ATC

帅哥

e. Where a Terminal Arrival Area (TAA) has been established to support RNAV approaches, inform the aircraft of its position relative to the appropriate IAF and issue the approach clearance. (See FIG 5-9-6.) EXAMPLE1. Aircraft 1: The aircraft is in the straight in area of the TAA. “Seven miles from CENTR, Cleared R-NAV Runway One Eight Approach.” 2. Aircraft 2: The aircraft is in the left base area of the TAA. “One five miles from LEFTT, Cleared GPS Runway One Eight Approach.” 3. Aircraft 3: The aircraft is in the right base area of the TAA. “Four miles from WRITE, Cleared FMS Runway One Eight Approach.” 5-9-5. APPROACH SEPARATION RESPONSIBILITY a. The radar controller performing the approach control function is responsible for separation of radar arrivals unless visual separation is provided by the tower, or a letter of agreement/facility directive authorizes otherwise. Radar final controllers ensure that established separation is maintained between aircraft under their control and other aircraft established on the same final approach course. NOTE- The radar controller may be a controller in an ARTCC, a terminal facility, or a tower controller when authorized to perform the approach control function in a terminal area. REFERENCE- FAAO JO 7110.65, Para 2-1-19, Wake Turbulence. FAAO JO 7110.65, Section 5, Radar Separation, Para_5-5-1, Application. FAAO JO 7110.65, Para 7-2-1, Visual Separation. FAAO JO 7110.65, Para 5-5-4, Minima. FAAO JO 7210.3, Para_2-1-15, Authorization for Separation Services by Towers.

