ATC

帅哥

a. When the assigned code is observed, advise the aircraft to proceed on course/as requested but to remain outside of Class B, C, and/or D airspace as appropriate. PHRASEOLOGY(ACID) TRANSPONDER OBSERVED PROCEED ON COURSE/AS REQUESTED; REMAIN OUTSIDE (class) AIRSPACE. 1. Maintain continuous security tracking of VFR aircraft operating within the designated area to assist security forces in situational awareness. Immediately report all instances of loss of radio communication or the inability to conduct security tracking of an aircraft to the FLM/CIC and await instructions. 2. The provision of basic separation services to aircraft, i.e., IFR, SVFR, Class B, Class C, TRSA, is not applicable to ATC security tracking. 3. Aircraft with operating transponders, but without operating Mode C (altitude) require specific authorization from ATC in order to operate within the ADIZ. ATC must coordinate with the Domestic Events Network (DEN) prior to approval. 4. Aircraft flying too low for radar coverage shall be instructed to report landing or exiting the ADIZ. Maintain flight progress strips on such aircraft until pilot reports landing or exiting the ADIZ. If a flight progress strip does not exist for the aircraft, record the call sign, transponder code, entry point (e.g., north, northeast, east), and time of entry into the ADIZ. PHRASEOLOGY(Call sign), REPORT LANDING OR LEAVING THE ADIZ. 5. United States Military, law enforcement, and aeromedical flights are exempt from filing flight plans. b. Establishing Two-Way Communications. 1. Pilots must establish two-way radio communications with ATC prior to entering the security service area. Responding to a radio call with, “(a/c call sign) standby,” establishes radio communications and the pilot may enter the area, provided all other security requirements have been satisfied. 3/15/07 7110.65R CHG 2 JO 7110.65S CHG 1 7/31/JO 7110.65S 2/14/08 9-2-5 Special Operations 2. Aircraft requesting security services should not normally be held. However, if holding is necessary or workload/traffic conditions prevent immediate provision of ATC security services, inform the pilot to remain outside the designated area until conditions permit the provision of ATC security services. Inform the pilot of the expected length of delay. PHRASEOLOGY(A/C call sign) REMAIN OUTSIDE OF THE (location) AND STANDBY. EXPECT (time) MINUTES DELAY. c. Termination of Service. 1. If the aircraft is not landing within the designated area, provide security services until the aircraft exits the area and then advise the aircraft to squawk VFR and that frequency change is approved. PHRASEOLOGY- SQUAWK VFR, FREQUENCY CHANGE APPROVED. or CONTACT (facility identification). 2. When an aircraft is landing at an airport inside the area, instruct the pilot to remain on the assigned transponder code until after landing. PHRASEOLOGY(ACID) REMAIN ON YOUR ASSIGNED TRANSPONDER CODE UNTIL YOU LAND, FREQUENCY CHANGE APPROVED. 3. Using approved handoff functionality, transfer the data blocks of all security tracked aircraft that will enter another sector/position for coordination of aircraft information/location. Upon acceptance of the transferred information, instruct the pilot to contact the next sector/positions' frequency. 9-2-11. LAW ENFORCEMENT OPERATIONS BY CIVIL AND MILITARY ORGANIZATIONS a. Law enforcement alerts. 1. Aircraft lookouts shall not be distributed outside the FAA. REFERENCE- FAAO 1600.29, Law Enforcement Alert Message System. FAAO JO 7210.3, Para_2-7-7, Cooperation With Law Enforcement Agencies. 2. Stolen aircraft alerts, including stolen aircraft summaries, may be distributed outside the FAA to: airport offices, air carriers, fixed base operators, and law enforcement agencies. 3. Upon receipt of knowledge concerning an aircraft for which a current law enforcement alert message is held, do the following: (a) Forward any information on the aircraft to El Paso Intelligence Center (EPIC) and the requester when specified in the message. (b) Immediately notify the cognizant Transportation Security Administration office by the most rapid means. (c) DO NOT TAKE ANY OTHER ACTION AFFECTING THE AIRCRAFT, CARGO, CREW, OR PASSENGERS NOT NORMALLY RELATED TO JOB RESPONSIBILITIES. b. Special law enforcement operations. 1. Special law enforcement operations include inflight identification, surveillance, interdiction and pursuit activities performed in accordance with official civil and/or military mission responsibilities. 2. To facilitate accomplishment of these special missions, exemptions from specified parts of Title 14 of the Code of Federal Regulations have been granted to designated departments and agencies. However, it is each organization's responsibility to apprise ATC of their intent to operate under an authorized exemption before initiating actual operations. REFERENCE- FAAO JO 7210.3, Para 18-3-1, Authorizations and Exemptions from Title 14, Code of Federal Regulations (14 CFR).

帅哥

3. Additionally, some departments and agencies that perform special missions have been assigned coded identifiers to permit them to apprise ATC of ongoing mission activities and solicit special air traffic assistance. REFERENCE- FAAO 7110.67, Special Aircraft Operations by Law Enforcement/Military Organizations. NOTE- As specified in para 2-1-4, Operational Priority, priority of handling for aircraft operating with coded identifiers will be the same as that afforded to SAR aircraft performing a SAR mission. c. Assistance to law enforcement aircraft operations. 1. Provide the maximum assistance possible to law enforcement aircraft, when requested, in helping them locate suspect aircraft. 7/31/08 JO 7110.65S CHG 1 JO 7110.65S 2/14/08 9-2-6 Special Operations 2. Communicate with law enforcement aircraft, when possible and if requested, on a frequency not paired with your normal communications frequencies. 3. Do not allow assistance to law enforcement aircraft to violate any required separation minima. 4. Do not assist VFR law enforcement aircraft in any way that will create a situation which, in your judgment, places the aircraft in unsafe proximity to terrain or other aircraft. 9-2-12. MILITARY AERIAL REFUELING Authorize aircraft to conduct aerial refueling along published or special tracks at their flight plan altitude, unless otherwise requested. PHRASEOLOGY- CLEARED TO CONDUCT REFUELING ALONG (number) TRACK, or FROM (fix) TO (fix), and MAINTAIN REFUELING LEVEL (altitude), or MAINTAIN (altitude), or COMMENCING AT (altitude), DESCENDING TO (altitude). NOTE1. During aerial refueling, tanker aircraft are responsible for receiver aircraft communication with ATC and for their navigation along the track. 2. Aerial refueling airspace is not sterilized airspace and other aircraft may transit this airspace provided vertical or lateral separation is provided from refueling aircraft. 3. MARSA begins between the tanker and receiver when the tanker and receiver(s) have entered the air refueling airspace and the tanker advises ATC that he/she is accepting MARSA.

帅哥

4. MARSA ends between the tanker and receiver when the tanker advises ATC that the tanker and receiver aircraft are vertically positioned within the air refueling airspace and ATC advises MARSA is terminated. REFERENCE- FAAO JO 7110.65, Para 2-1-11, Use of MARSA. FAAO JO 7110.65, Para_5-5-8, Additional Separation for Formation Flights. FAAO JO 7610.4, Chapter 10, Aerial Refueling. a. Provide radar assistance to the rendezvous for participating aircraft: 1. When requested, and 2. By providing vertical separation prior to MARSA declaration. b. Do not request receiver aircraft that have been cleared to conduct air refueling and have departed the ARIP to: 1. Make code changes when less than 5 miles from the tanker. 2. Squawk standby when less than 1 mile or more than 3 miles from the tanker. NOTE- Requests for receiver aircraft to make code changes during air refueling diverts the receiver pilot's attention during a critical phase of flight. c. When issuing an initial air refueling clearance, you may request a receiver to squawk standby when the receiver reaches a point 3 miles from the tanker. NOTE1. Receiver aircraft will squawk normal when separation from the tanker is greater than 3 miles. 2. Once rendezvous is completed, heading and altitude assignments may be made with the tanker concurrence with MARSA remaining in effect. 3. Upon rendezvous completion, the tanker shall keep receiver aircraft within 3 miles of the tanker until MARSA is terminated. d. After MARSA has been declared, you should avoid issuing course or altitude changes prior to rendezvous. NOTE- Altitude or course changes issued will automatically void MARSA. e. Do not use the altitude vacated during the refueling operation until the refueling aircraft has reported reaching the next IFR altitude. REFERENCE- FAAO JO 7110.65, Para 6-6-2, Exceptions. 3/15/07 7110.65R CHG 2 JO 7110.65S CHG 1 7/31/JO 7110.65S 2/14/08 9-2-7 Special Operations f. Approve requests by the tanker pilot for vectors or alternative routes or altitudes as follows: 1. Furnish vectors or alternative altitudes at any time.

