route IRU . . . . . . . . Inertial Reference Unit ITWS . . . . . . Integrated Terminal Weather System JATO . . . . . . Jet assisted takeoff LAHSO . . . . Land and Hold Short Operations LOA . . . . . . . Letter of Agreement LLWAS . . . . . Low Level Wind Shear Alert System LLWAS NE . Low Level Wind Shear Alert System Network Expansion LLWAS-RS . Low Level Wind Shear Alert System Relocation/Sustainment LLWS . . . . . . Low Level Wind Shear L/MF . . . . . . Low/medium frequency LORAN . . . . Long Range Navigation System Mach . . . . . . Mach number MALS . . . . . Medium Intensity Approach Light System MALSR . . . . Medium Approach Light System with runway alignment indicator lights MAP . . . . . . . Missed approach point Abbreviation Meaning MARSA . . . . Military authority assumes responsibility for separation of aircraft MCA . . . . . . Minimum crossing altitude MCI . . . . . . . Mode C Intruder MDA . . . . . . Minimum descent altitude MDM . . . . . . Main display monitor MEA . . . . . . . Minimum en route (IFR) altitude MEARTS . . . Micro En Route Automated Radar Tracking System METAR . . . . Aviation Routine Weather Report MIA . . . . . . . Minimum IFR altitude MIAWS . . . . Medium Intensity Airport Weather System MIRL . . . . . . Medium intensity runway lights MLS . . . . . . . Microwave Landing System MNPS . . . . . . Minimum Navigation Performance Specification MNT . . . . . . . Mach Number Technique MOA . . . . . . Military operations area MOCA . . . . . Minimum obstruction clearance altitude MRA . . . . . . Minimum reception altitude MSAW . . . . . Minimum Safe Altitude Warning MSL . . . . . . . Mean sea level MTI . . . . . . . Moving target indicator MTR . . . . . . . Military training route MVA . . . . . . . Minimum vectoring altitude NADIN . . . . . National Airspace Data Interchange Network NAR . . . . . . . National Automation Request NAS . . . . . . . National Airspace System NAT . . . . . . . ICAO North Atlantic Region NBCAP . . . . National Beacon Code Allocation Plan NDB . . . . . . . Nondirectional radio beacon NHOP . . . . . . National Hurricane Operations Plan NIDS . . . . . . National Institute for Discovery Sciences NM . . . . . . . . Nautical mile NOAA . . . . . National Oceanic and Atmospheric Administration NOPAC . . . . North Pacific NORAD . . . . North American Aerospace Defense Command NOS . . . . . . . National Ocean Service NOTAM . . . . Notice to Airmen NRP . . . . . . . North American Route Program NRR . . . . . . . Nonrestrictive Route NRS . . . . . . . Navigation Reference System 7/31/08 JO 7110.65S CHG 1 JO 7110.65S 2/14/08 1-2-6 Terms of Reference Abbreviation Meaning NTZ . . . . . . . No transgression zone NWS . . . . . . . National Weather Service NWSOP . . . . National Winter Storm Operations Plan ODALS . . . . Omnidirectional Approach Lighting System ODP . . . . . . . Obstacle Departure Procedure OID . . . . . . . Operator Interface Device ONER . . . . . . Oceanic Navigational Error Report OS . . . . . . . . Operations Supervisor OTR . . . . . . . Oceanic transition route PAPI . . . . . . . Precision Approach Path Indicators PAR . . . . . . . Precision approach radar PAR . . . . . . . Preferred arrival route PBCT . . . . . . Proposed boundary crossing time P/CG . . . . . . . Pilot/Controller Glossary PDAR . . . . . . Preferential departure arrival route PDC . . . . . . . Pre-Departure Clearance PDR . . . . . . . Preferential departure route PIDP . . . . . . . Programmable indicator data processor PPI . . . . . . . . Plan position indicator PTP . . . . . . . . Point-to-point PVD . . . . . . . Plan view display RA . . . . . . . . Radar Associate RAIL . . . . . . Runway alignment indicator lights RAPCON . . . Radar Approach Control Facility (USAF) RATCF . . . . . Radar Air Traffic Control Facility (USN) RBS . . . . . . . Radar bomb scoring RCC . . . . . . . Rescue Coordination Center RCLS . . . . . . Runway Centerline System RCR . . . . . . . Runway condition reading RDP . . . . . . . Radar data processing RE . . . . . . . . Recent (used to qualify weather phenomena such as rain, e.g. recent rain = RERA) REIL . . . . . . . Runway end identifier lights RNAV . . . . . . Area navigation RNP . . . . . . . Required Navigation Performance RTQC . . . . . . Real-Time Quality Control RVR . . . . . . . Runway visual range RVSM . . . . . . Reduced Vertical Separation Minimum RVV . . . . . . . Runway visibility value SAA . . . . . . . Special Activity Airspace SAR . . . . . . . Search and rescue