帅哥

b. When timed approaches are being conducted, the radar controller shall maintain the radar separation specified in para 6-7-5, Interval Minima, until the aircraft is observed to have passed the final approach fix inbound (nonprecision approaches) or the OM or the fix used in lieu of the outer marker (precision approaches) and is within 5 miles of the runway on the final approach course or until visual separation can be provided by the tower. REFERENCE- FAAO JO 7110.65, Para 5-4-6, Receiving Controller Handoff. FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception. FAAO JO 7110.65, Para 5-9-6, Parallel Dependent ILS/MLS Approaches. FAAO JO 7110.65, Para 6-7-2, Approach Sequence. JO 7110.65S 2/14/08 5-9-6 Radar Arrivals FIG 5-9-6 Basic “T” Design IAF IAF IF(IAF) FAF MAP Runway 18 Missed Approach Holding Fix Plan view WRITE LEFTT CENTR #1 #3 #2 JO 7110.65S 2/14/08 5-9-7 Radar Arrivals 5-9-6. PARALLEL DEPENDENT ILS/MLS APPROACHES TERMINAL a. Apply the following minimum separation when conducting parallel dependent ILS, MLS, or ILS and MLS approaches: 1. Provide a minimum of 1,000 feet vertical or a minimum of 3 miles radar separation between aircraft during turn on. 2. Provide a minimum of 1.5 miles radar separation diagonally between successive aircraft on adjacent localizer/azimuth courses when runway centerlines are at least 2,500 feet but no more than 4,300 feet apart. FIG 5-9-7 Parallel Dependent ILS/MLS Approaches EXAMPLE- In FIG 5-9-7, Aircraft 2 is 1.5 miles from Aircraft 1, and Aircraft 3 is 1.5 miles or more from Aircraft 2. The resultant separation between Aircrafts 1 and 3 is at least 2.5 miles. 3. Provide a minimum of 2 miles radar separation diagonally between successive aircraft on adjacent localizer/azimuth courses where runway centerlines are more than 4,300 feet but no more than 9,000 feet apart. FIG 5-9-8 Parallel Dependent ILS/MLS Approaches EXAMPLE- In FIG 5-9-8, Aircraft 2 is 2 miles from heavy Aircraft 1. Aircraft 3 is a small aircraft and is 6 miles from Aircraft_1. *The resultant separation between Aircrafts 2 and 3 is 4.2_miles. 4. Provide the minimum applicable radar separation between aircraft on the same final approach course. REFERENCE- FAAO JO 7110.65, Section 5, Radar Separation, Para 5-5-4, Minima. b. The following conditions are required when applying the minimum radar separation on adjacent localizer/azimuth courses allowed in subpara a: 1. Apply this separation standard only after aircraft are established on the parallel final approach course. 2. Straight-in landings will be made. 3. Missed approach procedures do not conflict. 4. Aircraft are informed that approaches to both runways are in use. This information may be provided through the ATIS. 5. Approach control shall have the interphone capability of communicating directly with the local controller at locations where separation responsibility has not been delegated to the tower. NOTE- The interphone capability is an integral part of this procedure when approach control has the sole separation responsibility. JO 7110.65S 2/14/08 5-9-8 Radar Arrivals REFERENCE- FAAO JO 7110.65, Para 5-9-5, Approach Separation Responsibility. FAAO JO 7210.3, Para_2-1-15, Authorization for Separation Services by Towers. c. Consideration should be given to known factors that may in any way affect the safety of the instrument approach phase of flight, such as surface wind direction and velocity, wind shear alerts/reports, severe weather activity, etc. Closely monitor weather activity that could impact the final approach course. Weather conditions in the vicinity of the final approach course may dictate a change of approach in use. REFERENCE- FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception. 5-9-7. SIMULTANEOUS INDEPENDENT ILS/MLS APPROACHES- DUAL & TRIPLE TERMINAL a. Apply the following minimum separation when conducting simultaneous independent ILS, MLS, or ILS and MLS approaches: 1. Provide a minimum of 1,000 feet vertical or a minimum of 3 miles radar separation between aircraft during turn-on to parallel final approach. NOTE1. During triple parallel approaches, no two aircraft will be assigned the same altitude during turn-on. All three_aircraft will be assigned altitudes which differ by a minimum of 1,000 feet. Example: 3,000, 4,000, 5,000; 7,000, 8,000, 9,000. 2. Communications transfer to the tower controller's frequency shall be completed prior to losing vertical separation between aircraft. 2. Dual parallel runway centerlines are at least 4,300 feet apart. 3. Triple parallel runway centerlines are at least 5,000 feet apart and the airport field elevation is less than 1,000 feet MSL. 4. A high-resolution color monitor with alert algorithms, such as the final monitor aid or that required in the precision runway monitor program shall be used to monitor approaches where: (a) Triple parallel runway centerlines are at least 4,300 but less than 5,000 feet apart and the airport field elevation is less than 1,000 feet MSL. (b) Triple parallel approaches to airports where the airport field elevation is 1,000 feet MSL or more require the high resolution color monitor with alert algorithms and an approved FAA aeronautical study. 5. Provide the minimum applicable radar separation between aircraft on the same final approach course. REFERENCE- FAAO JO 7110.65, Para 5-5-4, Minima. b. The following conditions are required when applying the minimum separation on adjacent dual or triple ILS/MLS courses allowed in subpara a: 1. Straight-in landings will be made. 2. ILS, MLS, radar, and appropriate frequencies are operating normally. 3. Inform aircraft that simultaneous ILS/MLS approaches are in use prior to aircraft departing an outer fix. This information may be provided through the ATIS. 4. Clear the aircraft to descend to the appropriate glideslope/glidepath intercept altitude soon enough to provide a period of level flight to dissipate excess speed. Provide at least 1 mile of straight flight prior to the final approach course intercept. NOTE- Not applicable to curved and segmented MLS approaches. 5. An NTZ at least 2,000 feet wide is established an equal distance between extended runway final approach courses and shall be depicted on the monitor display. The primary responsibility for navigation on the final approach course rests with the pilot. Control instructions and information are issued only to ensure separation between aircraft and to prevent aircraft from penetrating the NTZ. 6. Monitor all approaches regardless of weather. Monitor local control frequency to receive any aircraft transmission. Issue control instructions as necessary to ensure aircraft do not enter the NTZ. NOTE1. Separate monitor controllers, each with transmit/ receive and override capability on the local control frequency, shall ensure aircraft do not penetrate the depicted NTZ. Facility directives shall define responsibility for providing the minimum applicable longitudinal separation between aircraft on the same final approach course. JO 7110.65S 2/14/08 5-9-9 Radar Arrivals 2. The aircraft is considered the center of the primary radar return for that aircraft, or, if an FMA or other color final monitor aid is used, the center of the digitized target of that aircraft, for the purposes of ensuring an aircraft does not penetrate the NTZ. The provisions of para 5-5-2, Target Separation, apply also. c. The following procedures shall be used by the final monitor controllers: 1. Instruct the aircraft to return to the correct final approach course when aircraft are observed to overshoot the turn-on or to continue on a track which will penetrate the NTZ. PHRASEOLOGY- YOU HAVE CROSSED THE FINAL APPROACH COURSE. TURN (left/right) IMMEDIATELY AND RETURN TO LOCALIZER/AZIMUTH COURSE, or TURN (left/right) AND RETURN TO THE LOCALIZER/AZIMUTH COURSE. 2. Instruct aircraft on the adjacent final approach course to alter course to avoid the deviating aircraft when an aircraft is observed penetrating or in the controller's judgment will penetrate the NTZ. PHRASEOLOGY- TRAFFIC ALERT, (call sign), TURN (right/left) IMMEDIATELY HEADING (degrees), CLIMB AND MAINTAIN (altitude). 3. Terminate radar monitoring when one of the following occurs: (a) Visual separation is applied. (b) The aircraft reports the approach lights or runway in sight. (c) The aircraft is 1 mile or less from the runway threshold, if procedurally required and contained in facility directives. 4. Do not inform the aircraft when radar monitoring is terminated. 5. Do not apply the provisions of para 5-13-1, Monitor on PAR Equipment, for simultaneous ILS, MLS, or ILS and MLS approaches. d. Consideration should be given to known factors that may in any way affect the safety of the instrument approach phase of flight when simultaneous ILS, MLS, or ILS and MLS approaches are being conducted to parallel runways. Factors include but are not limited to wind direction/velocity, wind-shear alerts/reports, severe weather activity, etc. Closely monitor weather activity that could impact the final approach course. Weather conditions in the vicinity of the final approach course may dictate a change of approach in use. REFERENCE- FAAO JO 7110.65, Para 5-1-13, Radar Service Termination. FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception. 5-9-8. SIMULTANEOUS INDEPENDENT DUAL ILS/MLS APPROACHES- HIGH UPDATE RADAR TERMINAL a. Authorize simultaneous independent ILS, MLS, or ILS and MLS approaches to parallel dual runways with centerlines separated by at least 3,000_feet with one localizer offset by 2.5 degrees using a precision runway monitor system with a 1.0_second radar update system and when centerlines are separated by 3,400 to 4,300 feet when precision runway monitors are utilized with a radar update rate of 2.4 seconds or less; and 1. Provide a minimum of 1,000 feet vertical or a minimum of 3 miles radar separation between aircraft during turn-on to parallel final approach. NOTE- Communications transfer to the tower controller 's frequency shall be completed prior to losing vertical separation between aircraft. 2. Provide the minimum applicable radar separation between aircraft on the same final approach course. REFERENCE- FAAO JO 7110.65, Para 5-5-4, Minima. b. The following conditions are required when applying the minimum separation on dual ILS/MLS courses allowed in subpara a: 1. Straight-in landings will be made. 2. ILS, MLS, radar, and appropriate frequencies are operating normally. 3. Inform aircraft that closely spaced simultaneous ILS/MLS approaches are in use prior to aircraft departing an outer fix. This information may be provided through the ATIS. 4. Clear the aircraft to descend to the appropriate glideslope/glidepath intercept altitude soon enough to provide a period of level flight to JO 7110.65S 2/14/08 5-9-10 Radar Arrivals dissipate excess speed. Provide at least 1 mile of straight flight prior to the final approach course intercept. NOTE- Not applicable to curved and segmented MLS approaches. 