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2. If a pilot does not wish to accept an ATC clearance to fly a SID, he/she is expected to advise ATC or state “NO_SID” in his/her flight plan remarks. e. When a filed route will require revisions, the controller responsible for initiating the clearance to the aircraft shall either: 1. Issue a FRC/FRC until a fix; or 2. If it reduces verbiage, state the phrase: “Cleared to (destination) airport, (SID and SID transition, as appropriate), then as filed, except . . ..” Specify the necessary revision, then the assigned altitude; and if required, add any additional instructions or information. If a SID is not assigned, state: “Cleared to (destination) airport as filed, except_. . ..” Specify the necessary revision, the assigned altitude; and if required, add any additional instructions or information. PHRASEOLOGY- CLEARED TO (destination) AIRPORT; and as appropriate, (SID name and number) DEPARTURE, (transition name) TRANSITION; THEN, AS FILED, EXCEPT CHANGE ROUTE TO READ (amended route portion). MAINTAIN (altitude); and if required, (additional instructions or information). If a SID is not assigned, CLEARED TO (destination) AIRPORT AS FILED, EXCEPT CHANGE ROUTE TO READ (amended route portion). MAINTAIN (altitude); and if required, (additional instructions or information). JO 7110.65S 2/14/08

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4-3-5 Departure Procedures EXAMPLE“Cleared to Reynolds Airport; South Boston One Departure; then, as filed, except change route to read South_Boston Victor Twenty Greensboro. Maintain eight_thousand, report leaving four thousand.” “Cleared to Reynolds Airport as filed, except change route to read South Boston Victor Twenty Greensboro. Maintain eight thousand, report leaving four thousand.” “Cleared to Reynolds Airport via Victor Ninety-one Albany, then as filed. Maintain six thousand.” f. In a nonradar environment specify one, two, or more fixes, as necessary, to identify the initial route of flight. EXAMPLE- The filed route of flight is from Hutchins V10 Emporia, thence V10N and V77 to St. Joseph. The clearance will read: “Cleared to Watson Airport as filed via Emporia, maintain Seven Thousand.” g. Do not apply these procedures when a pilot requests a detailed clearance or to military operations conducted within ALTRV, stereo routes, operations above FL 600, and other military operations requiring special handling. NOTE- Departure clearance procedures and phraseology for military operations within approved altitude reservations, military operations above FL 600, and other military operations requiring special handling are contained in separate procedures in this order or in a LOA, as appropriate. REFERENCE- FAAO JO 7110.65, Para 4-2-7, ALTRV Clearance. FAAO JO 7110.65, Para 9-2-13, Military Operations Above FL 600.

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4-3-4. DEPARTURE RESTRICTIONS, CLEARANCE VOID TIMES, HOLD FOR RELEASE, AND RELEASE TIMES Assign departure restrictions, clearance void times, hold for release, or release times when necessary to separate departures from other traffic or to restrict or regulate the departure flow. REFERENCE- FAAO JO 7110.65, Para 10-3-1, Overdue Aircraft. FAAO JO 7110.65, Para 10-4-1, Traffic Restrictions. FAAO JO 7110.65, Para 10-4-3, Traffic Resumption. a. Clearance Void Times. 1. When issuing clearance void times at airports not served by control towers, provide alternative instructions requiring the pilots to advise ATC of their intentions no later than 30 minutes after the clearance void time if not airborne. 2. The facility delivering a clearance void time to a pilot shall issue a time check. PHRASEOLOGY- CLEARANCE VOID IF NOT OFF BY (clearance void time), and if required, IF NOT OFF BY (clearance void time), ADVISE (facility) NOT LATER THAN (time) OF INTENTIONS. TIME (time in hours, minutes, and the nearest quarter minute). b. Hold For Release (HFR). 1. “Hold for release” instructions shall be used when necessary to inform a pilot or a controller that a departure clearance is not valid until additional instructions are received. REFERENCE- P/CG Term- Hold for Release.

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2. When issuing hold for release instructions, include departure delay information. PHRASEOLOGY(Aircraft identification) CLEARED TO (destination) AIRPORT AS FILED, MAINTAIN (altitude), and if required, (additional instructions or information). HOLD FOR RELEASE, EXPECT (time in hours and/or minutes) DEPARTURE DELAY. 3. When conditions allow, release the aircraft as soon as possible. PHRASEOLOGY- To another controller, (aircraft identification) RELEASED. To a flight service specialist, ADVISE (aircraft identification) RELEASED FOR DEPARTURE. To a pilot at an airport not served by a control tower, (aircraft identification) RELEASED FOR DEPARTURE. JO 7110.65S 2/14/08 4-3-6 Departure Procedures c. Release Times. 1. Release times shall be issued to pilots when necessary to specify the earliest time an aircraft may depart. NOTE- A release time is a departure restriction issued to a pilot (either directly or through authorized relay) to separate a departing aircraft from other traffic. 2. The facility issuing a release time to a pilot shall include a time check. PHRASEOLOGY(Aircraft identification) RELEASED FOR DEPARTURE AT (time in hours and/or minutes), and if required, IF NOT OFF BY (time), ADVISE (facility) NOT LATER THAN (time) OF INTENTIONS. TIME (time in hours, minutes, and nearest quarter minute). d. When expect departure clearance times (EDCT) are assigned through traffic management programs, the departure terminal must, to the extent possible, plan ground movement of aircraft destined to the affected airport(s) so that flights are sequenced to depart no earlier than 5 minutes before, and no later than 5 minutes after the EDCT. Do not release aircraft on their assigned EDCT if a ground stop (GS) applicable to that aircraft is in effect, unless approval has been received from the originator of the GS. 1. If an aircraft has begun to taxi or requests taxi in a manner consistent with meeting the EDCT, the aircraft shall be released. Additional coordination is not required. 2. If an aircraft requests taxi or clearance for departure inconsistent with meeting the EDCT window, ask the pilot to verify the EDCT. (a) If the pilot's EDCT is the same as the FAA EDCT, the aircraft is released consistent with the EDCT. (b) If the pilot's EDCT is not the same as the FAA EDCT, refer to Trust and Verify Note below. 3. If an aircraft requests taxi too late to meet the EDCT, contact the ATCSCC through the appropriate TMU. NOTE(Trust & Verify) EDCTs are revised by Air Carriers and Traffic Management for changing conditions en route or at affected airport(s). Terminal controllers' use of aircraft reported EDCT for departure sequencing should be verified with the appropriate TMU prior to departure if this can be accomplished without the aircraft incurring delay beyond the EDCT reported by the aircraft. The preferred method for verification is the Flight Schedule Monitor (FSM). If the EDCT cannot be verified without incurring additional delay, the aircraft should be released based on the pilot reported EDCT. The aircraft operator is responsible for operating in a manner consistent to meet the EDCT. 4-3-5. GROUND STOP Do not release an aircraft if a ground stop (GS) applicable to that aircraft is in effect, without the approval of the originator of the GS. 4-3-6. DELAY SEQUENCING When aircraft elect to take delay on the ground before departure, issue departure clearances to them in the order in which the requests for clearance were originally made if practicable. 4-3-7. FORWARD DEPARTURE DELAY INFORMATION Inform approach control facilities and/or towers of anticipated departure delays. 