帅哥

2. Furnish nonradar routes only after the refueling aircraft have passed the ARCP. NOTE1. To meet a training requirement that aerial refueling be accomplished in a nonradar environment, the military has requested that vectors be furnished only upon request. 2. The tanker commander is responsible for coordinating all inflight requests with other aircraft in the refueling mission before submission of such requests to the center. 3. Normally, aircraft conducting aerial refueling operations will utilize at least three consecutive altitudes. g. Unless a vector or alternative route has been furnished, clear the aircraft to depart the refueling track at a navigational reference point or egress fix. h. Request an aircraft to report the ARIP, ARCP, or egress fix as necessary. PHRASEOLOGY- REPORT: A-R-I-P, or A-R-C-P, or EGRESS FIX. i. Expect the following procedures in addition to those required by the appropriate parts of Title 14 of the Code of Federal Regulations in the event of two-way communications failure: 1. The tanker will depart the track from the highest altitude in the block. 2. The receiver will depart the track from the lowest altitude in the block. 3. Aircraft will squawk 7600 for at least 2_minutes prior to departing the track. REFERENCE- FAAO JO 7110.65, Para 9-2-13, Military Operations Above FL 600. 9-2-13. MILITARY OPERATIONS ABOVE FL_600 Control aircraft operating above FL 600 using the following procedures: a. Flight plans involving supersonic flight are required 16 hours in advance of proposed departure times for processing and approval by the ARTCCs concerned. The originating ARTCC, where the flight plan is first filed, may waive the 16-hour advance filing requirement. b. The route of flight shall be defined by at least one high altitude fix within each ARTCC area without regard to the distance between fixes. Additionally, the entry and exit points of turns of 90_degrees or more will be designated. c. Elapsed times from takeoff to the first fix in each ARTCC area shall be included in the route of flight. d. The ARTCC which originates the flight plan shall forward departure times to all ARTCCs responsible for processing the flight plan. e. Approval of the flight plan indicates approval of both route and flight levels (if stated) including operations below FL 600 (aerial refueling). PHRASEOLOGY- CLEARED AS FILED VIA ROUTE AND FLIGHT LEVELS. REFERENCE- FAAO JO 7110.65, Para 9-2-12, Military Aerial Refueling. f. Separation. Use the following as minima in lieu of the corresponding type of separation prescribed in: NOTE- The primary method described to provide separation between two supersonic aircraft is to descend the aircraft at the lower FL and provide vertical separation since the aircraft at the higher FL may not be able to climb rapidly enough to establish the required separation. Another aspect which should be considered is that supersonic aircraft during turns, either programmed or as the result of vectors, will lose a few thousand feet. Vectoring supersonic aircraft seriously affects the range and mission objectives. Radar separation is the preferred method of separating a subsonic aircraft both from another subsonic aircraft or from a supersonic aircraft. 7/31/08 JO 7110.65S CHG 1 JO 7110.65S 2/14/08 9-2-8 Special Operations 1. Para 4-5-1, Vertical Separation Minima: 5,000 feet. NOTE1. The security requirements of the military services preclude the transmission of actual altitude information on the air/ground or landline circuits. A classified document detailing the plan for ascertaining altitude codes for the day should be readily available to the controllers at their positions of operation. 2. Pilots will report their altitude, using the coded plan, and intended flight profile on initial contact with each ARTCC. 2. Para 6-5-4, Minima Along Other Than Established Airways or Routes: Protect the airspace 25 miles either side of the route centerline. For turns by supersonic aircraft, protect the airspace 75 miles on the overflown side and 25 miles on the other side. For turns by subsonic aircraft, protect the airspace 34_miles on the overflown side and 25 miles on the other side. REFERENCE- FAAO JO 7110.65, Para 4-3-3, Abbreviated Departure Clearance. 9-2-14. MILITARY SPECIAL USE FREQUENCIES a. Assign special use frequency to: NOTE- Special use frequencies are assigned to ARTCCs in such a manner that adjacent ARTCCs will not have the same frequency. They are to be used within the ARTCC area jurisdiction from the established FL base of the high altitude sectors and above. Each high altitude sector should have the capability to use the special use frequency on a shared basis. 1. USAF, U.S. Navy, and Air National Guard (ANG) single-pilot jet aircraft formations operating at night or in instrument weather conditions. Formations of five or more USAF aircraft deploying either to a continental U.S. staging base or nonstop to an overseas location are authorized to use special use frequencies at any time. Normally these deployments will be conducted within an altitude reservation. 2. U-2 and B-57 (pressure suit flights) aircraft at all altitudes/FLs except where terminal operations require the assignment of other frequencies. NOTE- Aerial refueling operations may require that aircraft leave the special use frequency for communications with the tanker. This will occur when the receiver is approximately 200 miles from the ARCP. The tanker aircraft will remain on the ARTCC assigned frequency and will relay clearances to the receiver as required. An alternate means of communications between the tanker and receiver is HF radio. 3. All aircraft during supersonic flight. NOTE- Pilots are expected to request assignment of the special use frequency in the remarks section of the flight plan or before entering supersonic flight. B-57 aircraft engaged in pressure suit operations will use the static call sign KITE and flights will normally be conducted from Dover, Eielson, Ellington, Hickman, Howard, Kirtland, and McClellan Air Force Bases. 4. E-3A AWACS mission crews when operations are being conducted as an MRU in accordance with appropriate letters of agreement. b. The special use frequency may be assigned as “backup” for the high-altitude sector when direct communications are essential because of a potential emergency control situation. c. Do not assign the special use frequency to the aircraft in subpara a1 above, when they will operate in airspace assigned for special military operations. 9-2-15. AVOIDANCE OF AREAS OF NUCLEAR RADIATION a. Advise pilots whenever their proposed flight path will traverse a reported or forecasted area of hazardous radiation and reroute the aircraft when requested by the pilot. REFERENCE- FAAO JO 7610.4, Para 4-4-4, Avoidance of Hazardous Radiation Areas. b. Inform pilots when an airfield of intended landing lies within a reported or forecasted area of hazardous radiation and request the pilot to advise his/her intentions. 9-2-16. SAMP Provide special handling to U.S. Government and military aircraft engaged in aerial sampling missions (atmosphere sampling for nuclear, chemical, or hazardous material contamination). Honor inflight clearance requests for altitude and route changes to the maximum extent possible. Other IFR aircraft may 3/15/07 7110.65R CHG 2 JO 7110.65S CHG 1 7/31/JO 7110.65S 2/14/08 9-2-9 Special Operations be recleared so that requests by SAMPLER aircraft are honored. Separation standards as outlined in this order shall be applied in all cases. REFERENCE- FAAO JO 7110.65, Para 2-1-4, Operational Priority. FAAO JO 7110.65, Para 2-4-20, Aircraft Identification. FAAO JO 7610.4, Para 4-4-4, Avoidance of Hazardous Radiation Areas. 9-2-17. AWACS/NORAD SPECIAL FLIGHTS Do not delay E-3 AWACS aircraft identified as “AWACS/NORAD Special” flights. The following control actions are acceptable while expediting these aircraft to the destination orbit. a. En route altitude changes + /– 2,000 feet from the requested flight level. b. Radar vectors or minor route changes that do not impede progress towards the destination orbit. NOTE- NORAD has a requirement to position E-3 AWACS aircraft at selected locations on a time-critical basis. To the extent possible these flights will utilize routes to the destination orbit that have been precoordinated with the impacted ATC facilities. To identify these flights, the words “AWACS/ NORAD SPECIAL” will be included as the first item in the remarks section of the flight plan. 9-2-18. WEATHER RECONNAISSANCE FLIGHTS TEAL and NOAA mission aircraft fly reconnaissance flights to gather meteorological data on winter storms, (NWSOP missions), hurricanes and tropical cyclones (NHOP missions). The routes and timing of these flights are determined by movement of the storm areas and not by traffic flows. a. When a dropsonde release time is received from a TEAL or NOAA mission aircraft, workload and priorities permitting, controllers shall advise the mission aircraft of any traffic estimated to pass through the area of the drop at altitudes below that of the mission aircraft. This traffic advisory shall include: 1. Altitude. 2. Direction of flight. 3. ETA at the point closest to drop area (or at the fix/intersection where drop will occur). NOTE- A dropsonde is a 14-inch long cardboard cylinder about 2.75 inches in diameter, that weighs approximately 14_ounces (400 grams), and has a parachute attached. When released from the aircraft it will fall at a rate of approximately 2,500 feet per minute. Controllers should recognize that a dropsonde released at FL 310 will be a factor for traffic at FL 210 four minutes later. It is the aircraft commanders responsibility to delay release of dropsondes if traffic is a factor. Aircraft commanders will delay release of dropsondes based solely upon traffic as issued by ATC. b. When advised that an airborne TEAL or NOAA aircraft is requesting a clearance via CARCAH, issue the clearance in accordance with Chapter 4, IFR, Section 2, Clearances. REFERENCE- FAAO JO 7110.65, Para 4-2-1, Clearance Items. FAAO JO 7110.65, Para 4-2-2, Clearance Prefix. FAAO JO 7110.65, Para 4-2-3, Delivery Instructions. c. If a TEAL or NOAA mission aircraft must be contacted but is out of VHF, UHF, and HF radio range, advise the supervisory traffic management coordinator-in-charge. REFERENCE- FAAO JO 7210.3, Para 5-3-6, Weather Reconnaissance Flights. FAAO JO 7110.65, Para 2-1-4, Operational Priority. 9-2-19. EVASIVE ACTION MANEUVER Approve a pilot request to conduct an evasive action maneuver only on the basis of a permissible traffic situation. Specify the following items, as necessary, when issuing approval: NOTE- The “evasive action” maneuver is performed by a bomber/fighter bomber aircraft at or above FL 250 along a 60 NM long segment of the flight plan route overlying a RBS or other site and includes: 1. Flying a zigzag pattern on both the left and right side of the flight plan route centerline. Altitude deviations are made in conjunction with the lateral maneuvering. 2. Lateral deviations from the route centerline will not normally exceed 12 miles. Altitude variations shall not exceed plus or minus 1,000 feet of the assigned flight level; i.e., confined within a 2,000 foot block. a. Specific route segment on which the maneuver will take place. b. Distance of maximum route deviation from the centerline in miles. 7/31/08 JO 7110.65S CHG 1 JO 7110.65S 2/14/08 9-2-10 Special Operations c. Altitude. PHRASEOLOGY- CLEARED TO CONDUCT EVASIVE ACTION MANEUVER FROM (fix) TO (fix), and (number of miles) EITHER SIDE OF CENTERLINE, and MAINTAIN (altitude) THROUGH (altitude), and COMPLETE MANEUVER AT (fix) AT (altitude). 9-2-20. NONSTANDARD FORMATION/ CELL OPERATIONS Occasionally the military is required to operate in a nonstandard cell formation and controllers should be knowledgeable of the various tactics employed and the procedures used. REFERENCE- FAAO JO 7610.4, Chapter 12, Section 12, Formation Flight.