5. An NTZ at least 2,000 feet wide is established an equal distance between extended runway final approach courses and shall be depicted on the monitor display. The primary responsibility for navigation on the final approach course rests with the pilot. Control instructions and information are issued only to ensure separation between aircraft and to prevent aircraft from penetrating the NTZ. 6. Monitor all approaches regardless of weather. Monitor local control frequency to receive any aircraft transmission. Issue control instructions as necessary to ensure aircraft do not enter the NTZ. 7. Separate monitor controllers, each with transmit/receive and override capability on the local control frequency, shall ensure aircraft do not penetrate the depicted NTZ. Facility directives shall define the responsibility for providing the minimum applicable longitudinal separation between aircraft on the same final approach course._ NOTE- The aircraft is considered the center of the digitized target for that aircraft for the purposes of ensuring an aircraft does not penetrate the NTZ. c. The following procedures shall be used by the final monitor controllers: 1. A controller shall provide position information to an aircraft that is (left/right) of the depicted localizer centerline, and in their opinion is continuing on a track that may penetrate the NTZ. PHRASEOLOGY(Aircraft call sign) I SHOW YOU (left/right) OF THE FINAL APPROACH COURSE. 2. Instruct the aircraft to return immediately to the correct final approach course when aircraft are observed to overshoot the turn-on or continue on a track which will penetrate the NTZ. PHRASEOLOGY- YOU HAVE CROSSED THE FINAL APPROACH COURSE. TURN (left/right) IMMEDIATELY AND RETURN TO LOCALIZER/AZIMUTH COURSE. or TURN (left/right) AND RETURN TO THE LOCALIZER/AZIMUTH COURSE. 3. Instruct aircraft on the adjacent final approach course to alter course to avoid the deviating aircraft when an aircraft is observed penetrating or in the controller's judgment will penetrate the NTZ. NOTE- An instruction that may include a descent to avoid the deviating aircraft should only be used when there is no other reasonable option available to the controller. In such a case, the descent shall not put the aircraft below the MVA. PHRASEOLOGY- TRAFFIC ALERT, (call sign), TURN (left/right) IMMEDIATELY HEADING (DEGREES), CLIMB AND MAINTAIN (altitude). 4. Terminate radar monitoring when one of the following occurs: (a) Visual separation is applied. (b) The aircraft reports the approach lights or runway in sight. (c) The aircraft has landed or, in the event of a missed approach, is one-half mile beyond the departure end of the runway. 5. Do not inform the aircraft when radar monitoring is terminated. 6. Do not apply the provisions of para 5-13-1, Monitor on PAR Equipment, for simultaneous ILS, MLS, or ILS and MLS approaches. d. Consideration should be given to known factors that may in any way affect the safety of the instrument approach phase of flight when simultaneous ILS, MLS, or ILS and MLS approaches are being conducted to parallel runways. Factors include but are not limited to wind direction/velocity, wind-shear alerts/reports, severe weather activity, etc. Closely monitor weather activity that could impact the final approach course. Weather conditions in the vicinity of the final approach course may dictate a change of the approach in use. REFERENCE- FAAO JO 7110.65, Para 5-1-13, Radar Service Termination. FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception. JO 7110.65S 2/14/08 5-9-11 Radar Arrivals 5-9-9. SIMULTANEOUS OFFSET INSTRUMENT APPROACHES (SOIA)- HIGH UPDATE RADAR TERMINAL a. Simultaneous offset independent approaches (SOIA) may be conducted at FAA designated airports that have an authorization issued by the Director, Terminal Safety and Operations Support in coordination with AFS with parallel runways that have centerlines separated by less than 3,000 feet with one_localizer offset by 2.5 to 3.0_degrees using a high update rate surveillance system with a 1.0-second radar update; and 1. Provide a minimum of 1,000 feet vertical or a minimum of 3 miles radar separation between aircraft during turn-on to final approaches. NOTE- Communications transfer to the tower controller 's frequency shall be completed prior to losing vertical separation between aircraft. 2. Provide the minimum applicable radar separation between aircraft on the same final approach course. 3. Provide the minimum applicable radar separation between the LDA aircraft of a leading SOIA pair and the ILS aircraft in the subsequent SOIA pair when the parallel runways have centerlines separated by less than 2500 feet. REFERENCE- FAAO JO 7110.65, Para 5-5-4, Minima. b. The following conditions are required when applying the minimum separation on ILS/MLS and offset LDA with glideslope courses authorized in subpara a above: 1. Straight-in landings will be made. 2. ILS, MLS, LDA, glideslope, DME, radar, and appropriate frequencies are operating normally. 3. Inform aircraft that closely spaced simultaneous ILS/MLS approaches are in use prior to aircraft departing an outer fix. This information may be provided through the ATIS. 4. Clear the aircraft to descend to the appropriate glideslope/glidepath intercept altitude soon enough to provide a period of level flight to dissipate excess speed. Provide at least 1 mile of straight flight prior to the final approach course intercept. NOTE- Not applicable to curved and segmented MLS approaches. 5. A No Transgression Zone (NTZ) at least 2,000_feet wide is established an equal distance between extended runway final approach courses and shall be depicted on the monitor display. The NTZ begins prior to the point where adjacent inbound aircraft first lose vertical separation and extends to a point coincident with the location of the LDA MAP. The primary responsibility for navigation on the final approach course rests with the pilot. Control instructions and information are issued only to ensure separation between aircraft and to prevent aircraft from penetrating the NTZ. 6. Monitor all approaches regardless of weather. Monitor local control frequency to receive any aircraft transmission. Issue control instructions as necessary to ensure aircraft do not enter the NTZ. 7. Separate monitor controllers, each with transmit/receive and override capability on the local control frequency, shall ensure aircraft do not penetrate the depicted NTZ. Facility directives shall define the responsibility for providing the minimum applicable longitudinal separation between aircraft on the same final approach course and the minimum applicable longitudinal separation between the LDA aircraft of a leading SOIA pair and the ILS aircraft in the subsequent SOIA pair when the parallel runways have centerlines separated by less than 2500_feet. NOTE- The aircraft is considered the center of the digitized target for that aircraft for the purposes of ensuring an aircraft does not penetrate the NTZ. c. The following procedures shall be used by the final monitor controllers: 1. A controller shall provide position information to an aircraft that is (left/right) of the depicted localizer centerline, and in their opinion is continuing on a track that may penetrate the NTZ. PHRASEOLOGY(Aircraft call sign) I SHOW YOU (left/right) OF THE FINAL APPROACH COURSE. 2. Instruct the aircraft to return immediately to the correct final approach course when aircraft are observed to overshoot the turn-on or continue on a track which will penetrate the NTZ. JO 7110.65S 2/14/08 5-9-12 Radar Arrivals PHRASEOLOGY- YOU HAVE CROSSED THE FINAL APPROACH COURSE. TURN (left/right) IMMEDIATELY AND RETURN TO LOCALIZER/AZIMUTH COURSE. or TURN (left/right) AND RETURN TO THE LOCALIZER/AZIMUTH COURSE. 3. Instruct aircraft on the adjacent final approach course to alter course to avoid the deviating aircraft when an aircraft is observed penetrating or in the controller's judgment will penetrate the NTZ. NOTE- An instruction that may include a descent to avoid the deviating aircraft should only be used when there is no other reasonable option available to the controller. In such a case, the descent shall not put the aircraft below the MVA. PHRASEOLOGY- TRAFFIC ALERT, (call sign), TURN (left/right) IMMEDIATELY HEADING (DEGREES), CLIMB AND MAINTAIN (altitude). 4. Terminate radar monitoring when one of the following occurs: (a) The ILS aircraft passes the end of the NTZ nearest the runway threshold. (b) The LDA aircraft passes the end of the NTZ nearest the runway threshold and has reported the ILS aircraft in sight. (c) The aircraft begins the visual segment of the approach. 5. Do not inform the aircraft when radar monitoring is terminated. 6. Do not apply the provisions of para 5-13-1, Monitor on PAR Equipment, for simultaneous ILS, MLS, ILS and MLS, or SOIA approaches. d. Advise the pilot of the LDA aircraft of traffic on the adjacent ILS approach course, if that traffic will be a factor in the visual segment of the approach. The provisions of para 7-2-1, Visual Separation, subpara_a2 concerning visual separation between aircraft being provided by the tower shall not be applied to aircraft conducting SOIAs. NOTE- Once advised, the pilot is authorized to continue past the LDA MAP if all of the following conditions are met: The_pilot has the ILS traffic in sight and expects the traffic to remain in sight; the pilot advises ATC that the traffic is in sight; and the pilot has the runway environment in sight. Otherwise, it is the pilot's responsibility to execute a missed approach at the LDA MAP. e. Ensure that the LDA aircraft is positioned to facilitate the flight crew's ability to see the ILS traffic from the nominal clear-of-clouds point to the LDA MAP so that the flight crew can remain separated from that traffic visually from the LDA MAP to the runway threshold. NOTE- After accepting a clearance for and LDA PRM approach, pilots must remain on the LDA course until passing the LDA MAP prior to alignment with the runway centerline. Between the LDA MAP and the runway threshold, the pilot of the LDA aircraft assumes visual separation responsibility from the aircraft on the ILS approach, which means maneuvering the aircraft as necessary to avoid the ILS traffic until landing, and providing wake turbulence avoidance, if necessary. f. In the visual segment between the LDA MAP and the runway threshold, if the pilot of the LDA aircraft loses visual contact with the ILS traffic, the pilot must advise ATC as soon as practical and follow the published missed approach procedure. If necessary, issue alternate missed approach instructions. g. Wake turbulence requirements between aircraft on adjacent final approach courses inside the LDA MAP are as follows (standard in-trail wake separation shall be applied between aircraft on the same approach course): 1. When runways are at least 2,500 feet apart, there are no wake turbulence requirements between aircraft on adjacent final approach courses. 