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Section 4. Longitudinal Separation 6-4-1. APPLICATION Separate aircraft longitudinally by requiring them to do one of the following, as appropriate: a. Depart at a specified time. b. Arrive at a fix at a specified time. PHRASEOLOGY- CROSS (fix) AT OR BEFORE (time). CROSS (fix) AT OR AFTER (time). c. Hold at a fix until a specified time. d. Change altitude at a specified time or fix. REFERENCE- FAAO JO 7110.65, Para 4-5-7, Altitude Information. 6-4-2. MINIMA ON SAME, CONVERGING, OR CROSSING COURSES Separate aircraft on the same, converging, or crossing courses by an interval expressed in time or distance, using the following minima: a. When the leading aircraft maintains a speed at least 44 knots faster than the following aircraft - 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, or 3 minutes between other aircraft if, in either case, one of the following conditions is met: 1. A departing aircraft follows a preceding aircraft which has taken off from the same or adjacent airport. (See FIG 6-4-1.) FIG 6-4-1 Minima on Same Course 44 Knots or More Separation 2. A departing aircraft follows a preceding en_route aircraft which has reported over a fix serving the departure airport. (See FIG 6-4-2.) FIG 6-4-2 Minima on Converging Courses 44 Knots or More Separation JO 7110.65S 2/14/08 6-4-2 Longitudinal Separation 3. An en route aircraft follows a preceding en route aircraft which has reported over the same fix. (See FIG 6-4-3.) FIG 6-4-3 Minima on Crossing Courses 44 Knots or More Separation

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b. When the leading aircraft maintains a speed at least 22 knots faster than the following aircraft - 10_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; or 5 minutes between other aircraft if, in either case, one of the following conditions exists: 1. A departing aircraft follows a preceding aircraft which has taken off from the same or an adjacent airport. (See FIG 6-4-4.) FIG 6-4-4 Minima on Same Course 22 Knots or More Separation 2. A departing aircraft follows a preceding en_route aircraft which has reported over a fix serving the departure airport. (See FIG 6-4-5.) FIG 6-4-5 Minima on Converging Courses 22 Knots or More Separation 3. An en route aircraft follows a preceding en_route aircraft which has reported over the same fix. (See FIG 6-4-6.) FIG 6-4-6 Minima on Crossing Courses 22 Knots or More Separation JO 7110.65S 2/14/08 6-4-3 Longitudinal Separation c. When an aircraft is climbing or descending through the altitude of another aircraft: 1. 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- 10 miles, if the descending aircraft is leading or the climbing aircraft is following. (See_FIG 6-4-7 and FIG 6-4-8.) FIG 6-4-7 Descending Through Another Aircraft's Altitude DME Separation FIG 6-4-8 Climbing Through Another Aircraft's Altitude DME Separation

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2. Between other aircraft- 5 minutes, if all of the following conditions are met: (See FIG 6-4-9 and FIG 6-4-10.) (a) The descending aircraft is leading or climbing aircraft is following. (b) The aircraft are separated by not more than 4,000 feet when the altitude change started. (c) The change is started within 10 minutes after a following aircraft reports over a fix reported over by the leading aircraft or has acknowledged a clearance specifying the time to cross the same fix. 3. Between RNAV aircraft that are operating along an RNAV route that is eight miles or less in width- 10 miles provided the following conditions are met: (a) The descending aircraft is leading or the climbing aircraft is following. (b) The aircraft were separated by not more than 4,000 feet when the altitude change started. FIG 6-4-9 Descending Through Another Aircraft's Altitude Timed Separation FIG 6-4-10 Climbing Through Another Aircraft's Altitude Timed Separation JO 7110.65S 2/14/08 6-4-4 Longitudinal Separation d. When the conditions of subparas a, b, or c cannot be met- 20 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; or 10 minutes between other aircraft. (See FIG 6-4-11, FIG 6-4-12, FIG 6-4-13, FIG 6-4-14, FIG 6-4-15, and FIG 6-4-16.) FIG 6-4-11 Minima for Same Course Separation FIG 6-4-12 Minima for Crossing Courses Separation FIG 6-4-13 Minima for Same Course Separation FIG 6-4-14 Minima for Crossing Courses Separation FIG 6-4-15 Climbing Through Another Aircraft's Altitude Separation FIG 6-4-16 Descending Through Another Aircraft's Altitude Separation JO 7110.65S 2/14/08 6-4-5 Longitudinal Separation e. Between aircraft, when one aircraft is using DME/ATD and the other is not- 30 miles if both the following conditions are met: (See FIG 6-4-17 and FIG 6-4-18.) FIG 6-4-17 Minima for Same Course Separation FIG 6-4-18 Minima for Crossing Courses Separation 1. The aircraft using DME/ATD derives distance information by reference to the same NAVAID or waypoint over which the aircraft not using DME/ATD has reported. 2. The aircraft not using DME/ATD is within 15_minutes of the NAVAID. 6-4-3. MINIMA ON OPPOSITE COURSES Separate aircraft traveling opposite courses by assigning different altitudes consistent with the approved vertical separation from 10 minutes before, until 10_minutes after they are estimated to pass. Vertical separation may be discontinued after one of the following conditions is met: (See FIG 6-4-19.) FIG 6-4-19 Minima for Opposite Courses Separation NOTE- RNAV route segments that have been expanded in the proximity to reference facilities for slant-range effect are not to be considered “expanded” for purposes of applying separation criteria in this paragraph. a. Both aircraft have reported passing NAVAIDs, DME fixes, or waypoints indicating they have passed each other. (See FIG 6-4-20.) FIG 6-4-20 Minima for Opposite Courses Separation NOTE- It is not intended to limit application of this procedure only to aircraft operating in opposite directions along the same airway or radial. This procedure may also be applied to aircraft established on diverging airways or radials of the same NAVAID. b. Both aircraft have reported passing the same intersection/waypoint and they are at least 3 minutes apart. c. Two RNAV aircraft have reported passing the same position and are at least 8 miles apart if operating along a route that is 8 miles or less in width; or 18 miles apart if operating along an expanded route; except that 30 miles shall be applied if operating along that portion of any route segment JO 7110.65S 2/14/08 6-4-6 Longitudinal Separation defined by a navigation station requiring extended usable distance limitations beyond 130 miles. d. An aircraft utilizing RNAV and an aircraft utilizing VOR have reported passing the same position and the RNAV aircraft is at least 4 miles beyond the reported position when operating along a route that is 8 miles or less in width; 9 miles beyond the point when operating along an expanded route; except that 15 miles shall be applied if operating along that portion of any route segment defined by a navigation station requiring extended usable distance limitation beyond 130 miles; or 3 minutes apart whichever is greater. 6-4-4. SEPARATION BY PILOTS When pilots of aircraft on the same course in direct radio communication with each other concur, you may authorize the following aircraft to maintain longitudinal separation of 10 minutes; or 20 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. PHRASEOLOGY- MAINTAIN AT LEAST ONE ZERO MINUTES/ TWO_ZERO MILES SEPARATION FROM (ident). 6-4-5. RNAV AIRCRAFT ALONG VOR AIRWAYS/ROUTES Advise the pilot to use DME distances when applying DME separation to an RNAV aircraft operating along VOR airways/routes. PHRASEOLOGY- USE DME DISTANCES. NOTE- ATD derived from area navigation devices having slant-range correction will not coincide with the direct DME readout. JO 7110.65S 2/14/08 6-5-1 Lateral Separation Section 5. Lateral Separation 6-5-1. SEPARATION METHODS Separate aircraft by one of the following methods: a. Clear aircraft on different airways or routes whose widths or protected airspace do not overlap. b. Clear aircraft below 18,000 to proceed to and report over or hold at different geographical locations determined visually or by reference to NAVAIDs. c. Clear aircraft to hold over different fixes whose holding pattern airspace areas do not overlap each other or other airspace to be protected. d. Clear departing aircraft to fly specified headings which diverge by at least 45 degrees. 6-5-2. MINIMA ON DIVERGING RADIALS a. Consider separation to exist between aircraft: 1. Established on radials of the same NAVAID that diverge by at least 15 degrees when either aircraft is clear of the airspace to be protected for the other aircraft. 