ATC

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c. USA/USN. Issue surface wind and takeoff clearance to aircraft. PHRASEOLOGY- WIND (surface wind in direction and velocity). CLEARED FOR TAKEOFF. d. USAF. When an aircraft is cleared for takeoff, 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 departing aircraft. 3-9-10. CANCELLATION OF TAKEOFF CLEARANCE Cancel a previously issued clearance for takeoff and inform the pilot of the reason if circumstances require. Once an aircraft has started takeoff roll, cancel the takeoff clearance only for the purpose of safety. NOTE- In no case should a takeoff clearance be canceled after an aircraft has started its takeoff roll solely for the purpose of meeting traffic management requirements/EDCT. PHRASEOLOGY- CANCEL TAKEOFF CLEARANCE (reason). JO 7110.65S 2/14/08 3-9-10 JO 7110.65S 2/14/08 3-10-1 Arrival Procedures and Separation

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Section 10. Arrival Procedures and Separation 3-10-1. LANDING INFORMATION Provide current landing information, as appropriate, to arriving aircraft. Landing information contained in the ATIS broadcast may be omitted if the pilot states the appropriate ATIS code. Runway, wind, and altimeter may be omitted if a pilot uses the phrase “have numbers.” Issue landing information by including the following: NOTE- Pilot use of “have numbers” does not indicate receipt of the ATIS broadcast. a. Specific traffic pattern information (may be omitted if the aircraft is to circle the airport to the left). PHRASEOLOGY- ENTER LEFT/RIGHT BASE. STRAIGHT-IN. MAKE STRAIGHT-IN. STRAIGHT-IN APPROVED. RIGHT TRAFFIC. MAKE RIGHT TRAFFIC. RIGHT TRAFFIC APPROVED. CONTINUE. b. Runway in use. c. Surface wind. d. Altimeter setting. REFERENCE- FAAO JO 7110.65, Para 2-7-1, Current Settings. e. Any supplementary information. f. Clearance to land. g. Requests for additional position reports. Use prominent geographical fixes which can be easily recognized from the air, preferably those depicted on sectional charts. This does not preclude the use of the legs of the traffic pattern as reporting points. NOTE- At some locations, VFR checkpoints are depicted on sectional aeronautical and terminal area charts. In selecting geographical fixes, depicted VFR checkpoints are preferred unless the pilot exhibits a familiarity with the local area. h. Ceiling and visibility if either is below basic VFR minima. i. Low level wind shear or microburst advisories when available. REFERENCE- FAAO JO 7110.65, Para_3-1-8, Low Level Wind Shear/Microburst Advisories. j. 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 3-3-5, Braking Action Advisories.

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3-10-2. FORWARDING APPROACH INFORMATION BY NONAPPROACH CONTROL FACILITIES a. Forward the following, as appropriate, to the control facility having IFR jurisdiction in your area. You may eliminate those items that, because of local conditions or situations, are fully covered in a letter of agreement or a facility directive. 1. When you clear an arriving aircraft for a visual approach. REFERENCE- FAAO JO 7110.65, Para 7-4-1, Visual Approach. 2. Aircraft arrival time. 3. Cancellation of IFR flight plan. 4. Information on a missed approach, unreported, or overdue aircraft. 5. Runway in use. 6. Weather as required. REFERENCE- FAAO JO 7110.65, Para 2-6-6, Reporting Weather Conditions. b. When the weather is below 1,000 feet or 3 miles or the highest circling minimums, whichever is greater, issue current weather to aircraft executing an instrument approach if it changes from that on the ATIS or that previously forwarded to the center/ approach control. JO 7110.65S 2/14/08 3-10-2 Arrival Procedures and Separation 3-10-3. SAME RUNWAY SEPARATION a. Separate an arriving aircraft from another aircraft using the same runway by ensuring that the arriving aircraft does not cross the landing threshold until one of the following conditions exists or unless authorized in para 3-10-10, Altitude Restricted Low Approach.

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1. The other aircraft has landed and is clear of the runway. (See FIG 3-10-1.) Between sunrise and sunset, if you can determine distances by reference to suitable landmarks and the other aircraft has landed, it need not be clear of the runway if the following minimum distance from the landing threshold exists: REFERENCE- P/CG Term- Clear of the Runway. FIG 3-10-1 Same Runway Separation (a) When a Category I aircraft is landing behind a Category I or II- 3,000 feet. (See FIG 3-10-2.) FIG 3-10-2 Same Runway Separation (b) When a Category II aircraft is landing behind a Category I or II- 4,500 feet. (See FIG 3-10-3.) FIG 3-10-3 Same Runway Separation 2. The other aircraft has departed and crossed the runway end. (See FIG 3-10-4). If you can determine distances by reference to suitable landmarks and the other aircraft is airborne, it need not have crossed the runway end if the following minimum distance from the landing threshold exists: (a) Category I aircraft landing behind Category I or II- 3,000 feet. (b) Category II aircraft landing behind Category I or II- 4,500 feet. (c) When either is a category III aircraft6,000 feet. (See FIG 3-10-5.) FIG 3-10-4 Same Runway Separation JO 7110.65S 2/14/08 3-10-3 Arrival Procedures and Separation FIG 3-10-5 Same Runway Separation 3. When the succeeding aircraft is a helicopter, visual separation may be applied in lieu of using distance minima. WAKE TURBULENCE APPLICATION b. Issue wake turbulence advisories, and the position, altitude if known, and the direction of flight of: 1. The heavy jet/B757 to aircraft landing behind a departing/arriving heavy jet/B757 on the same or parallel runways separated by less than 2,500 feet. 2. The large aircraft to a small aircraft landing behind a departing/arriving large aircraft on the same or parallel runways separated by less than 2,500 feet. REFERENCE- AC 90-23, Aircraft Wake Turbulence, Para 12, Pilot Responsibility. FAAO JO 7110.65, Para 3-10-10, Altitude Restricted Low Approach. EXAMPLE1. “Runway two seven left cleared to land, caution wake turbulence, heavy Boeing 747 departing runway two seven right.” 2. “Number two follow Boeing 757 on two-mile final. Caution wake turbulence.” 3-10-4. INTERSECTING RUNWAY SEPARATION Issue traffic information to each aircraft operating on intersecting runways. a. Separate an arriving aircraft using one runway from another aircraft using an intersecting runway or a nonintersecting runway when the flight paths intersect by ensuring that the arriving aircraft does not cross the landing threshold or flight path of the other aircraft until one of the following conditions exists: REFERENCE- FAAO JO 7110.65, Para 2-1-21, Traffic Advisories. 1. The preceding aircraft has departed and passed the intersection/flight path or is airborne and turning to avert any conflict. (See FIG 3-10-6 and FIG 3-10-7.) FIG 3-10-6 Intersecting Runway Separation FIG 3-10-7 Intersecting Runway Separation JO 7110.65S 2/14/08 3-10-4 Arrival Procedures and Separation 2. A preceding arriving aircraft is clear of the landing runway, completed landing roll and will hold short of the intersection/flight path, or has passed the intersection/flight path. (See FIG 3-10-8 and FIG 3-10-9.) FIG 3-10-8 Intersection Runway Separation FIG 3-10-9 Intersection Runway Separation NOTE- When visual separation is being applied by the tower, appropriate control instructions and traffic advisories must be issued to ensure go around or missed approaches avert any conflict with the flight path of traffic on the other runway. REFERENCE- FAAO JO 7110.65, Para 7-2-1, Visual Separation, subpara a2. b. “USA/USAF/USN NOT APPLICABLE.” An aircraft may be authorized to takeoff from one runway while another aircraft lands simultaneously on an intersecting runway or an aircraft lands on one runway while another aircraft lands simultaneously on an intersecting runway, or an aircraft lands to hold short of an intersecting taxiway or some other predetermined point such as an approach/departure flight path using procedures specified in the current LAHSO directive. The procedure shall be approved by the air traffic manager and be in accordance with a facility directive. The following conditions apply: NOTE- Application of these procedures does not relieve controllers from the responsibility of providing other appropriate separation contained in this order. REFERENCE- FAAO JO 7210.3, Para_10-3-7, Land and Hold Short Operations (LAHSO). 