ATC

帅哥

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

帅哥

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

帅哥

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

帅哥

MIRL Intensity Setting Step Visibility Day Night 3 Less than 2 miles Less than 1 mile 2 2 to 3 miles 1 to 3 miles 1 When requested More than 3 miles REFERENCE- FAAO JO 7110.65, Para 3-4-12, HIRL Associated With MALSR. 3-4-15. SIMULTANEOUS APPROACH AND RUNWAY EDGE LIGHT OPERATION Turn on the runway edge lights for the runway in use whenever the associated approach lights are on. If multiple runway light selection is not possible, you may leave the approach lights on and switch the runway lights to another runway to accommodate another aircraft. REFERENCE- FAAO JO 7110.65, Para 3-4-10, Runway Edge Lights. JO 7110.65S 2/14/08 3-4-5 Airport Lighting 3-4-16. HIGH SPEED TURNOFF LIGHTS Operate high speed turnoff lights: a. Whenever the associated runway lights are used for arriving aircraft. Leave them on until the aircraft has either entered a taxiway or passed the last light. b. As required by facility directives to meet local conditions. c. As requested by the pilot. 3-4-17. TAXIWAY LIGHTS Operate taxiway lights in accordance with TBL 3-4-11, TBL 3-4-12, or TBL 3-4-13 except: a. Where a facility directive specifies other settings or times to meet local conditions. b. As requested by the pilot. c. As you deem necessary, if not contrary to pilot request. TBL 3-4-11 Three Step Taxiway Lights Step Visibility Day Night 3 Less than 1 mile When requested 2 When requested Less than 1 mile 1 When requested 1 mile of more TBL 3-4-12 Five Step Taxiway Lights Step Visibility Day Night 5 Less than 1 mile When requested 4 When requested Less than 1 mile 3 When requested 1 mile or more 1 & 2 When requested When requested TBL 3-4-13 One Step Taxiway Lights Day Night Less than 1 mile On NOTE- AC 150/5340-24, Runway and Taxiway Edge Lighting System, contains recommended brightness levels for variable setting taxiway lights. 3-4-18. OBSTRUCTION LIGHTS If controls are provided, turn the lights on between sunset and sunrise. 3-4-19. ROTATING BEACON If controls are provided, turn the rotating beacon on: a. Between sunset and sunrise. b. Between sunrise and sunset when the reported ceiling or visibility is below basic VFR minima. JO 7110.65S 2/14/08 3-4-6 JO 7110.65S 2/14/08 3-5-1 Runway Selection Section 5. Runway Selection 3-5-1. SELECTION a. Except where a “runway use” program is in effect, use the runway most nearly aligned with the wind when 5 knots or more or the “calm wind” runway when less than 5 knots (set tetrahedron accordingly) unless use of another runway: NOTE1. If a pilot prefers to use a runway different from that specified, the pilot is expected to advise ATC. 2. At airports where a “runway use” program is established, ATC will assign runways deemed to have the least noise impact. If in the interest of safety a runway different from that specified is preferred, the pilot is expected to advise ATC accordingly. ATC will honor such requests and advise pilots when the requested runway is noise sensitive. REFERENCE- FAAO 8400.9, National Safety and Operational Criteria for Runway Use Programs. 1. Will be operationally advantageous, or 2. Is requested by the pilot. b. When conducting aircraft operations on other than the advertised active runway, state the runway in use. 3-5-2. STOL RUNWAYS Use STOL runways as follows: a. A designated STOL runway may be assigned only when requested by the pilot or as specified in a letter of agreement with an aircraft operator. b. Issue the measured STOL runway length if the pilot requests it. 3-5-3. TAILWIND COMPONENTS When authorizing use of runways and a tailwind component exists, always state both wind direction and velocity. NOTE- The wind may be described as “calm” when appropriate. REFERENCE- FAAO JO 7110.65, Para 2-6-5, Calm Wind Conditions. JO 7110.65S 2/14/08 3-5-2 JO 7110.65S 2/14/08 3-6-1 Airport Surface Detection Procedures Section 6. Airport Surface Detection Procedures 3-6-1. EQUIPMENT USAGE a. The operational status of ASDE systems shall be determined during the relief briefing, or as soon as possible after assuming responsibility for the associated position. b. Use ASDE systems to augment visual observation of aircraft landing or departing, and aircraft or vehicular movements on runways and taxiways, or other parts of the movement area. 1. ASDE systems with safety logic shall be operated continuously. 2. ASDE systems without safety logic shall be operated: (a) Continuously between sunset and sunrise. (b) When visibility is less than the most distant point in the active movement area, or (c) When, in your judgment, its use will assist you in the performance of your duties at any time. 3-6-2. IDENTIFICATION a. To identify an observed target/track on an ASDE system display, correlate its position with one or more of the following: 1. Pilot/vehicle operator position report. 2. Controller's visual observation. 3. An identified target observed on the ASR or CTRD. b. An observed target/track on an ASDE system display may be identified as a false target by visual observation. If the area containing a suspected false target is not visible from the tower, an airport operations vehicle or pilots of aircraft operating in the area may be used to conduct the visual observation. c. After positive verification that a target is false, through pilot/vehicle operator position report or controller visual observation, the track may be temporarily dropped, which will remove the target from the display and safety logic processing. A notation shall be made to FAA Form 7230-4, Daily Record of Facility Operation, when a track is temporarily dropped. 3-6-3. INFORMATION USAGE a. ASDE system derived information may be used to: 1. Formulate clearances and control instructions to aircraft and vehicles on the movement area. REFERENCE- FAAO JO 7210.3, Para 3-7-2, Radar Use. 2. Position aircraft and vehicles using the movement area. 3. Determine the exact location of aircraft and vehicles, or spatial relationship to other aircraft/ vehicles on the movement area. 4. Monitor compliance with control instructions by aircraft and vehicles on taxiways and runways. 