2. For runways less than 2,500 feet apart, whenever the ceiling is greater than or equal to 500_feet above the MVA, wake vortex spacing between aircraft on adjacent final approach courses need not be applied. 3. For runways less than 2,500 feet apart, whenever the ceiling is less than 500 feet above the MVA, wake vortex spacing between aircraft on adjacent final approach courses, as described in para_5-5-4, Minima, shall be applied unless acceptable mitigating techniques and operational procedures have been documented and verified by an AFS safety assessment and authorized by Director, Terminal Safety and Operations Support. The wake turbulence mitigation techniques employed will be based on each airport's specific runway geometry and JO 7110.65S 2/14/08 5-9-13 Radar Arrivals meteorological conditions and implemented through local facility directives. 4. Issue all applicable wake turbulence advisories. REFERENCE- FAAO JO 8260.49, Para 13.0, Wake Turbulence Requirements. FAAO JO 7210.3, Para 10-4-6, Simultaneous ILS/MLS Approaches. FAAO JO 7110.65, Para 2-1-20, Wake Turbulence Cautionary Advisories. FAAO JO 7110.65, Para 5-5-4, Minima. h. Consideration should be given to known factors that may in any way affect the safety of the instrument approach phase of flight when conducting SOIA to parallel runways. Factors include but are not limited to wind direction/velocity, wind-shear alerts/reports, severe weather activity, etc. Closely monitor weather activity that could impact the final approach course. Weather conditions in the vicinity of the final approach course may dictate a change of the approach in use. REFERENCE- FAAO JO 7110.65, Para 5-1-13, Radar Service Termination. FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception. JO 7110.65S 2/14/08 5-9-14 JO 7110.65S 2/14/08 5-10-1 Radar Approaches- Terminal Section 10. Radar Approaches- Terminal 5-10-1. APPLICATION a. Provide radar approaches in accordance with standard or special instrument approach procedures. b. A radar approach may be given to any aircraft upon request and may be offered to aircraft in distress regardless of weather conditions or to expedite traffic. NOTE- Acceptance of a radar approach by a pilot does not waive the prescribed weather minima for the airport or for the particular aircraft operator concerned. The pilot is responsible for determining if the approach and landing are authorized under the existing weather minima. REFERENCE- FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception. FAAO JO 7110.65, Para 5-12-10, Elevation Failure. 5-10-2. APPROACH INFORMATION a. Issue the following information to an aircraft that will conduct a radar approach. Current approach information contained in the ATIS broadcast may be omitted if the pilot states the appropriate ATIS broadcast code. All items listed below, except for subpara 3 may be omitted after the first approach if repeated approaches are made and no change has occurred. Transmissions with aircraft in this phase of the approach should occur approximately every minute. REFERENCE- FAAO JO 7110.65, Para 4-7-10, Approach Information. 1. Altimeter setting. 2. If available, ceiling and visibility if the ceiling at the airport of intended landing is reported below 1,000 feet or below the highest circling minimum, whichever is greater, or if the visibility is less than 3 miles. Advise pilots when weather information is available via the Automated Weather Observing System (AWOS)/Automated Surface Observing System (ASOS) and, if requested, issue the appropriate frequency. NOTE- Automated weather observing systems may be set to provide one minute updates. This one minute data may be useful to the pilot for possible weather trends. Controllers provide service based solely on official weather, i.e., hourly and special observations. 3. Issue any known changes classified as special weather observations as soon as possible. Special weather observations need not be issued after they are included in the ATIS broadcast and the pilot states the appropriate ATIS broadcast code. 4. Pertinent information on known airport conditions if they are considered necessary to the safe operation of the aircraft concerned. 5. Lost communication procedures as specified in para 5-10-4, Lost Communications. b. Before starting final approach: NOTE1. ASR approach procedures may be prescribed for specific runways, for an airport/heliport, and for helicopters only to a “point-in-space,“ i.e., a MAP from which a helicopter must be able to proceed to the landing area by visual reference to a prescribed surface route. 2. Occasionally, helicopter PAR approaches are available to runways where conventional PAR approaches have been established. In those instances where the two PAR approaches serve the same runway, the helicopter approach will have a steeper glide slope and a lower decision height. By the controllers designating the approach to be flown, the helicopter pilot understands which of the two approaches he/she has been vectored for and which set of minima apply. 1. Inform the aircraft of the type of approach, runway, airport, heliport, or other point, as appropriate, to which the approach will be made. Specify the airport name when the approach is to a secondary airport. PHRASEOLOGY- THIS WILL BE A P-A-R/SURVEILLANCE APPROACH TO: RUNWAY (runway number), or (airport name) AIRPORT, RUNWAY (runway number), or (airport name) AIRPORT/HELIPORT. THIS WILL BE A COPTER P-A-R APPROACH TO: RUNWAY (runway number), JO 7110.65S 2/14/08 5-10-2 Radar Approaches- Terminal or (airport name) AIRPORT, RUNWAY (runway number), or (airport name) AIRPORT/HELIPORT. 2. For surveillance approaches, specify the location of the MAP in relation to the runway/airport/ heliport. PHRASEOLOGY- MISSED APPROACH POINT IS (distance) MILE(S) FROM RUNWAY/AIRPORT/HELIPORT, or for a point-in-space approach, A MISSED APPROACH POINT (distance) MILE(S) (direction from landing area) OF (airport name) AIRPORT/HELIPORT. EXAMPLE- Helicopter point-in-space approach: “Army copter Zulu Two, this will be a surveillance approach to a missed approach point, three point five miles south of Creedon Heliport.” REFERENCE- FAAO JO 7110.65, Para 5-12-10, Elevation Failure. c. Inform an aircraft making an approach to an airport not served by a tower that no traffic or landing runway information is available for that airport. PHRASEOLOGY- NO TRAFFIC OR LANDING RUNWAY INFORMATION AVAILABLE FOR THE AIRPORT. REFERENCE- FAAO JO 7110.65, Para_2-7-2, Altimeter Setting Issuance Below Lowest Usable FL. FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception. 5-10-3. NO-GYRO APPROACH When an aircraft will make a no-gyro surveillance or a PAR approach: a. Before issuing a vector, inform the aircraft of the type of approach. PHRASEOLOGY- THIS WILL BE A NO-GYRO SURVEILLANCE/P-A-R APPROACH. b. Instruct the aircraft when to start and stop turn. PHRASEOLOGY- TURN LEFT/RIGHT. STOP TURN. c. After turn on to final approach has been made and prior to the aircraft reaching the approach gate, instruct the aircraft to make half-standard rate turns. PHRASEOLOGY- MAKE HALF-STANDARD RATE TURNS. REFERENCE- FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception. FAAO JO 7110.65, Para 5-12-10, Elevation Failure. 5-10-4. LOST COMMUNICATIONS When weather reports indicate that an aircraft will likely encounter IFR weather conditions during the approach, take the following action as soon as possible after establishing radar identification and radio communications (may be omitted after the first approach when successive approaches are made and the instructions remain the same): NOTE- Air traffic control facilities at U.S. Army and U.S. Air Force installations are not required to transmit lost communications instructions to military aircraft. All military facilities will issue specific lost communications instructions to civil aircraft when required. a. If lost communications instructions will require the aircraft to fly on an unpublished route, issue an appropriate altitude to the pilot. If the lost communications instructions are the same for both pattern and final, the pattern/vector controller shall issue both. Advise the pilot that if radio communications are lost for a specified time interval (not more than 1 minute) on vector to final approach, 15 seconds on a surveillance final approach, or 5 seconds on a PAR final approach to: 1. Attempt contact on a secondary or a tower frequency. 2. Proceed in accordance with visual flight rules if possible. 3. Proceed with an approved nonradar approach, or execute the specific lost communications procedure for the radar approach being used. NOTE- The approved procedures are those published on the FAA Forms 8260 or applicable military document. JO 7110.65S 2/14/08 5-10-3 Radar Approaches- Terminal PHRASEOLOGY- IF NO TRANSMISSIONS ARE RECEIVED FOR (time interval) IN THE PATTERN OR FIVE/FIFTEEN SECONDS ON FINAL APPROACH, ATTEMPT CONTACT ON (frequency), AND if the possibility exists, PROCEED VFR. IF UNABLE: if approved, PROCEED WITH (nonradar approach), MAINTAIN (altitude) UNTIL ESTABLISHED ON/OVER FIX/ NAVAID/APPROACH PROCEDURE, or (alternative instructions). PHRASEOLOGY- USN. For ACLS operations using Mode I, IA, and II, IF NO TRANSMISSIONS ARE RECEIVED FOR FIVE_SECONDS AFTER LOSS OF DATA LINK, ATTEMPT CONTACT ON (frequency), AND if the possibility exists, PROCEED VFR. IF UNABLE: if approved, PROCEED WITH (nonradar approach), MAINTAIN (altitude) UNTIL ESTABLISHED ON/OVER FIX/ NAVAID/APPROACH PROCEDURE, or (alternative instructions). b. If the final approach lost communications instructions are changed, differ from those for the pattern, or are not issued by the pattern controller, they shall be issued by the final controller. c. If the pilot states that he/she cannot accept a lost communications procedure due to weather conditions or other reasons, request the pilot's intention. NOTE- The pilot is responsible for determining the adequacy of lost communications procedures with respect to aircraft performance, equipment capability, or reported weather. REFERENCE- FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception. FAAO JO 7110.65, Para 5-10-2, Approach Information. FAAO JO 7110.65, Para 5-12-10, Elevation Failure.