1. A simultaneous takeoff and landing operation shall only be conducted in VFR conditions. 2. Instruct the landing aircraft to hold short of the intersecting runway being used by the aircraft taking off. In the case of simultaneous landings and no operational benefit is lost, restrict the aircraft of the lesser weight category (if known). LAHSO clearances shall only be issued to aircraft that are listed in the current LAHSO directive, whose Available Landing Distance (ALD) does not exceed the landing distance requirement for the runway condition. PHRASEOLOGY- HOLD SHORT OF RUNWAY (runway number), (traffic, type aircraft or other information). NOTE- Pilots who prefer to use the full length of the runway or a runway different from that specified are expected to advise ATC prior to landing. 3. Issue traffic information to both aircraft involved and obtain an acknowledgment from each. Request a read back of hold short instructions when they are not received from the pilot of the restricted aircraft. EXAMPLE1. “Runway one eight cleared to land, hold short of runway one four left, traffic, (type aircraft) landing runway one four left.” (When pilot of restricted aircraft responds with only acknowledgment): “Runway one four left cleared to land, traffic, (type aircraft) landing runway one eight will hold short of the intersection.” JO 7110.65S 2/14/08 3-10-5 Arrival Procedures and Separation “Read back hold short instructions.” 2. “Runway three six cleared to land, hold short of runway three three, traffic, (type aircraft) departing runway three three.” “Traffic, (type aircraft) landing runway three six will hold short of the intersection, runway three three cleared for takeoff.” 4. Issue the measured distance from the landing threshold to the hold short point rounded “down” to the nearest 50-foot increment if requested by either aircraft. EXAMPLE“Five thousand fifty feet available.” 5. The conditions in subparas b2, 3, and 4 shall be met in sufficient time for the pilots to take other action, if desired, and no later than the time landing clearance is issued. 6. Land and Hold Short runways must be free of any contamination as described in the current LAHSO directive, with no reports that braking action is less than good. 7. There is no tailwind for the landing aircraft restricted to hold short of the intersection. The wind may be described as “calm” when appropriate. REFERENCE- FAAO JO 7110.65, Para 2-6-5, Calm Wind Conditions. 8. The aircraft required landing distances are listed in the current LAHSO directive. 9. STOL aircraft operations are in accordance with a letter of agreement with the aircraft operator/pilot or the pilot confirms that it is a STOL aircraft. WAKE TURBULENCE APPLICATION c. Separate IFR/VFR aircraft landing behind a departing heavy jet/B757 on a crossing runway if the arrival will fly through the airborne path of the departure- 2 minutes or the appropriate radar separation minima. (See FIG 3-10-10.) d. Issue wake turbulence cautionary advisories, the position, altitude if known, and direction of flight of the heavy jet/B757 to: REFERENCE- AC 90-23, Aircraft Wake Turbulence, Para 12, Pilot Responsibility. FIG 3-10-10 Intersecting Runway Separation 1. IFR/VFR aircraft landing on crossing runways behind a departing heavy jet/B757; if the arrival flight path will cross the takeoff path behind the heavy jet/B757 and behind the heavy jet/B757 rotation point. (See FIG 3-10-11.) FIG 3-10-11 Intersecting Runway Separation EXAMPLE“Runway niner cleared to land. Caution wake turbulence, heavy C-One Forty One departing runway one five.” JO 7110.65S 2/14/08 3-10-6 Arrival Procedures and Separation 2. VFR aircraft landing on a crossing runway behind an arriving heavy jet/B757 if the arrival flight path will cross. (See FIG 3-10-12.) FIG 3-10-12 Intersecting Runway Separation EXAMPLE“Runway niner cleared to land. Caution wake turbulence, Boeing Seven Fifty Seven landing runway three six.” REFERENCE- FAAO JO 7110.65, Para 7-4-4, Approaches to Multiple Runways. 3-10-5. LANDING CLEARANCE a. Issue landing clearance. Restate the landing runway whenever more than one runway is active, or an instrument approach is being conducted to a closed runway. PHRASEOLOGY- CLEARED TO LAND, or RUNWAY (designator) CLEARED TO LAND. b. Do not clear an aircraft for a full-stop, touch-and-go, stop-and-go, option, or unrestricted low approach when a departing aircraft has been instructed to taxi into position and hold, is taxiing into position, or is holding in position on the same runway. The landing clearance may be issued once the aircraft in position has started takeoff roll. c. “USN NOT APPLICABLE.” Inform the closest aircraft that is requesting a full-stop, touch-and-go, stop-and-go, option, or unrestricted low approaches when there is traffic authorized to taxi into position and hold on the same runway. EXAMPLE“Delta One, continue, traffic holding in position.” or “Delta One, runway one eight, continue, traffic holding in position.” d. During same runway operations, while TIPH is being applied, landing clearance must be withheld if the safety logic system to that runway is inoperative or in limited configuration or conditions are less than reported ceiling 800 feet or visibility less than 2_miles. EXAMPLE- If the safety logic system is operating in full core alert runway configuration: “Delta One, cleared to land. Traffic holding in position.” or “Delta One, runway one eight, cleared to land. Traffic holding in position.” e. USA/USN. Issue surface wind when clearing an aircraft to land, touch-and-go, stop-and-go, low approach, or the option. Restate the landing runway whenever there is a possibility of a conflict with another aircraft which is using or is planning to use another runway. PHRASEOLOGY- WIND (surface wind direction and velocity), CLEARED TO LAND, or WIND (surface wind direction and velocity), RUNWAY (designator) CLEARED TO LAND. NOTE- A clearance to land means that appropriate separation on the landing runway will be ensured. A landing clearance does not relieve the pilot from compliance with any previously issued restriction. 3/15/07 7110.65R CHG 2 JO 7110.65S CHG 1 7/31/JO 7110.65S 2/14/08 3-10-7 Arrival Procedures and Separation 3-10-6. ANTICIPATING SEPARATION a. Landing clearance to succeeding aircraft in a landing sequence need not be withheld if you observe the positions of the aircraft and determine that prescribed runway separation will exist when the aircraft cross the landing threshold. Issue traffic information to the succeeding aircraft if not previously reported and appropriate traffic holding in position or departing prior to their arrival. EXAMPLE“American Two Forty-Five cleared to land, number two following United Boeing Seven-Thirty-Seven two mile final, traffic will depart prior to your arrival.” “American Two Forty-Five cleared to land, number two following United Boeing Seven-Thirty-Seven two mile final, traffic will be an MD 88 holding in position.” “American Two Forty-Five cleared to land, following United Boeing Seven-Thirty-Seven two mile final, traffic will depart prior to your arrival.” NOTE- Landing sequence number is optional at tower facilities where arrivals are sequenced by the approach control. b. Anticipating separation must not be applied when conducting TIPH operations, except as restricted in para 3-10-5d. REFERENCE- FAAO JO 7110.65, Para 3-3-2, Closed/Unsafe Runway Information. FAAO JO 7110.65, Para 3-10-5, Landing Clearance, subpara c, not required if utilizing the provisions of Para 3-10-6, Anticipating Separation. P/CG Term- Clear of the Runway. 3-10-7. LANDING CLEARANCE WITHOUT VISUAL OBSERVATION When an arriving aircraft reports at a position where he/she should be seen but has not been visually observed, advise the aircraft as a part of the landing clearance that it is not in sight and restate the landing runway. PHRASEOLOGY- NOT IN SIGHT, RUNWAY (number) CLEARED TO LAND. NOTE- Aircraft observance on the CTRD satisfies the visually observed requirement. 3-10-8. WITHHOLDING LANDING CLEARANCE Do not withhold a landing clearance indefinitely even though it appears a violation of Title 14 of the Code of Federal Regulations has been committed. The apparent violation might be the result of an emergency situation. In any event, assist the pilot to the extent possible. 