5. Confirm pilot reported positions. 6. Provide directional taxi information, as appropriate. PHRASEOLOGY- TURN (left/right) ON THE TAXIWAY/RUNWAY YOU ARE APPROACHING. b. Do not provide specific navigational guidance (exact headings to be followed) unless an emergency exists or by mutual agreement with the pilot. NOTE- It remains the pilot's responsibility to navigate visually via routes to the clearance limit specified by the controller and to avoid other parked or taxiing aircraft, vehicles, or persons in the movement area. c. Do not allow an aircraft to begin departure roll or cross the landing threshold whenever there is an unidentified target/track displayed on the runway. 3-6-4. SAFETY LOGIC ALERT RESPONSES When the system generates an alert, the controller shall immediately assess the situation visually and as presented on the ASDE system display, then take appropriate action as follows: a. When an arrival aircraft (still airborne, prior to the landing threshold) activates a warning alert, the controller shall issue go-around instructions. (Exception: Alerts involving known formation flights, as they cross the landing threshold, may be disregarded if all other factors are acceptable.) JO 7110.65S 2/14/08 3-6-2 Airport Surface Detection Procedures NOTE- The intent of this paragraph is that an aircraft does not land on the runway, on that approach, when the safety logic system has generated a warning alert. A side-step maneuver or circle to land on another runway satisfies this requirement. REFERENCE- FAAO JO 7110.65, Para 3-8-1, Sequence/Spacing Application. FAAO JO 7110.65, Para 3-9-6, Same Runway Separation. FAAO JO 7110.65, Para_3-10-3, Same Runway Separation. P/CG Term- Go Around. b. When two arrival aircraft, or an arrival aircraft and a departing aircraft activate an alert, the controller will issue go-around instructions or take appropriate action to ensure intersecting runway separation is maintained. REFERENCE- FAAO JO 7110.65, Para 3-9-8, Intersecting Runway Separation. FAAO JO 7110.65, Para_3-10-4, Intersecting Runway Separation. c. For other safety logic system alerts, issue instructions/clearances based on good judgment and evaluation of the situation at hand. JO 7110.65S 2/14/08 3-7-1 Taxi and Ground Movement Procedures Section 7. Taxi and Ground Movement Procedures 3-7-1. GROUND TRAFFIC MOVEMENT Issue by radio or directional light signals specific instructions which approve or disapprove the movement of aircraft, vehicles, equipment, or personnel on the movement area. a. Do not issue conditional instructions that are dependent upon the movement of an arrival aircraft on or approaching the runway or a departure aircraft established on a takeoff roll. Do not say, “Position and hold behind landing traffic,” or “Taxi/proceed across Runway Three Six behind departing/landing Jetstar.” The above requirements do not preclude issuing instructions to follow an aircraft observed to be operating on the movement area in accordance with an ATC clearance/instruction and in such a manner that the instructions to follow are not ambiguous. b. Do not use the word “cleared” in conjunction with authorization for aircraft to taxi or equipment/ vehicle/personnel operations. Use the prefix “taxi,” “proceed,” or “hold,” as appropriate, for aircraft instructions and “proceed” or “hold” for equipment/ vehicles/personnel. c. Intersection departures may be initiated by a controller or a controller may authorize an intersection departure if a pilot requests. Issue the measured distance from the intersection to the runway end rounded “down” to the nearest 50 feet to any pilot who requests and to all military aircraft, unless use of the intersection is covered in appropriate directives. NOTE- Exceptions are authorized where specific military aircraft routinely make intersection takeoffs and procedures are defined in appropriate directives. The authority exercising operational control of such aircraft ensures that all pilots are thoroughly familiar with these procedures, including the usable runway length from the applicable intersection. d. State the runway intersection when authorizing an aircraft to taxi into position to hold or when clearing an aircraft for takeoff from an intersection. PHRASEOLOGY- RUNWAY (number) AT (taxiway designator) (further instructions as needed). RUNWAY (number) AT (taxiway designator), POSITION AND HOLD. If requested or required, RUNWAY (number) AT (taxiway designator) INTERSECTION DEPARTURE, (remaining length) FEET AVAILABLE. e. If two or more aircraft call the tower ready for departure, one or more at the approach and one or more at the intersection, state the location of the aircraft at the full length of the runway when authorizing that aircraft to taxi into position and hold or when clearing that aircraft for takeoff. PHRASEOLOGY- RUNWAY (number), FULL-LENGTH, POSITION AND HOLD. or RUNWAY (number) FULL LENGTH, CLEARED FOR TAKEOFF. EXAMPLE“American Four Eighty Two, Runway Three Zero full length, position and hold.” “Cherokee Five Sierra Whiskey, Runway Two Five Right full length, cleared for takeoff.” NOTE- The controller need not state the location of the aircraft departing the full length of the runway if there are no aircraft holding for departure at an intersection for that same runway. REFERENCE- FAAO JO 7110.65, Para 3-9-4, Taxi into Position and Hold (TIPH). 3-7-2. TAXI AND GROUND MOVEMENT OPERATIONS Issue, as required or requested, the route for the aircraft/vehicle to follow on the movement area in concise and easy to understand terms. When a taxi clearance to a runway is issued to an aircraft, confirm the aircraft has the correct runway assignment. NOTE1. A pilot's read back of taxi instructions with the runway assignment can be considered confirmation of runway assignment. 