4-3-8. COORDINATION WITH RECEIVING FACILITY a. Coordinate with the receiving facility before the departure of an aircraft if the departure point is less than 15 minutes flying time from the transferring facility's boundary unless an automatic transfer of data between automated systems will occur, in which case, the flying time requirement may be reduced to 5 minutes or replaced with a mileage from the boundary parameter when mutually agreeable to both facilities. NOTE- Agreements requiring additional time are encouraged between facilities that need earlier coordination. However, when agreements establish mandatory radar handoff procedures, coordination needs only be effected in a timely manner prior to transfer of control. REFERENCE- FAAO JO 7110.65, Chapter 5, Section 4, Transfer of Radar Identification, Para 5-4-1, Application. JO 7110.65S 2/14/08 4-3-7 Departure Procedures b. The actual departure time or a subsequent strip posting time shall be forwarded to the receiving facility unless assumed departure times are agreed upon and that time is within 3 minutes of the actual departure time. 4-3-9. VFR RELEASE OF IFR DEPARTURE When an aircraft which has filed an IFR flight plan requests a VFR departure through a terminal facility, FSS, or air/ground communications station: a. After obtaining, if necessary, approval from the facility/sector responsible for issuing the IFR clearance, you may authorize an IFR flight planned aircraft to depart VFR. Inform the pilot of the proper frequency and, if appropriate, where or when to contact the facility responsible for issuing the clearance. PHRASEOLOGY- VFR DEPARTURE AUTHORIZED. CONTACT (facility) ON (frequency) AT (location or time if required) FOR CLEARANCE. b. If the facility/sector responsible for issuing the clearance is unable to issue a clearance, inform the pilot, and suggest that the delay be taken on the ground. If the pilot insists upon taking off VFR and obtaining an IFR clearance in the air, inform the facility/sector holding the flight plan of the pilot's intentions and, if possible, the VFR departure time. 4-3-10. FORWARDING DEPARTURE TIMES TERMINAL Unless alternate procedures are prescribed in a letter of agreement or automatic departure messages are being transmitted between automated facilities, forward departure times to the facility from which you received the clearance and also to the terminal departure controller when that position is involved in the departure sequence. NOTE1. Letters of agreement prescribing assumed departure times or mandatory radar handoff procedures are alternatives for providing equivalent procedures. 2. The letters “DM” flashing in the data block signify unsuccessful transmission of a departure message. REFERENCE- FAAO JO 7210.3, Para_11-2-6, Automatic Acquisition/Termination Areas. JO 7110.65S 2/14/08 4-3-8 JO 7110.65S 2/14/08 4-4-1 Route Assignment Section 4. Route Assignment 4-4-1. ROUTE USE Clear aircraft via routes consistent with the altitude stratum in which the operation is to be conducted by one or more of the following: NOTE- Except for certain NAVAIDs/routes used by scheduled air carriers or authorized for specific uses in the control of IFR aircraft, Air Traffic Service (ATS) routes, and NAVAIDs established for use at specified altitudes are shown on U.S._government charts or DOD FLIP charts. REFERENCE- FAAO JO 7110.65, Para 2-5-2, NAVAID Terms. FAAO JO 7110.65, Para 4-1-2, Exceptions. FAAO JO 7110.65, Para 4-5-6, Minimum En Route Altitudes. FAAO JO 7110.65, Para 5-6-1, Application. a. Designated ATS routes. PHRASEOLOGY- VIA: VICTOR (color) (airway number)(the word Romeo when RNAV for existing Alaska routes), or J (route number) (the word Romeo when RNAV for existing Alaska routes), or SUBSTITUTE (ATS route) FROM (fix) to (fix), or IR (route number). CROSS/JOIN VICTOR/(color) (airway number), (number of miles) MILES (direction) OF (fix). b. Radials, courses, azimuths, or direct to or from NAVAIDs. PHRASEOLOGY- DIRECT. VIA; (name of NAVAID) (specified) RADIAL/COURSE/ AZIMUTH, or (fix) AND (fix), or RADIALS OF (ATS route) AND (ATS route). c. DME arcs of VORTAC, MLS, or TACAN aids. d. Radials, courses, azimuths, and headings of departure or arrival routes. e. SIDs/STARs/FMSPs. f. Vectors. g. Fixes defined in terms of degree-distance from NAVAIDs for special military operations. h. Courses, azimuths, bearings, quadrants, or radials within a radius of a NAVAID. PHRASEOLOGY- CLEARED TO FLY (general direction from NAVAID) OF (NAVAID name and type) BETWEEN (specified) COURSES TO/BEARINGS FROM/RADIALS (NAVAID name when a NDB) WITHIN (number of miles) MILE RADIUS, or CLEARED TO FLY (specified) QUADRANT OF (NAVAID name and type) WITHIN (number of miles) MILE RADIUS. or CLEARED TO FLY (general direction from MLS) OF (name or MLS) BETWEEN (specified) AZIMUTHS WITHIN/BETWEEN (number of miles) MILE RADIUS. EXAMPLE1. “Cleared to fly east of Allentown VORTAC between the zero four five and the one three five radials within four zero mile radius.” 2. “Cleared to fly east of Crystal Lake radio beacon between the two two five and the three one five courses to Crystal Lake within three zero mile radius.” 3. “Cleared to fly northeast quadrant of Philipsburg VORTAC within four zero mile radius.” “Cleared to fly east of the Montgomery M-L-S runway two eight left between the two seven zero and the two four zero azimuth within a 5 mile radius.” i. Fixes/waypoints defined in terms of: 1. Published name; or 2. Degree-distance from NAVAIDs; or JO 7110.65S 2/14/08 4-4-2 Route Assignment 3. Latitude/longitude coordinates, state the latitude and longitude in degrees and minutes including the direction from the axis such as North or West; or PHRASEOLOGY“32 DEGREES, 45 MINUTES NORTH, 105 DEGREES, 37 MINUTES WEST.” 4. Offset from published or established ATS route at a specified distance and direction for random (impromptu) RNAV Routes. PHRASEOLOGY- DIRECT (fix/waypoint) DIRECT TO THE (facility) (radial) (distance) FIX. OFFSET(distance) RIGHT/LEFT OF (route). EXAMPLE“Direct SUNOL.” “Direct to the Appleton three one zero radial two five mile fix.” “Offset eight miles right of Victor six.” j. RNAV aircraft transitioning to/from High Altitude Redesign (HAR) or Point-to-point (PTP) operations via pitch/catch points. REFERENCE- FAAO JO 7110.65, Para 2-3-8, Aircraft Equipment Suffix. FAAO JO 7110.65, Para 2-5-3, NAVAID Fixes. FAAO JO 7110.65, Chapter 5, Section 5, Radar Separation, Para_5-5-1, Application. 4-4-2. ROUTE STRUCTURE TRANSITIONS To effect transition within or between route structure, clear an aircraft by one or more of the following methods, based on VOR, VORTAC, TACAN, or MLS NAVAIDs (unless use of other NAVAIDs are essential to aircraft operation or ATC efficiency): a. Vector aircraft to or from radials, courses, or azimuths of the ATS route assigned. b. Assign a SID/STAR/FMSP. c. Clear departing or arriving aircraft to climb or descend via radials, courses, or azimuths of the ATS route assigned. d. Clear departing or arriving aircraft directly to or between the NAVAIDs forming the ATS route assigned. e. Clear aircraft to climb or descend via the ATS route on which flight will be conducted. f. Clear aircraft to climb or descend on specified radials, courses, or azimuths of NAVAIDs. g. Provide radar monitor when transition to or from a designated or established RNAV route is made along random RNAV routes. h. Clear RNAV aircraft transitioning to or between designated or established RNAV routes direct to a named waypoint on the new route. 4-4-3. DEGREE-DISTANCE ROUTE DEFINITION FOR MILITARY OPERATIONS EN ROUTE a. Do not accept a military flight plan whose route or route segments do not coincide with designated airways or jet routes or with a direct course between NAVAIDs unless it is authorized in subpara b and meets the following degree-distance route definition and procedural requirements: 1. The route or route segments shall be defined in the flight plan by degree-distance fixes composed of: (a) A location identifier; (b) Azimuth in degrees magnetic; and (c) Distance in miles from the NAVAID used. EXAMPLE“MKE 030025.” 2. The NAVAIDs selected to define the degree-distance fixes shall be those authorized for use at the altitude being flown and at a distance within the published service volume area. 3. The distance between the fixes used to define the route shall not exceed: (a) Below FL 180- 80 miles; (b) FL 180 and above- 260 miles; and (c) For celestial navigation routes, all altitudes- 260 miles. 