帅哥

a. Formation leaders are responsible for obtaining ATC approval to conduct nonstandard formation/cell operations. b. When nonstandard formation/cell operations have been approved, controllers shall assign sufficient altitudes to allow intra-cell vertical spacing of 500 feet between each aircraft in the formation. c. Control nonstandard formation/cell operations on the basis that MARSA is applicable between the participating aircraft until they establish approved separation which is acknowledged by ATC. d. Apply standard separation criteria between the approved nonstandard formation/cell envelope and nonparticipating aircraft. e. Clear aircraft operating in a nonstandard formation/cell to the breakup fix as the clearance limit. Forward data pertaining to route or altitude beyond the breakup point to the center concerned as a part of the routine flight plan information. f. EN ROUTE. If the breakup occurs in your area, issue appropriate clearances to authorize transition from formation to individual routes or altitudes. If a breakup cannot be approved, issue an appropriate clearance for the flight to continue as a formation. 9-2-21. OPEN SKIES TREATY AIRCRAFT a. OPEN SKIES aircraft will be identified by the call sign “OSY” (OPEN SKIES) followed by two digits and a one-letter mission suffix. EXAMPLE- OSY12D Mission suffixes: *F = Observation Flights (Priority). *D = Demonstration Flights (Priority). *T = Transit Flights (Nonpriority). NOTE1. Observation/Demonstration flights are conducted under rigid guidelines outlined in the Treaty of OPEN SKIES that govern sensor usage, maximum flight distances, altitudes and priorities. 2. Transit flights are for the sole purpose of moving an OPEN SKIES aircraft from airport to airport in preparation for an actual OPEN SKIES “F” or “D” mission. b. Provide priority and special handling to expedite the movement of an OPEN SKIES observation or demonstration flight. REFERENCE- FAAO JO 7110.65, Para 2-1-4, Operational Priority, subpara n. FAAO JO 7210.3, Para 5-3-7, OPEN SKIES Treaty Aircraft. Treaty on OPEN SKIES, Treaty Document, 102-37. c. OPEN SKIES aircraft, while maintaining compliance with ATC procedures, shall have priority over activities in Special Use Airspace (SUA) and shall be allowed to transit such airspace as filed after appropriate and timely coordination has been accomplished between the using agency and controlling agency. 1. OPEN SKIES Treaty flights transiting SUA will be handled in the following manner: (a) The ATC facility controlling the OPEN SKIES flight shall advise the using/scheduling agency or appropriate ATC facility when the OPEN SKIES aircraft is fifteen (15) minutes from the SUA boundary; and 3/15/07 7110.65R CHG 2 JO 7110.65S CHG 1 7/31/JO 7110.65S 2/14/08 9-2-11 Special Operations (1) For SUA that has an ATC facility providing services to the area, provide standard separation. If the ATC facility is unable to provide standard separation from the activities in the SUA, the using agency must confirm that all operations in the SUA have ceased. (2) For SUA not associated with an ATC facility, the using/scheduling agency must return the SUA to the controlling agency and confirm that all operations in the SUA have ceased. (b) If the controlling facility/using agency is unable to confirm that all conflicting activities in the SUA have ceased, the OPEN SKIES aircraft shall not be permitted access to the SUA. 2. Return SUA to the using agency, if appropriate, within fifteen (15) minutes after the OPEN SKIES aircraft clears the SUA. d. Clear the aircraft according to the filed flight plan. 1. Do not ask the pilot to deviate from the planned action or route of flight except to preclude an emergency situation or other higher priority aircraft. 2. Do not impose air traffic control delays except to preclude emergency situations or other higher priority aircraft. NOTE- If for reasons of flight safety the route or altitude must be changed, return the aircraft to the filed flight plan route as soon as practical. 7/31/08 JO 7110.65S CHG 1 JO 7110.65S 2/14/08 9-3-1 Special Use and ATC Assigned Airspace Section 3. Special Use and ATC Assigned Airspace 9-3-1. APPLICATION Apply the procedures in this section to aircraft operating in proximity to special use or ATC assigned airspace (ATCAA) unless the airspace is designated an Alert Area/Controlled Firing Area or one of the following conditions exist: NOTE- These procedures are not applicable to Alert Areas or Controlled Firing Areas. REFERENCE- P/CG Term- Special Use Airspace. a. The pilot informs you that permission has been obtained from the using agency to operate in the airspace. b. The using agency informs you they have given permission for the aircraft to operate in the airspace. NOTE- Using agency permission may be relayed to the pilot. c. The Restricted/Warning Area, MOA, or ATCAA has been released to the controlling agency. d. The aircraft is on an approved ALTRV, unless the airspace area in question is an ATCAA. NOTE- Mission project officers are responsible for obtaining approval for ALTRV operations within Prohibited/ Restricted/Warning Areas and MOAs. REFERENCE- FAAO JO 7110.65, Para 9-3-4, Transiting Active SUA/ATCAA. e. Operations in special use airspace located in offshore/oceanic airspace will be conducted in accordance with the procedures in Chapter 8, Offshore/Oceanic Procedures. 9-3-2. SEPARATION MINIMA Unless clearance of nonparticipating aircraft in/ through/adjacent to a Prohibited/Restricted/Warning Area/MOA/ATCAA is provided for in a Letter of Agreement (LOA) or Letter of Procedure (LOP), separate nonparticipating aircraft from active special use airspace by the following minima: a. Assign an altitude consistent with para 4-5-2, Flight Direction, and 4-5-3, Exceptions, which is at least 500 feet (above FL 290-1000 feet) above/below the upper/lower limit of the Prohibited/Restricted/ Warning Area/MOA/ATCAA. REFERENCE- FAAO JO 7210.3, Para 2-1-17, Prohibited/Restricted Areas. b. Provide radar separation of 3 miles (En route Stage A/DARC, FL 600 and above - 6 miles) from the special use airspace peripheral boundary. c. Clear aircraft on airways or routes whose widths or protected airspace do not overlap the peripheral boundary. d. Exception._Some Prohibited/Restricted/Warning Areas are established for security reasons or to contain hazardous activities not involving aircraft operations. Where facility management has identified these areas as outlined in FAAO_JO_7210.3, Facility Operation and Administration, vector aircraft to remain clear of the peripheral boundary. NOTE- Nonparticipating aircraft refers to those aircraft for which you have separation responsibility and which have not been authorized by the using agency to operate in/through the special use airspace or ATCAA in question. 9-3-3. VFR-ON-TOP If the aircraft's route, track, or altitude may cause it to enter an active Prohibited/Restricted/Warning Area, MOA, or ATCAA: a. Inform the pilot to conduct flight “VFR-ontop” at least 500 feet above the upper limit or lower limit of the airspace (subject to para 7-3-1, VFR-on-top); or PHRASEOLOGY- MAINTAIN VFR-ON-TOP AT LEAST 500 FEET ABOVE/BELOW (upper/lower limit of airspace) ACROSS (name or number of airspace) BETWEEN (fix) AND (fix); and if the airspace is an ATCAA, (name of ATCAA) IS ATC ASSIGNED AIRSPACE. REFERENCE- FAAO JO 7110.65, Para 7-1-1, Class A Airspace Restrictions. b. Clear the aircraft via a routing which provides approved separation from the airspace. JO 7110.65S 2/14/08 9-3-2 Special Use and ATC Assigned Airspace c. Exception: Some Prohibited/Restricted Areas are established for security reasons or to contain hazardous activities not involving aircraft operations. The addition of 500 (or 1,000) feet to the upper/lower limit of these Prohibited/Restricted Areas is not required if the areas have been identified by facility management. REFERENCE- FAAO JO 7210.3, Para 2-1-17, Prohibited/Restricted Areas. 9-3-4. TRANSITING ACTIVE SUA/ATCAA If a LOA/LOP has been coordinated with the Using Agency and permission has been granted to transit the area: a. Comply with the instruction/clearances issued by the Using Agency and provide the applicable separation minima between aircraft when two or more aircraft are transiting the area; or NOTE- Some Using Agencies are also air traffic control facilities. b. If unable to comply with instructions/clearances, clear the aircraft in accordance with para_9-3-2, Separation Minima. NOTE- The FAA has no jurisdictional authority over the use of nonjoint use prohibited/restricted/warning area airspace; therefore, clearance cannot be issued for flight therein without the appropriate approval. JO 7110.65S 2/14/08 9-4-1 Fuel Dumping Section 4. Fuel Dumping 9-4-1. INFORMATION REQUIREMENTS When information is received that an aircraft plans to dump fuel, determine the route and altitude it will fly and the weather conditions in which the operation will be conducted. 9-4-2. ROUTING Except when it is dumping fuel for emergency reasons, an aircraft in either VFR or IFR conditions may be requested to fly a different route. 9-4-3. ALTITUDE ASSIGNMENT If an aircraft is dumping fuel in IFR conditions, assign an altitude at least 2,000 feet above the highest obstacle within 5 miles of the route or pattern being flown. 9-4-4. SEPARATION MINIMA Separate known aircraft from the aircraft dumping fuel as follows: a. IFR aircraft by one of the following: 1. 1,000 feet above it; or in accordance with para_4-5-1, Vertical Separation Minima, whichever is greater. 2. 2,000 feet below it. 3. 5 miles radar. 4. 5 miles laterally. b. VFR radar-identified aircraft by 5 miles and in accordance with para 5-6-1, Application. 9-4-5. INFORMATION DISSEMINATION a. If you are in contact with an aircraft when it starts dumping fuel, inform other controllers and facilities which might be concerned. Facilities concerned shall broadcast an advisory on appropriate radio frequencies at 3-minute intervals until the dumping stops. PHRASEOLOGY- ATTENTION ALL AIRCRAFT. FUEL DUMPING IN PROGRESS OVER (location) AT (altitude) BY (type aircraft) (flight direction). b. Broadcast a terminating advisory when the fuel dumping operation is completed. PHRASEOLOGY- ATTENTION ALL AIRCRAFT. FUEL DUMPING OVER (location) TERMINATED. JO 7110.65S 2/14/08 9-4-2 JO 7110.65S 2/14/08 9-5-1 Jettisoning of External Stores Section 5. Jettisoning of External Stores 9-5-1. JETTISONING OF EXTERNAL STORES At locations where a drop area has been established for radar assistance in jettisoning of external stores, provide vectoring service upon request to: NOTE1. Where required, a mutually satisfactory drop area for the jettisoning of external stores will be determined by radar-equipped towers and centers in cooperation with the local USAF units, Air Division, or civil operators and civil aircraft companies concerned. 