2. Movement of aircraft or vehicles on nonmovement areas is the responsibility of the pilot, the aircraft operator, or the airport management. JO 7110.65S 2/14/08 3-7-2 Taxi and Ground Movement Procedures a. When authorizing a vehicle to proceed on the movement area, or an aircraft to taxi to any point other than an assigned takeoff runway, absence of holding instructions authorizes an aircraft/vehicle to cross all taxiways and runways that intersect the taxi route. If it is the intent to hold the aircraft/vehicle short of any given point along the taxi route, issue the route, if necessary, then state the holding instructions. NOTE- Movement of aircraft or vehicles on nonmovement areas is the responsibility of the pilot, the aircraft operator, or the airport management. PHRASEOLOGY- HOLD POSITION. HOLD FOR (reason) CROSS (runway/taxiway) or TAXI/CONTINUE TAXIING/PROCEED/VIA (route), or ON (runway number or taxiways, etc.), or TO (location), or (direction), or ACROSS RUNWAY (number). or VIA (route), HOLD SHORT OF (location) or FOLLOW (traffic) (restrictions as necessary) or BEHIND (traffic). EXAMPLE“Cross Runway Two Eight Left.” “Taxi/continue taxiing/proceed to the hangar.” “Taxi/continue taxiing/proceed straight ahead then via ramp to the hangar.” “Taxi/continue taxiing/proceed on Taxiway Charlie, hold short of Runway Two Seven.” or “Taxi/continue taxiing/proceed on Charlie, hold short of Runway Two Seven.” b. When authorizing an aircraft to taxi to an assigned takeoff runway and hold short instructions are not issued, specify the runway preceded by “taxi to,” and issue taxi instructions if necessary. This authorizes the aircraft to “cross” all runways/ taxiways which the taxi route intersects except the assigned takeoff runway. This does not authorize the aircraft to “enter” or “cross” the assigned takeoff runway at any point. PHRASEOLOGY- TAXI TO RUNWAY (number) VIA . . .. EXAMPLE“Taxi to Runway One Two.” “Taxi to Runway Three Six via Taxiway Echo.” or “Taxi to Runway Three Six via Echo.” c. Specify the runway for departure, any necessary taxi instructions, and hold short restrictions when an aircraft will be required to hold short of a runway or other points along the taxi route. EXAMPLE“Runway Three Six Left, taxi via taxiway Alpha, hold short of taxiway Charlie.” or “Runway Three Six Left, taxi via Alpha, hold short of Charlie.” PHRASEOLOGY- RUNWAY (number), TAXI/PROCEED VIA (route if necessary, HOLD SHORT OF (runway number) or HOLD SHORT OF (location) or ON (taxi strip, runup, pad, etc.), JO 7110.65S 2/14/08 3-7-3 Taxi and Ground Movement Procedures and if necessary, TRAFFIC (traffic information), or FOR (reason). EXAMPLE“Runway Three Six Left, taxi via taxiway Charlie, hold short of Runway Two Seven Right.” or “Runway Three Six Left, taxi via Charlie, hold short of Runway Two Seven Right.” “Runway Three Six Left, hold short of Runway Two Seven Right.” d. Request a read back of runway hold short instructions when it is not received from the pilot/vehicle operator. PHRASEOLOGY- READ BACK HOLD INSTRUCTIONS. EXAMPLE1. “American Four Ninety Two, Runway Three Six Left, taxi via taxiway Charlie, hold short of Runway Two Seven Right.” or “American Four Ninety Two, Runway Three Six Left, taxi via Charlie, hold short of Runway Two Seven Right.” “American Four Ninety Two, Roger.” “American Four Ninety Two, read back hold instructions.” 2. “Cleveland Tower, American Sixty Three is ready for departure.” “American Sixty Three, hold short of Runway Two Three Left, traffic one mile final.” “American Sixty Three, Roger.” “American Sixty Three, read back hold instructions.” 3. “OPS Three proceed via taxiway Charlie hold short of Runway Two Seven.” or “OPS Three proceed via Charlie hold short of Runway Two Seven.” “OPS Three, Roger.” “OPS Three, read back hold instructions.” NOTE- Read back hold instructions phraseology may be initiated for any point on a movement area when the controller believes the read back is necessary. e. Issue progressive taxi/ground movement instructions when: 1. Pilot/operator requests. 2. The specialist deems it necessary due to traffic or field conditions, e.g., construction or closed taxiways. 3. As necessary during reduced visibility, especially when the taxi route is not visible from the tower. f. Progressive ground movement instructions include step-by-step routing directions. REFERENCE- FAAO JO 7110.65, Para 3-7-4, Runway Proximity. FAAO JO 7110.65, Para 3-11-1, Taxi and Ground Movement Operation. g. Instructions to expedite a taxiing aircraft or a moving vehicle. PHRASEOLOGY- TAXI WITHOUT DELAY (traffic if necessary). EXIT/PROCEED/CROSS (runway/taxiway) WITHOUT DELAY. 3-7-3. GROUND OPERATIONS WAKE TURBULENCE APPLICATION Avoid clearances which require: a. Heavy jet aircraft to use greater than normal taxiing power. b. Small aircraft or helicopters to taxi in close proximity to taxiing or hover-taxi helicopters. NOTE- Use caution when taxiing smaller aircraft/helicopters in the vicinity of larger aircraft. REFERENCE- AC 90-23, Aircraft Wake Turbulence, Para 10 and Para 11. JO 7110.65S 2/14/08 3-7-4 Taxi and Ground Movement Procedures 3-7-4. RUNWAY PROXIMITY Hold a taxiing aircraft or vehicle clear of the runway as follows: a. Instruct aircraft or vehicle to hold short of a specific runway. b. Instruct aircraft or vehicle to hold at a specified point. c. Issue traffic information as necessary. PHRASEOLOGY- HOLD SHORT OF/AT (runway number or specific point), (traffic or other information). NOTE- Establishing hold lines/signs is the responsibility of the airport manager. The standards for surface measurements, markings, and signs are contained in AC_150/5300-13, Airport Design; AC 150/5340-1, Standards for Airport Markings, and AC 150/5340-18, Standards for Airport Sign Systems. The operator is responsible for properly positioning the aircraft, vehicle, or equipment at the appropriate hold line/sign or designated point. The requirements in para 3-1-12, Visually Scanning Runways, remain valid as appropriate. REFERENCE- FAAO JO 7110.65, Para 3-7-2, Taxi and Ground Movement Operations. FAAO JO 7110.65, Para 3-10-10, Altitude Restricted Low Approach. FAAO JO 7110.65, Para_3-1-5, Vehicles/Equipment/Personnel on Runways. 