4. Degree-distance fixes used to define a route shall be considered compulsory reporting points except that an aircraft may be authorized by ATC to omit reports when traffic conditions permit. JO 7110.65S 2/14/08 4-4-3 Route Assignment 5. Military aircraft using degree-distance route definition procedures shall conduct operations in accordance with the following: (a) Unless prior coordination has been effected with the appropriate air traffic control facility, flight plan the departure and the arrival phases to conform with the routine flow of traffic when operating within 75 miles of the departure and the arrival airport. Use defined routes or airways or direct courses between NAVAIDs or as otherwise required to conform to the normal flow of traffic. (b) Flight plans must be filed at least 2 hours before the estimated time of departure. b. The following special military operations are authorized to define routes, or portions of routes, by degree-distance fixes: 1. Airborne radar navigation, radar bomb scoring (RBS), and airborne missile programming conducted by the USAF, USN, and RAF. 2. Celestial navigation conducted by the USAF, USN, and RAF. 3. Target aircraft operating in conjunction with air defense interceptors, and air defense interceptors while en route to and from assigned airspace. 4. Missions conducted above FL 450. 5. USN fighter and attack aircraft operating in positive control airspace. 6. USN/USMC aircraft, TACAN equipped, operating within the Honolulu FIR/Hawaiian airways area. 7. USAF/USN/USMC aircraft flight planned to operate on MTRs. 8. USAF Air Mobility Command (AMC) aircraft operating on approved station-keeping equipment (SKE) routes in accordance with the conditions and limitations listed in FAA Exemption No. 4371 to 14_CFR Section 91.177(a)(2) and 14_CFR Section_91.179(b)(1). 4-4-4. ALTERNATIVE ROUTES When any part of an airway or route is unusable because of NAVAID status, clear aircraft other than /E, /F, /G, or /R, via one of the following alternative routes: a. A route depicted on current U.S. Government charts/publications. Use the word “substitute” immediately preceding the alternative route in issuing the clearance. b. A route defined by specifying NAVAID radials, courses, or azimuths. c. A route defined as direct to or between NAVAIDs. d. Vectors. NOTE- Inform area navigation aircraft that will proceed to the NAVAID location of the NAVAID outage. 4-4-5. CLASS G AIRSPACE Include routes through Class G airspace only when requested by the pilot. NOTE1. Flight plans filed for random RNAV routes through Class G airspace are considered a request by the pilot. 2. Flight plans containing MTR segments in/through Class G airspace are considered a request by the pilot. 4-4-6. DIRECT CLEARANCES a. Do not issue a routing clearance that will take an aircraft off of its flight plan route if the destination airport is included in a ground delay program (GDP), ground stop (GS), or Playbook route, when known, unless operational necessity dictates. b. EN ROUTE. Do not issue revised routing clearances that will take an aircraft off its flight plan route past the last fix in your facility's airspace, unless requested by the pilot or operational necessity dictates. NOTE- Nothing in this paragraph shall preclude a controller from issuing a routing clearance that conforms to a letter of agreement or standard operating procedure within their own facility or between facilities, is required to maintain separation or comply with traffic flow management initiatives. JO 7110.65S 2/14/08 4-4-4 JO 7110.65S 2/14/08 4-5-1 Altitude Assignment and Verification Section 5. Altitude Assignment and Verification 4-5-1. VERTICAL SEPARATION MINIMA Separate instrument flight rules (IFR) aircraft using the following minima between altitudes: a. Up to and including FL 410- 1,000 feet. b. Apply 2,000 feet at or above FL 290 between non-RVSM aircraft and all other aircraft at or above FL_290. c. Above FL 410- 2,000 feet, except: 1. In oceanic airspace, above FL 450 between a supersonic and any other aircraft- 4,000 feet. 2. Above FL 600 between military aircraft5,000 feet. NOTE- Oceanic separation procedures are supplemented in Chapter 8; Section 7, Section 8, Section 9 , and Section 10. REFERENCE- FAAO JO 7110.65, Para 5-5-5, Vertical Application. FAAO JO 7110.65, Para 6-6-1, Application. FAAO JO 7110.65, Para 9-2-13, Military Operations Above FL 600. 4-5-2. FLIGHT DIRECTION Clear aircraft at altitudes according to the TBL 4-5-1. TBL 4-5-1 Altitude Assignment Aircraft Operating On course degrees magnetic Assign Examples Below 3,000 feet above surface Any course Any altitude At and below FL_410 0 through 179 Odd cardinal altitude or flight levels at intervals of 2,000 feet 3,000, 5,000, FL_310, FL_330 180 through 359 Even cardinal altitude or flight levels at intervals of 2,000 feet 4,000, 6,000, FL_320, FL_340 Aircraft Operating On course degrees magnetic Assign Examples Above FL_410 0 through 179 Odd cardinal flight levels at intervals of 4,000 feet beginning with FL_450 FL 450, FL_490, FL_530 180 through 359 Odd cardinal flight levels at intervals of 4,000 feet beginning with FL_430 FL 430, FL_470, FL_510 One way routes (except in composite systems) Any course Any cardinal altitude or flight level below FL_410 or any odd cardinal flight level above FL_410 FL 270, FL_280, FL_290, FL_300, FL_310, FL_410, FL_430, FL_450 Within an ALTRV Any course Any altitude or flight level In transition to/from or within Oceanic airspace where composite separation is authorized Any course Any odd or even cardinal flight level including those above FL 290 FL 280, FL 290, FL 300, FL 310, FL 320, FL 330, FL 340 In aerial refueling tracks and anchors Any course Altitude blocks as requested. Any altitude or flight level 050B080, FL 180B220, FL 280B310 Aircraft within Oceanic RVSM or RVSM transition airspace Any course Any designated cardinal altitude FL 330, FL 340, FL 350, FL 360 NOTE- Oceanic separation procedures are supplemented in Chapter 8; Section 7, Section 8, Section 9 , and Section 10. REFERENCE- FAAO JO 7110.65, Para 4-5-3, Exceptions. FAAO JO 7110.65, Para 7-7-5, Altitude Assignments. FAAO JO 7110.65, Para 9-3-2, Separation Minima. JO 7110.65S 2/14/08 4-5-2 Altitude Assignment and Verification 4-5-3. EXCEPTIONS When traffic, meteorological conditions, or aircraft operational limitations prevent assignment of altitudes prescribed in para 4-5-2, Flight Direction, assign any cardinal altitude or flight level below FL_410 or any odd cardinal flight level at or above FL_410 without regard to direction of flight as follows: NOTE- See para 2-3-10, Control Symbology, for control abbreviations and symbols to be used in conjunction with this paragraph. a. For traffic conditions, take this action only if one of the following conditions exists: 1. Aircraft remain within a facility's area and prior approval is obtained from other affected positions or sectors or the operations are covered in a Facility Directive. 2. Aircraft will proceed beyond the facility's area and specific operations and procedures permitting random altitude assignment are covered in a letter of agreement between the appropriate facilities. NOTE- Those en route facilities using host software that provides capability for passing interim altitude shall include the specific operations and procedures for use of this procedure in a letter of agreement between the appropriate facilities. b. Military aircraft are operating on random routes and prior approval is obtained from the facility concerned. c. For meteorological conditions, take this action only if you obtain prior approval from other affected positions or sectors within your facility and, if necessary, from the adjacent facility concerned. d. For aircraft operational limitations, take this action only if the pilot informs you the available appropriate altitude exceeds the operational limitations of his/her aircraft and only after you obtain prior approval from other affected positions or sectors within your facility and, if necessary, from the adjacent facility concerned. e. For mission requirements, take this action only when the aircraft is operating on an MTR. REFERENCE- FAAO JO 7110.65, Para 7-7-5, Altitude Assignments. FAAO JO 7110.65, Para 9-3-2, Separation Minima. 4-5-4. LOWEST USABLE FLIGHT LEVEL If a change in atmospheric pressure affects a usable flight level in your area of jurisdiction, use TBL 4-5-2 to determine the lowest usable flight level to clear aircraft at or above 18,000 feet MSL. TBL 4-5-2 Lowest Usable FL Altimeter Setting Lowest Usable FL 29.92” or higher 180 29.91” to 28.92” 190 28.91” to 27.92” 200 REFERENCE- FAAO JO 7110.65, Para 9-3-2, Separation Minima. 