2. With non-VOR/DME based navigational equipment established on tracks of the same waypoint that diverge by at least 15 degrees when either aircraft is clear of the airspace to be protected for the other aircraft. FIG 6-5-1 Minima on Diverging Radials NOTE- The procedure may be applied to converging as well as diverging aircraft. (See FIG 6-5-1.) The aircraft depicted 6 miles from the NAVAID/waypoint would require vertical separation until reaching the 6-mile point. Reversing direction, the same aircraft would require vertical separation before passing the 6-mile point. Due to the nature of GPS equipment, issue crossing restrictions in reference to the next waypoint, since the pilot receives tracking “to” data rather than tracking “from” the last waypoint. b. Use TBL 6-5-1 and TBL 6-5-2 to determine the distance required for various divergence angles to clear the airspace to be protected. For divergence that falls between two values, use the lesser divergence value to obtain the distance. TBL 6-5-1 Non-DME Divergence Distance Minima Divergence (Degrees) Distance (NM) 15 16 20 12 25 10 30 8 35 7 45 6 55 5 90 4 NOTE: This table is for non-DME application only. TBL 6-5-2 Divergence Distance Minima Divergence (Degrees) Distance (NM) Below FL 180 Fl 180 through FL 450 15 17 18 20 13 15 25 11 13 30 9 11 35 8 11 45 7 11 55 6 11 90 5 11 NOTE: This table is for DME application and compensates for DME slant-range error. JO 7110.65S 2/14/08 6-5-2 Lateral Separation NOTE- For altitudes of 3,000 feet or less above the elevation of the NAVAID, DME slant-range error is negligible and the values in TBL 6-5-1 may be used. 6-5-3. DME ARC MINIMA Apply lateral DME separation by requiring aircraft using DME to fly an arc about a NAVAID at a specified distance using the following minima: (See FIG 6-5-2.) FIG 6-5-2 DME Arc Minima REFERENCE- FAAO JO 7110.65, Para 2-5-2, NAVAID Terms. a. Between different arcs about a NAVAID regardless of direction of flight: 1. At 35 miles or less from the NAVAID10_miles. 2. More than 35 miles from the NAVAID20_miles. b. Between an arc about a NAVAID and other airspace to be protected: (See FIG 6-5-3.) FIG 6-5-3 DME Arc Minima NOTE- The other airspace to be protected may be a MOA, a holding pattern, airway or route, ATCAA, Warning Area, Restricted Area, Prohibited Area, etc. 1. At 35 miles or less from the NAVAID5_miles. 2. More than 35 miles from the NAVAID10_miles. PHRASEOLOGY- VIA (number of miles) MILE ARC (direction) OF (name of DME NAVAID). 6-5-4. MINIMA ALONG OTHER THAN ESTABLISHED AIRWAYS OR ROUTES Protect airspace along other than established airways or routes as follows: (See FIG 6-5-4.) FIG 6-5-4 Minima Along Other Than Established Airways or Routes REFERENCE- P/CG Term- Airway. P/CG Term- Route. a. Direct courses and course changes of 15 degrees or less: 1. Via NAVAIDs or radials FL 600 and below4_miles on each side of the route to a point 51 miles from the NAVAID, then increasing in width on a 4_1 /2_degree angle to a width of 10 miles on each side of the route at a distance of 130 miles from the NAVAID. 2. Via degree-distance fixes for aircraft authorized under para 4-4-3, Degree-Distance Route Definition for Military Operations. (a) Below FL 180- 4 miles on each side of the route. JO 7110.65S 2/14/08 6-5-3 Lateral Separation (b) FL 180 to FL 600 inclusive- 10 miles on each side of the route. 3. Via degree-distance fixes for RNAV flights above FL 450- 10 miles on each side of the route. NOTE- Degree-distance RNAV flight (random routes) at FL 450 and below are provided radar separation. b. When course change is 16 degrees through 90_degrees, protect the airspace on the overflown side beginning at the point where the course changes as follows: (See FIG 6-5-5.) FIG 6-5-5 Overflown Side Minima 16 to 90 Degrees 1. Below FL 180- same as subparas a1 or 2. 2. FL 180 to FL 230 inclusive- 14 miles. 3. Above FL 230 to FL 600 inclusive- 17 miles. c. When course change is 91 degrees through 180_degrees, protect the airspace on the overflown side beginning at the point where the course changes as follows: (See FIG 6-5-6.) 1. Below FL 180- same as subparas a1 or 2. 2. FL 180 to FL 230 inclusive- 28 miles. 3. Above FL 230 to FL 600 inclusive- 34_miles. FIG 6-5-6 Overflown Side Minima 91 to 180 Degrees d. After the course changes specified in subparas_b or c have been completed and the aircraft is back on course, the appropriate minima in subpara a may be used. REFERENCE- FAAO JO 7110.65, Para 9-2-13, Military Operations Above FL 600. JO 7110.65S 2/14/08 6-5-4 Lateral Separation 6-5-5. RNAV MINIMA- DIVERGING/ CROSSING COURSES Consider lateral separation to exist when an RNAV aircraft is beyond the point where the lateral protected airspace of that aircraft has ceased to overlap the lateral protected airspace of another by at least: (See FIG 6-5-7 and FIG 6-5-8.) FIG 6-5-7 RNAV Minima a. When operating along a route that is 8 miles or less in width- 4 miles. b. When operating along an expanded route9_miles, except that 15 miles shall be applied along that portion of any route segment requiring extended usable distance limitation beyond 130 miles of the reference facility. FIG 6-5-8 RNAV Minima JO 7110.65S 2/14/08 6-6-1 Vertical Separation Section 6. Vertical Separation 6-6-1. APPLICATION Assign an altitude to an aircraft after the aircraft previously at that altitude has reported leaving the altitude. PHRASEOLOGY- REPORT LEAVING/REACHING (altitude/flight level). REPORT LEAVING ODD/EVEN ALTITUDES/FLIGHT LEVELS. (If aircraft is known to be operating below the lowest useable flight level), SAY ALTITUDE. or (If aircraft is known to be operating at or above the lowest useable flight level), SAY FLIGHT LEVEL. or If aircraft's position relative to the lowest useable flight level is unknown), SAY ALTITUDE OR FLIGHT LEVEL. NOTE- Consider known aircraft performance characteristics, pilot furnished and/or Mode C detected information which indicate that climb/descent will not be consistent with the rates recommended in the AIM. REFERENCE- FAAO JO 7110.65, Para 2-1-3, Procedural Preference. FAAO JO 7110.65, Para 4-5-1, Vertical Separation Minima. FAAO JO 7110.65, Para 7-7-3, Separation. FAAO JO 7110.65, Para 7-8-3, Separation. FAAO JO 7110.65, Para 7-9-4, Separation. 6-6-2. EXCEPTIONS Assign an altitude to an aircraft only after the aircraft previously at that altitude has reported at or passing through another altitude separated from the first by the appropriate minimum when: a. Severe turbulence is reported. b. Aircraft are conducting military aerial refueling. REFERENCE- FAAO JO 7110.65, Para 9-2-12, Military Aerial Refueling. c. The aircraft previously at the altitude has been: 1. Issued a clearance permitting climb/descent at pilot's discretion. 2. Cleared to CRUISE (altitude). However, do not use Mode C to effect separation with an aircraft on a cruise clearance. NOTE- An aircraft assigned a cruise clearance is assigned a block of airspace from the minimum IFR altitude up to and including the assigned cruising altitude, and climb/descent within the block is at pilot's discretion. When the pilot verbally reports leaving an altitude in descent, he/she may not return to that altitude. REFERENCE- P/CG Term- Cruise. 6-6-3. SEPARATION BY PILOTS When pilots of aircraft in direct radio communication with each other during climb and descent concur, you may authorize the lower aircraft, if climbing, or the upper aircraft, if descending, to maintain vertical separation. JO 7110.65S 2/14/08 6-6-2 JO 7110.65S 2/14/08 6-7-1 Timed Approaches Section 7. Timed Approaches 6-7-1. APPLICATION Timed approaches using either nonradar procedures or radar vectors to the final approach course may be used at airports served by a tower if the following conditions are met: NOTE- These procedures require NAVAIDs and standard/special instrument approach procedures or adequate radar coverage which permit an aircraft to: 1. Hold at a fix located on the approach course or to be radar vectored to the final approach course for a straight-in approach in accordance with the minima specified in para 6-7-5, Interval Minima. 2. Proceed in the direction of the airport along the approach course crossing the holding/approach fix at a specified altitude if required. 3. Continue descent for an approach to destination airport. a. Direct communication is maintained with the aircraft until the pilot is instructed to contact the tower. b. If more than one missed approach procedure is available, none require course reversal. c. If only one missed approach procedure is available, the following conditions are met: 1. Course reversal is not required. 2. Reported ceiling and visibility are equal to or greater than the highest prescribed circling minimums for the instrument approach procedure in use. NOTE- Determination of whether or not an existing ceiling meets minima is accomplished by comparing MDA (MSL) with ceiling (AGL) plus the airport elevation. REFERENCE- FAAO JO 7110.65, Para 6-7-2, Approach Sequence. 