2. FAA and Headquarters, USAF, have agreed to allow FAA facilities to vector USAF, Air Force Reserve, and Air_National Guard aircraft for jettisoning of all external stores; i.e., tip tanks, JATO racks, special weapons, etc. Any similar vectoring service given to civil operators and civil aircraft companies operating Air Force type aircraft requires written agreement between the FAA and the user to relieve the FAA of possible liability. The regional counsel's office acts for FAA in executing this agreement. a. USAF, ANG, and Air Force Reserve aircraft at any time. b. Civil operators and civil aircraft when a written agreement is in effect for your location. JO 7110.65S 2/14/08 9-5-2 JO 7110.65S 2/14/08 9-6-1 Unmanned Free Balloons Section 6. Unmanned Free Balloons 9-6-1. APPLICATION FIG 9-6-1 Shapes of 11 Million Cubic Feet Balloon at Various Altitudes Apply the following procedures, as appropriate, when unmanned free balloons are within airspace for which you have control jurisdiction: NOTE- These procedures apply to unmanned free balloons that carry payloads as described in 14 CFR Section_101.1(a)(4). Payloads may weigh several hundred_pounds and the physical shape of the balloons change at various altitudes/flight levels. (See FIG 9-6-1.) Balloon and payload ascend at an average rate of 400 feet a minute. Over the descent area, the payload is normally released from the balloon and descends by parachute at a minimum rate of 1,000 feet a minute. The balloon is normally deflated automatically when the payload is released. The operator is required to advise ATC 1 hour in advance of descent in accordance with 14 CFR Section_101.39. a. Post the balloon flight on flight progress strips along the planned trajectory and revise routing as tracking/position reports require. NOTE- The prelaunch notice information should be posted on flight progress strips for planning and operational purposes. b. Radar flight follow balloons to the extent that equipment capabilities permit. If radar flight following is not possible, tracking should be attempted by communication with the “chase plane,” telephone contact with the operator, pilot, or ground observation reports. NOTE- Some operators have equipped their balloons with transponder beacons in addition to a radar reflection device or material required by 14 CFR Section 101.35, but at cruise altitude, the balloon's communications equipment and transponder, if so equipped, are operated intermittently to conserve battery energy. c. With pilot concurrence, provide separation between aircraft and balloons when you are satisfied that the balloon information is sufficiently reliable to provide the service. Do not attempt to separate aircraft from the balloon by using vertical separation unless you have accurate balloon altitude information. d. Provide traffic advisories to all affected aircraft during initial contact specifying the balloon's known or estimated position, direction of movement, and altitude as “unknown” or “reported,” as appropriate. NOTE- Unless ATC requires otherwise, operators of unmanned free balloons are required to monitor the course of the balloon and record its position at least every two hours. As required in 14 CFR Section 101.39a, balloon position reports are not forwarded by the operator unless requested by ATC. PHRASEOLOGY- UNMANNED FREE BALLOON OVER (name of location), or ESTIMATED OVER (name of location), MOVING (direction of movement). LAST REPORTED ALTITUDE AT (altitude as reported by the operator or determined from pilot report), or ALTITUDE UNKNOWN. e. To transfer flight following responsibility of balloons between facilities or between controllers, forward the following information when available: REFERENCE14 CFR Section 101.37, Notice Requirements. 14 CFR Section 101.39, Balloon Position Reports. JO 7110.65S 2/14/08 9-6-2 Unmanned Free Balloons 1. Identification and type; e.g., Flight 804 Balloon. 2. Last known position and altitude. 3. General direction of movement and speed. 4. ETA over facility boundary, sector boundary, or other point if believed to be reasonably accurate. 5. Other pertinent information. 6. If in radar contact, physically point out the target to the receiving controller. 7. The name and the telephone number of the location where tracking is being accomplished. REFERENCE- FAAO JO 7110.65, Para 9-6-2, Derelict Balloons. 9-6-2. DERELICT BALLOONS Balloons become derelict when a moored balloon slips its mooring and becomes a hazard to air navigation or when an unmanned free balloon flight cannot be terminated as planned. When this occurs: a. In the case of a moored balloon which has slipped its moorings, issue traffic advisories. b. In the case of an unmanned free balloon, flight follow the balloon and, to the extent possible, provide aircraft under your control separation from the balloon. c. Forward balloon position information received from pilot reports or derived from radar returns to your supervisor for further dissemination. d. If radar contact with the balloon is lost, broadcast an advisory to all aircraft operating in the airspace affected by the derelict balloon at 10-minute intervals continuing until the derelict balloon is no longer a factor. PHRASEOLOGY- ADVISORY TO ALL AIRCRAFT. DERELICT BALLOON REPORTED IN THE VICINITY OF (location), or ESTIMATED IN VICINITY OF (location), or REPORTED OVER (location), or RADAR REPORTED OVER (location). LAST REPORTED ALTITUDE/FLIGHT LEVEL AT (altitude/flight level as reported by operator or pilot report), or ALTITUDE/FLIGHT LEVEL UNKNOWN. e. Transfer flight following responsibility as outlined in para 9-6-1, Application, subpara e. REFERENCE- FAAO JO 7210.3, Para 18-5-2, Derelict Balloons/Objects. JO 7110.65S 2/14/08 9-7-1 Parachute Operations Section 7. Parachute Operations 9-7-1. COORDINATION Coordinate any pertinent information prior to and at the end of each parachute jump or series of jumps which begins or ends in your area of jurisdiction with other affected ATC facilities/sectors. NOTE14 CFR Section 105.15 prescribes the information required from each person requesting authorization or submitting notification for nonemergency parachute jumping activity._ REFERENCE- FAAO JO 7210.3, Para_18-4-1, Nonemergency Parachute Jump Operations. 14 CFR Part 105, Parachute Operations. 9-7-2. CLASS A, CLASS B, AND CLASS C AIRSPACE a. Authorize parachute operations only within airspace designated for the jumping activity. b. Separate aircraft, other than those participating in the jump operation, from the airspace authorized for the jumping activity. c. Impose, as necessary, any conditions and restrictions which in your judgment would promote the safety of the operation. REFERENCE14 CFR Section 105.25, Parachute Operations in Designated Airspace. 9-7-3. CLASS D AIRSPACE TERMINAL Handle requests to conduct jump operations in or into Class D airspace in which there is a functioning control tower as follows: a. Authorize parachute jumping with respect to known or observed traffic. b. Issue advisory information to the jump aircraft and to nonparticipating aircraft as necessary for the safe conduct of the jump operation. 9-7-4. OTHER CONTROL AIRSPACE Handle notifications to conduct jump operations in other Class E airspace as follows: a. Issue a traffic advisory to the jump aircraft before the jump. Include aircraft type, altitude, and direction of flight of all known traffic which will transit the airspace within which the jump will be conducted. NOTE14 CFR Section 105.13, Radio Equipment and Use Requirements, prescribes that, except when otherwise authorized by ATC, parachute jumping is not allowed in or into Class E airspace unless radio communications have been established between the aircraft and the FAA ATC facility having jurisdiction over the affected airspace of the first intended exit altitude at least 5 minutes before the jumping activity is to begin for the purpose of receiving information in the aircraft about known air traffic in the vicinity of the jump aircraft. b. Issue advisories to all known aircraft which will transit the airspace within which the jump operations will be conducted. Advisories shall consist of the location, time, duration, and altitude from which the jump will be made. c. When time or numbers of aircraft make individual transmissions impractical, advisories to nonparticipating aircraft may be broadcast on appropriate control frequencies, or when available, the ATIS broadcast. d. When requested by the pilot and to the extent possible, assist nonparticipating aircraft to avoid the airspace within which the jump will be conducted. JO 7110.65S 2/14/08 9-7-2 JO 7110.65S 2/14/08 9-8-1 Unidentified Flying Object (UFO) Reports Section 8. Unidentified Flying Object (UFO) Reports 9-8-1. GENERAL a. Persons wanting to report UFO/Unexplained Phenomena activity should contact an UFO/ Unexplained Phenomena Reporting Data Collection Center, such as the National Institute for Discovery Sciences (NIDS), the National UFO Reporting Center, etc. b. If concern is expressed that life or property might be endangered, report the activity to the local law enforcement department. JO 7110.65S 2/14/08 9-8-2 JO 7110.65S 2/14/08 10-1-1 General Chapter 10. Emergencies Section 1. General 10-1-1. EMERGENCY DETERMINATIONS a. An emergency can be either a Distress or an Urgency condition as defined in the “Pilot/Controller Glossary.” b. A pilot who encounters a Distress condition should declare an emergency by beginning the initial communication with the word “Mayday,” preferably repeated three times. For an Urgency condition, the word “Pan-Pan” should be used in the same manner. c. If the words “Mayday” or “Pan-Pan” are not used and you are in doubt that a situation constitutes an emergency or potential emergency, handle it as though it were an emergency. d. Because of the infinite variety of possible emergency situations, specific procedures cannot be prescribed. However, when you believe an emergency exists or is imminent, select and pursue a course of action which appears to be most appropriate under the circumstances and which most nearly conforms to the instructions in this manual. REFERENCE- FAAO JO 7110.65, Para 9-2-7, IFR Military Training Routes. 10-1-2. OBTAINING INFORMATION Obtain enough information to handle the emergency intelligently. Base your decision as to what type of assistance is needed on information and requests received from the pilot because he/she is authorized by 14 CFR Part 91 to determine a course of action. 