3-7-5. PRECISION APPROACH CRITICAL AREA a. ILS critical area dimensions are described in FAAO 6750.16, Siting Criteria for Instrument Landing Systems. Aircraft and vehicle access to the ILS/MLS critical area must be controlled to ensure the integrity of ILS/MLS course signals whenever conditions are less than reported ceiling 800 feet or visibility less than 2 miles. Do not authorize vehicles/aircraft to operate in or over the critical area, except as specified in subpara_a1, whenever an arriving aircraft is inside the ILS outer marker (OM) or the fix used in lieu of the OM unless the arriving aircraft has reported the runway in sight or is circling to land on another runway. PHRASEOLOGY- HOLD SHORT OF (runway) ILS/MLS CRITICAL AREA. 1. LOCALIZER CRITICAL AREA (a) Do not authorize vehicle or aircraft operations in or over the area when an arriving aircraft is inside the ILS OM or the fix used in lieu of the OM when conditions are less than reported ceiling 800 feet or visibility less than 2 miles, except: (1) A preceding arriving aircraft on the same or another runway that passes over or through the area while landing or exiting the runway. (2) A preceding departing aircraft or missed approach on the same or another runway that passes through or over the area. (b) In addition to subpara a1(a), do not authorize vehicles or aircraft operations in or over the area when an arriving aircraft is inside the middle marker when conditions are less than reported ceiling 200 feet or RVR 2,000 feet. 2. GLIDESLOPE CRITICAL AREA. Do not authorize vehicles or aircraft operations in or over the area when an arriving aircraft is inside the ILS OM or the fix used in lieu of the OM unless the arriving aircraft has reported the runway in sight or is circling to land on another runway when conditions are less than reported ceiling 800 feet or visibility less than 2_miles. b. Air carriers commonly conduct “coupled” or “autoland” operations to satisfy maintenance, training, or reliability program requirements. Promptly issue an advisory if the critical area will not be protected when an arriving aircraft advises that a “coupled,” “CATIII,” “autoland,” or similar type approach will be conducted and the weather is reported ceiling of 800 feet or more, and the visibility is 2 miles or more. PHRASEOLOGY- ILS/MLS CRITICAL AREA NOT PROTECTED. c. The Department of Defense (DOD) is authorized to define criteria for protection of precision approach critical areas at military controlled airports. This protection is provided to all aircraft operating at that military controlled airport. Waiver authority for DOD precision approach critical area criteria rests with the appropriate military authority. JO 7110.65S 2/14/08 3-7-5 Taxi and Ground Movement Procedures NOTE- Signs and markings are installed by the airport operator to define the ILS/MLS critical area. No point along the longitudinal axis of the aircraft is permitted past the hold line for holding purposes. The operator is responsible to properly position the aircraft, vehicle, or equipment at the appropriate hold line/sign or designated point. The requirements in para 3-1-12, Visually Scanning Runways, remain valid as appropriate. REFERENCE- AC150/5340-1, Standards for Airport Markings. 3-7-6. PRECISION OBSTACLE FREE ZONE (POFZ) AND FINAL APPROACH OBSTACLE CLEARANCE SURFACES (OCS) a. Ensure the POFZ is clear of traffic (aircraft or vehicles) when an aircraft on a vertically-guided final approach is within 2 miles of the runway threshold and the reported ceiling is below 300 feet or visibility is less than 3/4 SM to protect aircraft executing a missed approach. NOTE- Only horizontal surfaces (e.g., the wings) can penetrate the POFZ, but not the vertical surfaces (e.g., fuselage or tail). Three hundred feet (300) is used because ATC does not measure ceilings in fifty (50) foot increments. b. Ensure the final approach OCS (e.g., ILS /LPV W, X, and Y surfaces) are clear of aircraft/vehicles when an aircraft on the vertically-guided approach is within 2 miles of the runway threshold and the reported ceiling is below 800 feet or visibility is less than 2 SM to protect aircraft executing a missed approach. NOTE1. The POFZ and the close-in portion of the final approach obstacle clearance surfaces protect aircraft executing a missed approach. Their dimensions are described in FAAO 8260.3b, Volume III, Chapter 3, para 3.4, United States Standards for Terminal Instrument Procedures. 2. Vehicles that are less than 10 feet in height, necessary for the maintenance of the airport and/or navigation facilities operating outside the movement area, are exempt. c. If it is not possible to clear the POFZ or OCS prior to an aircraft reaching a point 2 miles from the runway threshold and the weather is less than described in subparas a or b above, issue traffic to the landing aircraft. NOTE- The POFZ and/or OCS must be cleared as soon as practical. PHRASEOLOGY(ACID), IN THE EVENT OF MISSED APPROACH (issue_traffic). TAXIING AIRCRAFT/VEHICLE LEFT/RIGHT OF RUNWAY. EXAMPLE“United 623, in the event of missed approach, taxiing aircraft right of runway.” “Delta 1058, in the event of missed approach, vehicle left of runway.” REFERENCE- FAAO JO 7110.65, Para 3-1-6, Traffic Information. JO 7110.65S 2/14/08 3-7-6 Taxi and Ground Movement Procedures FIG 3-7-1 Precision Obstacle Free Zone (POFZ) JO 7110.65S 2/14/08 3-8-1 Spacing and Sequencing Section 8. Spacing and Sequencing 3-8-1. SEQUENCE/SPACING APPLICATION Establish the sequence of arriving and departing aircraft by requiring them to adjust flight or ground operation, as necessary, to achieve proper spacing. PHRASEOLOGY- CLEARED FOR TAKEOFF. CLEARED FOR TAKEOFF OR HOLD SHORT/HOLD IN POSITION/TAXI OFF THE RUNWAY (traffic). EXTEND DOWNWIND. MAKE SHORT APPROACH. NUMBER (landing sequence number), FOLLOW (description and location of traffic), or if traffic is utilizing another runway, TRAFFIC (description and location) LANDING RUNWAY (number of runway being used). CIRCLE THE AIRPORT. MAKE LEFT/RIGHT THREE-SIXTY/TWO SEVENTY. GO AROUND (additional instructions as necessary). CLEARED TO LAND. CLEARED: TOUCH-AND-GO, or STOP-AND-GO, or LOW APPROACH. CLEARED FOR THE OPTION, or OPTION APPROVED, or UNABLE OPTION, (alternate instructions). or UNABLE (type of option), OTHER OPTIONS APPROVED. NOTE1. The “Cleared for the Option” procedure will permit an instructor pilot/flight examiner/pilot the option to make a touch-and-go, low approach, missed approach, stop- and-go, or full stop landing. This procedure will only be used at those locations with an operational control tower and will be subject to ATC approval.