6-7-2. APPROACH SEQUENCE When an aircraft passes the final approach fix inbound (nonprecision approach) or the outer marker or the fix used in lieu of the outer marker inbound (precision approach), issue clearances for a succeeding timed approach in accordance with the following: REFERENCE- FAAO JO 7110.65, Para 5-9-5, Approach Separation Responsibility. FAAO JO 7110.65, Para 6-7-4, Level Flight Restriction. FAAO JO 7110.65, Para 6-7-7, Missed Approaches. a. Clear the succeeding aircraft for approach, to descend to the altitude vacated by the preceding aircraft, and to leave the final approach fix inbound (nonprecision approach) or the outer marker or the fix used in lieu of the outer marker inbound (precision approach) at a specified time; or when using radar to sequence and position aircraft on the final approach course, vector aircraft to cross the final approach fix/outer marker or the fix used in lieu of the outer marker in compliance with para 6-7-5, Interval Minima. FIG 6-7-1 Timed Approach Procedures Using ILS and Longitudinal Separation Only NOTE- FIG 6-7-1 depicts the application of timed approach procedures using an ILS and applying longitudinal separation only. Using an interval of 2 minutes between successive approaches, the #1 and #2 aircraft have already passed the outer locator (LOM) on final approach, and the #3 aircraft has been cleared for approach and to depart the LOM 2 minutes after the #2 aircraft reported leaving the LOM inbound on final approach. After aircraft in the approach sequence depart the holding/approach fix (LOM) inbound, vertical separation is no longer provided and longitudinal separation is utilized. REFERENCE- FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception. JO 7110.65S 2/14/08 6-7-2 Timed Approaches b. If an alternative missed approach procedure is not available and weather conditions are less than required by para 6-7-1, Application, subpara c, clear the succeeding aircraft for an approach when the preceding aircraft has landed or canceled its IFR flight plan. FIG 6-7-2 Timed Approach Procedures Using a Bearing on an NDB and Longitudinal and Vertical Separation NOTE- FIG 6-7-2 depicts the application of timed approach procedures using a holding/approach fix on a bearing of an NDB and applying a combination of longitudinal and vertical separation. The #3 aircraft has been instructed to descend to 2,000 after the #2 aircraft has reported departing the holding/approach fix inbound and leaving 2,000 at point A. The #2 aircraft has departed the holding/approach fix inbound at the designated time, maintaining 2,000 until cleared for approach at point A. The #1 aircraft has been sighted, enabling the controller to issue approach clearance to the #2 aircraft at point A. c. Release the aircraft to the tower before it reaches the final approach fix. 6-7-3. SEQUENCE INTERRUPTION Interrupt the established timed approach sequence if necessary to allow an aircraft to execute a different type of approach. 6-7-4. LEVEL FLIGHT RESTRICTION If the weather report indicates an aircraft will be in IFR conditions over the final approach fix (nonprecision approach) or the outer marker or the fix used in lieu of the outer marker (precision approach) when para 6-7-2, Approach Sequence, subpara b is applied, clear the second aircraft for an approach early enough to allow at least 1 minute of level flight before crossing the final approach fix/outer marker or the fix used in lieu of the outer marker. 6-7-5. INTERVAL MINIMA Use a 2-minute or a 5-mile radar interval (except for a small aircraft behind a heavy aircraft: use a 3-minute or a 6-mile radar interval) as the minimum between successive approaches and increase the interval, as necessary, taking into account the: NOTE- Increased separation is required for small aircraft behind heavy aircraft because of the possible effects of wake turbulence. REFERENCE- FAAO JO 7110.65, Para 5-9-5, Approach Separation Responsibility. FAAO JO 7110.65, Para 6-7-1, Application. FAAO JO 7110.65, Para 6-7-2, Approach Sequence. a. Relative speeds of the aircraft concerned. b. Existing weather conditions. c. Distance between the approach fix and the airport. d. Type of approach being made. 6-7-6. TIME CHECK Issue a time check to an aircraft before specifying a time to leave the approach fix inbound unless the aircraft is vectored to the final approach course. 6-7-7. MISSED APPROACHES a. If weather conditions are such that an aircraft will likely miss an approach, issue an alternative missed approach procedure to the next aircraft. b. If an aircraft misses an approach, allow the next aircraft to continue the approach if it has been assigned an alternative missed approach procedure. Retain radar control or hold any remaining aircraft at assigned altitudes until traffic conditions permit the issuance of approach clearances. c. When para 6-7-2, Approach Sequence, subpara b is applied and the first aircraft misses an approach, retain radar control or clear the second aircraft to maintain the last assigned altitude (minimum holding altitude) and return to the holding/approach fix to hold until traffic conditions permit the issuance of approach clearances. JO 7110.65S 2/14/08 7-1-1 General Chapter 7. Visual Section 1. General 7-1-1. CLASS A AIRSPACE RESTRICTIONS Do not apply visual separation or issue VFR or “VFR-on-top” clearances in Class A airspace. 7-1-2. VFR CONDITIONS a. You may clear aircraft to maintain “VFR conditions” if one of the following conditions exists: 1. The pilot of an aircraft on an IFR flight plan requests a VFR climb/descent. 2. TERMINAL. The clearance will result in noise abatement benefits where part of the IFR departure route does not conform to an FAA- approved noise abatement route or altitude. PHRASEOLOGY- MAINTAIN VFR CONDITIONS. MAINTAIN VFR CONDITIONS UNTIL (time or fix). MAINTAIN VFR CONDITIONS ABOVE/BELOW (altitude). CLIMB/DESCEND VFR, and if required, BETWEEN (altitude) AND (altitude) or ABOVE/BELOW (altitude). b. When, in your judgment, there is reason to believe that flight in VFR conditions may become impractical, issue an alternative clearance which will ensure separation from all other aircraft for which you have separation responsibility. PHRASEOLOGY- IF UNABLE, (alternative procedure), AND ADVISE. 7-1-3. APPROACH CONTROL SERVICE FOR VFR ARRIVING AIRCRAFT Issue the following where procedures have been established for arriving VFR aircraft to contact approach control for landing information: a. Wind, runway, and altimeter setting at the airport of intended landing. This information may be omitted if contained in the ATIS broadcast and the pilot states the appropriate ATIS code or if the pilot uses the phrase, “have numbers.” NOTE- Pilot use of “have numbers” does not indicate receipt of the ATIS broadcast. b. Traffic information on a workload permitting basis. c. Time or place at which the aircraft is to contact the tower on local control frequency for further landing information. d. An aircraft may be instructed to contact approach control for landing and traffic information upon initial contact with the tower. REFERENCE- FAAO JO 7110.65, Para 7-6-1, Application. FAAO JO 7110.65, Para 7-6-2, Service Availability. 7-1-4. VISUAL HOLDING OF VFR AIRCRAFT TERMINAL When it becomes necessary to hold VFR aircraft at visual holding fixes, take the following actions: a. Clear aircraft to hold at selected, prominent geographical fixes which can be easily recognized from the air, preferably those depicted on sectional charts. NOTE- At some locations, VFR checkpoints are depicted on Sectional Aeronautical and Terminal Area Charts. In selecting geographical fixes, depicted VFR checkpoints are preferred unless the pilot exhibits a familiarity with the local area. REFERENCE- FAAO JO 7110.65, Para 4-6-5, Visual Holding Points. JO 7110.65S 2/14/08 7-1-2 General b. Issue traffic information to aircraft cleared to hold at the same fix. PHRASEOLOGY- HOLD AT (location) UNTIL (time or other condition), TRAFFIC (description) HOLDING AT (fix, altitude if known), or PROCEEDING TO (fix) FROM (direction or fix). REFERENCE- FAAO JO 7110.65, Para 7-6-5, Holding. JO 7110.65S 2/14/08 7-2-1 Visual Separation Section 2. Visual Separation 7-2-1. VISUAL SEPARATION Aircraft may be separated by visual means, as provided in this paragraph, when other approved separation is assured before and after the application of visual separation. To ensure that other separation will exist, consider aircraft performance, wake turbulence, closure rate, routes of flight, and known weather conditions. Reported weather conditions must allow the aircraft to remain within sight until other separation exists. Do not apply visual separation between successive departures when departure routes and/or aircraft performance preclude maintaining separation. REFERENCE- FAAO JO 7110.65, Para 2-1-20, Wake Turbulence Cautionary Advisories. FAAO JO 7110.65, Para 2-1-21, Traffic Advisories. FAAO JO 7110.65, Para 3-1-9, Use of Tower Radar Displays. FAAO JO 7110.65, Para 5-9-5, Approach Separation Responsibility. FAAO JO 7110.65, Para 7-4-1, Visual Approach. FAAO JO 7110.65, Para 7-4-2, Vectors for Visual Approach. FAAO JO 7110.65, Para 7-4-4, Approaches to Multiple Runways. P/CG Term- Visual Approach. P/CG Term- Visual Separation. a. TERMINAL. Visual separation may be applied between aircraft under the control of the same facility within the terminal area up to but not including FL_180, provided: 1. Communication is maintained with at least one of the aircraft involved or the capability to communicate immediately as prescribed in para_3-9-3, Departure Control Instructions, subpara_a2 is available, and: 2. The aircraft are visually observed by the tower and visual separation is maintained between the aircraft by the tower. The tower shall not provide visual separation between aircraft when wake turbulence separation is required or when the lead aircraft is a B757. 