3-10-9. RUNWAY EXITING a. Instruct aircraft where to turn-off the runway after landing, when appropriate, and advise the aircraft to hold short of a runway or taxiway if required for traffic. PHRASEOLOGY- TURN LEFT/RIGHT (taxiway/runway), or IF ABLE, TURN LEFT/RIGHT (taxiway/runway) and if required HOLD SHORT OF (runway). NOTE- Runway exiting or taxi instructions should not normally be issued to an aircraft prior to, or immediately after, touchdown. b. Taxi instructions shall be provided to the aircraft by the local controller when: 1. Compliance with ATC instructions will be required before the aircraft can change to ground control, or 2. The aircraft will be required to enter an active runway in order to taxi clear of the landing runway. EXAMPLE“U.S. Air Ten Forty Two, turn right next taxiway, cross runway two one, contact ground point seven.” “U.S. Air Ten Forty Two, turn right on Alfa/next taxiway, cross Bravo, hold short of Charlie, contact ground point seven.” NOTE1. An aircraft is expected to taxi clear of the runway unless otherwise directed by ATC. Pilots shall not exit the landing runway on to an intersecting runway unless authorized by ATC. In the absence of ATC instructions, an aircraft should taxi clear of the landing runway by clearing the hold position marking associated with the landing runway even if that requires the aircraft to protrude into or enter another JO 7110.65S 2/14/08 3-10-8 Arrival Procedures and Separation taxiway/ramp area. This does not authorize an aircraft to cross a subsequent taxiway or ramp after clearing the landing runway. REFERENCE- P/CG Term- Clear of the Runway. 2. The pilot is responsible for ascertaining when the aircraft is clear of the runway by clearing the runway holding position marking associated with the landing runway. c. Ground control and local control shall protect a taxiway/runway/ramp intersection if an aircraft is required to enter that intersection to clear the landing runway. REFERENCE- FAAO JO 7210.3, Para 10-1-7, Use of Active Runways. d. Request a read back of runway hold short instructions when not received from the pilot. EXAMPLE“American Four Ninety-two, turn left at Taxiway Charlie, hold short of Runway 27 Right.” or “American Four Ninety-two, turn left at Charlie, hold short of Runway 27 Right.” “American Four Ninety Two, Roger.” “American Four Ninety-two, 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. 3-10-10. ALTITUDE RESTRICTED LOW APPROACH A low approach with an altitude restriction of not less than 500 feet above the airport may be authorized except over an aircraft in takeoff position or a departure aircraft. Do not clear aircraft for restricted altitude low approaches over personnel unless airport authorities have advised these personnel that the approaches will be conducted. Advise the approaching aircraft of the location of applicable ground traffic, personnel, or equipment. NOTE1. The 500 feet restriction is a minimum. Higher altitudes should be used when warranted. For example, 1,000 feet is more appropriate for heavy aircraft operating over unprotected personnel or small aircraft on or near the runway. 2. This authorization includes altitude restricted low approaches over preceding landing or taxiing aircraft. Restricted low approaches are not authorized over aircraft in takeoff position or departing aircraft. PHRASEOLOGY- CLEARED LOW APPROACH AT OR ABOVE (altitude). TRAFFIC (description and location). REFERENCE- FAAO JO 7110.65, Para_3-1-5, Vehicles/Equipment/Personnel on Runways. FAAO JO 7110.65, Para 3-1-6, Traffic Information. FAAO JO 7110.65, Para 3-2-1, Light Signals. FAAO JO 7110.65, Para 3-3-3, Timely Information. FAAO JO 7110.65, Para 3-9-4, Taxi into Position and Hold (TIPH). FAAO JO 7110.65, Para 3-10-3, Same Runway Separation. 3-10-11. CLOSED TRAFFIC Approve/disapprove pilot requests to remain in closed traffic for successive operations subject to local traffic conditions. PHRASEOLOGY- LEFT/RIGHT (if required) CLOSED TRAFFIC APPROVED. REPORT (position if required), or UNABLE CLOSED TRAFFIC, (additional information as required). NOTE- Segregated traffic patterns for helicopters to runways and other areas may be established by letter of agreement or other local operating procedures. REFERENCE- FAAO JO 7110.65, Para 3-7-4, Runway Proximity. FAAO JO 7110.65, Para 3-9-4, Taxi into Position and Hold (TIPH). FAAO JO 7110.65, Para 3-10-3, Same Runway Separation. 3-10-12. OVERHEAD MANEUVER Issue the following to arriving aircraft that will conduct an overhead maneuver: a. Pattern altitude and direction of traffic. Omit either or both if standard or when you know the pilot is familiar with a nonstandard procedure. PHRASEOLOGY- PATTERN ALTITUDE (altitude). RIGHT TURNS. b. Request for report on initial approach. PHRASEOLOGY- REPORT INITIAL. JO 7110.65S 2/14/08 3-10-9 Arrival Procedures and Separation c. “Break” information and request for pilot report. Specify the point of “break” only if nonstandard. Request the pilot to report “break” if required for traffic or other reasons. PHRASEOLOGY- BREAK AT (specified point). REPORT BREAK. d. Overhead maneuver patterns are developed at airports where aircraft have an operational need to conduct the maneuver. An aircraft conducting an overhead maneuver is on VFR and the IFR flight plan is cancelled when the aircraft reaches the “initial point” on the initial approach portion of the maneuver. The existence of a standard overhead maneuver pattern does not eliminate the possible requirement for an aircraft to conform to conventional rectangular patterns if an overhead maneuver cannot be approved. NOTE- Aircraft operating to an airport without a functioning control tower must initiate cancellation of the IFR flight plan prior to executing the overhead maneuver or after landing. FIG 3-10-13 Overhead Maneuver EXAMPLE“Air Force Three Six Eight, Runway Six, wind zero seven zero at eight, pattern altitude six thousand, report initial.” “Air Force Three Six Eight, break at midfield, report break.” “Air Force Three Six Eight, cleared to land.” “Alfa Kilo Two Two, Runway Three One, wind three three zero at one four, right turns, report initial.” “Alfa Kilo Two Two, report break.” “Alfa Kilo Two Two, cleared to land.” e. Timely and positive controller action is required to prevent a conflict when an overhead pattern could extend into the path of a departing or a missed approach aircraft. Local procedures and/or coordination requirements should be set forth in an appropriate letter of agreement, facility directive, base flying manual etc., when the frequency of occurrence warrants. JO 7110.65S 2/14/08 3-10-10 Arrival Procedures and Separation 3-10-13. SIMULATED FLAMEOUT (SFO) APPROACHES/EMERGENCY LANDING PATTERN (ELP) OPERATIONS/PRACTICE PRECAUTIONARY APPROACHES a. Authorize military aircraft to make SFO/ELP/ practice precautionary approaches if the following conditions are met: 1. A letter of agreement or local operating procedure is in effect between the military flying organization and affected ATC facility. (a) Include specific coordination, execution, and approval procedures for the operation. (b) The exchange or issuance of traffic information as agreed to in any interfacility letter of agreement is accomplished. (c) Include a statement in the procedure that clarifies at which points SFOs/ELPs may/may not be terminated. (See FIG 3-10-14 and FIG 3-10-16.) 2. Traffic information regarding aircraft in radio communication with or visible to tower controllers which are operating within or adjacent to the flameout maneuvering area is provided to the SFO/ELP aircraft and other concerned aircraft. 3. The high-key altitude or practice precautionary approach maneuvering altitudes of the aircraft concerned are obtained prior to approving the approach. (See FIG 3-10-14 and FIG 3-10-16.) NOTE1. Practice precautionary/SFO/ELP approaches are authorized only for specific aircraft. Any aircraft, however, might make precautionary approaches, when engine failure is considered possible. The practice precautionary approach maneuvering area/altitudes may not conform to the standard SFO/ELP maneuvering area/altitudes. 2. SFO/ELP approaches generally require high descent rates. Visibility ahead and beneath the aircraft is greatly restricted. 