帅哥

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

帅哥

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

帅哥

c. The distance between the runways or landing strips is in accordance with the minima in TBL 3-8-2. TBL 3-8-2 Opposite Direction Distance Minima Type of Operation Minimum distance (feet) between parallel Runway centerlines Edges of adjacent strips or runway and strip Between sunrise and sunset 1,400 1,400 Between sunset and sunrise 2,800 Not authorized JO 7110.65S 2/14/08 3-9-1 Departure Procedures and Separation Section 9. Departure Procedures and Separation 3-9-1. DEPARTURE INFORMATION Provide current departure information, as appropriate, to departing aircraft. a. Departure information contained in the ATIS broadcast may be omitted if the pilot states the appropriate ATIS code. b. Issue departure information by including the following: 1. Runway in use. (May be omitted if pilot states “have the numbers.”) 2. Surface wind from direct readout dial, wind shear detection system, or automated weather observing system information display. (May be omitted if pilot states “have the numbers.”) 3. Altimeter setting. (May be omitted if pilot states “have the numbers.”) REFERENCE- FAAO JO 7110.65, Para 2-7-1, Current Settings. c. Time, when requested. d. Issue the official ceiling and visibility, when available, to a departing aircraft before takeoff as follows: 1. To a VFR aircraft when weather is below VFR conditions. 2. To an IFR aircraft when weather is below VFR conditions or highest takeoff minima, whichever is greater. NOTE- Standard takeoff minimums are published in 14 CFR Section_91.175(f). Takeoff minima other than standard are prescribed for specific airports/runways and published in a tabular form supplement to the FAA instrument approach procedures charts and appropriate FAA Forms_8260. e. Taxi information, as necessary. You need not issue taxi route information unless the pilot specifically requests it. f. USAF NOT APPLICABLE. An advisory to “check density altitude” when appropriate. REFERENCE- FAAO JO 7210.3, Para 2-10-6, Broadcast Density Altitude Advisory. g. Issue braking action for the runway in use as received from pilots or the airport management when Braking Action Advisories are in effect. REFERENCE- FAAO JO 7110.65, Para 2-7-2, Altimeter Setting Issuance Below Lowest Usable FL. FAAO JO 7110.65, Para 3-1-8, Low Level Wind Shear/Microburst Advisories. FAAO JO 7110.65, Para 3-3-5, Braking Action Advisories. P/CG Term- Braking Action Advisories. 3-9-2. DEPARTURE DELAY INFORMATION USA/USAF/USN NOT APPLICABLE When gate-hold procedures are in effect, issue the following departure delay information as appropriate: REFERENCE- FAAO JO 7210.3, Para 10-4-3, Gate Hold Procedures. a. Advise departing aircraft the time at which the pilot can expect to receive engine startup advisory. PHRASEOLOGY- GATE HOLD PROCEDURES ARE IN EFFECT. ALL AIRCRAFT CONTACT (position) ON (frequency) FOR ENGINE START TIME. EXPECT ENGINE START/TAXI (time). b. Advise departing aircraft when to start engines and/or to advise when ready to taxi. PHRASEOLOGY- START ENGINES, ADVISE WHEN READY TO TAXI, or ADVISE WHEN READY TO TAXI. c. If the pilot requests to hold in a delay absorbing area, the request shall be approved if space and traffic conditions permit. d. Advise all aircraft on GC/FD frequency upon termination of gate hold procedures. PHRASEOLOGY- GATE HOLD PROCEDURES NO LONGER IN EFFECT. JO 7110.65S 2/14/08 3-9-2 Departure Procedures and Separation 3-9-3. DEPARTURE CONTROL INSTRUCTIONS Inform departing IFR, SVFR, VFR aircraft receiving radar service, and TRSA VFR aircraft of the following: a. Before takeoff. 1. Issue the appropriate departure control frequency and beacon code. The departure control frequency may be omitted if a SID has been or will be assigned and the departure control frequency is published on the SID. PHRASEOLOGY- DEPARTURE FREQUENCY (frequency), SQUAWK (code). 2. Inform all departing IFR military turboprop/ turbojet aircraft (except transport and cargo types) to change to departure control frequency. If the local controller has departure frequency override, transmit urgent instructions on this frequency. If the override capability does not exist, transmit urgent instructions on the emergency frequency. PHRASEOLOGY- CHANGE TO DEPARTURE. 3. USAF. USAF control towers are authorized to inform all departing IFR military transport/cargo type aircraft operating in formation flight to change to departure control frequency before takeoff. b. After takeoff. 1. When the aircraft is about 1 /2 mile beyond the runway end, instruct civil aircraft, and military transport, and cargo types to contact departure control, provided further communication with you is not required. 2. Do not request departing military turboprop/ turbojet aircraft (except transport and cargo types) to make radio frequency or radar beacon changes before the aircraft reaches 2,500 feet above the surface. REFERENCE- FAAO JO 7110.65, Para 7-2-1, Visual Separation. 3-9-4. TAXI INTO POSITION AND HOLD (TIPH) a. The intent of TIPH is to position aircraft for an imminent departure. Authorize an aircraft to taxi into position and hold, except as restricted in subpara g, when takeoff clearance cannot be issued because of traffic. Issue traffic information to any aircraft so authorized. Traffic information may be omitted when the traffic is another aircraft which has landed on or is taking off the same runway and is clearly visible to the holding aircraft. Do not use conditional phrases such as “behind landing traffic” or “after the departing aircraft.” b. USN NOT APPLICABLE. First state the runway number followed by the taxi into position clearance when more than one runway is active. PHRASEOLOGY- RUNWAY (number), POSITION AND HOLD. Or, when only one runway is active: POSITION AND HOLD. c. Do not issue a clearance to an aircraft requesting a full-stop, touch-and-go, stop-and-go, option, or unrestricted low approach on the same runway with an aircraft that is holding in position, taxiing into position or has been cleared to taxi into position and hold until the aircraft in position starts takeoff roll. Do not clear an aircraft to TIPH if an aircraft has been cleared to land, touch-and-go, stop-and-go, option or unrestricted low approach on the same runway. PHRASEOLOGY- RUNWAY (number), CONTINUE, TRAFFIC HOLDING IN POSITION, or (when only one runway is active): CONTINUE, TRAFFIC HOLDING IN POSITION. EXAMPLE“American 528, runway two three, continue, traffic holding in position.” or (when only one runway is active): “American 528, continue, traffic holding in position.” 1. Landing clearance must be withheld if the safety logic system is inoperative or in limited configuration or conditions are less than reported ceiling 800 feet or visibility less than 2 miles. 2. Facilities without the safety logic system and facilities with the safety logic system in limited configuration must withhold landing clearance until the aircraft in position starts takeoff roll. REFERENCE- FAAO JO 7110.65, Para 3-10-5, Landing Clearance. 