帅哥

5-10-5. RADAR CONTACT LOST If radar contact is lost during an approach and the aircraft has not started final approach, clear the aircraft to an appropriate NAVAID/fix for an instrument approach. REFERENCE- FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception. FAAO JO 7110.65, Para 5-10-14, Final Approach Abnormalities. FAAO JO 7110.65, Para 5-12-10, Elevation Failure. 5-10-6. LANDING CHECK USA/USN. Advise the pilot to perform landing check while the aircraft is on downwind leg and in time to complete it before turning base leg. If an incomplete pattern is used, issue this before handoff to the final controller for a PAR approach, or before starting descent on final approach for surveillance approach. PHRASEOLOGY- PERFORM LANDING CHECK. REFERENCE- FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception. FAAO JO 7110.65, Para 5-12-10, Elevation Failure. 5-10-7. POSITION INFORMATION Inform the aircraft of its position at least once before starting final approach. PHRASEOLOGY(Number) MILES (direction) OF (airport name) AIRPORT, or (number) MILES (direction) OF (airport name) AIRPORT ON DOWNWIND/BASE LEG. REFERENCE- FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception. FAAO JO 7110.65, Para 5-12-10, Elevation Failure. 5-10-8. FINAL CONTROLLER CHANGEOVER When instructing the aircraft to change frequency for final approach guidance, include the name of the facility. PHRASEOLOGY- CONTACT (name of facility) FINAL CONTROLLER ON (frequency). JO 7110.65S 2/14/08 5-10-4 Radar Approaches- Terminal REFERENCE- FAAO JO 7110.65, Para 2-1-17, Radio Communications Transfer. FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception. FAAO JO 7110.65, Para 5-9-4, Arrival Instructions. FAAO JO 7110.65, Para 5-12-10, Elevation Failure. 5-10-9. COMMUNICATIONS CHECK On initial contact with the final controller, ask the aircraft for a communication check. PHRASEOLOGY(Aircraft call sign), (name of facility) FINAL CONTROLLER. HOW DO YOU HEAR ME? REFERENCE- FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception. FAAO JO 7110.65, Para 5-12-10, Elevation Failure. 5-10-10. TRANSMISSION ACKNOWLEDGMENT After contact has been established with the final controller and while on the final approach course, instruct the aircraft not to acknowledge further transmissions. PHRASEOLOGY- DO NOT ACKNOWLEDGE FURTHER TRANS­ MISSIONS. REFERENCE- FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception. FAAO JO 7110.65, Para 5-12-10, Elevation Failure. 5-10-11. MISSED APPROACH Before an aircraft starts final descent for a full stop landing and weather reports indicate that any portion of the final approach will be conducted in IFR conditions, issue a specific missed approach procedure approved for the radar approach being conducted. PHRASEOLOGY- YOUR MISSED APPROACH PROCEDURE IS (missed approach procedure). NOTE1. The specific missed approach procedure is published on FAA Form 8260-4 or applicable military document. 2. USAF. At locations where missed approach instructions are published in base flying regulations, controllers need not issue missed approach instructions to locally assigned/attached aircraft. REFERENCE- FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception. FAAO JO 7110.65, Para 5-12-10, Elevation Failure. 5-10-12. LOW APPROACH AND TOUCH- AND-GO Before an aircraft which plans to execute a low approach or touch-and-go begins final descent, issue appropriate departure instructions to be followed upon completion of the approach. Climb-out instructions must include a specific heading and altitude except when the aircraft will maintain VFR and contact the tower. PHRASEOLOGY- AFTER COMPLETING LOW APPROACH/TOUCH AND GO: CLIMB AND MAINTAIN (altitude). TURN (right or left) HEADING (degrees)/FLY RUNWAY HEADING, or MAINTAIN VFR, CONTACT TOWER, or (other instructions as appropriate). NOTE- This may be omitted after the first approach if instructions remain the same. REFERENCE- FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception. FAAO JO 7110.65, Para 5-12-10, Elevation Failure. 5-10-13. TOWER CLEARANCE a. When an aircraft is on final approach to an airport served by a tower, obtain a clearance to land, touch-and-go, or make low approach. Issue the clearance and the surface wind to the aircraft. b. If the clearance is not obtained or is canceled, inform the aircraft and issue alternative instructions. PHRASEOLOGY- TOWER CLEARANCE CANCELED/NOT RECEIVED (alternative instructions). REFERENCE- FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception. FAAO JO 7110.65, Para 5-12-10, Elevation Failure. JO 7110.65S 2/14/08 5-10-5 Radar Approaches- Terminal 5-10-14. FINAL APPROACH ABNORMALITIES Instruct the aircraft if runway environment not in sight, execute a missed approach if previously given; or climb to or maintain a specified altitude and fly a specified course whenever the completion of a safe approach is questionable because one or more of the following conditions exists. The conditions in subparas a, b, and c do not apply after the aircraft passes decision height on a PAR approach. EXAMPLE- Typical reasons for issuing missed approach instructions: “Radar contact lost.” “Too high/low for safe approach.” “Too far right/left for safe approach.” REFERENCE- FAAO JO 7110.65, Para 5-12-7, Position Advisories. a. Safety limits are exceeded or radical target deviations are observed. b. Position or identification of the aircraft is in doubt. c. Radar contact is lost or a malfunctioning radar is suspected. PHRASEOLOGY(Reason) IF RUNWAY/APPROACH LIGHTS/RUNWAY LIGHTS NOT IN SIGHT, EXECUTE MISSED APPROACH/(alternative instructions). NOTE- If the pilot requests, approval may be granted to proceed with the approach via ILS or another navigational aid/approach aid. REFERENCE- FAAO JO 7110.65, Para 5-10-5, Radar Contact Lost. d. Airport conditions or traffic preclude approach completion. PHRASEOLOGY- EXECUTE MISSED APPROACH/(alternative instructions), (reason). REFERENCE- FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception. FAAO JO 7110.65, Para 5-12-10, Elevation Failure. 5-10-15. MILITARY SINGLE FREQUENCY APPROACHES a. Utilize single frequency approach procedures as contained in a letter of agreement. b. Do not require a frequency change from aircraft on a single frequency approach after the approach has begun unless: 1. Landing or low approach has been completed. 2. The aircraft is in visual flight rules (VFR) conditions during daylight hours. 3. The pilot requests the frequency change. 4. An emergency situation exists. 5. The aircraft is cleared for a visual approach. 6. The pilot cancels instrument flight rules (IFR). c. Accomplish the following steps to complete communications transfer on single frequency approaches after completion of a handoff: 1. Transferring controller: Position transmitter selectors to preclude further transmissions on the special use frequencies. 2. Receiving controller: Position transmitter and receiver selectors to enable communications on the special use frequencies. 3. Do not require or expect the flight to check on frequency unless an actual frequency change is transmitted to the pilot. JO 7110.65S 2/14/08 5-10-6 JO 7110.65S 2/14/08 5-11-1 Surveillance Approaches- Terminal Section 11. Surveillance Approaches- Terminal 5-11-1. ALTITUDE INFORMATION Provide recommended altitudes on final approach if the pilot requests. If recommended altitudes are requested, inform the pilot that recommended altitudes which are at or above the published MDA will be given for each mile on final. REFERENCE- FAAO JO 7210.3, Para_10-5-7, Recommended Altitudes for Surveillance Approaches. FAAO JO 7110.65, Para 5-11-5, Final Approach Guidance. PHRASEOLOGY- RECOMMENDED ALTITUDES WILL BE PROVIDED FOR EACH MILE ON FINAL TO MINIMUM DESCENT ALTITUDE/CIRCLING MINIMUM DESCENT ALTITUDE. 5-11-2. VISUAL REFERENCE REPORT Aircraft may be requested to report the runway, approach/runway lights, or airport in sight. Helicopters making a “point-in-space” approach may be requested to report when able to proceed to the landing area by visual reference to a prescribed surface route. PHRASEOLOGY- REPORT (runway, approach/runway lights or airport) IN SIGHT. REPORT WHEN ABLE TO PROCEED VISUALLY TO AIRPORT/HELIPORT. 5-11-3. DESCENT NOTIFICATION a. Issue advance notice of where descent will begin and issue the straight-in MDA prior to issuing final descent for the approaches. NOTE- The point at which descent to the minimum descent altitude is authorized is the final approach fix unless an altitude limiting stepdown-fix is prescribed. b. When it is determined that the surveillance approach will terminate in a circle to land maneuver, request the aircraft approach category from the pilot. After receiving the aircraft approach category, provide him/her with the applicable circling MDA prior to issuing final descent for the approach. NOTE- Pilots are normally expected to furnish the aircraft approach category to the controller when it is determined that the surveillance approach will terminate in a circle to land maneuver. If this information is not voluntarily given, solicit the aircraft approach category from the pilot, and then issue him/her the applicable circling MDA. PHRASEOLOGY- PREPARE TO DESCEND IN (number) MILE(S). for straight-in approaches, MINIMUM DESCENT ALTITUDE (altitude). for circling approaches, REQUEST YOUR AIRCRAFT APPROACH CATEGORY. (Upon receipt of aircraft approach category), PUBLISHED CIRCLING MINIMUM DESCENT ALTITUDE (altitude). 5-11-4. DESCENT INSTRUCTIONS When an aircraft reaches the descent point, issue one of the following as appropriate: REFERENCE- FAAO JO 7110.65, Para 5-12-10, Elevation Failure. a. Unless a descent restriction exists, advise the aircraft to descend to the MDA. PHRASEOLOGY(Number) MILES FROM RUNWAY/AIRPORT/ HELIPORT. DESCEND TO YOUR MINIMUM DESCENT ALTITUDE. b. When a descent restriction exists, specify the prescribed restriction altitude. When the aircraft has passed the altitude limiting point, advise to continue descent to MDA. PHRASEOLOGY(Number) MILES FROM RUNWAY/AIRPORT/ HELIPORT. DESCEND AND MAINTAIN (restriction altitude). DESCEND TO YOUR MINIMUM DESCENT ALTITUDE. 