3. A pilot sees another aircraft and is instructed to maintain visual separation from the aircraft as follows: (a) Tell the pilot about the other aircraft including position, direction and, unless it is obvious, the other aircraft's intention. (b) Obtain acknowledgment from the pilot that the other aircraft is in sight. (c) Instruct the pilot to maintain visual separation from that aircraft. (d) Advise the pilot if the radar targets appear likely to converge. NOTE- Issue this advisory in conjunction with the instruction to maintain visual separation, or thereafter if the controller subsequently becomes aware that the targets are merging. (e) If the aircraft are on converging courses, inform the other aircraft of the traffic and that visual separation is being applied. (f) If the pilot advises he/she has the traffic in sight and will maintain visual separation from it (the pilot must use that entire phrase), the controller need only “approve” the operation instead of restating the instructions. PHRASEOLOGY- TRAFFIC, (clock position and distance), (direction)-BOUND, (type of aircraft), (intentions and other relevant information). If applicable, ON CONVERGING COURSE. DO YOU HAVE IT IN SIGHT? If the answer is in the affirmative, MAINTAIN VISUAL SEPARATION. If the pilot advises he/she has the traffic in sight and will maintain visual separation from it (pilot must use that entire phrase): APPROVED. If aircraft are on converging courses, advise the other aircraft: TRAFFIC, (clock position and distance), (direction)-BOUND, (type of aircraft), HAS YOU IN SIGHT AND WILL MAINTAIN VISUAL SEPARATION. b. EN ROUTE. Visual separation may be used up to but not including FL 180 when the following conditions are met: 1. Direct communication is maintained with one of the aircraft involved and there is an ability to communicate with the other. JO 7110.65S 2/14/08 7-2-2 Visual Separation 2. A pilot sees another aircraft and is instructed to maintain visual separation from it as follows: (a) Tell the pilot about the other aircraft including position, direction and unless it is obvious, the other aircraft's intentions. (b) Obtain acknowledgment from the pilot that the other aircraft is in sight. (c) Instruct the pilot to maintain visual separation from that aircraft. (d) Advise the pilot if the radar targets appear likely to converge. (e) If the aircraft are on converging courses, inform the other aircraft of the traffic and that visual separation is being applied. (f) Advise the pilots if either aircraft is a heavy. (g) Traffic advisories and wake turbulence cautionary advisories shall be issued in accordance with para 2-1-20, Wake Turbulence Cautionary Advisories, and para 2-1-21, Traffic Advisories. (h) If the pilot advises he/she has the traffic in sight and will maintain visual separation from it (the pilot must use that entire phrase), the controller need only “approve” the operation instead of restating the instructions. PHRASEOLOGY- TRAFFIC, (clock position and distance), (direction)-BOUND, (type of aircraft), (intentions and other relevant information). If applicable, ON CONVERGING COURSE. DO YOU HAVE IT IN SIGHT? If the answer is in the affirmative, MAINTAIN VISUAL SEPARATION. If the pilot advises he/she has the traffic in sight and will maintain visual separation from it (pilot must use that entire phrase): (Call Sign) APPROVED. If aircraft are on converging courses, advise the other aircraft: TRAFFIC, (clock position and distance), (direction)-BOUND, (type of aircraft), HAS YOU IN SIGHT AND WILL MAINTAIN VISUAL SEPARATION. REFERENCE- FAAO JO 7110.65, Para 7-4-1, Visual Approach. FAAO JO 7110.65, Para 7-4-2, Vectors for Visual Approach. c. Nonapproach control towers may be authorized to provide visual separation between aircraft within surface areas or designated areas provided other separation is assured before and after the application of visual separation. This may be applied by the nonapproach control tower providing the separation or by a pilot visually observing another aircraft and being instructed to maintain visual separation with that aircraft. PHRASEOLOGY- VISUAL SEPARATION APPROVED BETWEEN (identification) AND (identification), and for departing aircraft, (departing/succeeding aircraft) RELEASED YOUR DISCRETION. NOTE- Separation of IFR aircraft before and after application of visual separation is an IFR control function (Approach/ Departure/En Route). A nonapproach control tower by accepting authorization for visual separation becomes responsible for ensuring that separation. Separation requirements also apply to VFR aircraft when IFR, Class_B, Class C or TRSA separation is prescribed. REFERENCE- FAAO JO 7110.65, Para 4-8-11, Practice Approaches. FAAO JO 7110.65, Para 5-6-1, Application. FAAO JO 7110.65, Para 7-4-2, Vectors for Visual Approach. FAAO JO 7110.65, Para 7-6-1, Application. FAAO JO 7110.65, Para 7-7-1, Application. FAAO JO 7110.65, Para 7-7-2, Issuance of EFC. FAAO JO 7110.65, Para 7-7-3, Separation. FAAO JO 7110.65, Para 7-7-4, Helicopter Traffic. FAAO JO 7110.65, Para 7-7-5, Altitude Assignments. FAAO JO 7110.65, Para 7-7-6, Approach Interval. FAAO JO 7110.65, Para 7-7-7, TRSA Departure Information. FAAO JO 7110.65, Para 7-8-2, Class C Services. FAAO JO 7110.65, Para 7-8-3, Separation. FAAO JO 7110.65, Para 7-8-4, Establishing Two-Way Communications. FAAO JO 7110.65, Para 7-8-5, Altitude Assignments. FAAO JO 7110.65, Para 7-8-6, Exceptions. FAAO JO 7110.65, Para 7-9-1, Application. FAAO JO 7110.65, Para 7-9-3, Methods. FAAO JO 7110.65, Para 7-9-4, Separation. FAAO JO 7110.65, Para 7-9-6, Helicopter Traffic. FAAO JO 7110.65, Para 7-9-7, Altitude Assignments. JO 7110.65S 2/14/08 7-3-1 VFR-on-top

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Section 3. VFR-on-top 7-3-1. VFR-ON-TOP a. You may clear an aircraft to maintain “VFR-on-top” if the pilot of an aircraft on an IFR flight plan requests the clearance. PHRASEOLOGY- MAINTAIN VFR-ON-TOP. NOTE1. When an aircraft has been cleared to maintain “VFR-on-top,” the pilot is responsible to fly at an appropriate VFR altitude, comply with VFR visibility and distance from cloud criteria, and to be vigilant so as to see and avoid other aircraft. The pilot is also responsible to comply with instrument flight rules applicable to the flight (e.g., adherence to ATC clearances). 2. Although standard IFR separation is not applied, controllers shall continue to provide traffic advisories and safety alerts, and apply merging target procedures to aircraft operating VFR-on-top. REFERENCE- FAAO JO 7110.65, Para 2-1-6, Safety Alert. FAAO JO 7110.65, Para 2-1-21, Traffic Advisories. FAAO JO 7110.65, Para 5-1-8, Merging Target Procedures. FAAO JO 7110.65, Para 7-1-1, Class A Airspace Restrictions. AIM, Para 5-5-13, VFR-on-top. 14 CFR Section 91.157, Special VFR Weather Minimums. 14 CFR Section 91.159, VFR Cruising Altitude or Flight Level. b. You may clear an aircraft to climb through clouds, smoke, haze, or other meteorological formations and then to maintain “VFR-on-top” if the following conditions are met: 1. The pilot requests the clearance. 2. You inform the pilot of the reported height of the tops of the meteorological formation, or 3. You inform the pilot that no top report is available. 4. When necessary, you ensure separation from all other traffic for which you have separation responsibility by issuing an alternative clearance. 5. When an aircraft is climbing to and reports reaching “VFR-on-top,” reclear the aircraft to maintain “VFR-on-top.” PHRASEOLOGY- CLIMB TO AND REPORT REACHING VFR-ON-TOP, and TOPS REPORTED (altitude), or NO TOPS REPORTS. IF NOT ON TOP AT (altitude), MAINTAIN (altitude), AND ADVISE. MAINTAIN VFR-ON-TOP. c. Do not clear an aircraft to maintain “VFR-on- top” between sunset and sunrise to separate holding aircraft from each other or from en route aircraft unless restrictions are applied to ensure the appropriate IFR vertical separation. PHRASEOLOGY- MAINTAIN VFR-ON-TOP AT OR ABOVE/BELOW/ BETWEEN (altitudes). EXAMPLE“Maintain VFR-on-top at or above one three thousand five_hundred.” “Maintain VFR-on-top at or below one two thousand five_hundred.” “Maintain VFR-on-top at or between six thousand and one_zero thousand.” d. When, in your judgment, there is reason to believe that flight in VFR conditions may become impractical, issue an alternative clearance which will ensure separation from all other aircraft for which you have separation responsibility. PHRASEOLOGY- IF UNABLE, (alternative procedure), AND ADVISE. REFERENCE- FAAO JO 7110.65, Para 9-3-3, VFR-on-top. JO 7110.65S 2/14/08 7-3-2 VFR-on-top 7-3-2. ALTITUDE FOR DIRECTION OF FLIGHT Inform an aircraft maintaining “VFR-on-top” when a report indicates the pilot is not complying with 14_CFR Section 91.159(a). NOTE- As required by 14 CFR Section 91.159(a), the appropriate VFR altitudes for aircraft (not in a holding pattern of 2_minutes or less, or turning) operating more than 3,000_feet above the surface to and including 18,000 feet MSL: Magnetic courses 0-179- odd cardinal altitudes plus 500_feet; e.g., 3,500, 5,500. Magnetic courses 180-359- even cardinal altitudes plus 500 feet; e.g., 4,500, 8,500. PHRASEOLOGY- VFR-ON-TOP CRUISING LEVELS FOR YOUR DIRECTION OF FLIGHT ARE: more than 3,000 feet above the surface to FL 180: ODD/EVEN ALTITUDES/FLIGHT LEVELS PLUS FIVE_HUNDRED FEET. JO 7110.65S 2/14/08 7-4-1 Approaches Section 4. Approaches 7-4-1. VISUAL APPROACH A visual approach is an ATC authorization for an aircraft on an IFR flight plan to proceed visually to the airport of intended landing; it is not an instrument approach procedure. Also, there is no missed approach segment. An aircraft unable to complete a visual approach shall be handled as any go-around and appropriate separation must be provided. REFERENCE- FAAO JO 7110.65, Para 2-1-20, Wake Turbulence Cautionary Advisories. FAAO JO 7110.65, Para 3-10-2, Forwarding Approach Information by Nonapproach Control Facilities. FAAO JO 7110.65, Para 7-2-1, Visual Separation. FAAO JO 7110.65, Para 7-4-4, Approaches to Multiple Runways. 