10-1-3. PROVIDING ASSISTANCE Provide maximum assistance to aircraft in distress. Enlist the services of available radar facilities and DF facilities operated by the FAA, the military services, and the Federal Communications Commission, as well as their emergency services and facilities, when the pilot requests or when you deem necessary. REFERENCE- FAAO JO 7110.65, Para 2-1-4, Operational Priority. 10-1-4. RESPONSIBILITY a. If you are in communication with an aircraft in distress, handle the emergency and coordinate and direct the activities of assisting facilities. Transfer this responsibility to another facility only when you feel better handling of the emergency will result. b. When you receive information about an aircraft in distress, forward detailed data to the center in whose area the emergency exists. NOTE1. Centers serve as the central points for collecting information, for coordinating with SAR, and for conducting a communications search by distributing any necessary ALNOTs concerning: a. Overdue or missing IFR aircraft. b. Aircraft in an emergency situation occurring in their respective area. c. Aircraft on a combination VFR/IFR or an airfiled IFR flight plan and 30 minutes have passed since the pilot requested IFR clearance and neither communication nor radar contact can be established with it. For SAR purposes, these aircraft are treated the same as IFR aircraft. d. Overdue or missing aircraft which have been authorized to operate in accordance with special VFR clearances. 2. Notifying the center about a VFR aircraft emergency allows provision of IFR separation if considered necessary. REFERENCE- FAAO JO 7110.65, Para 10-2-5, Emergency Situations. FAAO JO 7110.65, Para 10-3-2, Information to be Forwarded to ARTCC. FAAO JO 7110.65, Para 10-3-3, Information to be Forwarded to RCC. c. If the aircraft involved is operated by a foreign air carrier, notify the center serving the departure or destination point, when either point is within the U.S., for relay to the operator of the aircraft. d. The ARTCC shall be responsible for receiving and relaying all pertinent ELT signal information to the appropriate authorities. REFERENCE- FAAO JO 7110.65, Para_10-2-10, Emergency Locator Transmitter (ELT) Signals. JO 7110.65S 2/14/08 10-1-2 General e. When consideration is given to the need to escort an aircraft in distress, evaluate the close formation required by both aircraft. Special consideration should be given if the maneuver takes the aircraft through the clouds. f. Before a determination is made to have an aircraft in distress be escorted by another aircraft, ask the pilots if they are familiar with and capable of formation flight. 1. Do not allow aircraft to join up in formation during emergency conditions, unless: (a) The pilots involved are familiar with and capable of formation flight. (b) They can communicate with one another, and have visual contact with each other. 2. If there is a need for aircraft that are not designated as search and rescue aircraft to get closer to one another than radar separation standards allow, the maneuver shall be accomplished, visually, by the aircraft involved. 10-1-5. COORDINATION Coordinate efforts to the extent possible to assist any aircraft believed overdue, lost, or in emergency status. 10-1-6. AIRPORT GROUND EMERGENCY TERMINAL a. When an emergency occurs on the airport proper, control other air and ground traffic to avoid conflicts in the area where the emergency is being handled. This also applies when routes within the airport proper are required for movement of local emergency equipment going to or from an emergency which occurs outside the airport proper. NOTE- Aircraft operated in proximity to accident or other emergency or disaster locations may cause hindrances to airborne and surface rescue or relief operations. Congestion, distraction or other effects, such as wake turbulence from nearby airplanes and helicopters, could prevent or delay proper execution of these operations. REFERENCE- FAAO JO 7210.3, Chapter 19, Temporary Flight Restrictions. 14 CFR Section 91.137, Temporary Flight Restrictions. b. Workload permitting, monitor the progress of emergency vehicles responding to a situation. If necessary, provide available information to assist responders in finding the accident/incident scene. 10-1-7. INFLIGHT EMERGENCIES INVOLVING MILITARY FIGHTER-TYPE AIRCRAFT a. The design and complexity of military fighter-type aircraft places an extremely high workload on the pilot during an inflight emergency. The pilot's full attention is required to maintain control of the aircraft. Therefore, radio frequency and transponder code changes should be avoided and radio transmissions held to a minimum, especially when the aircraft experiencing the emergency is at low altitude. b. Pilots of military fighter-type aircraft, normally single engine, experiencing or anticipating loss of engine power or control may execute a flameout pattern in an emergency situation. Circumstances may dictate that the pilot, depending on the position and nature of the emergency, modify the pattern based on actual emergency recovery requirements. c. Military airfields with an assigned flying mission may conduct practice emergency approaches. Participating units maintain specific procedures for conducting these operations. REFERENCE- FAAO JO 7110.65, Para 3-10-13, Simulated Flameout (SFO) Approaches/Emergency Landing Pattern (ELP) Operations/Practice Precautionary Approaches. JO 7110.65S 2/14/08 10-2-1 Emergency Assistance Section 2. Emergency Assistance 10-2-1. INFORMATION REQUIREMENTS a. Start assistance as soon as enough information has been obtained upon which to act. Information requirements will vary, depending on the existing situation. Minimum required information for inflight emergencies is: NOTE- In the event of an ELT signal see para 10-2-10, Emergency Locator Transmitter (ELT) Signals. 1. Aircraft identification and type. 2. Nature of the emergency. 3. Pilot's desires. b. After initiating action, obtain the following items or any other pertinent information from the pilot or aircraft operator, as necessary: NOTE- Normally, do not request this information from military fighter-type aircraft that are at low altitudes (i.e., on approach, immediately after departure, on a low level route, etc.). However, request the position of an aircraft that is not visually sighted or displayed on radar if the location is not given by the pilot. 1. Aircraft altitude. 2. Fuel remaining in time. 3. Pilot reported weather. 4. Pilot capability for IFR flight. 5. Time and place of last known position. 6. Heading since last known position. 7. Airspeed. 8. Navigation equipment capability. 9. NAVAID signals received. 10. Visible landmarks. 11. Aircraft color. 12. Number of people on board. 13. Point of departure and destination. 14. Emergency equipment on board. 10-2-2. FREQUENCY CHANGES Although 121.5 MHz and 243.0 MHz are emergency frequencies, it might be best to keep the aircraft on the initial contact frequency. Change frequencies only when there is a valid reason. 10-2-3. AIRCRAFT ORIENTATION Orientate an aircraft by the means most appropriate to the circumstances. Recognized methods include: a. Radar. b. DF. c. NAVAIDs. d. Pilotage. e. Sighting by other aircraft. 10-2-4. ALTITUDE CHANGE FOR IMPROVED RECEPTION When you consider it necessary and if weather and circumstances permit, recommend that the aircraft maintain or increase altitude to improve communications, radar, or DF reception. NOTE- Aircraft with high-bypass turbofan engines (such as B747) encountering volcanic ash clouds have experienced total loss of power to all engines. Damage to engines due to volcanic ash ingestion increases as engine power is increased, therefore, climb while in the ash cloud is to be avoided where terrain permits. REFERENCE- AIM, Para 7-5-9, Flight Operations in Volcanic Ash. 10-2-5. EMERGENCY SITUATIONS Consider that an aircraft emergency exists and inform the RCC or ARTCC and alert the appropriate DF facility when: NOTE1. USAF facilities are only required to notify the ARTCC. 2. The requirement to alert DF facilities may be deleted if radar contact will be maintained throughout the duration of the emergency. a. An emergency is declared by either: 1. The pilot. JO 7110.65S 2/14/08 10-2-2 Emergency Assistance 2. Facility personnel. 3. Officials responsible for the operation of the aircraft. b. There is unexpected loss of radar contact and radio communications with any IFR or VFR aircraft. c. Reports indicate it has made a forced landing, is about to do so, or its operating efficiency is so impaired that a forced landing will be necessary. d. Reports indicate the crew has abandoned the aircraft or is about to do so. e. An emergency radar beacon response is received. NOTE- EN ROUTE. During Stage A operation, Code 7700 causes EMRG to blink in field E of the data block. f. Intercept or escort aircraft services are required. g. The need for ground rescue appears likely. h. An Emergency Locator Transmitter (ELT) signal is heard or reported. REFERENCE- FAAO JO 7110.65, Para 10-1-3, Providing Assistance. FAAO JO 7110.65, Para_10-2-10, Emergency Locator Transmitter (ELT) Signals. 10-2-6. HIJACKED AIRCRAFT Hijack attempts or actual events are a matter of national security and require special handling. Policy and procedures for hijack situations are detailed in FAAO JO_7610.4, Special Operations. FAAO JO_7610.4 describes reporting requirements, air crew procedures, air traffic procedures and escort or interceptor procedures for hijack situations. REFERENCE- FAAO JO 7610.4, Chapter 7, Hijacked/Suspicious Aircraft Reporting and Procedures. FAAO JO 7110.65, Para 5-2-13, Code Monitor. 10-2-7. VFR AIRCRAFT IN WEATHER DIFFICULTY a. If VFR aircraft requests assistance when it encounters or is about to encounter IFR weather conditions, determine the facility best able to provide service. If a frequency change is necessary, advise the pilot of the reason for the change, and request the aircraft contact the appropriate control facility. Inform that facility of the situation. If the aircraft is unable to communicate with the control facility, relay information and clearances. b. The following shall be accomplished on a Mode C equipped VFR aircraft which is in emergency but no longer requires the assignment of Code 7700: 1. TERMINAL. Assign a beacon code that will permit terminal minimum safe altitude warning (MSAW) alarm processing. 2. EN ROUTE. An appropriate keyboard entry shall be made to ensure en route MSAW (EMSAW) alarm processing.