3/15/07 7110.65R CHG 2 JO 7110.65S CHG 1 7/31/JO 7110.65S 2/14/08 3-9-3 Departure Procedures and Separation d. When an aircraft is authorized to taxi into position and hold, inform it of the closest traffic requesting a full-stop, touch-and-go, stop-and-go, option or unrestricted low approach to the same runway. EXAMPLE“United Five, runway one eight, position and hold. Traffic a Boeing Seven Thirty Seven, six mile final.” Or, when only one runway is active: “United Five, position and hold. Traffic a Boeing Seven Thirty Seven, six mile final.” e. USAF. When an aircraft is authorized to taxi into takeoff position to hold, inform it of the closest traffic within 6 miles on final approach to the same runway. If the approaching aircraft is on a different frequency, inform it of the aircraft taxiing into position. f. Do not authorize an aircraft to taxi into position and hold when the departure point is not visible from the tower, unless the aircraft's position can be verified by ASDE or the runway is used for departures only. g. An aircraft may be authorized to taxi into position and hold at an intersection between sunset and sunrise. The procedure must be approved by the appropriate Director, Terminal Operations (service area office) and by the Director, Terminal Safety and Operations Support, and must be contained in a facility directive. The following conditions must apply: 1. The runway must be used as a departure-only runway. 2. Only one aircraft at a time is permitted to taxi into position and hold on the same runway. 3. Document on FAA Form 7230-4, Daily Record of Facility Operation, the following: “TIPH at INT of RWY (number) and TWY (name) IN EFFECT” when using runway as a departure-only runway. “TIPH at INT of RWY (number) and TWY (name) SUSPENDED” when runway is not used as a departure-only runway. h. Do not authorize an aircraft to taxi into position and hold at anytime when the intersection is not visible from the tower. i. Do not authorize aircraft to simultaneously taxi into position and hold on the same runway, between sunrise and sunset, unless the local assist/local monitor position is staffed. j. USN. Do not authorize aircraft to taxi into takeoff position to hold simultaneously on intersecting runways. PHRASEOLOGY- CONTINUE HOLDING, or TAXI OFF THE RUNWAY. REFERENCE- FAAO JO 7110.65, Para 3-10-10, Altitude Restricted Low Approach. k. When aircraft are authorized to taxi into position and hold on runways that intersect, traffic must be exchanged between that aircraft and the aircraft that is authorized to position and hold, depart, or arrive to the intersecting runway(s). EXAMPLE“United Five, runway four, position and hold, traffic holding runway three-one.” “Delta One, runway three-one, position and hold, traffic holding runway four.” Or, when issuing traffic information to an arrival aircraft and an aircraft that is holding on runway(s) that intersect(s): “Delta One, runway four, position and hold, traffic landing runway three-one.” “United Five, runway three-one, cleared to land. Traffic holding in position runway four.” Or, when issuing traffic information to a departing aircraft and an aircraft that is holding on runway(s) that intersect(s): “Delta One, runway three-one, position and hold, traffic departing runway four.” “United Five, runway four, cleared for takeoff, traffic holding runway three-one.” REFERENCE- FAAO JO 7110.65, Para 3-9-8, Intersecting Runway Separation. FAAO JO 7110.65, Para 3-10-4, Intersecting Runway Separation. JO 7110.65S 2/14/08 3-9-4 Departure Procedures and Separation l. When a local controller delivers or amends an ATC clearance to an aircraft awaiting departure and that aircraft is holding short of a runway or is holding in position on a runway, an additional clearance shall be issued to prevent the possibility of the aircraft inadvertently taxiing onto the runway and/or beginning takeoff roll. In such cases, append one of the following ATC instructions as appropriate: 1. HOLD SHORT OF RUNWAY, or 2. HOLD IN POSITION. m. USAF/USN. When issuing additional instructions or information to an aircraft holding in takeoff position, include instructions to continue holding or taxi off the runway, unless it is cleared for takeoff. PHRASEOLOGY- CONTINUE HOLDING, or TAXI OFF THE RUNWAY. REFERENCE- FAAO JO 7110.65, Para 3-10-10, Altitude Restricted Low Approach. 3-9-5. ANTICIPATING SEPARATION Takeoff clearance needs not be withheld until prescribed separation exists if there is a reasonable assurance it will exist when the aircraft starts takeoff roll. REFERENCE- P/CG Term- Clear of the Runway. 3-9-6. SAME RUNWAY SEPARATION Separate a departing aircraft from a preceding departing or arriving aircraft using the same runway by ensuring that it does not begin takeoff roll until: a. The other aircraft has departed and crossed the runway end or turned to avert any conflict. (See FIG 3-9-1.) If you can determine distances by reference to suitable landmarks, the other aircraft needs only be airborne if the following minimum distance exists between aircraft: (See FIG 3-9-2.) 1. When only Category I aircraft are involved3,000 feet. 2. When a Category I aircraft is preceded by a Category II aircraft- 3,000 feet. 3. When either the succeeding or both are Category II aircraft- 4,500 feet. 4. When either is a Category III aircraft6,000_feet. 5. When the succeeding aircraft is a helicopter, visual separation may be applied in lieu of using distance minima. FIG 3-9-1 Same Runway Separation [View 1] FIG 3-9-2 Same Runway Separation [View 2] NOTE- Aircraft same runway separation (SRS) categories are specified in Appendices A, B, and C and based upon the following definitions: CATEGORY I- small aircraft weighing 12,500 lbs. or less, with a single propeller driven engine, and all helicopters. CATEGORY II- small aircraft weighing 12,500 lbs. or less, with propeller driven twin-engines. CATEGORY III- all other aircraft. b. A preceding landing aircraft is clear of the runway. (See FIG 3-9-3.) JO 7110.65S 2/14/08 3-9-5 Departure Procedures and Separation FIG 3-9-3 Preceding Landing Aircraft Clear of Runway REFERENCE- P/CG Term- Clear of the Runway. WAKE TURBULENCE APPLICATION c. Do not issue clearances which imply or indicate approval of rolling takeoffs by heavy jet aircraft except as provided in para 3-1-14, Ground Operations When Volcanic Ash is Present. d. Do not issue clearances to a small aircraft to taxi into position and hold on the same runway behind a departing heavy jet aircraft to apply the necessary intervals. REFERENCE- AC 90-23, Aircraft Wake Turbulence. e. The minima in para 5-5-4, Minima, may be applied in lieu of the 2 minute requirement in subpara_f. When para 5-5-4, Minima, are applied, ensure that the appropriate radar separation exists at or prior to the time an aircraft becomes airborne when taking off behind a heavy jet/B757. NOTE- The pilot may request additional separation; i.e., 2 minutes vs. 4 miles, but should make this request before taxiing on the runway. f. Separate IFR/VFR aircraft taking off behind a heavy jet/B757 departure by 2 minutes, when departing: NOTE- Takeoff clearance to the following aircraft should not be issued until 2 minutes after the heavy jet/B757 begins takeoff roll. 1. The same runway. (See FIG 3-9-4.) FIG 3-9-4 2 Minute Separation 2. A parallel runway separated by less than 2,500 feet. g. Separate an aircraft from a heavy jet/B757 when operating on a runway with a displaced landing threshold if projected flight paths will cross2_minutes when: 1. A departure follows a heavy jet/B757 arrival. 