Abbreviation Meaning SATCOM . . . Satellite Communication SELCAL . . . . Selective Calling System SFA . . . . . . . . Single frequency approach SFO . . . . . . . Simulated flameout SID . . . . . . . . Standard Instrument Departure SIGMET . . . . Significant meteorological information SPA . . . . . . . . Special Posting Area SPECI . . . . . . Nonroutine (Special) Aviation Weather Report STAR . . . . . . Standard terminal arrival STARS . . . . . Standard Terminal Automation Replacement System STMC . . . . . . Supervisory Traffic Management Coordinator STMCIC . . . . Supervisory Traffic Management Coordinator-in-charge STOL . . . . . . Short takeoff and landing SURPIC . . . . Surface Picture SVFR . . . . . . Special Visual Flight Rules TAA . . . . . . . Terminal arrival area TAS . . . . . . . Terminal Automation Systems TACAN . . . . TACAN UHF navigational aid (omnidirectional course and distance information) TAWS . . . . . . Terrain Awareness Warning System TCAS . . . . . . Traffic Alert and Collision Avoidance System TCDD . . . . . . Tower cab digital display TDLS . . . . . . Terminal Data Link System TDW . . . . . . Tower display workstation TDWR . . . . . Terminal Doppler Weather Radar TDZL . . . . . . Touchdown Zone Light System TMC . . . . . . . Traffic Management Coordinator TMU . . . . . . . Traffic Management Unit TRACON . . . Terminal Radar Approach Control TRSA . . . . . . Terminal radar service area UFO . . . . . . . Unidentified flying object UHF . . . . . . . Ultra high frequency URET . . . . . . User request evaluation tool USA . . . . . . . United States Army USAF . . . . . . United States Air Force USN . . . . . . . United States Navy UTC . . . . . . . Coordinated universal time UTM . . . . . . . Unsuccessful transmission message UUA . . . . . . . Urgent pilot weather report 3/15/07 7110.65R CHG 2 JO 7110.65S CHG 1 7/31/JO 7110.65S 2/14/08 1-2-7 Terms of Reference Abbreviation Meaning VFR . . . . . . . Visual flight rules VHF . . . . . . . Very high frequency VMC . . . . . . Visual meteorological conditions VNAV . . . . . . Vertical Navigation VOR . . . . . . . VHF navigational aid (omnidirectional course information) VOR/DME . . Collocated VOR and DME navigational aids (VHF course and UHF distance information) VORTAC . . . Collocated VOR and TACAN navigation aids (VHF and UHF course and UHF distance information) VR . . . . . . . . VFR military training route VSCS . . . . . . Voice Switching and Control System WAAS . . . . . Wide Area Augmentation System WARP . . . . . Weather and Radar Processing WATRS . . . . . West Atlantic Route System WSO . . . . . . Weather Service Office WSP . . . . . . . Weather System Processor WST . . . . . . . Convective SIGMET 7/31/08 JO 7110.65S CHG 1 JO 7110.65S 2/14/08 1-2-8 JO 7110.65S 2/14/08 2-1-1 General Chapter 2. General Control Section 1. General 2-1-1. ATC SERVICE The primary purpose of the ATC system is to prevent a collision between aircraft operating in the system and to organize and expedite the flow of traffic, and to provide support for National Security and Homeland Defense. In addition to its primary function, the ATC system has the capability to provide (with certain limitations) additional services. The ability to provide additional services is limited by many factors, such as the volume of traffic, frequency congestion, quality of radar, controller workload, higher priority duties, and the pure physical inability to scan and detect those situations that fall in this category. It is recognized that these services cannot be provided in cases in which the provision of services is precluded by the above factors. Consistent with the aforementioned conditions, controllers shall provide additional service procedures to the extent permitted by higher priority duties and other circumstances. The provision of additional services is not optional on the part of the controller, but rather is required when the work situation permits. Provide air traffic control service in accordance with the procedures and minima in this order except when: a. A deviation is necessary to conform with ICAO Documents, National Rules of the Air, or special agreements where the U.S. provides air traffic control service in airspace outside the U.S. and its possessions or: NOTE- Pilots are required to abide by CFRs or other applicable regulations regardless of the application of any procedure or minima in this order. b. Other procedures/minima are prescribed in a letter of agreement, FAA directive, or a military document, or: NOTE- These procedures may include altitude reservations, air_refueling, fighter interceptor operations, law enforcement, etc. REFERENCE- FAAO JO 7110.65, Para 1-1-9, Procedural Letters of Agreement. c. A deviation is necessary to assist an aircraft when an emergency has been declared. REFERENCE- FAAO JO 7110.65, Para 2-1-6, Safety Alert. FAAO JO 7110.65, Chapter 10, Emergencies. FAAO JO 7110.65, Para 5-1-8, Merging Target Procedures. 