5-11-5. FINAL APPROACH GUIDANCE a. Issue course guidance, inform the aircraft when it is on course, and frequently inform the aircraft of any deviation from course. Transmissions with aircraft on surveillance final approach should occur approximately every 15 seconds. JO 7110.65S 2/14/08 5-11-2 Surveillance Approaches- Terminal PHRASEOLOGY- HEADING (heading), ON COURSE, or SLIGHTLY/WELL LEFT/RIGHT OF COURSE. NOTE- Controllers should not key the radio transmitter continuously during radar approaches to preclude a lengthy communications block. The decision on how often transmitters are unkeyed is the controller's prerogative. b. Issue trend information, as required, to indicate target position with respect to the extended runway centerline and to describe the target movement as appropriate corrections are issued. Trend information may be modified by the terms “RAPIDLY” and “SLOWLY” as appropriate. EXAMPLE“Going left/right of course.” “Left/right of course and holding/correcting.” c. Inform the aircraft of its distance from the runway, airport/heliport, or MAP, as appropriate, each mile on final. PHRASEOLOGY(Number) MILE(S) FROM RUNWAY/AIRPORT/ HELIPORT OR MISSED APPROACH POINT. d. Recommended altitudes shall be furnished, if requested, in accordance with para 5-11-1, Altitude Information. PHRASEOLOGY- If requested, ALTITUDE SHOULD BE (altitude). 5-11-6. APPROACH GUIDANCE TERMINATION a. Discontinue surveillance approach guidance when: 1. Requested by the pilot. 2. In your opinion, continuation of a safe approach to the MAP is questionable. 3. The aircraft is over the MAP. b. Surveillance approach guidance may be discontinued when the pilot reports the runway or approach/runway lights in sight or if a “point- in-space” approach, he/she reports able to proceed to the landing area by visual reference to a prescribed surface route. c. When approach guidance is discontinued in accordance with subpara a and the aircraft has reported the runway or approach/runway lights in sight, advise the aircraft of its position and to proceed visually. PHRASEOLOGY(Distance) MILE(S) FROM RUNWAY/AIRPORT/ HELIPORT, or OVER MISSED APPROACH POINT. PROCEED VISUALLY (additional instructions/clearance as required.) d. When approach guidance is discontinued in accordance with subpara a above and the aircraft has not reported the runway or approach/runway lights in sight, advise the aircraft of its position and to execute a missed approach unless the runway or approach/ runway lights are in sight or, if a “point-in-space” approach, unless able to proceed visually. PHRASEOLOGY(Distance) MILE(S) FROM RUNWAY, or OVER MISSED APPROACH POINT. IF RUNWAY, or APPROACH/RUNWAY LIGHTS NOT IN SIGHT, EXECUTE MISSED APPROACH/(missed approach instructions). (Additional instructions/clearance, as required.) (Distance and direction) FROM AIRPORT/HELIPORT/ MISSED APPROACH POINT. IF UNABLE TO PROCEED VISUALLY, EXECUTE MISSED APPROACH. (Additional instructions/clearance, if required.) NOTE- Terminal instrument approach procedures and flight inspection criteria require establishment of a MAP for each procedure including the point to which satisfactory radar guidance can be provided. JO 7110.65S 2/14/08 5-12-1 PAR Approaches- Terminal Section 12. PAR Approaches- Terminal 5-12-1. GLIDEPATH NOTIFICATION Inform the aircraft when it is approaching glidepath (approximately 10 to 30 seconds before final descent). PHRASEOLOGY- APPROACHING GLIDEPATH. 5-12-2. DECISION HEIGHT (DH) NOTIFICATION Provide the DH to any pilot who requests it. PHRASEOLOGY- DECISION HEIGHT (number of feet). 5-12-3. DESCENT INSTRUCTION When an aircraft reaches the point where final descent is to start, instruct it to begin descent. PHRASEOLOGY- BEGIN DESCENT. 5-12-4. GLIDEPATH AND COURSE INFORMATION a. Issue course guidance and inform the aircraft when it is on glidepath and on course, and frequently inform the aircraft of any deviation from glidepath or course. Transmissions with aircraft on precision final approach should occur approximately every 5_seconds. PHRASEOLOGY- HEADING (heading). ON GLIDEPATH. ON COURSE, or SLIGHTLY/WELL ABOVE/BELOW GLIDEPATH. SLIGHTLY/WELL LEFT/RIGHT OF COURSE. NOTE- Controllers should not key the radio transmitter continuously during radar approaches to preclude a lengthy communications block. The decision on how often transmitters are unkeyed is the controller's prerogative. b. Issue trend information as required, to indicate target position with respect to the azimuth and elevation cursors and to describe target movement as appropriate corrections are issued. Trend information may be modified by the terms “RAPIDLY” or “SLOWLY,” as appropriate. EXAMPLE“Going above/below glidepath.” “Going right/left of course.” “Above/below glidepath and coming down/up.” “Above/below glidepath and holding.” “Left/right of course and holding/correcting.” REFERENCE- FAAO JO 7110.65, Para 5-12-7, Position Advisories. FAAO JO 7110.65, Para 5-13-3, Monitor Information. 5-12-5. DISTANCE FROM TOUCHDOWN Inform the aircraft of its distance from touchdown at least once each mile on final approach. PHRASEOLOGY(Number of miles) MILES FROM TOUCHDOWN. 5-12-6. DECISION HEIGHT Inform the aircraft when it reaches the published decision height. PHRASEOLOGY- AT DECISION HEIGHT. 5-12-7. POSITION ADVISORIES a. Continue to provide glidepath and course information prescribed in para 5-12-4, Glidepath and Course Information, subparas a and b, until the aircraft passes over threshold. NOTE- Glidepath and course information provided below decision height is advisory only. 14 CFR Section 91.175 outlines pilot responsibilities for descent below decision height. b. Inform the aircraft when it is passing over the approach lights. PHRASEOLOGY- OVER APPROACH LIGHTS. c. Inform the aircraft when it is passing over the landing threshold and inform it of its position with respect to the final approach course. JO 7110.65S 2/14/08 5-12-2 PAR Approaches- Terminal PHRASEOLOGY- OVER LANDING THRESHOLD, (position with respect to course). REFERENCE- FAAO JO 7110.65, Para 5-10-14, Final Approach Abnormalities. 5-12-8. APPROACH GUIDANCE TERMINATION a. Discontinue precision approach guidance when: 1. Requested by the pilot. 2. In your opinion, continuation of a safe approach to the landing threshold is questionable. 3. The aircraft passes over landing threshold. 4. The pilot reports the runway/approach lights in sight and requests to or advises that he/she will proceed visually. NOTE- A pilot's report of “runway in sight” or “visual” is not a request to proceed visually. b. When precision approach guidance is discontinued in accordance with subpara a, advise the aircraft of its position and to proceed visually. PHRASEOLOGY(Distance) MILE(S) FROM TOUCHDOWN, PROCEED VISUALLY (additional instructions/clearance as required). c. After a pilot has reported the runway/approach lights in sight and requested to or advised that he/she will proceed visually, and has been instructed to proceed visually, all PAR approach procedures shall be discontinued. d. Continue to monitor final approach and frequency. Pilots shall remain on final controller's frequency until touchdown or otherwise instructed. REFERENCE- FAAO JO 7110.65, Para 5-10-14, Final Approach Abnormalities. 5-12-9. COMMUNICATION TRANSFER Issue communications transfer instructions. PHRASEOLOGY- CONTACT (terminal control function) (frequency, if required) AFTER LANDING. NOTE- Communications transfer instructions should be delayed slightly until the aircraft is on the landing roll-out to preclude diversion of the pilot's attention during transition and touchdown. REFERENCE- FAAO JO 7110.65, Para 2-1-17, Radio Communications Transfer. 5-12-10. ELEVATION FAILURE a. If the elevation portion of PAR equipment fails during a precision approach: 1. Discontinue PAR instructions and tell the aircraft to take over visually or if unable, to execute a missed approach. If the aircraft executes a missed approach, apply subpara 2 below. PHRASEOLOGY- NO GLIDEPATH INFORMATION AVAILABLE. IF RUNWAY, APPROACH/RUNWAY LIGHTS, NOT IN SIGHT, EXECUTE MISSED APPROACH/(alternative instructions). 2. If a surveillance approach, ASR or PAR without glide slope, is established for the same runway, inform the aircraft that a surveillance approach can be given. Use ASR or the azimuth portion of the PAR to conduct the approach and apply Chapter 5, Radar, Section 11, Surveillance Approaches- Terminal. When the PAR azimuth is used, inform the pilot that mileage information will be from touchdown, and at those runways where specific minima have been established for PAR without glideslope, inform the pilot that the PAR azimuth will be used for the approach. EXAMPLE1. Approach information when PAR azimuth used: “This will be a surveillance approach to runway three six. Mileages will be from touchdown.” or “This will be a surveillance approach to runway three six using P-A-R azimuth. Mileages will be from touchdown.” 2. Descent Instructions: “Five miles from touchdown, descend to your minimum descent altitude/minimum altitude.” REFERENCE- FAAO JO 7110.65, Para 5-10-2, Approach Information. FAAO JO 7110.65, Para 5-11-4, Descent Instructions. b. If the elevation portion of the PAR equipment is inoperative before starting a precision approach, apply subpara a2. JO 7110.65S 2/14/08 5-12-3 PAR Approaches- Terminal 5-12-11. SURVEILLANCE UNUSABLE PAR approaches may be conducted when the ASR is unusable provided a nonradar instrument approach will position the aircraft over a navigational aid or DME fix within the precision radar coverage, or an adjacent radar facility can provide a direct radar handoff to the PAR controller. NOTE- The display of the NAVAID or DME fix in accordance with para 5-3-2, Primary Radar Identification Methods, is not required provided the NAVAID or DME fix can be correlated on a PAR scope. JO 7110.65S 2/14/08 5-12-4 JO 7110.65S 2/14/08 5-13-1 Use of PAR for Approach Monitoring- Terminal Section 13. Use of PAR for Approach Monitoring- Terminal 5-13-1. MONITOR ON PAR EQUIPMENT USAF not applicable. Aircraft conducting precision or nonprecision approaches shall be monitored by PAR equipment if the PAR final approach course coincides with the NAVAID final approach course from the final approach fix to the runway and one of the following conditions exists: NOTE1. The provisions of this section do not apply to monitoring simultaneous ILS, MLS, or ILS and MLS approaches. 