帅哥

10-2-8. RADAR ASSISTANCE TO VFR AIRCRAFT IN WEATHER DIFFICULTY a. If a VFR aircraft requests radar assistance when it encounters or is about to encounter IFR weather conditions, ask the pilot if he/she is qualified for and capable of conducting IFR flight. b. If the pilot states he/she is qualified for and capable of IFR flight, request him/her to file an IFR flight plan and then issue clearance to destination airport, as appropriate. c. If the pilot states he/she is not qualified for or not capable of conducting IFR flight, or if he/she refuses to file an IFR flight plan, take whichever of the following actions is appropriate: 1. Inform the pilot of airports where VFR conditions are reported, provide other available pertinent weather information, and ask if he/she will elect to conduct VFR flight to such an airport. 2. If the action in subpara 1 above is not feasible or the pilot declines to conduct VFR flight to another airport, provide radar assistance if the pilot: (a) Declares an emergency. (b) Refuses to declare an emergency and you have determined the exact nature of the radar services the pilot desires. 3. If the aircraft has already encountered IFR conditions, inform the pilot of the appropriate terrain/obstacle clearance minimum altitude. If the aircraft is below appropriate terrain/obstacle clearance minimum altitude and sufficiently accurate position information has been received or radar identification is established, furnish a heading or radial on which to climb to reach appropriate terrain/obstacle clearance minimum altitude. JO 7110.65S 2/14/08 10-2-3 Emergency Assistance d. The following shall be accomplished on a Mode_C equipped VFR aircraft which is in emergency but no longer requires the assignment of Code 7700: 1. TERMINAL. Assign a beacon code that will permit terminal minimum safe altitude warning (MSAW) alarm processing. 2. EN ROUTE. An appropriate keyboard entry shall be made to ensure en route MSAW (EMSAW) alarm processing. 10-2-9. RADAR ASSISTANCE TECHNIQUES Use the following techniques to the extent possible when you provide radar assistance to a pilot not qualified to operate in IFR conditions: a. Avoid radio frequency changes except when necessary to provide a clear communications channel. b. Make turns while the aircraft is in VFR conditions so it will be in a position to fly a straight course while in IFR conditions. c. Have pilot lower gear and slow aircraft to approach speed while in VFR conditions. d. Avoid requiring a climb or descent while in a turn if in IFR conditions. e. Avoid abrupt maneuvers. f. Vector aircraft to VFR conditions. g. The following shall be accomplished on a Mode_C equipped VFR aircraft which is in emergency but no longer requires the assignment of Code 7700: 1. TERMINAL. Assign a beacon code that will permit terminal minimum safe altitude warning (MSAW) alarm processing. 2. EN ROUTE. An appropriate keyboard entry shall be made to ensure en route MSAW (EMSAW) alarm processing. 10-2-10. EMERGENCY LOCATOR TRANSMITTER (ELT) SIGNALS When an ELT signal is heard or reported: a. EN ROUTE. Notify the Rescue Coordination Center (RCC). NOTE- FAA Form 7210-8, ELT INCIDENT, contains standardized format for coordination with the RCC. REFERENCE- FAAO JO 7210.3, Para 9-3-1, FAA Form 7210-8, ELT Incident. b. TERMINAL. Notify the ARTCC which will coordinate with the RCC. NOTE1. Operational ground testing of emergency locator transmitters (ELTs) has been authorized during the first 5_minutes of each hour. To avoid confusing the tests with an actual alarm, the testing is restricted to no more than three audio sweeps. 2. Controllers can expect pilots to report aircraft position and time the signal was first heard, aircraft position and time the signal was last heard, aircraft position at maximum signal strength, flight altitude, and frequency of the emergency signal (121.5/243.0). (See AIM, Para_6-2-5, Emergency Locator Transmitter (ELT).) c. EN ROUTE. Request DF facilities obtain fixes or bearings on signal. Forward bearings or fixes obtained plus any other pertinent information to the RCC. d. TERMINAL. Attempt to obtain fixes or bearings on the signal. e. Solicit the assistance of other aircraft known to be operating in the signal area. f. TERMINAL. Forward fixes or bearings and any other pertinent information to the ARTCC. NOTE- Fix information in relation to a VOR or VORTAC (radial- distance) facilitates accurate ELT plotting by RCC and should be provided when possible. g. EN ROUTE. When the ELT signal strength indicates the signal may be emanating from somewhere on an airport or vicinity thereof, notify the on-site technical operations personnel and the Regional Operations Center (ROC) for their actions. This action is in addition to the above. h. TERMINAL. When the ELT signal strength indicates the signal may be emanating from somewhere on the airport or vicinity thereof, notify the on-site technical operations personnel and the ARTCC for their action. This action is in addition to the above. i. Air traffic personnel shall not leave their required duty stations to locate an ELT signal source. JO 7110.65S 2/14/08 10-2-4 Emergency Assistance NOTE- Portable handcarried receivers assigned to air traffic facilities (where no technical operations personnel are available) may be loaned to responsible airport personnel or local authorities to assist in locating the ELT signal source. j. EN ROUTE. Notify the RCC, the ROC, and alerted DF facilities if signal source is located/ terminated. k. TERMINAL. Notify the ARTCC if signal source is located/terminated. REFERENCE- FAAO JO 7110.65, Para 10-1-4, Responsibility. FAAO JO 7110.65, Para 10-2-1, Information Requirements. 10-2-11. AIRCRAFT BOMB THREATS a. When information is received from any source that a bomb has been placed on, in, or near an aircraft for the purpose of damaging or destroying such aircraft, notify your supervisor or the facility air traffic manager. If the threat is general in nature, handle it as a “Suspicious Activity.” When the threat is targeted against a specific aircraft and you are in contact with the suspect aircraft, take the following actions as appropriate: REFERENCE- FAAO JO 7610.4, Chapter 7, Hijacked/Suspicious Aircraft Reporting and Procedures. 1. Advise the pilot of the threat. 2. Inform the pilot that technical assistance can be obtained from an FAA aviation explosives expert. NOTE- An FAA aviation explosive expert is on call at all times and may be contacted by calling the FAA Operations Center,_Washington, DC, Area Code 202-267-3333, ETN_521-0111, or DSN 851-3750. Technical advice can be relayed to assist civil or military air crews in their search for a bomb and in determining what precautionary action to take if one is found. 3. Ask the pilot if he/she desires to climb or descend to an altitude that would equalize or reduce the outside air pressure/existing cabin air pressure differential. Issue or relay an appropriate clearance considering MEA, MOCA, MRA, and weather. NOTE- Equalizing existing cabin air pressure with outside air pressure is a key step which the pilot may wish to take to minimize the damage potential of a bomb. 4. Handle the aircraft as an emergency and/or provide the most expeditious handling possible with respect to the safety of other aircraft, ground facilities, and personnel. NOTE- Emergency handling is discretionary and should be based on the situation. With certain types of threats, plans may call for a low-key action or response. 5. Issue or relay clearances to a new destination if requested. 6. When a pilot requests technical assistance or if it is apparent that a pilot may need such assistance, do NOT suggest what actions the pilot should take concerning a bomb, but obtain the following information and notify your supervisor who will contact the FAA aviation explosives expert: NOTE- This information is needed by the FAA aviation explosives expert so that he/she can assess the situation and make immediate recommendations to the pilot. The aviation explosives expert may not be familiar with all military aircraft configurations but he/she can offer technical assistance which would be beneficial to the pilot. (a) Type, series, and model of the aircraft. (b) Precise location/description of the bomb device if known. (c) Other details which may be pertinent. NOTE- The following details may be of significance if known, but it is not intended that the pilot should disturb a suspected bomb/bomb container to ascertain the information: The altitude or time set for the bomb to explode, type of detonating action (barometric, time, anti-handling, remote radio transmitter), power source (battery, electrical, mechanical), type of initiator (blasting cap, flash bulb, chemical), and the type of explosive/incendiary charge (dynamite, black powder, chemical). b. When a bomb threat involves an aircraft on the ground and you are in contact with the suspect aircraft, take the following actions in addition to those discussed in the preceding paragraphs which may be appropriate: 1. If the aircraft is at an airport where tower control or FSS advisory service is not available, or if the pilot ignores the threat at any airport, recommend that takeoff be delayed until the pilot or aircraft operator establishes that a bomb is not aboard in accordance with 14 CFR Part_121. If the pilot insists on taking off and in your opinion the operation will JO 7110.65S 2/14/08 10-2-5 Emergency Assistance not adversely affect other traffic, issue or relay an ATC clearance. REFERENCE14 CFR Section 121.538, Airplane Security. 2. Advise the aircraft to remain as far away from other aircraft and facilities as possible, to clear the runway, if appropriate, and to taxi to an isolated or designated search area. When it is impractical or if the pilot takes an alternative action; e.g., parking and off-loading immediately, advise other aircraft to remain clear of the suspect aircraft by at least 100_yards if able. NOTE- Passenger deplaning may be of paramount importance and must be considered before the aircraft is parked or moved away from service areas. The decision to use ramp facilities rests with the pilot, aircraft operator/airport manager. c. If you are unable to inform the suspect aircraft of a bomb threat or if you lose contact with the aircraft, advise your supervisor and relay pertinent details to other sectors or facilities as deemed necessary. d. When a pilot reports the discovery of a bomb or suspected bomb on an aircraft which is airborne or on the ground, determine the pilot's intentions and comply with his/her requests in so far as possible. Take all of the actions discussed in the preceding paragraphs which may be appropriate under the existing circumstances. e. The handling of aircraft when a hijacker has or is suspected of having a bomb requires special considerations. Be responsive to the pilot's requests and notify supervisory personnel. Apply hijacking procedures and offer assistance to the pilot according to the preceding paragraphs, if needed. 10-2-12. EXPLOSIVE DETECTION K-9 TEAMS Take the following actions should you receive an aircraft request for the location of the nearest explosive detection K-9 team. REFERENCE- FAAO JO 7210.3, Para 2-1-11, Explosives Detection K-9 Teams. a. Obtain the aircraft identification and position and advise your supervisor of the pilot request. b. When you receive the nearest location of the explosive detection K-9 team, relay the information to the pilot. c. If the aircraft wishes to divert to the airport location provided, obtain an estimated arrival time from the pilot and advise your supervisor. 10-2-13. MANPADS ALERT When a threat or attack from Man-Portable Air Defense Systems (MANPADS) is determined to be real, notify and advise aircraft as follows: a. Do not withhold landing clearance. To the extent possible, issue information on MANPADS threats, confirmed attacks, or post-event activities in time for it to be useful to the pilot. The pilot or parent company will determine the pilot's actions. b. MANPADS information will be disseminated via the ATIS and/or controller-to-pilot transmissions. c. Disseminate via controller-to-pilot transmission until the appropriate MANPADS information is broadcast via the ATIS and pilots indicate they have received the appropriate ATIS code. MANPADS information will include nature and location of threat or incident, whether reported or observed and by whom, time (if known), and when transmitting to an individual aircraft, a request for pilot's intentions. PHRASEOLOGY- ATTENTION (aircraft identification), MANPADS ALERT. EXERCISE EXTREME CAUTION. MANPADS THREAT/ ATTACK/POST-EVENT ACTIVITY OBSERVED/ REPORTED BY (reporting agency) (location) AT (time, if known). (When transmitting to an individual aircraft) SAY INTENTIONS. EXAMPLE“Attention Eastern Four Seventeen, MANPADS alert. Exercise extreme caution. MANPADS threat reported by TSA, LaGuardia vicinity. Say intentions.” “Attention all aircraft, MANPADS alert. Exercise extreme caution. MANPADS post-event activity observed by tower south of airport at two-one-zero-zero Zulu.” d. Report MANPADS threat/attack/post-event activity until notified otherwise by FAA national headquarters. REFERENCE- FAAO JO 7110.65, Para 2-9-3, Content. FAAO JO 7210.3, Para 2-1-9, Handling MANPADS Incidents. JO 7110.65S 2/14/08 10-2-6 Emergency Assistance 10-2-14. UNAUTHORIZED LASER ILLUMINATION OF AIRCRAFT a. When a laser event is reported to an air traffic facility, broadcast on all appropriate frequencies a general caution warning every five minutes for 20_minutes following the last report. PHRASEOLOGY- UNAUTHORIZED LASER ILLUMINATION EVENT, (location), (altitude). b. Terminal facilities shall include reported unauthorized laser illumination events on the ATIS broadcast for one hour following the last report. Include the time, location, altitude, color, and direction of the laser as reported by the pilot. NOTE- All personnel can expect aircrews to regard lasers as an inflight emergency and may take evasive action to avoid laser illumination. Additionally, other aircraft may request clearance to avoid the area. REFERENCE- FAAO JO 7110.65, Para 2-9-3, Content. FAAO JO 7210.3, Para 2-1-27, Reporting Unauthorized Laser Illumination of Aircraft. 10-2-15. EMERGENCY AIRPORT RECOMMENDATION a. Consider the following factors when recommending an emergency airport: 1. Remaining fuel in relation to airport distances. 2. Weather conditions. NOTE- Depending on the nature of the emergency, certain weather phenomena may deserve weighted consideration when recommending an airport; e.g., a pilot may elect to fly farther to land at an airport with VFR instead of IFR conditions. 3. Airport conditions. 4. NAVAID status. 5. Aircraft type. 6. Pilot's qualifications. 7. Vectoring or homing capability to the emergency airport. b. Consideration to the provisions of subpara a and para 10-2-16, Guidance to Emergency Airport, shall be used in conjunction with the information derived from any automated emergency airport information source. 10-2-16. GUIDANCE TO EMERGENCY AIRPORT a. When necessary, use any of the following for guidance to the airport: 1. Radar. 2. DF. 3. Following another aircraft. 4. NAVAIDs. 5. Pilotage by landmarks. 6. Compass headings. b. Consideration to the provisions of para_10-2-15, Emergency Airport Recommendation, shall be used in conjunction with the information derived from any automated emergency airport information source. 