7-4-2. VECTORS FOR VISUAL APPROACH A vector for a visual approach may be initiated if the reported ceiling at the airport of intended landing is at least 500 feet above the MVA/MIA and the visibility is 3 miles or greater. At airports without weather reporting service there must be reasonable assurance (e.g. area weather reports, PIREPs, etc.) that descent and flight to the airport can be made visually, and the pilot must be informed that weather information is not available. PHRASEOLOGY(Ident) FLY HEADING OR TURN RIGHT/LEFT HEADING (degrees) VECTOR FOR VISUAL APPROACH TO (airport name). (If appropriate) WEATHER NOT AVAILABLE. NOTE- At airports where weather information is not available, a pilot request for a visual approach indicates that descent and flight to the airport can be made visually and clear of clouds. REFERENCE- FAAO JO 7110.65, Para 5-9-1, Vectors to Final Approach Course. FAAO JO 7110.65, Para 7-2-1, Visual Separation. FAAO JO 7110.65, Para 7-4-3, Clearance for Visual Approach. FAAO JO 7110.65, Para 7-4-4, Approaches to Multiple Runways. FAAO JO 7110.65, Para 7-6-7, Sequencing. FAAO JO 7110.65, Para 7-7-3, Separation. 7-4-3. CLEARANCE FOR VISUAL APPROACH ARTCCs and approach controls may clear aircraft for visual approaches using the following procedures: NOTE- Towers may exercise this authority when authorized by a LOA with the facility that provides the IFR service, or by a facility directive at collocated facilities. a. Controllers may initiate, or pilots may request, a visual approach even when an aircraft is being vectored for an instrument approach and the pilot subsequently reports: 1. The airport or the runway in sight at airports with operating control towers. 2. The airport in sight at airports without a control tower. b. Resolve potential conflicts with all other aircraft, advise an overtaking aircraft of the distance to the preceding aircraft and speed difference, and ensure that weather conditions at the airport are VFR or that the pilot has been informed that weather is not available for the destination airport. Upon pilot request, advise the pilot of the frequency to receive weather information where AWOS/ASOS is available. PHRASEOLOGY(Ident) (instructions) CLEARED VISUAL APPROACH RUNWAY (number); or (ident) (instructions) CLEARED VISUAL APPROACH TO (airport name) (and if appropriate) WEATHER NOT AVAILABLE OR VERIFY THAT YOU HAVE THE (airport) WEATHER. REFERENCE- FAAO JO 7110.65, Para 7-2-1, Visual Separation. c. Clear an aircraft for a visual approach when: 1. The aircraft is number one in the approach sequence, or 2. The aircraft is to follow a preceding aircraft and the pilot reports the preceding aircraft in sight and is instructed to follow it, or JO 7110.65S 2/14/08 7-4-2 Approaches NOTE- The pilot need not report the airport/runway in sight. 3. The pilot reports the airport or runway in sight but not the preceding aircraft. Radar separation must be maintained until visual separation is provided. d. All aircraft following a heavy jet/B757 must be informed of the airplane manufacturer and model. EXAMPLE“Cessna Three Four Juliet, following a Boeing 757, 12 o'clock, six miles.” e. Inform the tower of the aircraft's position prior to communications transfer at controlled airports. ARTS/STARS functions may be used provided a facility directive or LOA specifies control and communication transfer points. f. In addition to the requirements of para 7-4-2, Vectors for Visual Approach, and subparas a, b, c, d, and e, ensure that the location of the destination airport is provided when the pilot is asked to report the destination airport in sight. g. In those instances where airports are located in close proximity, also provide the location of the airport that may cause the confusion. EXAMPLE“Cessna Five Six November, Cleveland Burke Lakefront Airport is at 12 o'clock, 5 miles. Cleveland Hopkins Airport is at 1 o'clock 12 miles. Report Cleveland Hopkins in sight.” REFERENCE- FAAO JO 7110.65, Para 7-4-4, Approaches to Multiple Runways. 7-4-4. APPROACHES TO MULTIPLE RUNWAYS a. All aircraft must be informed that approaches are being conducted to parallel/intersecting/converging runways. This may be accomplished through use of the ATIS. b. When conducting visual approaches to multiple runways ensure the following: 1. Do not permit the respective aircrafts' primary radar returns to merge unless visual separation is being applied. 2. When the aircraft flight paths intersect, ensure standard separation is maintained until visual separation is provided. c. In addition to the requirements in para 7-2-1, Visual Separation, para 7-4-1, Visual Approach, para 7-4-2, Vectors for Visual Approach, and para 7-4-3, Clearance for Visual Approach, the following conditions apply to visual approaches being conducted simultaneously to parallel, intersecting, and converging runways, as appropriate: 1. Parallel runways separated by less than 2,500_feet. Unless standard separation is provided by ATC, an aircraft must report sighting a preceding aircraft making an approach (instrument or visual) to the adjacent parallel runway. When an aircraft reports another aircraft in sight on the adjacent final approach course and visual separation is applied, controllers must advise the succeeding aircraft to maintain visual separation. However, do not permit a heavy/B757 aircraft to overtake another aircraft. Do not permit a large aircraft to overtake a small aircraft. 2. Parallel runways separated by at least 2,500_feet, but less than 4,300 feet. (a) Standard separation is provided until the aircraft are established on a heading which will intercept the extended centerline of the runway at an angle not greater than 30 degrees, and each aircraft has been issued and the pilot has acknowledged receipt of the visual approach clearance. NOTE- The intent of the 30 degree intercept angle is to reduce the potential for overshoots of the final, and preclude side-by-side operations with one or both aircraft in a “belly-up” configuration during the turn. Aircraft performance, speed, and the number of degrees of the turn to the final are factors to be considered by the controller when vectoring aircraft to parallel runways. (b) Visual approaches may be conducted to one runway while visual or instrument approaches are conducted simultaneously to the other runway, provided the conditions of subpara (a) are met. (c) Provided aircraft flight paths do not intersect, and when the provisions of subparas (a) and (b) are met, it is not necessary to apply any other type of separation with aircraft on the adjacent final approach course. 3. Parallel runways separated by 4,300 feet or more. (a) When aircraft flight paths do not intersect, visual approaches may be conducted simultaneously, provided standard separation is maintained until one of the aircraft has been issued and the pilot has JO 7110.65S 2/14/08 7-4-3 Approaches acknowledged receipt of the visual approach clearance. (b) Visual approaches may be conducted to one runway while visual or instrument approaches are conducted simultaneously to the other runway, provided the conditions of subpara (a) are met. (c) Provided the aircraft flight paths do not intersect, when the provisions of subparas (a) and (b) are met, it is not necessary to apply any other type of separation with aircraft on the adjacent final approach course. 4. Intersecting and converging runways. Visual approaches may be conducted simultaneously with visual or instrument approaches to another runway, provided: (a) Standard separation is maintained until the aircraft conducting the visual approach has been issued and the pilot has acknowledged receipt of the visual approach clearance. (b) When aircraft flight paths intersect, radar separation must be maintained until visual separation is provided. NOTE- Although simultaneous approaches may be conducted to intersecting runways, staggered approaches may be necessary to meet the airport separation requirements specified in para 3-10-4, Intersecting Runway Separation. REFERENCE- FAAO 7110.79, Charted Visual Flight Procedures. FAAO JO 7110.65, Para 7-4-5, Charted Visual Flight Procedures (CVFP). USA/USN Not Applicable. FAAO JO 7110.65, Para 7-7-3, Separation. 7-4-5. CHARTED VISUAL FLIGHT PROCEDURES (CVFP). USA/USN NOT APPLICABLE Clear an aircraft for a CVFP only when the following conditions are met: a. There is an operating control tower. b. The published name of the CVFP and the landing runway are specified in the approach clearance, the reported ceiling at the airport of intended landing is at least 500 feet above the MVA/MIA, and the visibility is 3 miles or more, unless higher minimums are published for the particular CVFP. c. When using parallel or intersecting/converging runways, the criteria specified in para 7-4-4, Approaches to Multiple Runways, are applied. d. An aircraft not following another aircraft on the approach reports sighting a charted visual landmark, or reports sighting a preceding aircraft landing on the same runway and has been instructed to follow that aircraft. PHRASEOLOGY(Ident) CLEARED (name of CVFP) APPROACH. 