2-1-2. DUTY PRIORITY a. Give first priority to separating aircraft and issuing safety alerts as required in this order. Good judgment shall be used in prioritizing all other provisions of this order based on the requirements of the situation at hand. REFERENCE- FAAO JO 7110.65, Para 2-1-6, Safety Alert. NOTE- Because there are many variables involved, it is virtually impossible to develop a standard list of duty priorities that would apply uniformly to every conceivable situation. Each set of circumstances must be evaluated on its own merit, and when more than one action is required, controllers shall exercise their best judgment based on the facts and circumstances known to them. That action which is most critical from a safety standpoint is performed first. b. Provide support to national security and homeland defense activities to include, but not be limited to, reporting of suspicious and/or unusual aircraft/pilot activities. REFERENCE- FAAO JO 7610.4, Special Operations. c. Provide additional services to the extent possible, contingent only upon higher priority duties and other factors including limitations of radar, volume of traffic, frequency congestion, and workload. 2-1-3. PROCEDURAL PREFERENCE a. Use automation procedures in preference to nonautomation procedures when workload, communications, and equipment capabilities permit. b. Use radar separation in preference to nonradar separation when it will be to an operational advantage and workload, communications, and equipment permit. JO 7110.65S 2/14/08 2-1-2 General c. Use nonradar separation in preference to radar separation when the situation dictates that an operational advantage will be gained. NOTE- One situation may be where vertical separation would preclude excessive vectoring. 2-1-4. OPERATIONAL PRIORITY Provide air traffic control service to aircraft on a “first come, first served" basis as circumstances permit, except the following: NOTE- It is solely the pilot's prerogative to cancel an IFR flight plan. However, a pilot's retention of an IFR flight plan does not afford priority over VFR aircraft. For example, this does not preclude the requirement for the pilot of an arriving IFR aircraft to adjust his/her flight path, as necessary, to enter a traffic pattern in sequence with arriving VFR aircraft. a. An aircraft in distress has the right of way over all other air traffic. REFERENCE14 CFR Section 91.113(c). b. Provide priority to civilian air ambulance flights “LIFEGUARD." Air carrier/taxi usage of the “LIFEGUARD" call sign, indicates that operational priority is requested. When verbally requested, provide priority to military air evacuation flights (AIR EVAC, MED EVAC) and scheduled air carrier/air taxi flights. Assist the pilots of air ambulance/evacuation aircraft to avoid areas of significant weather and turbulent conditions. When requested by a pilot, provide notifications to expedite ground handling of patients, vital organs, or urgently needed medical materials. NOTE- It is recognized that heavy traffic flow may affect the controller's ability to provide priority handling. However, without compromising safety, good judgment shall be used in each situation to facilitate the most expeditious movement of a lifeguard aircraft. c. Provide maximum assistance to SAR aircraft performing a SAR mission. REFERENCE- FAAO JO 7110.65, Para 10-1-3, Providing Assistance. d. Expedite the movement of presidential aircraft and entourage and any rescue support aircraft as well as related control messages when traffic conditions and communications facilities permit. NOTE- As used herein the terms presidential aircraft and entourage include aircraft and entourage of the President, Vice President, or other public figures when designated by the White House. REFERENCE- FAAO JO 7110.65, Para 2-4-20, Aircraft Identification. FAAO JO 7110.65, Para 4-3-2, Departure Clearances. FAAO JO 7210.3, Para 5-1-1, Advance Coordination. e. Provide special handling, as required to expedite Flight Check aircraft.