2. This procedure is used in PAR facilities operated by the FAA and other military services at joint-use civil/military locations and military installations during the operational hours of the PAR. a. The reported weather is below basic VFR minima. b. USA Not applicable. At night. c. Upon request of the pilot. REFERENCE- FAAO JO 7110.65, Para 5-9-7, Simultaneous Independent ILS/MLS Approaches- Dual_& Triple. 5-13-2. MONITOR AVAILABILITY a. Inform the aircraft of the frequency on which monitoring information will be transmitted if it will not be the same as the communication frequency used for the approach. PHRASEOLOGY- RADAR MONITORING ON LOCALIZER VOICE (frequency), and if applicable, CONTACT (terminal control function) (frequency, if required) AFTER LANDING. b. If the approach is not monitored, inform the aircraft that radar monitoring is not available. PHRASEOLOGY- RADAR MONITORING NOT AVAILABLE. c. If conditions prevent continued monitor after the aircraft is on final approach, advise the pilot. State the reason and issue alternate procedures as appropriate. PHRASEOLOGY(Reason), RADAR MONITORING NOT AVAILABLE, (alternative instructions). NOTE- Approach monitoring is a vital service, but during the approach, the controller acts primarily as a safety observer and does not actually guide the aircraft. Loss of the radar monitoring capability (and thus availability) is no reason to terminate an otherwise good instrument approach. Advise the pilot that radar contact has been lost (or other reason as appropriate), that radar monitoring is not available, and of actions for the pilot to take in either proceeding with or breaking off the approach; i.e., contact tower, remain on PAR frequency, etc. 5-13-3. MONITOR INFORMATION When approaches are monitored, take the following action: a. Advise the pilot executing a nonprecision approach that glidepath advisories are not provided. Do this prior to the pilot beginning the final descent. PHRASEOLOGY- GLIDEPATH ADVISORIES WILL NOT BE PROVIDED. b. Inform the aircraft when passing the final approach fix (nonprecision approaches) or when passing the outer marker or the fix used in lieu of the outer marker (precision approaches). PHRASEOLOGY- PASSING (FIX). c. Advise the pilot of glidepath trend information (precision approaches) and course trend information to indicate target position and movement with respect to the elevation or azimuth cursor when the aircraft target corresponds to a position of well above/below the glidepath or well left/right of course and whenever the aircraft exceeds the radar safety limits. Repeat if no correction is observed. EXAMPLE- Course trend information: “(Ident), well right/left of P-A-R course, drifting further right/left.” Glidepath trend information: “(Ident), well above/below P-A-R glidepath.” REFERENCE- FAAO JO 7110.65, Para 5-12-4, Glidepath and Course Information. JO 7110.65S 2/14/08 5-13-2 Use of PAR for Approach Monitoring- Terminal d. If, after repeated advisories, the aircraft is observed proceeding outside the safety limits or a radical target deviation is observed, advise the aircraft if unable to proceed visually, to execute a missed approach. Issue a specific altitude and heading if a procedure other than the published missed approach is to be executed. PHRASEOLOGY(Position with respect to course or glidepath). IF NOT VISUAL, ADVISE YOU EXECUTE MISSED APPROACH (alternative instructions). e. Provide monitor information until the aircraft is over the landing threshold or commences a circling approach. f. Provide azimuth monitoring only at locations where the MLS glidepath and the PAR glidepath are not coincidental. REFERENCE- FAAO JO 7110.65, Para 5-1-13, Radar Service Termination. JO 7110.65S 2/14/08 5-14-1 Automation- En Route Section 14. Automation- En Route 5-14-1. CONFLICT ALERT (CA) AND MODE_C INTRUDER (MCI) ALERT a. When a CA or MCI alert is displayed, evaluate the reason for the alert without delay and take appropriate action. NOTE- DARC does not have CA/MCI alert capability. REFERENCE- FAAO JO 7110.65, Para 2-1-6, Safety Alert. b. If another controller is involved in the alert, initiate coordination to ensure an effective course of action. Coordination is not required when immediate action is dictated. c. Suppressing/Inhibiting CA/MCI alert. 1. The controller may suppress the display of a CA/MCI alert from a control position with the application of one of the following suppress/inhibit computer functions: (a) The Conflict Suppress (CO) function may be used to suppress the CA/MCI display between specific aircraft for a specific alert. NOTE- See NAS-MD-678 for the EARTS conflict suppress message. (b) The Group Suppression (SG) function shall be applied exclusively to inhibit the displaying of alerts among military aircraft engaged in special military operations where standard en route separation criteria does not apply. NOTE- Special military operations where the SG function would typically apply involve those activities where military aircraft routinely operate in proximities to each other that are less than standard en route separation criteria; i.e., air refueling operations, ADC practice intercept operations, etc. 2. The computer entry of a message suppressing a CA/MCI alert constitutes acknowledgment for the alert and signifies that appropriate action has or will be taken. 3. The CA/MCI alert may not be suppressed or inhibited at or for another control position without being coordinated. 5-14-2. EN ROUTE MINIMUM SAFE ALTITUDE WARNING (E-MSAW) a. When an E-MSAW alert is displayed, immediately analyze the situation and take the appropriate action to resolve the alert. NOTE- Caution should be exercised when issuing a clearance to an aircraft in reaction to an E-MSAW alert to ensure that adjacent MIA areas are not a factor. REFERENCE- FAAO JO 7110.65, Para 2-1-6, Safety Alert. b. The controller may suppress the display of an E-MSAW alert from his/her control position with the application of one of the following suppress/inhibit computer functions: 1. The specific alert suppression message may be used to inhibit the E-MSAW alerting display on a single flight for a specific alert. 2. The indefinite alert suppression message shall be used exclusively to inhibit the display of E-MSAW alerts on aircraft known to be flying at an altitude that will activate the alert feature of one or more MIA areas within an ARTCC. NOTE1. The indefinite alert suppression message will remain in effect for the duration of the referenced flight's active status within the ARTCC unless modified by controller action. 2. The indefinite alert suppression message would typically apply to military flights with clearance to fly low-level type routes that routinely require altitudes below established minimum IFR altitudes. c. The computer entry of a message suppressing or inhibiting E-MSAW alerts constitutes acknowledgment for the alert and indicates that appropriate action has or will be taken to resolve the situation. JO 7110.65S 2/14/08 5-14-2 Automation- En Route 5-14-3. COMPUTER ENTRY OF ASSIGNED ALTITUDE The data block shall always reflect the current status of the aircraft unless otherwise specified in a facility directive. Whenever an aircraft is cleared to maintain an altitude different from that in the flight plan database, enter into the computer one of the following: NOTE- A facility directive may be published deleting the interim altitude computer entry requirements of subpara b. The directive would apply to those conditions where heavy traffic or sector complexity preclude meeting these entry requirements. REFERENCE- FAAO JO 7210.3, Para 8-2-7, Waiver to Interim Altitude Requirements. a. The new assigned altitude if the aircraft will (climb or descend to and) maintain the new altitude, or b. An interim altitude if the aircraft will (climb or descend to and) maintain the new altitude for a short period of time and subsequently be recleared to the altitude in the flight plan database or a new altitude or a new interim altitude. NOTE- Use of the interim altitude function will ensure that the data block reflects the actual status of the aircraft and eliminate superfluous altitude updates. 5-14-4. ENTRY OF REPORTED ALTITUDE Whenever Mode C altitude information is either not available or is unreliable, enter reported altitudes into the computer as follows: NOTE- Altitude updates are required to assure maximum accuracy in applying slant range correction formulas. a. When an aircraft reaches the assigned altitude. b. When an aircraft at an assigned altitude is issued a clearance to climb or descend. c. A minimum of each 10,000 feet during climb to or descent from FL 180 and above. 5-14-5. SELECTED ALTITUDE LIMITS The display of Mode C targets and limited data blocks is necessary for application of Merging Target Procedures. Sectors shall ensure the display of Mode_C targets and data blocks by entering appropriate altitude limits and display filters to include, as a minimum, the altitude stratum of the sector plus: a. 1,200 feet above the highest and below the lowest altitude or flight level of the sector where 1,000 feet vertical separation is applicable; and b. 2,200 feet above the highest and below the lowest flight level of the sector where 2,000 feet vertical separation is applicable. NOTE1. The data block, for purposes of this paragraph, must contain the beacon code and Mode C altitude at a minimum. 2. Exception to these requirements may be authorized for specific altitudes in certain ARTCC sectors if defined in appropriate facility directives and approved by the En_Route and Oceanic Operations Area Director. REFERENCE- FAAO JO 7110.65, Para 5-1-2, Alignment Accuracy Check. 5-14-6. SECTOR ELIGIBILITY The use of the OK function is allowed to override sector eligibility only when one of the following conditions is met: a. Prior coordination is effected. b. The flight is within the control jurisdiction of the sector. 5-14-7. COAST TRACKS Do not use coast tracks in the application of either radar or nonradar separation criteria. 5-14-8. CONTROLLER INITIATED COAST TRACKS