7-4-6. CONTACT APPROACH Clear an aircraft for a contact approach only if the following conditions are met: a. The pilot has requested it. NOTE- When executing a contact approach, the pilot is responsible for maintaining the required flight visibility, cloud clearance, and terrain/obstruction clearance. Unless otherwise restricted, the pilot may find it necessary to descend, climb, and/or fly a circuitous route to the airport to maintain cloud clearance and/or terrain/ obstruction clearance. It is not in any way intended that controllers will initiate or suggest a contact approach to a pilot. b. The reported ground visibility is at least 1_statute mile. c. A standard or special instrument approach procedure has been published and is functioning for the airport of intended landing. d. Approved separation is applied between aircraft so cleared and other IFR or SVFR aircraft. When applying vertical separation, do not assign a fixed altitude but clear the aircraft at or below an altitude which is at least 1,000 feet below any IFR traffic but not below the minimum safe altitude prescribed in 14 CFR Section 91.119. NOTE14 CFR Section 91.119 specifies the minimum safe altitude to be flown: (a) Anywhere. (b) Over congested areas. (c) Other than congested areas. To provide for an emergency landing in the event of power failure and without undue hazard to persons or property on the surface. (d) Helicopters. May be operated at less than the minimums prescribed in paras (b) and (c) above if the operation is conducted without hazard to persons or property on the surface. JO 7110.65S 2/14/08 7-4-4 Approaches e. An alternative clearance is issued when weather conditions are such that a contact approach may be impracticable. PHRASEOLOGY- CLEARED CONTACT APPROACH, And if required, AT OR BELOW (altitude) (routing). IF NOT POSSIBLE, (alternative procedures), AND ADVISE. JO 7110.65S 2/14/08 7-5-1 Special VFR (SVFR) Section 5. Special VFR (SVFR) 7-5-1. AUTHORIZATION a. SVFR operations in weather conditions less than basic VFR minima are authorized: REFERENCE- FAAO JO 7110.65, Para 2-1-4, Operational Priority. 1. At any location not prohibited by 14 CFR Part 91, Appendix D or when an exemption to 14_CFR Part 91 has been granted and an associated LOA established. 14 CFR Part 91 does not prohibit SVFR helicopter operations. 2. Only within the lateral boundaries of Class_B, Class C, Class D, or Class E surface areas, below 10,000 feet MSL. 3. Only when requested by the pilot. 4. On the basis of weather conditions reported at the airport of intended landing/departure. REFERENCE- FAAO JO 7110.65, Para 7-5-6, Climb to VFR. FAAO JO 7110.65, Para 7-5-7, Ground Visibility Below One Mile. 5. When weather conditions are not reported at the airport of intended landing/departure and the pilot advises that VFR cannot be maintained and requests SVFR. PHRASEOLOGY- CLEARED TO ENTER/OUT OF/THROUGH, (name) SURFACE AREA and if required, (direction) OF (name) AIRPORT (specified routing), and MAINTAIN SPECIAL V-F-R CONDITIONS, and if required, AT OR BELOW (altitude below 10,000 feet MSL) or as applicable under an exemption from 14 CFR Part_91, CLEARED FOR (coded arrival or departure procedure) ARRIVAL/DEPARTURE, (additional instructions as required). REFERENCE- FAAO JO 7110.65, Para 2-4-22, Airspace Classes. b. SVFR operations may be authorized for aircraft operating in or transiting a Class B, Class C, Class D, or Class E surface area when the primary airport is reporting VFR but the pilot advises that basic VFR cannot be maintained. NOTE- The basic requirements for issuance of a SVFR clearance in subpara a apply with the obvious exception that weather conditions at the controlling airport are not required to be less than basic VFR minima. 7-5-2. PRIORITY a. SVFR flights may be approved only if arriving and departing IFR aircraft are not delayed. EXAMPLE1. A SVFR aircraft has been cleared to enter a Class B, Class C, Class D, or Class E surface area and subsequently an IFR aircraft is ready to depart or is in position to begin an approach. Less overall delay might accrue to the IFR aircraft if the SVFR aircraft is allowed to proceed to the airport and land, rather than leave, a Class B, Class C, Class D, or Class E surface area or be repositioned to provide IFR priority. 2. A SVFR aircraft is number one for takeoff and located in such a position that the number two aircraft, an IFR flight, cannot taxi past to gain access to the runway. Less overall delay might accrue to the IFR aircraft by releasing the SVFR departure rather than by having the aircraft taxi down the runway to a turnoff point so the IFR aircraft could be released first. NOTE- The priority afforded IFR aircraft over SVFR aircraft is not intended to be so rigidly applied that inefficient use of airspace results. The controller has the prerogative of permitting completion of a SVFR operation already in progress when an IFR aircraft becomes a factor if better overall efficiency will result. b. Inform an aircraft of the anticipated delay when a SVFR clearance cannot be granted because of IFR traffic. Do not issue an EFC or expected departure time. PHRASEOLOGY- EXPECT (number) MINUTES DELAY, (additional instructions as necessary). REFERENCE- FAAO JO 7110.65, Para 2-1-4, Operational Priority. FAAO JO 7110.65, Para 5-6-1, Application. JO 7110.65S 2/14/08 7-5-2 Special VFR (SVFR) 7-5-3. SEPARATION a. Apply approved separation between: 1. SVFR aircraft. 2. SVFR aircraft and IFR aircraft. NOTE- Approved separation between SVFR fixed-wing aircraft, and between SVFR fixed-wing aircraft and IFR fixed-wing aircraft, is prescribed in Chapter 6 and Chapter 7, para_7-5-4, Altitude Assignment. Radar vectors are authorized as prescribed in para 5-6-1, Application, subpara f. b. Alternate SVFR helicopter separation minima may be established when warranted by the volume and/or complexity of local helicopter operations. Alternate SVFR helicopter separation minima shall be established with an LOA with the helicopter operator which shall specify, as a minimum, that SVFR helicopters are to maintain visual reference to the surface and adhere to the following aircraft separation minima: 1. Between a SVFR helicopter and an arriving or departing IFR aircraft: (a) 1 /2 mile. If the IFR aircraft is less than 1_mile from the landing airport. (b) 1 mile. If the IFR aircraft is 1 mile or more from the airport. 2. 1 mile between SVFR helicopters. This separation may be reduced to 200 feet if: (a) Both helicopters are departing simultaneously on courses that diverge by at least 30 degrees and: (1) The tower can determine this separation by reference to surface markings; or (2) One of the departing helicopters is instructed to remain at least 200 feet from the other. NOTE- Radar vectors are authorized as prescribed in para 5-6-1, Application. REFERENCE- FAAO JO 7110.65, Para 2-1-4, Operational Priority. 7-5-4. ALTITUDE ASSIGNMENT Do not assign a fixed altitude when applying vertical separation, but clear the SVFR aircraft at or below an altitude which is at least 500 feet below any conflicting IFR traffic but not below the MSA prescribed in 14 CFR Section 91.119. PHRASEOLOGY- MAINTAIN SPECIAL V-F-R CONDITIONS AT OR BELOW (altitude). NOTE1. SVFR aircraft are not assigned fixed altitudes to maintain because of the clearance from clouds requirement. 2. The MSAs are: (a) Over congested areas, an altitude at least 1,000_feet above the highest obstacle, and (b) Over other than congested areas, an altitude at least 500 feet above the surface. (c) Helicopters may be operated at less than the minimum altitudes prescribed in (a) and (b) above. REFERENCE- FAAO JO 7110.65, Para 2-1-4, Operational Priority. FAAO JO 7110.65, Para 5-6-1, Application. 14 CFR Section 91.119, Minimum Safe Altitudes: General. 7-5-5. LOCAL OPERATIONS a. Authorize local SVFR operations for a specified period (series of landings and takeoffs, etc.) upon request if the aircraft can be recalled when traffic or weather conditions require. Where warranted, LOAs may be consummated. PHRASEOLOGY- LOCAL SPECIAL V-F-R OPERATIONS IN THE IMMEDIATE VICINITY OF (name) AIRPORT ARE AUTHORIZED UNTIL (time). MAINTAIN SPECIAL V-F-R CONDITIONS. REFERENCE- FAAO JO 7210.3, Para 4-3-2, Appropriate Subjects. b. Control facilities may also authorize an FSS to transmit SVFR clearances so that only one aircraft at a time operates in the Class B, Class C, Class D, or Class E surface areas unless pilots agree that they will maintain visual separation with other aircraft operating in the Class B, Class C, Class D, or Class_E surface areas. Such authorization concerning visual separation by pilots shall be contained in a LOA between the control facility and the FSS. REFERENCE- FAAO JO 7210.3, Para 4-3-3, Developing LOA. FAAO JO 7110.65, Para 2-1-4, Operational Priority. JO 7110.65S 2/14/08 7-5-3 Special VFR (SVFR) 7-5-6. CLIMB TO VFR Authorize an aircraft to climb to VFR upon request if the only weather limitation is restricted visibility. PHRASEOLOGY- CLIMB TO V-F-R WITHIN (name) SURFACE AREA/WITHIN (a specified distance) MILES FROM (airport name) AIRPORT, MAINTAIN SPECIAL V-F-R CONDITIONS UNTIL REACHING V-F-R. REFERENCE- FAAO JO 7110.65, Para 2-1-4, Operational Priority. FAAO JO 7110.65, Para 2-4-22, Airspace Classes. FAAO JO 7110.65, Para 7-5-1, Authorization. 