2. An arrival follows a heavy jet/B757 departure. h. Air traffic controllers shall not approve pilot requests to deviate from the required wake turbulence time interval if the preceding aircraft is a heavy jet/B757. i. Separate a small aircraft behind a large aircraft taking off or making a low/missed approach when utilizing opposite direction takeoffs on the same runway by 3 minutes unless a pilot has initiated a request to deviate from the 3-minute interval. In the latter case, issue a wake turbulence advisory before clearing the aircraft for takeoff. NOTE1. A request for takeoff does not initiate a waiver request. 2. To initiate a waiver of the 3 minute rule, the request for takeoff must be accompanied by a request to deviate from the 3-minute rule. REFERENCE- FAAO JO 7110.65, Appendix A, Appendix B, and Appendix C, Aircraft Information. j. Separate aircraft behind a heavy jet/B757 departing or making a low/missed approach when utilizing opposite direction takeoffs or landings on the same or parallel runways separated by less than 2,500 feet- 3 minutes. JO 7110.65S 2/14/08 3-9-6 Departure Procedures and Separation k. Inform an aircraft when it is necessary to hold in order to provide the required 3-minute interval. PHRASEOLOGY- HOLD FOR WAKE TURBULENCE. REFERENCE- FAAO JO 7110.65, Para 3-9-7, Wake Turbulence Separation for Intersection Departures. 3-9-7. WAKE TURBULENCE SEPARATION FOR INTERSECTION DEPARTURES a. Apply the following wake turbulence criteria for intersection departures: 1. Separate a small aircraft taking off from an intersection on the same runway (same or opposite direction takeoff) behind a preceding departing large aircraft by ensuring that the small aircraft does not start takeoff roll until at least 3 minutes after the large aircraft has taken off. 2. Separate any aircraft taking off from an intersection on the same runway (same or opposite direction takeoff), parallel runways separated by less than 2,500 feet, and parallel runways separated by less than 2,500 feet with runway thresholds offset by 500 feet or more, by ensuring that the aircraft does not start takeoff roll until at least 3 minutes after a heavy aircraft/B757 has taken off. NOTE- Parallel runways separated by less than 2,500 feet with runway thresholds offset by less than 500 feet shall apply para 3-9-6, Same Runway Separation, subpara f. 3. Separate a small aircraft weighing 12,500 lbs. or less taking off from an intersection on the same runway (same or opposite direction takeoff) behind a preceding small aircraft weighing more than 12,500_lbs. by ensuring the following small aircraft does not start takeoff roll until at least 3 minutes after the preceding aircraft has taken off. 4. Inform an aircraft when it is necessary to hold in order to provide the required 3-minute interval. PHRASEOLOGY- HOLD FOR WAKE TURBULENCE. NOTE- Aircraft conducting touch-and-go and stop-and-go operations are considered to be departing from an intersection. REFERENCE- FAAO JO 7110.65, Para_3-8-2, Touch-and-Go or Stop-and-Go or Low Approach. b. The 3-minute interval is not required when: 1. A pilot has initiated a request to deviate from that interval unless the preceding departing aircraft is a heavy aircraft/B757. NOTE- A request for takeoff does not initiate a waiver request; the request for takeoff must be accomplished by a request to deviate from the 3-minute interval. 2. USA NOT APPLICABLE. The intersection is 500 feet or less from the departure point of the preceding aircraft and both aircraft are taking off in the same direction. 3. Successive touch-and-go and stop-and-go operations are conducted with a small aircraft following another small aircraft weighing more than 12,500 lbs. or a large aircraft in the pattern, or a small aircraft weighing more than 12,500 lbs. or a large aircraft departing the same runway, provided the pilot of the small aircraft is maintaining visual separation/ spacing behind the preceding large aircraft. Issue a wake turbulence cautionary advisory and the position of the large aircraft. EXAMPLE“Caution wake turbulence, DC-9 on base leg.” 4. Successive touch-and-go and stop-and-go operations are conducted with any aircraft following a heavy aircraft/B757 in the pattern, or heavy aircraft/B757 departing the same runway, provided the pilot of the aircraft is maintaining visual separation/spacing behind the preceding heavy aircraft/B757. Issue a wake turbulence cautionary advisory and the position of the heavy aircraft/B757. EXAMPLE“Caution wake turbulence, heavy Lockheed C5A departing runway two three.” 5. If action is initiated to reduce the separation between successive touch-and-go or stop-and-go operations, apply 3 minutes separation. c. When applying the provision of subpara b: 1. Issue a wake turbulence advisory before clearing the aircraft for takeoff. 2. Do not clear the intersection departure for an immediate takeoff. 3. Issue a clearance to permit the trailing aircraft to deviate from course enough to avoid the flight path of the preceding large departure when applying subpara_b1 or b2. JO 7110.65S 2/14/08 3-9-7 Departure Procedures and Separation 4. Separation requirements in accordance with para 3-9-6, Same Runway Separation, must also apply. REFERENCE- FAAO JO 7110.65, Para 3-9-6, Same Runway Separation. 3-9-8. INTERSECTING RUNWAY SEPARATION a. Issue traffic information to each aircraft operating on intersecting runways. b. Separate departing aircraft from an aircraft using an intersecting runway, or nonintersecting runways when the flight paths intersect, by ensuring that the departure does not begin takeoff roll until one of the following exists: REFERENCE- FAAO JO 7110.65, Para 2-1-21, Traffic Advisories. 1. The preceding aircraft has departed and passed the intersection, has crossed the departure runway, or is turning to avert any conflict. (See FIG 3-9-5 and FIG 3-9-6.) FIG 3-9-5 Intersecting Runway Separation FIG 3-9-6 Intersecting Runway Separation 2. A preceding arriving aircraft is clear of the landing runway, completed the landing roll and will hold short of the intersection, passed the intersection, or has crossed over the departure runway. (See FIG 3-9-7 and FIG 3-9-8.) REFERENCE- P/CG Term- Clear of the Runway. FIG 3-9-7 Intersecting Runway Separation JO 7110.65S 2/14/08 3-9-8 Departure Procedures and Separation FIG 3-9-8 Intersecting Runway Separation WAKE TURBULENCE APPLICATION