4-5-5. ADJUSTED MINIMUM FLIGHT LEVEL When the prescribed minimum altitude for IFR operations is at or above 18,000 feet MSL and the atmospheric pressure is less than 29.92”, add the appropriate adjustment factor from TBL 4-5-3 to the flight level equivalent of the minimum altitude in feet to determine the adjusted minimum flight level. TBL 4-5-3 Minimum FL Adjustment Altimeter Setting Adjustment Factor 29.92” or higher None 29.91” to 29.42” 500 feet 29.41” to 28.92” 1,000 feet 28.91” to 28.42” 1,500 feet 28.41” to 27.92” 2,000 feet 4-5-6. MINIMUM EN ROUTE ALTITUDES Except as provided in subparas a and b below, assign altitudes at or above the MEA for the route segment being flown. When a lower MEA for subsequent segments of the route is applicable, issue the lower MEA only after the aircraft is over or past the Fix/NAVAID beyond which the lower MEA applies unless a crossing restriction at or above the higher MEA is issued. JO 7110.65S 2/14/08 4-5-3 Altitude Assignment and Verification a. An aircraft may be cleared below the MEA but not below the MOCA for the route segment being flown if the altitude assigned is at least 300 feet above the floor of controlled airspace and one of the following conditions are met: NOTE- Controllers must be aware that in the event of radio communications failure, a pilot will climb to the MEA for the route segment being flown. 1. Nonradar procedures are used only within 22_miles of a VOR, VORTAC, or TACAN. 2. Radar procedures are used only when an operational advantage is realized and the following actions are taken: (a) Radar navigational guidance is provided until the aircraft is within 22 miles of the NAVAID, and (b) Lost communications instructions are issued. b. An aircraft may be cleared to operate on jet routes below the MEA (but not below the prescribed minimum altitude for IFR operations) or above the maximum authorized altitude if, in either case, radar service is provided. NOTE- Minimum en route and maximum authorized altitudes for certain jet route segments have been established above the floor of the jet route structure due to limitations on navigational signal coverage. c. Where a higher altitude is required because of an MEA, the aircraft shall be cleared to begin climb to the higher MEA as follows: 1. If no MCA is specified, prior to or immediately after passing the fix where the higher MEA is designated. (See FIG 4-5-1.) FIG 4-5-1 No MCA Specified 2. If a MCA is specified, prior to the fix so as to cross the fix at or above the MCA. (See FIG 4-5-2.) FIG 4-5-2 MCA Specified d. Where MEAs have not been established, clear an aircraft at or above the minimum altitude for IFR operations prescribed by 14 CFR Section 91.177. REFERENCE- FAAO JO 7110.65, Para 4-2-8, IFR-VFR and VFR-IFR Flights. FAAO JO 7110.65, Para 4-4-1, Route Use. FAAO JO 7110.65, Chapter 5, Section 6, Para 5-6-1, Application. FAAO JO 7110.65, Para 7-7-5, Altitude Assignments. 4-5-7. ALTITUDE INFORMATION Issue altitude instructions as follows: REFERENCE- FAAO JO 7110.65, Para 4-2-1, Clearance Items. a. Altitude to maintain or cruise. When issuing cruise in conjunction with an airport clearance limit and an unpublished route will be used, issue an appropriate crossing altitude to ensure terrain clearance until the aircraft reaches a fix, point, or route where the altitude information is available to the pilot. When issuing a cruise clearance to an airport which does not have a published instrument approach, a cruise clearance without a crossing restriction may be issued. PHRASEOLOGY- MAINTAIN/CRUISE (altitude). MAINTAIN (altitude) UNTIL (time, fix, waypoint), or (number of miles or minutes) MILES/MINUTES PAST (fix, waypoint). CROSS (fix, point, waypoint), or INTERCEPT (route) AT OR ABOVE (altitude), CRUISE (altitude). JO 7110.65S 2/14/08 4-5-4 Altitude Assignment and Verification NOTE1. The crossing altitude must assure IFR obstruction clearance to the point where the aircraft is established on a segment of a published route or instrument approach procedure. 2. When an aircraft is issued a cruise clearance to an airport which does not have a published instrument approach procedure, it is not possible to satisfy the requirement for a crossing altitude that will ensure terrain clearance until the aircraft reaches a fix, point, or route where altitude information is available to the pilot. Under those conditions, a cruise clearance without a crossing restriction authorizes a pilot to determine the minimum IFR altitude as prescribed in 14 CFR Section 91.177 and descend to it at pilot discretion if it is lower than the altitude specified in the cruise clearance. b. Instructions to climb or descend including restrictions, as required. Specify a time restriction reference the UTC clock reading with a time check. If you are relaying through an authorized communications provider, such as ARINC, FSS, etc., advise the radio operator to issue the current time to the aircraft when the clearance is relayed. The requirement to issue a time check shall be disregarded if the clearance is issued via Controller Pilot Data Link Communications (CPDLC). EXAMPLE1. “United Four Seventeen, climb to reach one three thousand at two two one five.” “Time two two one one and one-quarter.” The pilot is expected to be level at 13,000 feet at 2215 UTC. 2. Through Relay-“Speedbird Five, climb to reach flight level three-five zero at one-two-one-five, time” (Issue a time check). REFERENCE- FAAO JO 7110.65, Para 1-2-1, Word Meanings. FAAO JO 7110.65, Para 2-4-17, Numbers Usage. PHRASEOLOGY- CLIMB/DESCEND AND MAINTAIN (altitude). If required, AFTER PASSING (fix, waypoint), or AT (time) (time in hours, minutes, and nearest quarter minute). CLIMB/DESCEND TO REACH (altitude) AT (time (issue time check) or fix, waypoint), or AT (time). CLIMB/DESCEND AND MAINTAIN (altitude) WHEN ESTABLISHED AT LEAST (number of miles or minutes) MILES/MINUTES PAST (fix, waypoint) ON THE (NAVAID) (specified) RADIAL. CLIMB/DESCEND TO REACH (altitude) AT (time or fix, waypoint), or A POINT (number of miles) MILES (direction) OF (name of DME NAVAID), or MAINTAIN (altitude) UNTIL (time (issue time check), fix, waypoint), THEN CLIMB/DESCEND AND MAINTAIN (altitude). Through relay: CLIMB TO REACH (altitude) AT (time) (issue a time check). c. Specified altitude over a specified fix, waypoint. PHRASEOLOGY- CROSS (fix, waypoint) AT (altitude). CROSS (fix, waypoint) AT OR ABOVE/BELOW (altitude). d. A specified altitude over a specified fix for that portion of a descent clearance where descent at pilot's discretion is permissible. At any other time it is practicable, authorize climb/descent at pilot's discretion. PHRASEOLOGY- CLIMB/DESCEND AT PILOT'S DISCRETION. EXAMPLE“United Four Seventeen, descend and maintain six_thousand.” NOTE- The pilot is expected to commence descent upon receipt of the clearance and to descend at the suggested rates specified in the AIM, para 4-4-9, Adherence to Clearance, until reaching the assigned altitude of 6,000 feet. EXAMPLE“United Four Seventeen, descend at pilot's discretion, maintain six thousand.” NOTE- The pilot is authorized to conduct descent within the context of the term “at pilot's discretion” as described in the AIM. JO 7110.65S 2/14/08 4-5-5 Altitude Assignment and Verification EXAMPLE“United Four Seventeen cross Lakeview V-O-R at or above flight level two zero zero, descend and maintain six_thousand.” NOTE- The pilot is authorized to conduct descent “at pilot's discretion” until reaching Lakeview VOR. The pilot must comply with the clearance provision to cross the Lakeview VOR at or above FL 200, and after passing Lakeview VOR, the pilot is expected to descend at the rates specified in the AIM until reaching the assigned altitude of 6,000 feet. EXAMPLE“United Four Seventeen, cross Lakeview V-O-R at and maintain six thousand.” NOTE- The pilot is authorized to conduct descent “at pilot's discretion,” but must comply with the clearance provision to cross Lakeview VOR at 6,000 feet. EXAMPLE“United Four Seventeen, descend now to flight level two seven zero, cross Lakeview V-O-R at or below one zero thousand, descend and maintain six thousand.” NOTE- The pilot is expected to promptly execute and complete descent to FL 270 upon receipt of the clearance. After reaching FL 270, the pilot is authorized to descend “at pilot's discretion” until reaching Lakeview VOR. The pilot must comply with the clearance provision to cross Lakeview VOR at or below 10,000 feet. After Lakeview VOR, the pilot is expected to descend at the rates specified in the AIM until reaching 6,000 feet. NOTE1. A descent clearance which specifies a crossing altitude authorizes descent at pilot's discretion for that portion of the flight to which the crossing altitude restriction applies.