7-5-7. GROUND VISIBILITY BELOW ONE MILE 14 CFR Part 91 does not prohibit helicopter SVFR flight when the visibility is less than 1 mile. Treat requests for SVFR fixed wing operations as follows when the ground visibility is officially reported at an airport as less than 1 mile: a. Inform departing aircraft that ground visibility is less than 1 mile and that a clearance cannot be issued. b. Inform arriving aircraft, operating outside of a Class B, Class C, Class D, or Class E surface area, that ground visibility is less than 1 mile and that, unless an emergency exists, a clearance cannot be issued. c. Inform arriving aircraft, operating VFR/SVFR within a Class B, Class C, Class D, or Class E surface area, that ground visibility is less than 1 mile and request the pilot to advise intentions. PHRASEOLOGY(Name of airport) VISIBILITY LESS THAN ONE MILE. ADVISE INTENTIONS. NOTE- Clear an aircraft to land at an airport with an operating control tower, traffic permitting, if the pilot reports the airport in sight. The pilot is responsible to continue to the airport or exit the surface area. 14 CFR Section 91.157 prohibits VFR aircraft (other than helicopters) from landing at any airport within a surface area when ground visibility is less than 1 mile. A pilot could inadvertently encounter conditions that are below SVFR minimums after entering a surface area due to rapidly changing weather. The pilot is best suited to determine the action to be taken since pilots operating under SVFR between sunrise and sunset are not required to be instrument rated, and the possibility exists that flight visibility may not be the same as ground visibility. 14 CFR Section 91.3 authorizes a pilot encountering an inflight emergency requiring immediate action to deviate from any rule of 14_CFR Part 91 to the extent required to meet that emergency. Flight into adverse weather conditions may require the pilot to execute the emergency authority granted in 14 CFR Section 91.3 and continue inbound to land. d. Authorize scheduled air carrier aircraft in the U.S. to conduct operations if ground visibility is not less than 1 /2 statute mile. NOTE14 CFR Part 121 permits landing or takeoff by domestic scheduled air carriers where a local surface restriction to visibility is not less than 1/2 statute mile, provided all turns after takeoff or before landing and all flights beyond 1_statute mile from the airport boundary can be accomplished above or outside the area so restricted. The pilot is solely responsible for determining if the nature of the visibility restriction will permit compliance with the provisions of 14 CFR Part 121. e. Clear an aircraft to fly through the Class B, Class C, Class D, or Class E surface area if the aircraft reports flight visibility is at least 1 statute mile. REFERENCE- FAAO JO 7110.65, Para 2-1-4, Operational Priority. FAAO JO 7110.65, Para 7-5-1, Authorization. 7-5-8. FLIGHT VISIBILITY BELOW ONE MILE Treat requests for SVFR fixed-wing operations as follows when weather conditions are not reported at an airport and the pilot advises the flight visibility is less than 1 mile: NOTE14 CFR Part 91 prescribes the visibility for basic VFR and SVFR operations as the official reported ground visibility at airports where provided and landing or takeoff “flight visibility” where there is no official reported ground visibility. a. Inform departing aircraft that a clearance cannot be issued. b. Inform arriving aircraft operating outside of a Class B, Class C, Class D or Class E surface area that a clearance cannot be issued unless an emergency exists. c. Request the intentions of an arriving aircraft operating within a Class B, Class C, Class D, or Class E surface area. JO 7110.65S 2/14/08 7-5-4 Special VFR (SVFR) NOTE- Clear an aircraft to land at an airport with an operating control tower, traffic permitting, if the pilot reports the airport in sight. The pilot is responsible to continue to the airport or exit the surface area. 14 CFR Section 91.157 prohibits VFR aircraft (other than helicopters) from landing at any airport within a surface area when flight visibility is less than 1 mile. A pilot could inadvertently encounter conditions that are below SVFR minimums after entering a surface area due to rapidly changing weather. The pilot is best suited to determine the action to be taken since pilots operating under SVFR between sunrise and sunset are not required to be instrument rated, and the possibility exists that flight visibility may not be the same as ground visibility. 14 CFR Section 91.3 authorizes a pilot encountering an inflight emergency requiring immediate action to deviate from any rule of 14 CFR Part 91 to the extent required to meet that emergency. Flight into adverse weather conditions may require the pilot to execute the emergency authority granted in 14 CFR Section 91.3 and continue inbound to land. REFERENCE- FAAO JO 7110.65, Para 2-1-4, Operational Priority. JO 7110.65S 2/14/08 7-6-1 Basic Radar Service to VFR Aircraft- Terminal Section 6. Basic Radar Service to VFR Aircraft- Terminal 7-6-1. APPLICATION a. Basic radar services for VFR aircraft shall include: 1. Safety alerts. 2. Traffic advisories. 3. Limited radar vectoring when requested by the pilot. 4. Sequencing at locations where procedures have been established for this purpose and/or when covered by a LOA. b. Apply the procedures contained in para 7-1-3, Approach Control Service for VFR Arriving Aircraft, when arriving VFR aircraft are handled by approach control and provide vectoring service in accordance with Chapter 5, Radar, Section 7, Speed Adjustment, in addition to the radar services prescribed in para 5-6-1, Application, and para_5-6-2, Methods. REFERENCE- FAAO JO 7110.65, Para 2-1-16, Surface Areas. FAAO JO 7110.65, Para 7-6-1, Application. FAAO JO 7210.3, Chapter 11, Section 1, Terminal VFR Radar Services. AIM, Para 4-1-18, Terminal Radar Services for VFR Aircraft. 7-6-2. SERVICE AVAILABILITY a. Inform aircraft on initial contact whenever this service cannot be provided because of radar outage and apply para 7-1-3, Approach Control Service for VFR Arriving Aircraft. b. Provide the service, to the extent possible using an available frequency, if an aircraft desires the service but cannot communicate on the appropriate frequencies. Aircraft which do not desire radar service may be fitted into the landing sequence by the tower. Coordination of these aircraft shall be accomplished with the approach control unless a facility directive/LOA prescribes otherwise. Nonparticipating aircraft shall, to the extent possible, be given the same landing sequence they would have received had they been sequenced by radar vectors. c. Radar sequencing to the primary airport, when local procedures have been developed, shall be provided unless the pilot states that the service is not requested. Arriving aircraft are assumed to want radar service unless the pilot states “Negative radar service,” or makes a similar comment. 7-6-3. INITIAL CONTACT An aircraft sighted by the local controller at the time of first radio contact may be positioned in the landing sequence after coordination with approach control. 7-6-4. IDENTIFICATION Identify the aircraft before taking action to position it in the approach sequence. 7-6-5. HOLDING Hold VFR aircraft over the initial reporting fix or a fix near the airport when holding is required to establish an approach sequence. REFERENCE- FAAO JO 7110.65, Para 7-1-4, Visual Holding of VFR Aircraft. 7-6-6. APPROACH SEQUENCE Do not assign landing sequence numbers, when establishing aircraft in the approach sequence, unless this responsibility has been delegated in a LOA or facility directive. NOTE- The landing sequence is ordinarily established by the tower. 7-6-7. SEQUENCING a. Establish radar contact before instructing a VFR aircraft to enter the traffic pattern at a specified point or vectoring the aircraft to a position in the approach sequence. Inform the pilot of the aircraft to follow when the integrity of the approach sequence is dependent on following a preceding aircraft. Ensure visual contact is established with the aircraft to follow and provide instruction to follow that aircraft. PHRASEOLOGY- FOLLOW (description) (position, if necessary). b. Direct a VFR aircraft to a point near the airport to hold when a position is not available in the approach sequence for the runway in use. The aircraft 7/31/08 JO 7110.65S CHG 1 JO 7110.65S 2/14/08 7-6-2 Basic Radar Service to VFR Aircraft- Terminal may be vectored to another runway after coordination with the tower. c. Apply the following procedures to a VFR aircraft being radar sequenced: 1. The provisions of para 5-5-4, Minima, subparas e and f. 2. When parallel runways are less than 2,500_feet apart, do not permit a heavy jet/B757 to overtake any aircraft nor a large aircraft to overtake a small aircraft established on final within the facility's area of responsibility.