10-2-17. EMERGENCY OBSTRUCTION VIDEO MAP (EOVM) a. The EOVM is intended to facilitate advisory service to an aircraft in an emergency situation wherein an appropriate terrain/obstacle clearance minimum altitude cannot be maintained. It shall only be used and the service provided under the following conditions: 1. The pilot has declared an emergency, or 2. The controller has determined that an emergency condition exists or is imminent because of the pilot's inability to maintain an appropriate terrain/obstacle clearance minimum altitude. NOTE- Appropriate terrain/obstacle clearance minimum altitudes may be defined as Minimum IFR Altitude (MIA), Minimum En Route Altitude (MEA), Minimum Obstruction Clearance Altitude (MOCA), or Minimum Vectoring Altitude (MVA). b. When providing emergency vectoring service, the controller shall advise the pilot that any headings issued are emergency advisories intended only to direct the aircraft toward and over an area of lower terrain/obstacle elevation. JO 7110.65S 2/14/08 10-2-7 Emergency Assistance NOTE- Altitudes and obstructions depicted on the EOVM are the actual altitudes and locations of the obstacle/terrain and contain no lateral or vertical buffers for obstruction clearance. REFERENCE- FAAO JO 7210.3, Para 3-9-4, Emergency Obstruction Video Map (EOVM). 10-2-18. VOLCANIC ASH a. If a volcanic ash cloud is known or forecast to be present: 1. Relay all information available to pilots to ensure that they are aware of the ash cloud's position and altitude(s). 2. Suggest appropriate reroutes to avoid the area of known or forecast ash clouds. NOTE- Volcanic ash clouds are not normally detected by airborne or air traffic radar systems. b. If advised by an aircraft that it has entered a volcanic ash cloud and indicates that a distress situation exists: 1. Consider the aircraft to be in an emergency situation. 2. Do not initiate any climb clearances to turbine-powered aircraft until the aircraft has exited the ash cloud. 3. Do not attempt to provide escape vectors without pilot concurrence. NOTE1. The recommended escape maneuver is to reverse course and begin a descent (if terrain permits). However, it is the pilot's responsibility to determine the safest escape route from the ash cloud. 2. Controllers should be aware of the possibility of complete loss of power to any turbine-powered aircraft that encounters an ash cloud. REFERENCE- FAAO JO 7110.65, Para 10-2-4, Altitude Change for Improved Reception. AIM, Para 7-5-9, Flight Operations in Volcanic Ash. JO 7110.65S 2/14/08 10-2-8 JO 7110.65S 2/14/08 10-3-1 Overdue Aircraft Section 3. Overdue Aircraft 10-3-1. OVERDUE AIRCRAFT a. Consider an aircraft to be overdue, initiate the procedures stated in this section and issue an ALNOT when neither communications nor radar contact can be established and 30 minutes have passed since: NOTE- The procedures in this section also apply to an aircraft referred to as “missing” or “unreported.” 1. Its ETA over a specified or compulsory reporting point or at a clearance limit in your area. 2. Its clearance void time. b. If you have reason to believe that an aircraft is overdue prior to 30 minutes, take the appropriate action immediately. c. The center in whose area the aircraft is first unreported or overdue will make these determinations and takes any subsequent action required. REFERENCE- FAAO JO 7110.65, Para 4-3-4, Departure Restrictions, Clearance Void Times, Hold for Release, and Release Times. 10-3-2. INFORMATION TO BE FORWARDED TO ARTCC TERMINAL When an aircraft is considered to be in emergency status that may require SAR procedures, or an IFR aircraft is overdue, the terminal facility shall alert the ARTCC and forward the following information, as available: a. Flight plan, including color of aircraft, if known. b. Time of last transmission received, by whom, and frequency used. c. Last position report and how determined. d. Action taken by reporting facility and proposed action. e. Number of persons on board. f. Fuel status. g. Facility working aircraft and frequency. h. Last known position, estimated present position, and maximum range of flight of the aircraft based on remaining fuel and airspeed. i. Position of other aircraft near aircraft's route of flight, when requested. j. Whether or not an ELT signal has been heard or reported in the vicinity of the last known position. k. Other pertinent information. REFERENCE- FAAO JO 7110.65, Para 10-1-4, Responsibility. FAAO JO 7110.65, Para 10-2-5, Emergency Situations. NOTE- FSSs serve as the central points for collecting and disseminating information on an overdue or missing aircraft which is not on an IFR flight plan. Non-FSS ATC facilities that receive telephone calls or other inquiries regarding these flights shall refer these calls and inquiries to the appropriate AFSS/FSS. 10-3-3. INFORMATION TO BE FORWARDED TO RCC EN ROUTE When an aircraft is considered to be in emergency status or an IFR aircraft is overdue, the ARTCC shall alert the RCC and forward the following information, as available: a. Facility and person calling. b. Flight plan, including color of aircraft, if known. c. Time of last transmission received, by whom, and frequency used. d. Last position report and how determined. e. Action taken by reporting facility and proposed action. f. Number of persons on board. g. Fuel status. h. Facility working aircraft and frequency. i. Last known position, estimated present position, and maximum range of flight of the aircraft based on remaining fuel and airspeed. j. Position of other aircraft near aircraft's route of flight, when requested. JO 7110.65S 2/14/08 10-3-2 Overdue Aircraft k. Whether or not an ELT signal has been heard or reported in the vicinity of the last known position. l. Other pertinent information. REFERENCE- FAAO JO 7110.65, Para 10-1-4, Responsibility. FAAO JO 7110.65, Para 10-2-5, Emergency Situations. NOTE- FSSs serve as the central points for collecting and disseminating information on an overdue or missing aircraft which is not on an IFR flight plan. Non-FSS ATC facilities that receive telephone calls or other inquiries regarding these flights shall refer these calls and inquiries to the appropriate AFSS/FSS. 10-3-4. ALNOT EN ROUTE a. In addition to routing to the regional office operations center for the area in which the facility is located, issue an ALNOT to all centers and Area B circuits, generally 50 miles on either side of the route of flight from the last reported position to destination. Include the original or amended flight plan, as appropriate, and the last known position of the aircraft. At the recommendation of the RCC or at your discretion, the ALNOT may be issued to cover the maximum range of the aircraft. NOTE1. An ALNOT must be issued before the RCC can begin search and rescue procedures. 2. Flight plan information on military aircraft is available at the FSS serving as a tie-in station for the departure or destination airport. FAA tie-in stations for airports in the continental U.S. are listed in FAAO JO 7350.8, Location Identifiers. In the West Flight Services Area Office, tie-in stations are listed in service area publications entitled, “Flight Plan Routing and Airport Search Directory.” For flights with overseas departure points, the information is available through the destination FSS or the appropriate IFSS. b. Upon receipt of an INREQ or ALNOT, check the position records to determine whether the aircraft has contacted your facility. Notify the originator of the results or status of this check within one hour of the time the alert was received. Retain the alert in an active status, and immediately notify the originator of subsequent contact, until cancellation is received. 10-3-5. RESPONSIBILITY TRANSFER TO RCC EN ROUTE Transfer responsibility for further search to the RCC when one of the following occurs: a. Thirty minutes have elapsed after the estimated aircraft fuel exhaustion time. b. The aircraft has not been located within one hour after ALNOT issuance. c. The ALNOT search has been completed with negative results. 10-3-6. AIRCRAFT POSITION PLOTS Plot the flight path of the aircraft on a chart, including position reports, predicted positions, possible range of flight, and any other pertinent information. Solicit the assistance of other aircraft known to be operating near the aircraft in distress. Forward this information to the RCC or the ARTCC as appropriate. 10-3-7. ALNOT CANCELLATION EN ROUTE Cancel the ALNOT when the aircraft is located or the search is abandoned. JO 7110.65S 2/14/08 10-4-1 Control Actions Section 4. Control Actions 10-4-1. TRAFFIC RESTRICTIONS IFR traffic which could be affected by an overdue or unreported aircraft shall be restricted or suspended unless radar separation is used. The facility responsible shall restrict or suspend IFR traffic for a period of 30 minutes following the applicable time listed in subparas a thru e: a. The time at which approach clearance was delivered to the pilot. b. The EFC time delivered to the pilot. c. The arrival time over the NAVAID serving the destination airport. d. The current estimate, either the control facility's or the pilot's, whichever is later, at: 1. The appropriate en route NAVAID or fix, and 2. The NAVAID serving the destination airport. e. The release time and, if issued, the clearance void time. REFERENCE- FAAO JO 7110.65, Para 4-3-4, Departure Restrictions, Clearance Void Times, Hold for Release, and Release Times. 10-4-2. LIGHTING REQUIREMENTS a. EN ROUTE. At nontower or non-FSS locations, request the airport management to light all runway lights, approach lights, and all other required airport lighting systems for at least 30 minutes before the ETA of the unreported aircraft until the aircraft has been located or for 30 minutes after its fuel supply is estimated to be exhausted. b. TERMINAL. Operate runway lights, approach lights, and all other required airport lighting systems for at least 30 minutes before the ETA of the unreported aircraft until the aircraft has been located or for 30 minutes after its fuel supply is estimated to be exhausted. REFERENCE- FAAO JO 7110.65, Para 3-4-1, Emergency Lighting. 10-4-3. TRAFFIC RESUMPTION After the 30-minute traffic suspension period has expired, resume normal air traffic control if the operators or pilots of other aircraft concur. This concurrence must be maintained for a period of 30_minutes after the suspension period has expired. REFERENCE- FAAO JO 7110.65, Para 4-3-4, Departure Restrictions, Clearance Void Times, Hold for Release, and Release Times. 10-4-4. COMMUNICATIONS FAILURE Take the following actions, as appropriate, if two-way radio communications are lost with an aircraft: NOTE1. When an IFR aircraft experiences two-way radio communications failure, air traffic control is based on anticipated pilot actions. Pilot procedures and recommended practices are set forth in the AIM, CFRs, and pertinent military regulations. 2. Should the pilot of an aircraft equipped with a coded radar beacon transponder experience a loss of two-way radio capability, the pilot can be expected to adjust the transponder to reply on Mode 3/A Code 7600. a. In the event of lost communications with an aircraft under your control jurisdiction use all appropriate means available to reestablish communications with the aircraft. These may include, but not be limited to, emergency frequencies, NAVAIDs that are equipped with voice capability, FSS, Aeronautical Radio Incorporated (ARINC), etc. NOTE1. ARINC is a commercial communications corporation which designs, constructs, operates, leases or otherwise engages in radio activities serving the aviation community. ARINC has the capability of relaying information to/from subscribing aircraft throughout the country. 2. Aircraft communications addressing and reporting system (ACARS) or selective calling (SELCAL) may be utilized to reestablish radio communications with suitably equipped aircraft. ACARS can be accessed by contacting the San Francisco ARINC communications center, watch supervisor, at 925-294-8297 and 800-621-0140. Provide ARINC the aircraft call sign, approximate location, and contact instructions. In order to utilize the SELCAL system, the SELCAL code for the subject aircraft must be known. If the SELCAL code is not contained in the remarks section of the flight plan, contact the pertinent air carrier dispatch JO 7110.65S 2/14/08 10-4-2 Control Actions office to determine the code. Then contact the San_Francisco ARINC communications center, watch supervisor, at 925-294-8297 and 800-621-0140. Provide ARINC the aircraft call sign, SELCAL code, approximate location, and contact instructions. b. Broadcast clearances through any available means of communications including the voice feature of NAVAIDs. NOTE1. Some UHF equipped aircraft have VHF navigation equipment and can receive 121.5 MHz. 2. “Any available means” includes the use of FSS and ARINC. REFERENCE- FAAO JO 7110.65, Para 4-2-2, Clearance Prefix. c. Attempt to re-establish communication by having the aircraft use its transponder or make turns to acknowledge clearances and answer questions. Request any of the following in using the transponder: 1. Request the aircraft to reply Mode 3/A “IDENT.” 2. Request the aircraft to reply on Code 7600 or if already on Code 7600, the appropriate stratum code. 3. Request the aircraft to change to “stand-by” for sufficient time for you to be sure that the lack of a target is the result of the requested action. PHRASEOLOGY- REPLY NOT RECEIVED, (appropriate instructions). (Action) OBSERVED, (additional instructions/information if necessary). d. Broadcast a clearance for the aircraft to proceed to its filed alternate airport at the MEA if the aircraft operator concurs. REFERENCE- FAAO JO 7110.65, Para 5-2-8, Radio Failure. FAAO JO 7110.65, Para 9-2-7, IFR Military Training Routes. e. If radio communications have not been (re)established with the aircraft after five minutes, consider the aircraft's activity to be possibly suspicious and handle the flight per FAAO JO 7610.4, Chapter 7, Hijacked/Suspicious Aircraft Reporting and Procedures. JO 7110.65S 2/14/08 10-5-1 Miscellaneous Operations Section 5. Miscellaneous Operations 10-5-1. NAVY FLEET SUPPORT MISSIONS When you receive information concerning an emergency to a U.S. Navy “Special Flight Number” aircraft, do the following: a. Handle Navy Fleet Support Mission aircraft as follows: 1. EN ROUTE. Relay immediately, via collect telephone call, all pertinent information to Fleet Operations Control at Norfolk, Virginia, telephone 804-444-6602. 2. TERMINAL. Inform the nearest center of all the pertinent information. b. Relay the words “Special Flight Number” followed by the number given as part of the routine IFR flight information. c. Honor pilot requests for changes to route, altitude, and destination, whenever possible. 10-5-2. EXPLOSIVE CARGO TERMINAL When you receive information that an emergency landing will be made with explosive cargo aboard, inform the pilot of the safest or least congested airport areas. Relay the explosive cargo information to: a. The emergency equipment crew. b. The airport management. c. The appropriate military agencies, when requested by the pilot. JO 7110.65S 2/14/08 10-5-2 JO 7110.65S 2/14/08 10-6-1 Oceanic Emergency Procedures