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2. Any other time that authorization to descend at pilot's discretion is intended, it must be specifically stated by the controller. 3. The pilot may need to know of any future restrictions that might affect the descent, including those that may be issued in another sector, in order to properly plan a descent at pilot's discretion. 4. Controllers need to be aware that the descent rates in the AIM are only suggested and aircraft will not always descend at those rates. REFERENCE- P/CG Term- Pilot's Discretion. e. When a portion of a climb/descent may be authorized at the pilot's discretion, specify the altitude the aircraft must climb/descend to followed by the altitude to maintain at the pilot's discretion. PHRASEOLOGY- CLIMB/DESCEND NOW TO (altitude), THEN CLIMB/DESCEND AT PILOT'S DISCRETION MAINTAIN (altitude). EXAMPLE“United Three Ten, descend now to flight level two eight zero, then descend at pilot's discretion maintain flight level two four zero.” NOTE1. The pilot is expected to commence descent upon receipt of the clearance and to descend at the suggested rates specified in the AIM, para 4-4-10, Adherence to Clearance, until reaching FL 280. At that point, the pilot is authorized to continue descent to FL 240 within the context of the term “at pilot's discretion” as described in the AIM. 2. Controllers need to be aware that the descent rates in the AIM are only suggested and aircraft will not always descend at those rates. f. When the “pilot's discretion” portion of a climb/descent clearance is being canceled by assigning a new altitude, inform the pilot that the new altitude is an “amended altitude.” EXAMPLE“American Eighty Three, amend altitude, descend and maintain Flight Level two six zero.” NOTE- American Eighty Three, at FL 280, has been cleared to descend at pilot's discretion to FL 240. Subsequently, the altitude assignment is changed to FL 260. Therefore, pilot's discretion is no longer authorized. g. Altitude assignments involving more than one altitude. PHRASEOLOGY- MAINTAIN BLOCK (altitude) THROUGH (altitude). h. Instructions to vertically navigate on a STAR/RNAV STAR/FMSP with published restrictions. PHRASEOLOGY- DESCEND VIA (STAR/RNAV STAR/FMSP name and number) TERMINAL: DESCEND VIA (STAR/RNAV STAR/FMSP name and number and runway number). EXAMPLE“Descend via the Mudde One Arrival.” “Cross JCT at flight level two four zero, then descend via the Coast Two Arrival.” TERMINAL: “Descend via the Lendy One Arrival, Runway 22 left.” JO 7110.65S 2/14/08 4-5-6 Altitude Assignment and Verification NOTE- Clearance to “descend via” authorizes pilots: 1. To vertically and laterally navigate on a STAR/RNAV STAR/FMSP. 2. When cleared to a waypoint depicted on a STAR/RNAV STAR/FMSP, to descend from a previously assigned altitude at pilot's discretion to the altitude depicted for that waypoint, and once established on the depicted arrival, to navigate laterally and vertically to meet all published restrictions. ATC is responsible for obstacle clearance when issuing a “descend via” clearance from a previously assigned altitude. REFERENCE- FAAO JO 7110.65, Para 4-5-6, Minimum En Route Altitudes. FAAO JO 7110.65, Para 5-5-9, Separation From Obstructions. NOTE3. Pilots navigating on a STAR/RNAV STAR/FMSP shall maintain last assigned altitude until receiving clearance to “descend via.” 4. Pilots cleared for vertical navigation using the phraseology “descend via” shall inform ATC upon initial contact. EXAMPLE“Delta One Twenty One leaving FL 240, descending via the Civit One arrival.” REFERENCE- AIM, Para_5-4-1, Standard Terminal Arrival (STAR), Area Navigation (RNAV) STAR, and Flight Management System Procedures (FMSP) for Arrivals. 1. Assign an altitude to cross the waypoint/fix, if no altitude is depicted at the waypoint/fix, for aircraft on a direct routing to a STAR/RNAV STAR/FMSP. EXAMPLE“Proceed direct Luxor, cross Luxor at or above flight level two zero zero, then descend via the Ksino One Arrival.” 2. A descend via clearance shall not be used where procedures contain published “expect” altitude restrictions. NOTE- Pilots are not expected to comply with published “expect” restrictions in the event of lost communications, unless ATC has specifically advised the pilot to expect these restrictions as part of a further clearance. 3. If it is necessary to assign a crossing altitude which differs from the STAR/RNAV STAR/FMSP altitude, emphasize the change to the pilot. PHRASEOLOGY- DESCEND VIA THE (STAR/FMSP) ARRIVAL EXCEPT CROSS (fix, point, waypoint) (revised altitude information). EXAMPLE“United 454 descend via the Haris One Arrival, except cross Haris at or above one six thousand.” NOTE- The aircraft should track laterally and vertically on the Haris One Arrival and should descend so as to cross Haris at or above 16,000; remainder of the arrival shall be flown as published. 4. If it is necessary to assign an interim altitude, or assign a final altitude not contained on a STAR/RNAV STAR/FMSP, the provisions of subpara_4-5-7h may be used in conjunction with subpara_4-5-7a. PHRASEOLOGY- DESCEND VIA THE (STAR/RNAV STAR/FMSP) ARRIVAL EXCEPT AFTER (fix) MAINTAIN (revised altitude information). EXAMPLE“United 454 descend via the Haris One Arrival, except after Bruno, maintain one zero thousand.” NOTE- The aircraft should track laterally and vertically on the Haris One Arrival and should descend so as to comply with all speed and altitude restrictions until reaching Bruno and then maintain 10,000. Upon reaching 10,000, aircraft should maintain 10,000 until cleared by ATC to continue to descend. REFERENCE- FAAO JO 7110.65, Para 4-7-1, Clearance Information. AIM, Para 5-4-1, Standard Terminal Arrival (STAR), Area Navigation (RNAV) STAR, and Flight Management System Procedures (FMSP) for Arrivals. i. When a pilot is unable to accept a clearance, issue revised instructions to ensure positive control and standard separation. NOTE1. 14 CFR Section 91.123 states that a pilot is not allowed to deviate from an ATC clearance “that has been obtained...unless an amended clearance is obtained” (except when an emergency exists). 2. A pilot is therefore expected to advise the controller if a clearance cannot be accepted when the clearance is issued. “We will try” and other such acknowledgements do not constitute pilot acceptance of an ATC clearance. 3. Controllers are expected to issue ATC clearances which conform with normal aircraft operational capabilities and do not require “last minute” amendments to ensure standard separation. 4. “Expedite” is not to be used in lieu of appropriate restrictions to ensure separation. REFERENCE- FAAO JO 7110.65, Para 10-1-3, Providing Assistance. JO 7110.65S 2/14/08 4-5-7 Altitude Assignment and Verification 4-5-8. ANTICIPATED ALTITUDE CHANGES If practicable, inform an aircraft when to expect climb or descent clearance or to request altitude change from another facility. PHRASEOLOGY- EXPECT HIGHER/LOWER IN (number of miles or minutes) MILES/MINUTES, or AT (fix). REQUEST ALTITUDE/FLIGHT LEVEL CHANGE FROM (name of facility). If required, AT (time, fix, or altitude). REFERENCE- FAAO JO 7110.65, Para 2-2-6, IFR Flight Progress Data. 4-5-9. ALTITUDE CONFIRMATION- NONRADAR a. Request a pilot to confirm assigned altitude on initial contact and when position reports are received unless: NOTE- For the purpose of this paragraph, “initial contact” means a pilot's first radio contact with each sector/position. 1. The pilot states the assigned altitude, or 2. You assign a new altitude to a climbing or descending aircraft, or 3. TERMINAL. The aircraft was transferred to you from another sector/position within your facility (intrafacility). PHRASEOLOGY(In level flight situations), VERIFY AT (altitude/flight level). (In climbing/descending situations), (if aircraft has been assigned an altitude below the lowest useable flight level), VERIFY ASSIGNED ALTITUDE (altitude). (If aircraft has been assigned a flight level at or above the lowest useable flight level), VERIFY ASSIGNED FLIGHT LEVEL (flight level). b. USA. Reconfirm all pilot altitude read backs. PHRASEOLOGY(If altitude read back is correct), AFFIRMATIVE (altitude). (If altitude read back is not correct), NEGATIVE. CLIMB/DESCEND AND MAINTAIN (altitude), or NEGATIVE. MAINTAIN (altitude). JO 7110.65S 2/14/08 4-5-8 JO 7110.65S 2/14/08 4-6-1 Holding Aircraft Section 6. Holding Aircraft 4-6-1. CLEARANCE TO HOLDING FIX Consider operational factors such as length of delay, holding airspace limitations, navigational aids, altitude, meteorological conditions when necessary to clear an aircraft to a fix other than the destination airport. Issue the following: a. Clearance limit (if any part of the route beyond a clearance limit differs from the last routing cleared, issue the route the pilot can expect beyond the clearance limit). PHRASEOLOGY- EXPECT FURTHER CLEARANCE VIA (routing). EXAMPLE“Expect further clearance via direct Stillwater V-O-R, Victor Two Twenty-Six Snapy intersection, direct Newark.” b. Holding instructions. 