帅哥

3. Separate IFR/VFR aircraft taking off behind a heavy jet/B757 departure by 2 minutes when departing: NOTE- Takeoff clearance to the following aircraft should not be issued until 2 minutes after the heavy jet/B757 begins takeoff roll. (a) Crossing runways if projected flight paths will cross. (See FIG 3-9-9.) FIG 3-9-9 Crossing Runways (b) A parallel runway separated by 2,500 feet or more if projected flight paths will cross. (See FIG 3-9-10.) FIG 3-9-10 Parallel Runway

帅哥

4. Separate IFR/VFR aircraft departing behind a landing heavy jet/B757 on a crossing runway if the departure will fly through the airborne path of the arrival- 2 minutes. (See FIG 3-9-11.) FIG 3-9-11 Departure on Crossing Runway 5. Air traffic controllers shall not approve pilot requests to deviate from the required wake turbulence time interval if the preceding aircraft is a heavy jet/B757. REFERENCE- FAAO JO 7110.65, Para 5-8-3, Successive or Simultaneous Departures. FAAO JO 7110.65, Para 5-8-5, Departures and Arrivals on Parallel or Nonintersecting Diverging Runways. JO 7110.65S 2/14/08 3-9-9 Departure Procedures and Separation

帅哥

3-9-9. TAKEOFF CLEARANCE a. When issuing a clearance for takeoff, first state the runway number followed by the takeoff clearance. PHRASEOLOGY- RUNWAY (number), CLEARED FOR TAKEOFF. EXAMPLE“RUNWAY TWO SEVEN, CLEARED FOR TAKEOFF.” NOTE- Turbine-powered aircraft may be considered ready for takeoff when they reach the runway unless they advise otherwise. REFERENCE- FAAO JO 7110.65, Para 4-3-1, Departure Terminology. b. If the takeoff clearance is issued before the aircraft has crossed all intersecting runways, restate the runway to be crossed with the takeoff clearance. PHRASEOLOGY- CROSS RUNWAY (number), RUNWAY (number) CLEARED FOR TAKEOFF. EXAMPLE“CROSS RUNWAY TWO FOUR LEFT, RUNWAY TWO_FOUR RIGHT, CLEARED FOR TAKEOFF.”