3. Pattern adjustments for aircraft conducting SFOs and ELPs may impact the effectiveness of SFO and ELP training. REFERENCE- FAAO JO 7110.65, Para 4-8-12, Low Approach and Touch-and-Go. FAAO JO 7610.4, Para 9-3-7, Simulated Flameout (SFO)/Emergency Landing Pattern (ELP) Operations. b. For overhead SFO/ELP approaches: 1. Request a report at the entry point. PHRASEOLOGY- REPORT (high or low) KEY (as appropriate). 2. Request a report at low key. PHRASEOLOGY- REPORT LOW KEY. 3. At low key, issue low approach clearance or alternate instructions. REFERENCE- FAAO JO 7110.65, Para 3-8-1, Sequence/Spacing Application. FAAO JO 7110.65, Para 10-1-7, Inflight Emergencies Involving Military Fighter-type Aircraft. FAAO JO 7610.4, Para 9-3-7, Simulated Flameout (SFO)/Emergency Landing Pattern (ELP) Operations. c. For straight-in simulation flameout approaches: 1. Request a position report from aircraft conducting straight-in SFO approaches. PHRASEOLOGY- REPORT (distance) MILE SIMULATED FLAMEOUT FINAL. 2. At the appropriate position on final (normally no closer than 3 miles), issue low approach clearance or alternate instruction. (See FIG 3-10-15.) JO 7110.65S 2/14/08 3-10-11 Arrival Procedures and Separation FIG 3-10-14 Simulated Flameout [1] JO 7110.65S 2/14/08 3-10-12 Arrival Procedures and Separation FIG 3-10-15 Simulated Flameout [2] FIG 3-10-16 Emergency Landing Pattern JO 7110.65S 2/14/08 3-11-1 Helicopter Operations Section 11. Helicopter Operations 3-11-1. TAXI AND GROUND MOVEMENT OPERATION a. When necessary for a wheeled helicopter to taxi on the surface, use the phraseology in para_3-7-2, Taxi and Ground Movement Operations. NOTE- Ground taxiing uses less fuel than hover-taxiing and minimizes air turbulence. However, under certain conditions, such as rough, soft, or uneven terrain, it may become necessary to hover/air-taxi for safety considerations. Helicopters with articulating rotors (usually designs with three or more main rotor blades) are subject to “ground resonance” and may, on rare occasions, suddenly lift off the ground to avoid severe damage or destruction. b. When requested or necessary for a helicopter/ VTOL aircraft to proceed at a slow speed above the surface, normally below 20 knots and in ground effect, use the following phraseology, supplemented as appropriate with the phraseology in para 3-7-2, Taxi and Ground Movement Operations. PHRASEOLOGY- HOVER-TAXI (supplemented, as appropriate, from para_3-7-2, Taxi and Ground Movement Operations.) CAUTION (dust, blowing snow, loose debris, taxiing light aircraft, personnel, etc.). NOTE- Hover-taxiing consumes fuel at a high burn rate, and helicopter downwash turbulence (produced in ground effect) increases significantly with larger and heavier helicopters. REFERENCE- P/CG Term- Hover Taxi. AIM, Para 4-3-17, VFR Helicopter Operations at Controlled Airports. c. When requested or necessary for a helicopter to proceed expeditiously from one point to another, normally below 100 feet AGL and at airspeeds above 20 knots, use the following phraseology, supplemented as appropriate with the phraseology in para_3-7-2, Taxi and Ground Movement Operations. PHRASEOLOGY- AIR-TAXI: VIA (direct, as requested, or specified route) TO (location, heliport, helipad, operating/movement area, active/inactive runway). AVOID (aircraft/vehicles/personnel). If required, REMAIN AT OR BELOW (altitude). CAUTION (wake turbulence or other reasons above). LAND AND CONTACT TOWER, or HOLD FOR (reason- takeoff clearance, release, landing/taxiing aircraft, etc.). NOTE- Air-taxi is the preferred method for helicopter movements on airports provided ground operations/conditions permit. Air-taxi authorizes the pilot to proceed above the surface either via hover-taxi or flight at speeds more than 20 knots. Unless otherwise requested or instructed, the pilot is expected to remain below 100 feet AGL. The pilot is solely responsible for selecting a safe airspeed for the altitude/operation being conducted. REFERENCE- P/CG Term- Air Taxi. AIM, Para 4-3-17, VFR Helicopter Operations at Controlled Airports. WAKE TURBULENCE APPLICATION d. Avoid clearances which require small aircraft or helicopters to taxi in close proximity to taxiing or hover-taxi helicopters. REFERENCE- AC 90-23, Aircraft Wake Turbulence, Para 10 and Para 11. 3-11-2. HELICOPTER TAKEOFF CLEARANCE a. Issue takeoff clearance from movement areas other than active runways, or in diverse directions from active runways, with additional instructions, as necessary. Whenever possible, issue takeoff clearance in lieu of extended hover-taxi or air-taxi operations. PHRASEOLOGY(Present position, taxiway, helipad, numbers) MAKE RIGHT/LEFT TURN FOR (direction, points of compass, heading, NAVAID radial) DEPARTURE/DEPARTURE ROUTE (number, name, or code), AVOID (aircraft/ vehicles/personnel), or JO 7110.65S 2/14/08 3-11-2 Helicopter Operations REMAIN (direction) OF (active runways, parking areas, passenger terminals, etc.). CAUTION (power lines, unlighted obstructions, trees, wake turbulence, etc.). CLEARED FOR TAKEOFF. b. If takeoff is requested from nonmovement areas and, in your judgment, the operation appears to be reasonable, use the following phraseology instead of the takeoff clearance in subpara a. PHRASEOLOGY- PROCEED AS REQUESTED, USE CAUTION (reason and additional instructions, as appropriate). c. If takeoff is requested from an area not visible, an area not authorized for helicopter use, an unlighted nonmovement area at night, or an area off the airport, and traffic is not a factor, use the following phraseology. PHRASEOLOGY- DEPARTURE FROM (requested location) WILL BE AT YOUR OWN RISK (reason and additional instructions, as necessary). d. Unless requested by the pilot, do not issue downwind takeoffs if the tailwind exceeds 5 knots. NOTE- A pilot request to takeoff from a given point in a given direction constitutes such a request. 3-11-3. HELICOPTER DEPARTURE SEPARATION Separate a departing helicopter from other helicopters by ensuring that it does not takeoff until one of the following conditions exists: NOTE- Helicopters performing air-taxiing operations within the boundary of the airport are considered to be taxiing aircraft. a. A preceding, departing helicopter has left the takeoff area. (See FIG 3-11-1.) FIG 3-11-1 Helicopter Departure Separation b. A preceding, arriving helicopter has taxied off the landing area. (See FIG 3-11-2.) FIG 3-11-2 Helicopter Departure Separation JO 7110.65S 2/14/08 3-11-3 Helicopter Operations 3-11-4. HELICOPTER ARRIVAL SEPARATION Separate an arriving helicopter from other helicopters by ensuring that it does not land until one of the following conditions exists: a. A preceding, arriving helicopter has come to a stop or taxied off the landing area. (See FIG 3-11-3 and FIG 3-11-4.) FIG 3-11-3 Helicopter Arrival Separation FIG 3-11-4 Helicopter Arrival Separation b. A preceding, departing helicopter has left the landing area. (See FIG 3-11-5.) FIG 3-11-5 Helicopter Arrival Separation 3-11-5. SIMULTANEOUS LANDINGS OR TAKEOFFS Authorize helicopters to conduct simultaneous landings or takeoffs if the distance between the landing or takeoff points is at least 200 feet and the courses to be flown do not conflict. Refer to surface markings to determine the 200 foot minimum, or instruct a helicopter to remain at least 200 feet from another helicopter. (See FIG 3-11-6.) FIG 3-11-6 Simultaneous Helicopter Landings or Takeoffs JO 7110.65S 2/14/08 3-11-4 Helicopter Operations 3-11-6. HELICOPTER LANDING CLEARANCE a. Issue landing clearance for helicopters to movement areas other than active runways, or from diverse directions to points on active runways, with additional instructions, as necessary. Whenever possible, issue landing clearance in lieu of extended hover-taxi or air-taxi operations. PHRASEOLOGY- MAKE APPROACH STRAIGHT-IN/CIRCLING LEFT/ RIGHT TURN TO (location, runway, taxiway, helipad, Maltese cross) ARRIVAL/ARRIVAL ROUTE (number, name, or code). HOLD SHORT OF (active runway, extended runway centerline, other). REMAIN (direction/distance; e.g., 700 feet, 1 1/2 miles) FROM (runway, runway centerline, other helicopter/ aircraft). CAUTION (power lines, unlighted obstructions, wake turbulence, etc.). CLEARED TO LAND. CONTACT GROUND. AIR TAXI TO RAMP. b. If landing is requested to nonmovement areas and, in your judgment, the operation appears to be reasonable, use the following phraseology instead of the landing clearance in subpara a above. PHRASEOLOGY- PROCEED AS REQUESTED, USE CAUTION (reason and additional instructions, as appropriate).