1. Holding instructions may be eliminated when you inform the pilot that no delay is expected. 2. When the pattern is charted, you may omit all holding instructions except the charted holding direction and the statement “as published.” Always issue complete holding instructions when the pilot requests them. NOTE- The most generally used holding patterns are depicted on U.S. Government or commercially produced low/high altitude en route, area, and STAR Charts. PHRASEOLOGY- CLEARED TO (fix), HOLD (direction), AS PUBLISHED, or CLEARED TO (fix), NO DELAY EXPECTED. c. EFC. Do not specify this item if no delay is expected. 1. When additional holding is expected at any other fix in your facility's area, state the fix and your best estimate of the additional delay. When more than one fix is involved, state the total additional en route delay (omit specific fixes). NOTE- Additional delay information is not used to determine pilot action in the event of two-way communications failure. Pilots are expected to predicate their actions solely on the provisions of 14 CFR Section 91.185. PHRASEOLOGY- EXPECT FURTHER CLEARANCE (time), and if required, ANTICIPATE ADDITIONAL (time in minutes/hours) MINUTE/HOUR DELAY AT (fix), or ANTICIPATE ADDITIONAL (time in minutes/hours) MINUTE/HOUR EN ROUTE DELAY. EXAMPLE1. “Expect further clearance one niner two zero, anticipate additional three zero minute delay at Sweet.” 2. “Expect further clearance one five one zero, anticipate additional three zero minute en route delay.” 2. When additional holding is expected in an approach control area, state the total additional terminal delay. PHRASEOLOGY- EXPECT FURTHER CLEARANCE (time), and if required, ANTICIPATE ADDITIONAL (time in minutes/hours) MINUTE/HOUR TERMINAL DELAY. 3. TERMINAL. When terminal delays exist or are expected, inform the appropriate center or approach control facility so that the information can be forwarded to arrival aircraft. 4. When delay is expected, issue items in subparas a and b at least 5 minutes before the aircraft is estimated to reach the clearance limit. If the traffic situation requires holding an aircraft that is less than 5 minutes from the holding fix, issue these items immediately. NOTE1. The AIM indicates that pilots should start speed reduction when 3 minutes or less from the holding fix. The additional 2 minutes contained in the 5-minute requirement are necessary to compensate for different pilot/controller ETAS at the holding fix, minor differences in clock times, and provision for sufficient planning and reaction times. 2. When holding is necessary, the phrase “delay indefinite” should be used when an accurate estimate of the delay time and the reason for the delay cannot immediately JO 7110.65S 2/14/08 4-6-2 Holding Aircraft be determined; i.e., disabled aircraft on the runway, terminal or center sector saturation, weather below landing minimums, etc. In any event, every attempt should be made to provide the pilot with the best possible estimate of his/her delay time and the reason for the delay. Controllers/supervisors should consult, as appropriate, with personnel (other sectors, weather forecasters, the airport management, other facilities, etc.) who can best provide this information. PHRASEOLOGY- DELAY INDEFINITE, (reason if known), EXPECT FURTHER CLEARANCE (time). (After determining the reason for the delay, advise the pilot as soon as possible.) EXAMPLE“Cleared to Drewe, hold west, as published, expect further clearance via direct Sidney V-O-R one three one five, anticipate additional two zero minute delay at Woody.” “Cleared to Aston, hold west on Victor two twenty-five, seven mile leg, left turns, expect further clearance one niner two zero, anticipate additional one five minute terminal delay.” “Cleared to Wayne, no delay expected.” “Cleared to Wally, hold north, as published, delay indefinite, snow removal in progress, expect further clearance one one three zero.” 4-6-2. CLEARANCE BEYOND FIX a. If no delay is expected, issue a clearance beyond the clearance limit as soon as possible and, whenever possible, at least 5 minutes before the aircraft reaches the fix. b. Include the following items when issuing clearance beyond a clearance limit: 1. Clearance limit or approach clearance. 2. Route of flight. Specify one of the following: (a) Complete details of the route (airway, route, course, fix(es), azimuth course, heading, arc, or vector.) (b) The phrase “via last routing cleared.” Use this phrase only when the most recently issued routing to the new clearance limit is valid and verbiage will be reduced. PHRASEOLOGY- VIA LAST ROUTING CLEARED. 3. Assigned altitude if different from present altitude. NOTE- Except in the event of a two-way communications failure, when a clearance beyond a fix has not been received, pilots are expected to hold as depicted on U.S. Government or commercially produced (meeting FAA requirements) low/high altitude en route and area or STAR charts. If no holding pattern is charted and holding instructions have not been issued, pilots should ask ATC for holding instructions prior to reaching the fix. If a pilot is unable to obtain holding instructions prior to reaching the fix, the pilot is expected to hold in a standard pattern on the course on which the aircraft approached the fix and request further clearance as soon as possible. 4-6-3. DELAYS a. Advise your supervisor or flow controller as soon as possible when you delay or expect to delay aircraft. b. When arrival delays reach or are anticipated to reach 30 minutes, take the following action: 1. EN ROUTE. The center responsible for transferring control to an approach control facility or, for a nonapproach control destination, the center in whose area the aircraft will land shall issue total delay information as soon as possible after the aircraft enters the center's area. Whenever possible, the delay information shall be issued by the first center controller to communicate with the aircraft. 2. TERMINAL. When tower en route control service is being provided, the approach control facility whose area contains the destination airport shall issue total delay information as soon as possible after the aircraft enters its approach control area. Whenever possible, the delay information shall be issued by the first terminal controller to communicate with the aircraft. 3. Unless a pilot requests delay information, the actions specified in subparas 1 and 2 above may be omitted when total delay information is available to pilots via ATIS. PHRASEOLOGY(Airport) ARRIVAL DELAYS (time in minutes/hours). JO 7110.65S 2/14/08 4-6-3 Holding Aircraft 4-6-4. HOLDING INSTRUCTIONS When issuing holding instructions, specify: a. Direction of holding from the fix/waypoint. b. Holding fix or waypoint. NOTE- The holding fix may be omitted if included at the beginning of the transmission as the clearance limit. c. Radial, course, bearing, track, azimuth, airway, or route on which the aircraft is to hold. d. Leg length in miles if DME or RNAV is to be used. Specify leg length in minutes if the pilot requests it or you consider it necessary. e. Direction of holding pattern turns only if left turns are to be made, the pilot requests it, or you consider it necessary. PHRASEOLOGY- HOLD (direction) OF (fix/waypoint) ON (specified radial, course, bearing, track, airway, azimuth(s), or route.) If leg length is specified, (number of minutes/miles) MINUTE/MILE LEG. If direction of turn is specified, LEFT/RIGHT TURNS. NOTE- It is mandatory for the controller to issue left or right turns every time a holding pattern is issued for MLS. f. Issue maximum holding airspeed advisories when an aircraft is: 1. Approved to exceed the maximum airspeed of a pattern, and is cleared into a holding pattern that will protect for the greater speed; or 2. Observed deviating from the holding pattern airspace area; or 3. Cleared into an airspeed restricted holding pattern in which the icon has not been published. EXAMPLE- Due to turbulence, a turboprop requests to exceed the recommended maximum holding airspeed. ATCS may clear the aircraft into a pattern that protects for the airspeed request, and shall advise the pilot of the maximum holding airspeed for the holding pattern airspace area. PHRASEOLOGY“MAXIMUM HOLDING AIRSPEED IS TWO ONE ZERO KNOTS.” 4-6-5. VISUAL HOLDING POINTS You may use as a holding fix a location which the pilot can determine by visual reference to the surface if he/she is familiar with it. PHRASEOLOGY- HOLD AT (location) UNTIL (time or other condition.) REFERENCE- FAAO JO 7110.65, Para 7-1-4, Visual Holding of VFR Aircraft. 4-6-6. HOLDING FLIGHT PATH DEVIATION Approve a pilot's request to deviate from the prescribed holding flight path if obstacles and traffic conditions permit. 