帅哥

a. Initiate coast tracks only in Flight Plan Aided Tracking (FLAT) mode, except “free” coast tracking may be used as a reminder that aircraft without corresponding computer-stored flight plan information are under your control. NOTE1. To ensure tracks are started in FLAT mode, perform a start track function at the aircraft's most current reported position, then immediately “force” the track into coast tracking by performing another start function with “CT” option in field 64. Making amendments to the stored route with trackball entry when the aircraft is rerouted, and repositioning the data block to coincide with the aircraft's JO 7110.65S 2/14/08 5-14-3 Automation- En Route position reports are methods of maintaining a coast track in FLAT mode. 2. DARC does not have the capability to initiate coast tracks. b. Prior to initiating a coast track, ensure the following: 1. A departure message or progress report corresponding with the aircraft's current position is entered into the computer. 2. The track being started is within the Posted Time Update Interval (PTUI) of the aircraft's computer-estimated position and the Flight Plan Track Position Difference (FTPD) distance of the aircraft's flight plan route.

帅哥

NOTE- FTPD is an automation parameter, normally set to 15_miles, that is compared with the tracked target's perpendicular distance from the stored flight plan route. If the track is within the parameter miles, it is eligible for “FLAT tracking.” PTUI is an automation parameter, normally set to 3 minutes, that is compared against the difference between the calculated time of arrival and the actual time of arrival over a fix. If the difference is greater than PTUI, the flight plan's stored data will be revised and fix-time update messages will be generated. c. As soon as practicable after the aircraft is in radar surveillance, initiate action to cause radar tracking to begin on the aircraft. JO 7110.65S 2/14/08 5-14-4 JO 7110.65S 2/14/08 5-15-1 Automated Radar Terminal Systems (ARTS)- Terminal Section 15. Automated Radar Terminal Systems (ARTS)- Terminal 5-15-1. APPLICATION ARTS/STARS may be used for identifying aircraft assigned a discrete beacon code, maintaining identity of targets, and performing handoffs of these targets between controllers. NOTE- USAF/USN. Where PIDP/DAIR equipment is capable of performing the functions described in this section, it may be used accordingly. 5-15-2. RESPONSIBILITY This equipment does not relieve the controller of the responsibility to ensure proper identification, maintenance of identity, handoff of the correct target associated with the alphanumeric data, and separation of aircraft. 5-15-3. FUNCTIONAL USE In addition to other uses specified herein, terminal automation may be used for the following functions: a. Tracking. b. Tagging. c. Handoff. d. Altitude information. REFERENCE- FAAO JO 7110.65, Para 5-2-23, Altitude Filters. e. Coordination. f. Ground speed. g. Identification. 5-15-4. SYSTEM REQUIREMENTS Use terminal automation systems as follows: NOTE- Locally developed procedures, operating instructions, and training material are required because of differences in equipment capability. Such locally developed procedures shall be supplemental to those contained in this section and shall be designed to make maximum use of the ARTS equipment. a. Inform all appropriate positions before terminating or reinstating use of the terminal automation system at a control position. When terminating the use of terminal automation systems, all pertinent flight data of that position shall be transferred or terminated. b. Inform other interfaced facilities of scheduled and unscheduled shutdowns. c. Initiate a track/tag on all aircraft to the maximum extent possible. As a minimum, aircraft identification should be entered, and automated handoff functions should be used. d. Assigned altitude, if displayed, shall be kept current at all times. Climb and descent arrows, where available, shall be used to indicate other than level flight. e. The automatic altitude readout of an aircraft under another controller's jurisdiction may be used for vertical separation purposes without verbal coordination provided: 1. Operation is conducted using single site radar coverage. 2. Prearranged coordination procedures are contained in a facility directive in accordance with para_5-4-10, Prearranged Coordination, and FAAO_7210.3, para 3-7-7, Prearranged Coordination. 3. Do not use Mode C to effect vertical separation within a Mosaic radar configuration. 5-15-5. INFORMATION DISPLAYED a. Two-letter ICAO designators or three-letter designators, as appropriate, shall be used unless program limitations dictate the use of a single letter alpha prefix. b. Use of the inhibit/select functions to remove displayed information no longer required shall be in accordance with local directives, which should ensure maximum required use of the equipment. c. Information displayed shall be in accordance with national orders and specified in local directives. JO 7110.65S 2/14/08 5-15-2 Automated Radar Terminal Systems (ARTS)- Terminal 5-15-6. CA/MCI a. When a CA or MCI alert is displayed, evaluate the reason for the alert without delay and take appropriate action. REFERENCE- FAAO JO 7110.65, Para 2-1-6, Safety Alert. b. If another controller is involved in the alert, initiate coordination to ensure an effective course of action. Coordination is not required when immediate action is dictated. c. Suppressing/Inhibiting CA/MCI alert. 1. The suppress function may be used to suppress the display of a specific CA/MCI alert. 2. The inhibit function shall only be used to inhibit the display of CA for aircraft routinely engaged in operations where standard separation criteria do not apply. NOTE- Examples of operations where standard separation criteria do not apply are ADC practice intercept operations and air shows. 3. Computer entry of a message suppressing a CA/MCI alert constitutes acknowledgment for the alert and signifies that appropriate action has or will be taken. 4. CA/MCI alert may not be suppressed or inhibited at or for another control position without being coordinated. 5-15-7. INHIBITING MINIMUM SAFE ALTITUDE WARNING (MSAW) a. Inhibit MSAW processing of VFR aircraft and aircraft that cancel instrument flight rules (IFR) flight plans unless the pilot specifically requests otherwise. REFERENCE- FAAO JO 7110.65, Para 10-2-7, VFR Aircraft in Weather Difficulty. FAAO JO 7110.65, Para 10-2-8, Radar Assistance to VFR Aircraft in Weather Difficulty. b. A low altitude alert may be suppressed from the control position. Computer entry of the suppress message constitutes an acknowledgment for the alert and indicates that appropriate action has or will be taken. 5-15-8. TRACK SUSPEND FUNCTION Use the track suspend function only when data block overlap in holding patterns or in proximity of the final approach create an unworkable situation. If necessary to suspend tracks, those which are not displaying automatic altitude readouts shall be suspended. If the condition still exists, those displaying automatic altitude readouts may then be suspended. JO 7110.65S 2/14/08 5-16-1 TPX-42- Terminal Section 16. TPX-42- Terminal 5-16-1. APPLICATION Each TPX-42 facility shall utilize the equipment to the maximum extent possible consistent with local operating conditions. 5-16-2. RESPONSIBILITY This equipment does not relieve the controller of the responsibility to ensure proper identification, maintenance of identity, handoff of the correct radar beacon target associated with numeric data, and the separation of aircraft. 5-16-3. FUNCTIONAL USE TPX-42 may be used for the following functions: a. Tagging. b. Altitude information. REFERENCE- FAAO JO 7110.65, Para 5-2-23, Altitude Filters. c. Coordination. d. Target identity confirmation. 5-16-4. SYSTEM REQUIREMENTS Use the TPX-42 system as follows: a. TPX-42 facilities shall inform adjacent facilities of scheduled and unscheduled shutdowns. b. To the maximum extent practicable, tags should be utilized for all controlled aircraft. 5-16-5. INFORMATION DISPLAYED a. Inhibiting portions of the tag shall be in accordance with facility directives, which shall ensure maximum required use of the equipment. b. Mode C altitude information shall not be inhibited unless a ground malfunction causes repeated discrepancies of 300 feet or more between the automatic altitude readouts and pilot reported altitudes. 5-16-6. INHIBITING LOW ALTITUDE ALERT SYSTEM (LAAS) Assign a beacon code to a VFR aircraft or to an aircraft that has canceled its IFR flight plan to inhibit LAAS processing unless the aircraft has specifically requested LAAS. JO 7110.65S 2/14/08 5-16-2 JO 7110.65S 2/14/08 6-1-1 General Chapter 6. Nonradar Section 1. General 6-1-1. DISTANCE Use mileage-based (DME and/or ATD) procedures and minima only when direct pilot/controller communications are maintained. 6-1-2. NONRECEIPT OF POSITION REPORT When a position report affecting separation is not received, take action to obtain the report no later than 5 minutes after the aircraft was estimated over the fix. REFERENCE- FAAO JO 7110.65, Para 9-2-7, IFR Military Training Routes. 6-1-3. DUPLICATE POSITION REPORTS Do not require an aircraft to make the same position report to more than one facility. 6-1-4. ADJACENT AIRPORT OPERATION TERMINAL WAKE TURBULENCE APPLICATION The ATC facility providing service to heavy jets/B757s and having control jurisdiction at adjacent airports shall separate arriving or departing IFR aircraft on a course that will cross behind the flight path of a heavy jet/B757 - 2 minutes. (See FIG 6-1-1 and FIG 6-1-2.) FIG 6-1-1 Adjacent Airport Operation -- Arrival FIG 6-1-2 Adjacent Airport Operation -- Departure 6-1-5. ARRIVAL MINIMA TERMINAL WAKE TURBULENCE APPLICATION Separate IFR aircraft landing behind an arriving heavy jet/B757 by 2 minutes when arriving: a. The same runway (use 3 minutes for a small aircraft behind a heavy jet/B757). b. A parallel runway separated by less than 2,500_feet. JO 7110.65S 2/14/08 6-1-2 General c. A crossing runway if projected flight paths will cross. (See FIG 6-1-3.) FIG 6-1-3 Arrival Minima Landing Behind an Arriving Heavy Jet/B757 JO 7110.65S 2/14/08 6-2-1 Initial Separation of Successive Departing Aircraft Section 2. Initial Separation of Successive Departing Aircraft 6-2-1. MINIMA ON DIVERGING COURSES Separate aircraft that will fly courses diverging by 45_degrees or more after departing the same or adjacent airports by use of one of the following minima: NOTE1. Consider known aircraft performance characteristics when applying initial separation to successive departing aircraft. 2. When one or both of the departure surfaces is a helipad, use the takeoff course of the helicopter as a reference, comparable to the centerline of a runway and the helipad center as the threshold. a. When aircraft will fly diverging courses: 1. Immediately after takeoff - 1 minute until courses diverge. (See FIG 6-2-1.) FIG 6-2-1 Minima on Diverging Courses 2. Within 5 minutes after takeoff- 2 minutes until courses diverge. (See FIG 6-2-2.) FIG 6-2-2 Minima on Diverging Courses 3. Within 13 miles DME/ATD after takeoff - 3_miles until courses diverge. (See FIG 6-2-3.) FIG 6-2-3 Minima on Diverging Courses JO 7110.65S 2/14/08 6-2-2 Initial Separation of Successive Departing Aircraft b. TERMINAL. Between aircraft departing in the same direction from different runways whose centerlines are parallel and separated by at least 3,500_feet, authorize simultaneous takeoffs when the aircraft will fly diverging courses immediately after takeoff. (See FIG 6-2-4.) FIG 6-2-4 Minima on Diverging Courses c. TERMINAL. Between aircraft that will fly diverging courses immediately after takeoff from diverging runways: (See FIG 6-2-5.)

帅哥

1. Nonintersecting runways. Authorize simultaneous takeoffs when either of the following conditions exist: (a) The runways diverge by 30 degrees or more. (b) The distance between runway centerlines at and beyond the points where takeoffs begin is at least: (1) 2,000 feet and the runways diverge by 15 to 29 degrees inclusive. (2) 3,500 feet and the runways diverge by less than 15 degrees. FIG 6-2-5 Minima on Diverging Courses

帅哥

2. Intersecting runways. Authorize takeoff of a succeeding aircraft when the preceding aircraft has passed the point of runway intersection, and (a) The runways diverge by 30 degrees or more. (See FIG 6-2-6.) FIG 6-2-6 Minima on Diverging Courses JO 7110.65S 2/14/08 6-2-3 Initial Separation of Successive Departing Aircraft (b) The runways diverge by 15 to 29 degrees inclusive and the preceding aircraft has commenced a turn. (See FIG 6-2-7.) FIG 6-2-7 Minima on Diverging Courses

帅哥

6-2-2. MINIMA ON SAME COURSE Separate aircraft that will fly the same course when the following aircraft will climb through the altitude assigned to the leading aircraft by using a minimum of 3 minutes until the following aircraft passes through the assigned altitude of the leading aircraft; or 5 miles between DME equipped aircraft; RNAV equipped aircraft using ATD; and between DME and ATD aircraft provided the DME aircraft is either 10,000 feet or below or outside of 10 miles from the DME NAVAID. (See FIG 6-2-8 and FIG 6-2-9.) FIG 6-2-8 Minima on Same Course FIG 6-2-9 Minima on Same Course JO 7110.65S 2/14/08 6-2-4 JO 7110.65S 2/14/08 6-3-1 Initial Separation of Departing and Arriving Aircraft

帅哥

Section 3. Initial Separation of Departing and Arriving Aircraft 6-3-1. SEPARATION MINIMA a. Separate a departing aircraft from an arriving aircraft making an instrument approach to the same airport by using one of the following minima until vertical or lateral separation is achieved: b. TERMINAL. When takeoff direction differs by at least 45 degrees from the reciprocal of the final approach course, the departing aircraft takes off before the arriving aircraft leaves a fix inbound not less than 4_miles from the airport. c. TERMINAL. When takeoff direction is other than in subpara a, the departing aircraft takes off so that it is established on a course diverging by at least 45_degrees from the reciprocal of the final approach course before the arriving aircraft leaves a fix inbound not less than 4 miles from the airport. d. TERMINAL. When the absence of an appropriate fix precludes the application of subparas b or c and at airports where approach control service is not provided, the separation in subparas e or f shall be applied. e. When takeoff direction differs by at least 45_degrees from the reciprocal of the final approach course, the departing aircraft takes off 3 minutes before the arriving aircraft is estimated at the airport. (See FIG 6-3-1.) FIG 6-3-1 Separation Minima

帅哥

f. When takeoff direction is other than in subpara_d, the departing aircraft takes off so that it is established on a course diverging by at least 45_degrees from the reciprocal of the final approach course 5 minutes before the arriving aircraft is estimated at the airport or before it starts procedure turn. (See FIG 6-3-2 and FIG 6-3-3.) FIG 6-3-2 Separation Minima FIG 6-3-3 Separation Minima JO 7110.65S 2/14/08 6-3-2 JO 7110.65S 2/14/08 6-4-1 Longitudinal Separation