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c. If landing is requested to an area not visible, an area not authorized for helicopter use, an unlighted nonmovement area at night, or an area off the airport, and traffic is not a factor, use the following phraseology. PHRASEOLOGY- LANDING AT (requested location) WILL BE AT YOUR OWN RISK (reason and additional instructions, as necessary). TRAFFIC (as applicable), or TRAFFIC NOT A FACTOR. d. Unless requested by the pilot, do not issue downwind landings if the tailwind exceeds 5 knots. NOTE- A pilot request to land at a given point from a given direction constitutes such a request. JO 7110.65S 2/14/08 3-12-1 Sea Lane Operations

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Section 12. Sea Lane Operations 3-12-1. APPLICATION Where sea lanes are established and controlled, apply the provisions of this section. 3-12-2. DEPARTURE SEPARATION Separate a departing aircraft from a preceding departing or arriving aircraft using the same sea lane by ensuring that it does not commence takeoff until: a. The other aircraft has departed and crossed the end of the sea lane or turned to avert any conflict. (See FIG 3-12-1). If you can determine distances by reference to suitable landmarks, the other aircraft need only be airborne if the following minimum distance exists between aircraft: 1. When only Category I aircraft are involved1,500 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- 3,000 feet. 4. When either is a Category III aircraft6,000_feet. (See FIG 3-12-2.) FIG 3-12-1 Sea Lane Departure Operations FIG 3-12-2 Sea Lane Departure Operations b. A preceding landing aircraft has taxied out of the sea lane. NOTE- Due to the absence of braking capability, caution should be exercised when instructing a float plane to hold a position as the aircraft will continue to move because of prop generated thrust. Clearance to taxi into position and hold should, therefore, be followed by takeoff or other clearance as soon as practicable. 3-12-3. ARRIVAL SEPARATION Separate an arriving aircraft from another aircraft using the same sea lane by ensuring that the arriving aircraft does not cross the landing threshold until one of the following conditions exists: a. The other aircraft has landed and taxied out of the sea lane. Between sunrise and sunset, if you can determine distances by reference to suitable landmarks and the other aircraft has landed, it need not be clear of the sea lane if the following minimum distance from the landing threshold exists: JO 7110.65S 2/14/08 3-12-2 Sea Lane Operations 1. When a Category I aircraft is landing behind a Category I or II- 2,000 feet. (See FIG 3-12-3.) FIG 3-12-3 Sea Lane Arrival Operations 2. When a Category II aircraft is landing behind a Category I or II- 2,500 feet. (See FIG 3-12-4.) FIG 3-12-4 Sea Lane Arrival Operations [View 2] b. The other aircraft has departed and crossed the end of the sea lane or turned to avert any conflict. (See FIG 3-12-5.) If you can determine distances by reference to suitable landmarks and the other aircraft is airborne, it need not have crossed the end of the sea lane if the following minimum distance from the landing threshold exists: 1. When only Category I aircraft are involved1,500 feet. 2. When either is a Category II aircraft3,000_feet. 3. When either is a Category III aircraft6,000_feet. (See FIG 3-12-6.) FIG 3-12-5 Sea Lane Arrival Operations FIG 3-12-6 Sea Lane Arrival Operations JO 7110.65S 2/14/08 4-1-1 NAVAID Use Limitations Chapter 4. IFR Section 1. NAVAID Use Limitations 4-1-1. ALTITUDE AND DISTANCE LIMITATIONS When specifying a route other than an established airway or route, do not exceed the limitations in the table on any portion of the route which lies within controlled airspace. (For altitude and distance limitations, see TBL 4-1-1, TBL 4-1-2, TBL 4-1-3, and TBL 4-1-4.) (For correct application of altitude and distance limitations see FIG 4-1-1 and FIG 4-1-2.) REFERENCE- FAAO JO 7110.65, Para 4-1-5, Fix Use. FAAO JO 7110.65, Para 5-6-2, Methods. TBL 4-1-1 VOR/VORTAC/TACAN NAVAIDs Normal Usable Altitudes and Radius Distances Class Altitude Distance (miles) T 12,000 and below 25 L Below 18,000 40 H Below 14,500 40 H 14,500 - 17,999 100 H 18,000 - FL 450 130 H Above FL 450 100 TBL 4-1-2 L/MF Radio Beacon (RBN) Usable Radius Distances for All Altitudes Class Power (watts) Distance (miles) CL Under 25 15 MH Under 50 25 H 50 - 1,999 50 HH 2,000 or more 75 TBL 4-1-3 ILS Usable Height and Distance* Height (feet) above transmitter Distance (miles from transmitter) 4,500 10 (for glideslope) 4,500 18 (for localizer) *Use the current flight check height/altitude limitations if different from the above minima. TBL 4-1-4 MLS Usable Height and Distance* Height (feet) above transmitter Distance (miles from transmitter) 20,000 20 (for glideslope) 20,000 20 (for azimuth) *Use the current flight check height/altitude limitations if different from the above minima. FIG 4-1-1 Application of Altitude and Distance Limitations [Application 1] JO 7110.65S 2/14/08 4-1-2 NAVAID Use Limitations FIG 4-1-2 Application of Altitude and Distance Limitations [Application 2] 4-1-2. EXCEPTIONS Altitude and distance limitations need not be applied when any of the following conditions are met: a. Routing is initiated by ATC or requested by the pilot and the following is provided: 1. Radar monitoring. 2. As necessary, course guidance unless the aircraft is /E, /F, /G, or /R equipped. NOTE1. Para 5-5-1, Application, requires radar separation be provided to RNAV aircraft on random (impromptu) routes at FL 450 and below. 2. When a clearance is issued beyond the altitude and/or distance limitations of a NAVAID, in addition to being responsible for maintaining separation from other aircraft and airspace, the controller is responsible for providing aircraft with information and advice related to significant deviations from the expected flight path. REFERENCE- P/CG Term- Radar Monitoring. b. Operational necessity requires and approval has been obtained from the Frequency Management and Flight Inspection Offices to exceed them. c. Requested routing is via an MTR. REFERENCE- FAAO JO 7110.65, Para 5-6-2, Methods. 4-1-3. CROSSING ALTITUDE Use an altitude consistent with the limitations of the aid when clearing an aircraft to cross or hold at a fix. REFERENCE- FAAO JO 7110.65, Para 5-6-2, Methods. 4-1-4. VFR-ON-TOP Use a route not meeting service volume limitations only if an aircraft requests to operate “VFR-on-top” on this route. NOTE- Aircraft equipped with TACAN only are expected to: 1. Define route of flight between TACAN or VORTAC NAVAIDs in the same manner as VOR-equipped aircraft. 2. Except in Class A airspace, submit requests for “VFR-on-top” flight where insufficient TACAN or VORTAC NAVAIDs exist to define the route. REFERENCE- FAAO JO 7110.65, Para 5-6-2, Methods. 4-1-5. FIX USE Request aircraft position reports only over fixes shown on charts used for the altitude being flown, except as follows: NOTE- Waypoints filed in random RNAV routes automatically become compulsory reporting points for the flight unless otherwise advised by ATC. a. Unless the pilot requests otherwise, use only those fixes shown on high altitude en route charts, high altitude instrument approach procedures charts, and SID charts when clearing military turbojet single-piloted aircraft. b. Except for military single-piloted turbojet aircraft, unpublished fixes may be used if the name of the NAVAID and, if appropriate, the radial/course/ azimuth and frequency/channel are given to the pilot. An unpublished fix is defined as one approved and planned for publication which is not yet depicted on the charts or one which is used in accord with the following: REFERENCE- FAAO 7130.3, Holding Pattern Criteria. 1. Unpublished fixes are formed by the en route radial and either a DME distance from the same NAVAID or an intersecting radial from an off-route VOR/VORTAC/TACAN. DME shall be used in lieu of off-route radials, whenever possible. JO 7110.65S 2/14/08 4-1-3 NAVAID Use Limitations 2. Except where known signal coverage restrictions exist, an unpublished fix may be used for ATC purposes if its location does not exceed NAVAID altitude and distance limitation, and when off-route radials are used, the angle of divergence meets the criteria prescribed below. NOTE- Unpublished fixes should not negate the normal use of published intersections. Frequent routine use of an unpublished fix would justify establishing a fix. REFERENCE- FAAO JO 7110.65, Para 4-1-1, Altitude and Distance Limitations. 