4-6-7. UNMONITORED NAVAIDs Separate an aircraft holding at an unmonitored NAVAID from any other aircraft occupying the course which the holding aircraft will follow if it does not receive signals from the NAVAID. 4-6-8. ILS PROTECTION/CRITICAL AREAS When conditions are less than reported ceiling 800_feet or visibility of 2 miles, do not authorize aircraft to hold below 5,000 feet AGL inbound toward the airport on or within 1 statute mile of the localizer between the ILS OM or the fix used in lieu of the OM and the airport. USAF. The holding restriction applies only when an arriving aircraft is between the ILS OM or the fix used in lieu of the OM and the runway. REFERENCE- FAAO 7130.3, Holding Pattern Criteria. JO 7110.65S 2/14/08 4-6-4 JO 7110.65S 2/14/08 4-7-1 Arrival Procedures Section 7. Arrival Procedures 4-7-1. CLEARANCE INFORMATION Clear an arriving aircraft to a clearance limit by specifying the following: a. Name of fix or airport. b. Route of flight including a STAR/RNAV STAR/FMSP and STAR/RNAV STAR/FMSP transition, if appropriate. Assign a STAR/RNAV STAR/FMSP and STAR/RNAV STAR/FMSP transition to any aircraft in lieu of other routes; e.g., airways or preferential arrival routes when the routings are the same. The clearance shall include the name and transition, if necessary, of the STAR/RNAV STAR/FMSP to be flown. TERMINAL: When the STAR/RNAV STAR/FMSP transition is designed to provide course guidance to multiple runways, the facility shall state intended runway number on initial contact, or as soon as practical. If the runway assignment, or any subsequent runway change, is not issued prior to 10_NM from the runway transition waypoint, radar vectors to final shall be provided. PHRASEOLOGY(STAR/RNAV STAR/FMSP name and number) ARRIVAL. (STAR/RNAV STAR/FMSP name and number) ARRIVAL, (transition name) TRANSITION. CHANGE/AMEND TRANSITION TO (runway number). CHANGE/AMEND TRANSITION TO (runway number) TURN LEFT/RIGHT or HEADING (heading) FOR VECTOR TO FINAL APPROACH COURSE. EXAMPLE“Rosewood One arrival.” “Rosewood One arrival, Delta transition.” “Change transition to Runway 09 right.” “Amend transition to Runway 22 left, turn right heading 180 for vector to final approach course.” NOTE- If a civil pilot does not wish to use a STAR or FMSP issued in an ATC clearance or any other STAR or FMSP published for that location, the pilot is expected to advise ATC. c. Altitude instructions, as follows: 1. Assigned altitude; or 2. Instructions to vertically navigate on the STAR/FMSP or STAR/FMSP transition. EXAMPLE“Bayview Three R-NAV Arrival, Helen Transition, maintain Flight Level Three Three Zero.” “Descend via the Civit One Arrival.” “Descend via the Lendy One R-NAV Arrival, Runway_22 left.” “Cross JCT at Flight Level Two Four Zero.” “Descend via the Coast Two Arrival.” “Civit One Arrival, Descend and Maintain Flight Level_Two Four Zero.” REFERENCE- FAAO JO 7110.65, Para 4-5-7, Altitude Information. AIM, Para_5-4-1, Standard Terminal Arrival (STAR), Area Navigation (RNAV) STAR, and Flight Management System Procedures (FMSP) for Arrivals. d. Issue holding instructions, EFC, and additional delay information as required. e. Instructions regarding further communications as appropriate. REFERENCE- FAAO JO 7110.65, Para 2-1-17, Radio Communications Transfer. 4-7-2. ADVANCE DESCENT CLEARANCE EN ROUTE Take the following action when exercising control of aircraft landing at an airport located in an adjacent center's control area near the common boundary: a. Coordinate with the receiving facility for a lower altitude and issue a clearance to the aircraft as appropriate. b. Initiate this action at a distance sufficient from destination to allow for normal descent and speed reduction. 4-7-3. SINGLE FREQUENCY APPROACHES (SFA) TERMINAL Where SFA procedures for military single-piloted turbojet aircraft on an IFR flight plan are contained in a letter of agreement, do not require a radio frequency change after the aircraft begins approach or after initial contact during an en route descent until a landing or low approach has been completed except under the following conditions: REFERENCE- FAAO JO 7610.4, Special Operations, Para 9-3-6, Single Frequency Approach (SFA). P/CG Term- Single-Piloted Aircraft. JO 7110.65S 2/14/08 4-7-2 Arrival Procedures a. During daylight hours while the aircraft is in VFR conditions. b. On pilot request. c. When pilot cancels IFR flight plan. d. In an emergency situation. e. When aircraft is cleared for visual approach. 4-7-4. RADIO FREQUENCY AND RADAR BEACON CHANGES FOR MILITARY AIRCRAFT When military single-piloted turbojet aircraft will conduct an approach wholly or partly in IFR conditions or at night, take the following action: NOTE- It is known that the mental distraction and the inadvertent movement of aircraft controls resulting from the pilot's turning, reaching, or leaning to change frequencies can induce spatial disorientation (vertigo). a. Avoid radio frequency and radar beacon changes to the maximum extent that communications capabilities and traffic will permit. However, when changes are required: 1. Give instructions early enough to allow the change before the aircraft reaches the approach fix or handoff point. 2. Keep frequency/radar beacon changes to a minimum below 2,500 feet above the surface. 3. Avoid requiring frequency/radar beacon changes during the time the aircraft is making a turn. b. When traffic volume requires, a frequency other than the one used by aircraft making approaches may be assigned for use in transferring control to the approach control facility. TERMINAL c. If practicable, use a frequency common to both the GCA unit and approach control to minimize frequency changes. d. When a GCA unit is not able to communicate on a common frequency, a change to a GCA frequency may be authorized. e. When a nonradar approach will be made, aircraft may be instructed to change to tower frequency when: 1. The reported ceiling is at or above 1,500 feet and visibility is 5 statute miles or more. 2. The aircraft reports able to proceed by visual reference to the surface. 3. The aircraft requests and is cleared for a contact approach. 4. The aircraft is cleared for a visual approach. f. Avoid making frequency/radar beacon changes after an aircraft begins a high altitude approach. g. In the event of a missed approach, do not require a frequency/radar beacon change before the aircraft reaches the missed approach altitude, the MEA, or the MVA. REFERENCE- FAAO JO 7110.65, Para 5-2-6, Function Code Assignments. 4-7-5. MILITARY TURBOJET EN ROUTE DESCENT Provide military turbojet aircraft the same arrival procedures that are provided for nonmilitary turbojet aircraft except: NOTE- It is the responsibility of the pilot to request a high altitude approach if he/she does not want normal arrival handling. a. An en route descent may be used in a nonradar environment; however, radar capability should exist which will permit the aircraft to be vectored to the final approach course of a published high altitude instrument approach procedure or PAR/ASR approach. Do not use this procedure if other than normal vectoring delays are anticipated. b. Prior to issuance of a descent clearance below the highest initial approach fix altitude established for any high altitude instrument approach procedure for the destination airport inform the aircraft: 1. Type of approach to expect. EXAMPLE“Expect V-O-R approach to runway three two.” 2. Radar vectors will be provided to the final approach course. EXAMPLE“Expect surveillance/precision approach to runway one seven; radar vectors to final approach course.” JO 7110.65S 2/14/08 4-7-3 Arrival Procedures 3. Current weather whenever the ceiling is below 1,000 feet (USAF: 1,500 feet) or the highest circling minimum whichever is greater, or when the visibility is less than 3 miles. EXAMPLE“Expect ILS/MLS approach to runway eight; radar vectors to localizer/azimuth course. Weather (reported weather).” c. If ATIS is provided and the pilot advises he/she has received the current ATIS broadcast before the descent clearance in subpara b is issued, omit those items in subpara b that are contained in the broadcast. d. To avoid requiring an aircraft to fly at low altitudes for an excessive distance, descent clearance should be issued at a point determined by adding 10 to the first two digits of the flight level. EXAMPLE- For FL 370, 37 _ 10 = 47 miles. NOTE- Turbojet en route descents are based on a rate of descent of 4,000 to 6,000 feet per minute. e. Do not terminate the en route descent of an aircraft without the consent of the pilot except as required by radar outage or an emergency situation. REFERENCE- FAAO JO 7110.65, Para 4-8-4, Altitude Assignment for Military High Altitude Instrument Approaches. 4-7-6. ARRIVAL INFORMATION EN ROUTE a. Forward the following information to nonapproach control towers soon enough to permit adjustment of the traffic flow or to FSSs soon enough to provide local airport advisory where applicable: 1. Aircraft identification. 