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7-6-8. CONTROL TRANSFER a. Inform the tower of the aircraft's position and then instruct the pilot to contact the tower. b. The aircraft may be instructed to contact the tower prior to the tower being advised of the aircraft's position provided: 1. The tower advises the aircraft is in sight, and 2. Space is available in the landing sequence. c. Instruct the pilot to contact the tower at the appropriate point when the approach control ARTS/STARS track data is being displayed on the tower's BRITE/DBRITE/TDW display, the aircraft is tagged by ARTS/STARS, and a facility directive specifies change of communications and control jurisdiction points. NOTE- The point at which an aircraft is instructed to contact the tower is determined by prior coordination between the tower and approach control and will vary, depending on the runway in use, weather, etc. The transfer of communications ordinarily occurs at least 5 miles from the runway. The point for the transfer of communications should be a sufficient distance from the airport to permit the tower to properly sequence the aircraft, but not at a distance that could derogate the provision of radar traffic information service.

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7-6-9. ABANDONED APPROACH Instruct the aircraft to change to approach control for sequencing when an aircraft, under tower control, abandons the approach and coordination with approach control reveals no immediate space in the approach sequence. 7-6-10. VFR DEPARTURE INFORMATION Inform departing VFR aircraft who request radar traffic advisories when to contact departure control and the frequency to use. Provide traffic advisories in accordance with para 2-1-21, Traffic Advisories, after the departure is radar identified. NOTE- Departing aircraft desiring traffic information are expected to request the service and to state their proposed direction of flight upon initial contact with ground control.

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7-6-11. TERMINATION OF SERVICE Basic radar services should be provided to the extent possible, workload permitting. Terminate radar service to aircraft landing at airports other than those where sequencing service is provided at a sufficient distance from the airport to permit the pilot to change to the appropriate frequency for traffic and airport information. PHRASEOLOGY- RADAR SERVICE TERMINATED, SQUAWK ONE TWO ZERO ZERO, or SQUAWK VFR, then CHANGE TO ADVISORY FREQUENCY APPROVED, or CONTACT (frequency identification), or FREQUENCY CHANGE APPROVED. JO 7110.65S 2/14/08 7-6-3 Basic Radar Service to VFR Aircraft- Terminal 7-6-12. SERVICE PROVIDED WHEN TOWER IS INOPERATIVE a. Provide the following services during hours when the tower is not in operation: 1. Wind direction and velocity. NOTE- Issue information provided from the FSS or WSO. Otherwise, inform the pilot that wind information is not available. 2. Traffic information. 3. Inform aircraft when radar service is terminated. REFERENCE- FAAO JO 7110.65, Para 5-1-13, Radar Service Termination. b. Do not assign landing sequence. JO 7110.65S 2/14/08 7-6-4 JO 7110.65S 2/14/08 7-7-1 Terminal Radar Service Area (TRSA)- Terminal

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Section 7. Terminal Radar Service Area (TRSA)- Terminal 7-7-1. APPLICATION Apply TRSA procedures within the designated TRSA in addition to the basic services described in Chapter 7, Visual, Section 6, Basic Radar Service to VFR Aircraft- Terminal. REFERENCE- FAAO JO 7110.65, Para 7-2-1, Visual Separation. 7-7-2. ISSUANCE OF EFC Inform the pilot when to expect further clearance when VFR aircraft are held either inside or outside the TRSA. REFERENCE- FAAO JO 7110.65, Para 7-2-1, Visual Separation. 7-7-3. SEPARATION Separate VFR aircraft from VFR/IFR aircraft by any one of the following: a. Visual separation, as specified in para 7-2-1, Visual Separation, para 7-4-2, Vectors for Visual Approach, and para 7-6-7, Sequencing. NOTE- Issue wake turbulence cautionary advisories in accordance with para 2-1-20, Wake Turbulence Cautionary Advisories. b. 500 feet vertical separation. c. Target resolution when using broadband radar systems. The application of target resolutions at locations not using broadband radar will be individually approved by the Director of Terminal Safety and Operations Support. NOTE- Apply the provisions of para 5-5-4, Minima, subparas e and f when wake turbulence separation is required. REFERENCE- FAAO JO 7110.65, Para 7-2-1, Visual Separation. 7-7-4. HELICOPTER TRAFFIC Helicopters need not be separated from other helicopters. Traffic information shall be exchanged, as necessary. REFERENCE- FAAO JO 7110.65, Para 7-2-1, Visual Separation.

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7-7-5. ALTITUDE ASSIGNMENTS a. Altitude information contained in a clearance, instruction, or advisory to VFR aircraft shall meet MVA, MSA, or minimum IFR altitude criteria. REFERENCE- FAAO JO 7110.65, Para 4-5-2, Flight Direction. FAAO JO 7110.65, Para 4-5-3, Exceptions. FAAO JO 7110.65, Para 4-5-6, Minimum En Route Altitudes. b. If required, issue altitude assignments, consistent with the provisions of 14 CFR Section 91.119. NOTE- The MSAs are: 1. Over congested areas, an altitude at least 1,000 feet above the highest obstacle; and 2. Over other than congested areas, an altitude at least 500 feet above the surface. c. When necessary to assign an altitude for separation purposes to VFR aircraft contrary to 14_CFR Section 91.159, advise the aircraft to resume altitudes appropriate for the direction of flight when the altitude assignment is no longer needed for separation or when leaving the TRSA. PHRASEOLOGY- RESUME APPROPRIATE VFR ALTITUDES. REFERENCE- FAAO JO 7110.65, Para 4-8-11, Practice Approaches. FAAO JO 7110.65, Para 5-6-1, Application. FAAO JO 7110.65, Para 7-2-1, Visual Separation.

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7-7-6. APPROACH INTERVAL The tower shall specify the approach interval. REFERENCE- FAAO JO 7110.65, Para 7-2-1, Visual Separation. 7-7-7. TRSA DEPARTURE INFORMATION a. At controlled airports within the TRSA, inform a departing aircraft proposing to operate within the TRSA when to contact departure control and the frequency to use. If the aircraft is properly equipped, ground control or clearance delivery shall issue the appropriate beacon code. NOTE- Departing aircraft are assumed to want TRSA service unless the pilot states, “negative TRSA service,” or makes a similar comment. Pilots are expected to inform the controller of intended destination and/or route of flight and altitude. JO 7110.65S 2/14/08 7-7-2 Terminal Radar Service Area (TRSA)- Terminal b. Provide separation until the aircraft leaves the TRSA. c. Inform VFR participating aircraft when leaving the TRSA. PHRASEOLOGY- LEAVING THE (name) TRSA, and as appropriate, RESUME OWN NAVIGATION, REMAIN THIS FREQUENCY FOR TRAFFIC ADVISORIES, RADAR SERVICE TERMINATED, SQUAWK ONE TWO ZERO ZERO. d. Aircraft departing satellite controlled airports that will penetrate the TRSA should be provided the same service as those aircraft departing the primary airport. Procedures for handling this situation shall be covered in a letter of agreement or facility directives, as appropriate. e. Procedures for handling aircraft departing uncontrolled satellite airports must be advertised in a facility bulletin and service provided accordingly. REFERENCE- FAAO JO 7110.65, Para 7-2-1, Visual Separation. JO 7110.65S 2/14/08 7-8-1 Class C Service- Terminal