3. Do not hold aircraft at unpublished fixes below the lowest assignable altitude dictated by terrain clearance for the appropriate holding pattern airspace area (template) regardless of the MEA for the route being flown. 4. When the unpublished fix is located on an off-route radial and the radial providing course guidance, it shall be used consistent with the following divergence angles: (a) When holding operations are involved with respect to subparas (b) and (c) below, the angle of divergence shall be at least 45 degrees. (b) When both NAVAIDs involved are located within 30 NM of the unpublished fix, the minimum divergence angle is 30 degrees. (c) When the unpublished fix is located over 30 NM from the NAVAID generating the off-course radial, the minimum divergence angle shall increase 1 degree per NM up to 45 NM; e.g., 45 NM would require 45 degrees. (d) When the unpublished fix is located beyond 45 NM from the NAVAID generating the off-course radial, the minimum divergence angle shall increase 1 /2 degree per NM; e.g., 130 NM would require 88 degrees. c. Fixes contained in the route description of MTRs are considered filed fixes. d. TACAN-only aircraft (type suffix M, N, or P) possess TACAN with DME, but no VOR or LF navigation system capability. Assign fixes based on TACAN or VORTAC facilities only. NOTE- TACAN-only aircraft can never be held overhead the NAVAID, be it TACAN or VORTAC. e. DME fixes shall not be established within the no-course signal zone of the NAVAID from which inbound holding course information would be derived. REFERENCE- FAAO JO 7110.65, Para 2-5-3, NAVAID Fixes. FAAO JO 7110.65, Para 5-6-2, Methods. JO 7110.65S 2/14/08 4-1-4 JO 7110.65S 2/14/08 4-2-1 Clearances Section 2. Clearances 4-2-1. CLEARANCE ITEMS Issue the following clearance items, as appropriate, in the order listed below: a. Aircraft identification. b. Clearance limit. c. Standard Instrument Departure (SID). d. Route of flight including PDR/PDAR/PAR when applied. e. Altitude data in the order flown. f. Mach number, if applicable. g. USAF. When issuing a clearance to an airborne aircraft containing an altitude assignment, do not include more than one of the following in the same transmission: 1. Frequency change. 2. Transponder change. 3. Heading. 4. Altimeter setting. 5. Traffic information containing an altitude. h. Holding instructions. i. Any special information. j. Frequency and beacon code information. REFERENCE- FAAO JO 7110.65, Para 4-2-8, IFR-VFR and VFR-IFR Flights. FAAO JO 7110.65, Para 4-5-7, Altitude Information. 4-2-2. CLEARANCE PREFIX a. Prefix a clearance, information, or a request for information which will be relayed to an aircraft through a non-ATC facility by stating “A-T-C clears,” “A-T-C advises,” or “A-T-C requests.” b. Flight service stations shall prefix a clearance with the appropriate phrase: “ATC clears,” “ATC advises,” etc. 4-2-3. DELIVERY INSTRUCTIONS Issue specific clearance delivery instructions, if appropriate. 4-2-4. CLEARANCE RELAY Relay clearances verbatim. REFERENCE- FAAO JO 7110.65, Para 10-4-4, Communications Failure. 4-2-5. ROUTE OR ALTITUDE AMENDMENTS a. Amend route of flight in a previously issued clearance by one of the following: 1. State which portion of the route is being amended and then state the amendment. PHRASEOLOGY- CHANGE (portion of route) TO READ (new portion of route). 2. State the amendment to the route and then state that the rest of the route is unchanged. PHRASEOLOGY(Amendment to route), REST OF ROUTE UNCHANGED. 3. Issue a clearance “direct” to a point on the previously issued route. PHRASEOLOGY- CLEARED DIRECT (fix). NOTE- Clearances authorizing “direct” to a point on a previously issued route do not require the phrase “rest of route unchanged.” However, it must be understood where the previously cleared route is resumed. When necessary, “rest of route unchanged” may be used to clarify routing. 4. Issue the entire route by stating the amendment. EXAMPLE(Cessna 21A has been cleared to the Airville Airport via V41 Delta VOR V174 Alfa VOR, direct Airville Airport, maintain 9000. After takeoff, the aircraft is rerouted via V41 Frank intersection, V71 Delta VOR, V174 Alfa VOR. The controller issues one of the following as an amended clearance): 1. “Cessna Two One Alfa change Victor Forty-One Delta to read Victor Forty-One Frank, Victor Seventy-One Delta.” 2. “Cessna Two One Alfa cleared via Victor Forty-One Frank, Victor Seventy-One Delta, rest of route unchanged.” JO 7110.65S 2/14/08 4-2-2 Clearances 3. “Cessna Two One Alfa cleared via Victor Forty-One Frank, Victor Seventy-One Delta, Victor One Seventy- Four Alfa V-O-R, direct Airville airport, maintain Niner Thousand.” b. When route or altitude in a previously issued clearance is amended, restate all applicable altitude restrictions. EXAMPLE(A departing aircraft is cleared to cross Ollis intersection at or above 3,000; Gordonsville VOR at or above 12,000; maintain FL 200. Shortly after departure the altitude to be maintained is changed to FL 240. Because altitude restrictions remain in effect, the controller issues an amended clearance as follows): “Amend altitude. Cross Ollis intersection at or above Three Thousand; cross Gordonsville V-O-R at or above One Two Thousand; maintain Flight Level Two Four Zero.” (Shortly after departure, altitude restrictions are no longer applicable, the controller issues an amended clearance as follows): “Climb and maintain Flight Level Two Four Zero.” NOTE- Restating previously issued altitude to “maintain” is an amended clearance. If altitude to “maintain” is changed or restated, whether prior to departure or while airborne, and previously issued altitude restrictions are omitted, altitude restrictions are canceled, including SID/FMSP/STAR altitude restrictions if any. c. Issue an amended clearance if a speed restriction is declined because it cannot be complied with concurrently with a previously issued altitude restriction. EXAMPLE(An aircraft is cleared to cross Gordonsville VOR at 11,000. Shortly thereafter he/she is cleared to reduce his/her airspeed to 300 knots. The pilot informs the controller he/she is unable to comply with both clearances simultaneously. The controller issues an amended clearance as follows): “Cross Gordonsville VOR at One One Thousand. Then, reduce speed to Three Zero Zero.” NOTE- The phrase “do the best you can” or comparable phrases are not valid substitutes for an amended clearance with altitude or speed restrictions. REFERENCE- FAAO JO 7110.65, Para 2-1-18, Operational Requests. FAAO JO 7110.65, Section 6, Vectoring, Para 5-6-2, Methods. FAAO JO 7110.65, Section 7, Speed Adjustment, Para 5-7-2, Methods. d. Air traffic control specialists should avoid route and/or altitude changes for aircraft participating in the North American Route Program (NRP) and that are displaying “NRP” in the remarks section of their flight plan. Specialists at facilities actively participating in the High Altitude Redesign (HAR) program should avoid route and/or altitude changes for aircraft participating in full HAR and high altitude Point-to-point (PTP), and that are displaying “HAR,” or “PTP” in the remarks section of their flight plan. NOTE- Air traffic control specialists retain the latitude necessary to tactically resolve conflicts. Every effort should be made to ensure the aircraft is returned to the original filed flight plan/altitude as soon as conditions warrant. REFERENCE- FAAO JO 7110.65, Para 2-1-4, Operational Priority. FAAO JO 7110.65, Para_2-2-15, North American Route Program (NRP) Information. FAAO JO 7110.65, Para 2-3-2, En Route Data Entries. FAAO JO 7210.3, Chapter 17, Section 15, North American Route Program. 4-2-6. THROUGH CLEARANCES You may clear an aircraft through intermediate stops. PHRASEOLOGY- CLEARED THROUGH (airport) TO (fix). 