2. Type of aircraft. 3. ETA. 4. Type of instrument approach procedure the aircraft will execute; or 5. For SVFR, the direction from which the aircraft will enter Class B, Class C, Class D, or Class_E surface area and any altitude restrictions that were issued; or 6. For aircraft executing a contact approach the position of the aircraft. NOTE- Specific time requirements are usually stated in a letter of agreement. b. Forward the following information to approach control facilities before transfer of control jurisdiction: NOTE- Transfer points are usually specified in a letter of agreement. 1. Aircraft identification. 2. Type of aircraft and appropriate aircraft equipment suffix. 3. ETA or actual time, and proposed or actual altitude over clearance limit. The ETA need not be given if the arrival information is being forwarded during a radar handoff. 4. Clearance limit (when other than the destination airport) and EFC issued to the aircraft. Clearance limit may be omitted when provided for in a letter of agreement. 5. Time, fix, or altitude when control responsibility is transferred to the approach control facility. This information may be omitted when provided for in a letter of agreement. PHRASEOLOGY(Identification), (type of aircraft), ESTIMATED/OVER (clearance limit), (time), (altitude), EFC (time). If required, YOUR CONTROL, or YOUR CONTROL AT (time, fix or altitude). 4-7-7. WEATHER INFORMATION EN ROUTE When an available official weather report indicates weather conditions are below a 1,000-foot (USAF:_1,500-foot) ceiling or below the highest circling minimum, whichever is higher, or less than three-miles visibility for the airport concerned, transmit the weather report and changes classified as special weather observations to an arriving aircraft prior to or as part of the approach clearance when: a. It is transmitted directly to the pilot via center controller-to-pilot communications. JO 7110.65S 2/14/08

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4-7-4 Arrival Procedures b. It is relayed through a communications station other than an air carrier company radio or through a nonapproach control facility. You may do this by telling the station or nonapproach control facility to issue current weather. 4-7-8. BELOW MINIMA REPORT BY PILOT If an arriving aircraft reports weather conditions are below his/her landing minima: NOTE- Determination that existing weather/visibility is adequate for approach/landing is the responsibility of the pilot/aircraft operator. a. Issue appropriate instructions to the aircraft to hold or proceed to another airport. b. Adjust, as necessary, the position in the landing sequence of any other aircraft desiring to make approaches and issue approach clearances accordingly. 4-7-9. TRANSFER OF JURISDICTION Transfer radio communications and control responsibility early enough to allow the receiving facility to clear an aircraft beyond the clearance limit before the aircraft reaches it.

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4-7-10. APPROACH INFORMATION a. Both en route and terminal approach control sectors shall provide current approach information to aircraft destined to airports for which they provide approach control services. This information shall be provided on initial contact or as soon as possible thereafter. Approach information contained in the ATIS broadcast may be omitted if the pilot states the appropriate ATIS code. For pilots destined to an airport without ATIS, items 3-5 below may be omitted after the pilot advises receipt of the automated weather; otherwise, issue approach information by including the following: 1. Approach clearance or type approach to be expected if two or more approaches are published and the clearance limit does not indicate which will be used. 2. Runway if different from that to which the instrument approach is made. 3. Surface wind. 4. Ceiling and visibility if the reported ceiling at the airport of intended landing is below 1,000 feet or below the highest circling minimum, whichever is greater, or the visibility is less than 3 miles. 5. Altimeter setting for the airport of intended landing. REFERENCE- FAAO JO 7110.65, Chapter 2, Section 7, Altimeter Settings. b. Upon pilot request, controllers shall inform pilots of the frequency where automated weather data may be obtained and, if appropriate, that airport weather is not available. PHRASEOLOGY(Airport) AWOS/ASOS WEATHER AVAILABLE ON (frequency).

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1. ASOS/AWOS shall be set to provide one minute weather at uncontrolled airports that are without ground-to-air weather broadcast capability by a CWO, NWS or FSS observer. 2. Controllers will consider the long-line disseminated weather from an automated weather system at an uncontrolled airport as trend information only and shall rely on the pilot for the current weather information for that airport. 3. Controllers shall issue the last long-line disseminated weather to the pilot if the pilot is unable to receive the ASOS/AWOS broadcast. NOTE- Aircraft destined to uncontrolled airports, which have automated weather data with broadcast capability, should monitor the ASOS/AWOS frequency to ascertain the current weather at the airport. The pilot should advise the controller when he/she has received the broadcast weather and state his/her intentions. c. Issue any known changes classified as special weather observations as soon as possible. Special weather observations need not be issued after they are included in the ATIS broadcast and the pilot states the appropriate ATIS code. d. Advise pilots when the ILS/MLS on the runway in use is not operational if that ILS/MLS is on the same frequency as an operational ILS/MLS serving another runway. EXAMPLE“Expect visual approach runway two five right, runway_two five right I-L-S not operational.” JO 7110.65S 2/14/08 4-7-5 Arrival Procedures REFERENCE- FAAO JO 7110.65, Para 2-7-2, Altimeter Setting Issuance Below Lowest Usable FL. FAAO JO 7110.65, Para 5-10-2, Approach Information. 14 CFR Section 91.129 Operations in Class D Airspace, Subpara_(d)(2).

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e. TERMINAL: If multiple runway transitions are depicted on a STAR procedure, advise pilots of the runway assignment on initial contact or as soon as possible thereafter. 4-7-11. ARRIVAL INFORMATION BY APPROACH CONTROL FACILITIES TERMINAL a. Forward the following information to nonapproach control towers soon enough to permit adjustment of the traffic flow or to FSSs soon enough to provide local airport advisory where applicable: 1. Aircraft identification. 2. Type of aircraft. 3. ETA. 4. Type of instrument approach procedure the aircraft will execute; or 5. For SVFR, the direction from which the aircraft will enter Class B, Class C, Class D, or Class_E surface area and any altitude restrictions that were issued; or 6. For aircraft executing a contact approach, the position of the aircraft. NOTE- Specific time requirements are usually stated in a letter of agreement. b. Forward the following information to the tower when the tower and TRACON are part of the same facility: 1. Aircraft identification. 2. Type aircraft if required for separation purposes. 3. Type of instrument approach procedure and/or runway if differing from that in use. NOTE- The local controller has the responsibility to determine whether or not conditions are adequate for the use of ATTS data on the CTRD where a facility directive authorizes its use for the transfer of arrival data. REFERENCE- FAAO JO 7210.3, Para_11-2-4, Use of Modify and Quick Look Functions. FAAO JO 7210.3, Para 11-8-4, Use of STARS Quick Look Functions. c. Where the collocated or satellite tower has ATTS data displayed on its CTRD, the ATTS modify or quick look functions may be used to forward arrival data provided that a facility directive at the collocated tower or a letter of agreement with the satellite tower exists which outlines procedures for using ATTS for transferring this data.

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d. Forward the following information to centers: 1. Where two or more instrument approach procedures are published for the airport, the particular procedure which an aircraft can expect or that it will be vectored toward the airport for a visual approach. 2. Highest altitude being used by the approach control facility at the holding fix. 3. Average time interval between successive approaches. 4. Arrival time of aircraft over the holding fix or, if control has been transferred to you before an aircraft has reached the fix, a statement or other indication acknowledging receipt of control responsibility. 5. Revised EFC if different by 10 minutes or more from that issued by the center. 6. Missed approaches if they affect center operations. 7. Information relating to an unreported or overdue aircraft.