帅哥

Section 6. Oceanic Emergency Procedures 10-6-1. APPLICATION The procedures in this section are to be used solely in oceanic airspace. 10-6-2. PHASES OF EMERGENCY Emergency phases are described as follows: a. Uncertainty phase (INCERFA). When there is concern about the safety of an aircraft or its occupants, an INCERFA exists: 1. When communication from an aircraft has not been received within 30 minutes after the time a communication should have been received or after the time an unsuccessful attempt to establish communication with such aircraft was first made, whichever is earlier; or 2. When an aircraft fails to arrive within 30_minutes after the time of arrival last estimated by the pilot or by the ATC units, whichever is later. b. Alert phase (ALERFA). When there is apprehension about the safety of an aircraft and its occupants, an ALERFA exists: 1. Following the uncertainty phase when subsequent attempts to establish communications with the aircraft, or inquiries to other relevant sources have failed to reveal any information about the aircraft; or 2. When information has been received which indicates that the operating efficiency of the aircraft has been impaired but not to the extent that a forced landing is likely; or 3. When communication from an aircraft has not been received within 60 minutes after the time a communication should have been received or after the time an unsuccessful attempt to establish communication with such aircraft was first made, whichever is earlier.

帅哥

c. Distress phase (DETRESFA). When there is reasonable certainty that the aircraft and its occupants are threatened by grave and imminent danger, a DETRESFA exists: 1. Following the alert phase when further attempts to establish communications with the aircraft and more widespread inquiries are unsuccessful; or 2. When the fuel on board is considered to be exhausted or to be insufficient for the aircraft to reach safety; or 3. When information is received which indicates that the operating efficiency of the aircraft has been impaired to the extent that a forced landing is likely; or 4. When information is received or it is reasonably certain that the aircraft is about to make or has made a forced landing. 10-6-3. ALERTING SERVICE AND SPECIAL ASSISTANCE a. Provide alerting service to: 1. All aircraft receiving ATC service; 2. All other aircraft which have filed a flight plan or which are otherwise known to the ATC unit; and

帅哥

3. Any aircraft known or believed to be the subject of unlawful interference. b. When alerting service is required, the responsibility for coordinating such service shall, unless otherwise established by letter of agreement, rest with the facility serving the FIR or CTA: 1. Within which the aircraft was flying at the time of last air-ground radio contact; or 2. Which the aircraft was about to enter if the last air-ground contact was established at or close to the boundary; or 3. Within which the point of destination is located if the aircraft: (a) Was not equipped with suitable two-way radio communications equipment; or (b) Was not under obligation to transmit position reports. REFERENCE- FAAO JO 7110.65, Chapter 8, Section 2, Coordination. JO 7110.65S 2/14/08 10-6-2 Oceanic Emergency Procedures c. The responsible Area Control Center (ACC) shall serve as the control point for: 1. Collecting all information relevant to a state of emergency of an aircraft; 2. Forwarding that information to the appropriate RCC; and 3. Coordinating with other facilities concerned. d. The responsibility of the ACC to provide alerting service for military aircraft may be waived upon a written or recorded request from a military agency. In this case, the military request must state that the military agency assumes full responsibility for their aircraft while the aircraft are operating in the oceanic airspace.

帅哥

e. Responsibility to provide alerting service for flight operations conducted under the “due regard” or “operational” prerogative of military aircraft is assumed by the military. When “due regard” operations are scheduled to end with aircraft filed under ICAO procedures, the ACC may, if specified in a letter of agreement, assume responsibility for alerting service at proposed time filed. f. In the event of INCERFA, ALERFA, or DETRESFA, notify the following: 1. When practicable, the aircraft operator. 2. The appropriate RCC. 3. Aeronautical stations having en route communications guard responsibilities at the point of departure, along or adjacent to the route of flight, and at the destination. 4. ACCs having jurisdiction over the proposed route of flight from the last reported position to the destination airport. g. INCERFA, ALERFA, and DETRESFA messages shall include the following information, if available, in the order listed: 1. INCERFA, ALERFA, or DETRESFA according to the phase of the emergency. 2. Agency and person originating the message. 3. Nature of the emergency. 4. Significant flight plan information. 5. The air traffic unit which made the last radio contact, the time, and the frequency used. 6. The aircraft's last position report, how it was received, and what facility received it. 7. Color and distinctive marks of aircraft. 8. Any action taken by reporting office. 9. Other pertinent remarks. h. An INCERFA phase ends with the receipt of any information or position report on the aircraft. Cancel the INCERFA by a message addressed to the same stations as the INCERFA message. 1. An ALERFA ends when: (a) Evidence exists that would ease apprehension about the safety of the aircraft and its occupants; or (b) The concerned aircraft lands. Cancel the ALERFA message by a message addressed to the same stations as the ALERFA message.