4-2-7. ALTRV CLEARANCE Use the phrase “via approved altitude reservation flight plan,” if the aircraft will operate in an approved ALTRV. PHRASEOLOGY- VIA APPROVED ALTITUDE RESERVATION (mission name) FLIGHT PLAN. NOTE- An ALTRV normally includes the departure, climb, cruise, and arrival phases of flight up to and including holding pattern or point/time at which ATC provides separation between aircraft. REFERENCE- FAAO JO 7110.65, Para 4-3-3, Abbreviated Departure Clearance. 3/15/07 7110.65R CHG 2 JO 7110.65S CHG 1 7/31/JO 7110.65S 2/14/08 4-2-3 Clearances 4-2-8. IFR-VFR AND VFR-IFR FLIGHTS a. Clear an aircraft planning IFR operations for the initial part of flight and VFR for the latter part to the fix at which the IFR part ends. b. Treat an aircraft planning VFR for the initial part of flight and IFR for the latter part as a VFR departure. Issue a clearance to this aircraft when it requests IFR clearance approaching the fix where it proposes to start IFR operations. The phraseology CLEARED TO (destination) AIRPORT AS FILED may be used with abbreviated departure clearance procedures. REFERENCE- FAAO JO 7110.65, Para 4-3-3, Abbreviated Departure Clearance. c. When an aircraft changes from VFR to IFR, the controller shall assign a beacon code to Mode-C equipped aircraft that will allow MSAW alarms. d. When a VFR aircraft, operating below the minimum altitude for IFR operations, requests an IFR clearance and you are aware that the pilot is unable to climb in VFR conditions to the minimum IFR altitude: 1. Before issuing a clearance, ask if the pilot is able to maintain terrain and obstruction clearance during a climb to the minimum IFR altitude. NOTE- Pilots of pop-up aircraft are responsible for terrain and obstacle clearance until reaching minimum instrument altitude (MIA) or minimum en route altitude (MEA). Pilot compliance with an approved FAA procedure or an ATC instruction transfers that responsibility to the FAA; therefore, do not assign (or imply) specific course guidance that will (or could) be in effect below the MIA or MEA. EXAMPLE“November Eight Seven Six, are you able to provide your own terrain and obstruction clearance between your present altitude and six thousand feet?” 2. If the pilot is able to maintain terrain and obstruction separation, issue the appropriate clearance as prescribed in para 4-2-1, Clearance Items, and para_4-5-6, Minimum En Route Altitudes. 3. If unable to maintain terrain and obstruction separation, instruct the pilot to maintain VFR and to state intentions. 4. If appropriate, apply the provisions of para 10-2-7, VFR Aircraft In Weather Difficulty, or para 10-2-9, Radar Assistance Techniques, as necessary. 4-2-9. CLEARANCE ITEMS The following guidelines shall be utilized to facilitate the processing of airfile aircraft: a. Ensure the aircraft is within your area of jurisdiction unless otherwise coordinated. b. Obtain necessary information needed to provide IFR service. c. Issue clearance to destination, short range clearance, or an instruction to the pilot to contact a FSS or AFSS if the flight plan cannot be processed. NOTE- These procedures do not imply that the processing of airfiles has priority over another ATC duty to be performed. REFERENCE- FAAO JO 7110.65, Para 2-2-1, Recording Information. JO 7110.65S 2/14/08 4-2-4 JO 7110.65S 2/14/08 4-3-1 Departure Procedures Section 3. Departure Procedures 4-3-1. DEPARTURE TERMINOLOGY Avoid using the term “takeoff” except to actually clear an aircraft for takeoff or to cancel a takeoff clearance. Use such terms as “depart,” “departure,” or “fly” in clearances when necessary. REFERENCE- FAAO JO 7110.65, Para 3-9-9, Takeoff Clearance. FAAO JO 7110.65, Para 3-9-10, Cancellation of Takeoff Clearance. 4-3-2. DEPARTURE CLEARANCES Include the following items in IFR departure clearances: NOTE- When considered necessary, controllers or pilots may initiate read backs of a clearance. Some pilots may be required by company rule to do so. a. Always include the airport of departure when issuing a departure clearance for relay to an aircraft by an FSS, dispatcher, etc. b. Clearance Limit. 1. Specify the destination airport when practicable, even though it is outside controlled airspace. Issue short range clearances as provided for in any procedures established for their use. 2. For Air Force One (AF1) operations, do not specify the destination airport. NOTE- Presidential detail is responsible for ensuring the accuracy of the destination airport. PHRASEOLOGY- DESTINATION AS FILED. c. Departure Procedures. 1. Specify direction of takeoff/turn or initial heading/azimuth to be flown after takeoff as follows: (a) Locations with Airport Traffic Control Service- Specify these items as necessary. (b) Locations without Airport Traffic Control Service, but within a Class E surface area- specify these items if necessary. Obtain/solicit the pilot's concurrence concerning these items before issuing them in a clearance. NOTE- Direction of takeoff and turn after takeoff can be obtained/solicited directly from the pilot, or relayed by an FSS, dispatcher, etc., as obtained/solicited from the pilot. (c) At all other airports- Do not specify direction of takeoff/turn after takeoff. If necessary to specify an initial heading/azimuth to be flown after takeoff, issue the initial heading/azimuth so as to apply only within controlled airspace. 2. Where only textually described instrument departure procedures (ODP) have been published for a location and pilot compliance is necessary to insure separation, include the procedure as part of the ATC clearance. EXAMPLE“Depart via the (airport name) (runway number) departure procedure.” NOTE- IFR takeoff minimums and departure procedures are prescribed for specific airports/runways and published in a tabular form supplement to the FAA instrument approach procedure chart and appropriate FAA Form_8260. These procedures are identified on instrument approach procedure charts with a symbol: 3. Compatibility with a procedure issued may be verified by asking the pilot if items obtained/ solicited will allow him/her to comply with local traffic pattern, terrain, or obstruction avoidance. PHRASEOLOGY- FLY RUNWAY HEADING. DEPART (direction or runway). TURN LEFT/RIGHT. WHEN ENTERING CONTROLLED AIRSPACE (instruction), FLY HEADING (degrees) UNTIL REACHING (altitude, point, or fix) BEFORE PROCEEDING ON COURSE. FLY A (degree) BEARING/AZIMUTH FROM/TO (fix) UNTIL (time), or UNTIL REACHING (fix or altitude), JO 7110.65S 2/14/08 4-3-2 Departure Procedures and if required, BEFORE PROCEEDING ON COURSE. EXAMPLE“Verify right turn after departure will allow compliance with local traffic pattern,”or “Verify this clearance will allow compliance with terrain or obstruction avoidance.” NOTE- If a published IFR departure procedure is not included in an ATC clearance, compliance with such a procedure is the pilot's prerogative. 4. SIDs: (a) Assign a SID (including transition if necessary). Assign a PDR or the route filed by the pilot, only when a SID is not established for the departure route to be flown, or the pilot has indicated that he/she does not wish to use a SID. PHRASEOLOGY(SID name and number) DEPARTURE. (SID name and number) DEPARTURE, (transition name) TRANSITION. EXAMPLE“Stroudsburg One Departure.” “Stroudsburg One Departure, Sparta Transition.” “Stroudsburg One RNAV Departure.” NOTE- If a pilot does not wish to use a SID issued in an ATC clearance, or any other SID published for that location, he/she is expected to advise ATC. (b) If it is necessary to assign a crossing altitude which differs from the SID altitude, repeat the changed altitude to the pilot for emphasis. PHRASEOLOGY(SID name) DEPARTURE, EXCEPT (revised altitude information). I SAY AGAIN (revised altitude information). EXAMPLE“Stroudsburg One Departure, except cross Quaker at five_thousand. I say again, cross Quaker at five thousand.” “Astoria Two RNAV Departure, except cross Astor waypoint at six thousand. I say again, cross Astor waypoint at six thousand.” (c) Specify altitudes when they are not included in the SID. PHRASEOLOGY(SID name) DEPARTURE. CROSS (fix) AT (altitude). EXAMPLE“Stroudsburg One Departure. Cross Jersey intersection at four thousand. Cross Range intersection at six thousand.” “Engle Two RNAV departure. Cross Pilim waypoint at or above five thousand. Cross Engle waypoint at or above seven thousand. Cross Gorge waypoint at niner thousand.” d. Route of flight. Specify one or more of the following: 1. Airway, route, course, heading, azimuth, arc, or vector. 2. The routing a pilot can expect if any part of the route beyond a short range clearance limit differs from that filed. PHRASEOLOGY- EXPECT FURTHER CLEARANCE VIA (airways, routes, or fixes.) e. Altitude. Use one of the following in the order of preference listed: NOTE- Turbojet aircraft equipped with afterburner engines may occasionally be expected to use afterburning during their climb to the en route altitude. When so advised by the pilot, the controller may be able to plan his/her traffic to accommodate the high performance climb and allow the pilot to climb to his/her planned altitude without restriction. 1. To the maximum extent possible, Air Force One will be cleared unrestricted climb to: (a) 9,000' AGL or higher. (b) If unable 9,000' AGL or higher, then the highest available altitude below 9,000' AGL. 2. Assign the altitude requested by the pilot. 3. Assign an altitude, as near as possible to the altitude requested by the pilot, and (a) Inform the pilot when to expect clearance to the requested altitude unless instructions are contained in the specified SID, or (b) If the requested altitude is not expected to be available, inform the pilot what altitude can be expected and when/where to expect it. NOTE1. 14 CFR Section 91.185, says that in the event of a two-way radio communication failure, in VFR conditions or if VFR conditions are encountered after the failure, the pilot shall continue the flight under VFR and land as soon as practicable. That section also says that when the failure occurs in IFR conditions the pilot shall continue flight at JO 7110.65S 2/14/08 4-3-3 Departure Procedures the highest of the following altitudes or flight levels for the route segment being flown: a. The altitude or flight level assigned in the last ATC clearance received. b. The minimum altitude (converted, if appropriate, to minimum flight level as prescribed in 14 CFR Section_91.121(c)) for IFR operations. (This altitude should be consistent with MEAs, MOCAs, etc.) c. The altitude or flight level ATC has advised may be expected in a further clearance. 2. If the expected altitude is the highest of the preceding choices, the pilot should begin to climb to that expected altitude at the time or fix specified in the clearance. The choice to climb to the expected altitude is not applicable if the pilot has proceeded beyond the specified fix or if the time designated in the clearance has expired. PHRASEOLOGY- CLIMB AND MAINTAIN (the altitude as near as possible to the pilot's requested altitude). EXPECT (the requested altitude or an altitude different from the requested altitude) AT (time or fix), and if applicable, (pilot's requested altitude) IS NOT AVAILABLE. EXAMPLE1. A pilot has requested flight level 350. Flight level 230 is immediately available and flight level 350 will be available at the Appleton zero five zero radial 35 mile fix. The clearance will read: “Climb and maintain flight level two three zero. Expect flight level three five zero at Appleton zero five zero radial three five mile fix.” 2. A pilot has requested 9,000 feet. An altitude restriction is required because of facility procedures or requirements. Assign the altitude and advise the pilot at what fix/time the pilot may expect the requested altitude. The clearance could read: “Climb and maintain five thousand. Expect niner thousand one zero minutes after departure.” 3. A pilot has requested 17,000 feet which is unavailable. You plan 15,000 feet to be the pilot's highest altitude prior to descent to the pilot's destination but only 13,000 feet is available until San Jose VOR. Advise the pilot of the expected altitude change and at what fix/time to expect clearance to 15,000 feet. The clearance will read: “Climb and maintain one three thousand. Expect one five_thousand at San Jose. One seven thousand is not available.” REFERENCE- FAAO JO 7110.65, Para 4-3-3, Abbreviated Departure Clearance. FAAO JO 7110.65, Para 5-8-2, Initial Heading.

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4-3-3. ABBREVIATED DEPARTURE CLEARANCE a. Issue an abbreviated departure clearance if its use reduces verbiage and the following conditions are met: REFERENCE- FAAO JO 7110.65, Para 4-2-8, IFR-VFR and VFR-IFR Flights. 1. The route of flight filed with ATC has not been changed by the pilot, company, operations officer, input operator, or in the stored flight plan program prior to departure. NOTE- A pilot will not accept an abbreviated clearance if the route of flight filed with ATC has been changed by him/her or the company or the operations officer before departure. He/she is expected to inform the control facility on initial radio contact if he/she cannot accept the clearance. It is the responsibility of the company or operations officer to inform the pilot when they make a change. 2. All ATC facilities concerned have sufficient route of flight information to exercise their control responsibilities. NOTE- The route of flight information to be provided may be covered in letters of agreement.

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3. When the flight will depart IFR, destination airport information is relayed between the facilities concerned prior to departure. EXAMPLE1. A tower or flight service station relay of destination airport information to the center when requesting clearance: “Request clearance for United Four Sixty-One to O'Hare.” 2. A center relay to the tower or flight service station when initiating a clearance: “Clearance for United Four Sixty-One to O'Hare.” NOTE- Pilots are expected to furnish the facility concerned with destination airport information on initial radio call-up. This will provide the information necessary for detecting any destination airport differences on facility relay.

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4. The assigned altitude, according to the provisions in para 4-3-2, Departure Clearances, subpara e, is stated in the clearance. b. If it is necessary to modify a filed route of flight in order to achieve computer acceptance due, for example, to incorrect fix or airway identification, the contraction “FRC,” meaning “Full Route Clearance JO 7110.65S 2/14/08 4-3-4 Departure Procedures Necessary,” or “FRC/(fix),” will be added to the remarks. “FRC” or “FRC/(fix)” must always be the first item of intra-center remarks. When “FRC” or “FRC/(fix)” appears on a flight progress strip, the controller issuing the ATC clearance to the aircraft shall issue a full route clearance to the specified fix, or, if no fix is specified, for the entire route. EXAMPLE“Cleared to Missoula International Airport, Chief Two Departure to Angley; direct Salina; then as filed; maintain one seven thousand.” NOTE- Changes, such as those made to conform with traffic flows and preferred routings, are only permitted to be made by the pilot (or his/her operations office) or the controller responsible for initiating the clearance to the aircraft.

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c. Specify the destination airport in the clearance. d. When no changes are required in the filed route, state the phrase: “Cleared to (destination) airport, (SID and SID_transition, as appropriate); then, as filed.” If a SID is not assigned, follow with “As filed.” Specify the assigned altitude; and, if required, add any additional instructions or information, including final requested altitude if different than assigned except if Pre-Departure Clearance (PDC) is utilized. PHRASEOLOGY- CLEARED TO (destination) AIRPORT; and as appropriate, (SID name and number) DEPARTURE, THEN AS FILED. MAINTAIN (altitude); (additional instructions or information). If a SID is not assigned, CLEARED TO (destination) AIRPORT AS FILED. MAINTAIN (altitude); and if required, (additional instructions or information). EXAMPLE“Cleared to Reynolds Airport; David Two RNAV Departure, Kingham Transition; then, as filed. Maintain niner thousand. Expect flight level four one zero, one zero minutes after departure.” “Cleared to Reynolds Airport as filed. Maintain niner thousand. Expect flight level four one zero, one zero minutes after departure.” NOTE1. SIDs are excluded from “cleared as filed” procedures.