ATC

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4-7-12. AIRPORT CONDITIONS a. EN ROUTE. Before issuing an approach clearance or en route descent, and subsequently as changes occur, inform an aircraft of any abnormal operation of approach and landing aids and of destination airport conditions that you know of which might restrict an approach or landing. b. TERMINAL. On first contact or as soon as possible thereafter, and subsequently as changes occur, inform an aircraft of any abnormal operation of approach and landing aids and of destination airport conditions that you know of which might restrict an approach or landing. This information may be omitted if it is contained in the ATIS broadcast and the pilot states the appropriate ATIS code. JO 7110.65S 2/14/08 4-7-6 Arrival Procedures REFERENCE- FAAO JO 7110.65, Chapter 3, Section 3, Airport Conditions. c. TERMINAL. Where RCRs are provided, transmit this information to USAF and ANG aircraft in accordance with one of the following. Issue the RCR to other aircraft upon pilot request. 1. Before or when an approach clearance is issued. 2. Before an en route descent clearance is issued. 3. Prior to departure. 4. As soon as possible after receipt of any subsequent changes in previously issued RCR information. NOTE1. USAF has established RCR procedures for determining the average deceleration readings of runways under conditions of water, slush, ice, or snow. The use of RCR code is dependent upon the pilot having a “stopping capability chart” specifically applicable to his/her aircraft.

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2. USAF offices furnish RCR information at airports serving USAF and ANG aircraft. REFERENCE- FAAO JO 7110.65, Para 3-3-1, Landing Area Condition. 4-7-13. SWITCHING ILS/MLS RUNWAYS TERMINAL When a change is made from one ILS to another or from one MLS to another at airports equipped with multiple systems which are not used simultaneously, coordinate with the facilities which use the fixes formed by reference to these NAVAIDs. JO 7110.65S 2/14/08 4-8-1 Approach Clearance Procedures Section 8. Approach Clearance Procedures 4-8-1. APPROACH CLEARANCE a. Clear aircraft for “standard” or “special” instrument approach procedures only. To require an aircraft to execute a particular instrument approach procedure, specify in the approach clearance the name of the approach as published on the approach chart. Where more than one procedure is published on a single chart and a specific procedure is to be flown, amend the approach clearance to specify execution of the specific approach to be flown. If only one instrument approach of a particular type is published, the approach needs not be identified by the runway reference. An aircraft conducting an ILS/MLS approach when the glideslope/glidepath is reported out of service shall be advised at the time an approach clearance is issued. Standard Instrument Approach Procedures shall commence at an Initial Approach Fix or an Intermediate Approach Fix if there is not an Initial Approach Fix. Area Navigation (RNAV) Standard Instrument Approach Procedures may begin at an Intermediate Approach Fix for aircraft that have filed an Advanced RNAV equipment suffix when the conditions of subpara b4 are met. Where adequate radar coverage exists, radar facilities may vector aircraft to the final approach course in accordance with para_5-9-1, Vectors to Final Approach Course. PHRASEOLOGY- CLEARED (type) APPROACH. (For a straight-in-approach- IFR), CLEARED STRAIGHT-IN (type) APPROACH. (To authorize a pilot to execute his/her choice of instrument approach), CLEARED APPROACH. (Where more than one procedure is published on a single chart and a specific procedure is to be flown), CLEARED (specific procedure to be flown) APPROACH. (To authorize a pilot to execute an ILS/MLS approach when the glideslope/glidepath is out of service), CLEARED (type) APPROACH, GLIDESLOPE/ GLIDEPATH UNUSABLE. EXAMPLE“Cleared Approach.” “Cleared V-O-R Approach.” “Cleared V-O-R Runway Three Six Approach.” “Cleared F-M-S Approach.” “Cleared F-M-S Runway Three Six Approach.” “Cleared I-L-S Approach.” “Cleared Localizer Back Course Runway One Three Approach.” “Cleared R-NAV Runway Two Two Approach.” “Cleared GPS Runway Two Approach.” “Cleared BRANCH ONE R-NAV Arrival and R-NAV Runway One Three Approach.” “Cleared I-L-S Runway Three Six Approach, glideslope unusable.” “Cleared M-L-S Approach.” “Cleared M-L-S Runway Three Six Approach.” “Cleared M-L-S Runway Three Six Approach, glidepath unusable.” NOTE1. Clearances authorizing instrument approaches are issued on the basis that, if visual contact with the ground is made before the approach is completed, the entire approach procedure will be followed unless the pilot receives approval for a contact approach, is cleared for a visual approach, or cancels their IFR flight plan.

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2. Approach clearances are issued based on known traffic. The receipt of an approach clearance does not relieve the pilot of his/her responsibility to comply with applicable Parts of Title 14 of the Code of Federal Regulations and the notations on instrument approach charts which levy on the pilot the responsibility to comply with or act on an instruction; e.g., “Straight-in minima not authorized at night,” “Procedure not authorized when glideslope/ glidepath not used,” “Use of procedure limited to aircraft authorized to use airport,” or “Procedure not authorized at night.” 3. The name of the approach, as published, is used to identify the approach, even though a component of the approach aid, other than the localizer on an ILS or the azimuth on an MLS is inoperative. Where more than one procedure to the same runway is published on a single chart, each must adhere to all final approach guidance contained on that chart, even though each procedure will be treated as a separate entity when authorized by ATC. For example, Instrument Approach Procedures published on a chart as either HI-VOR/DME or TACAN 1 would be stated as either “HI V-O-R/D-M-E 1 Runway Six Left Approach” or “HI TACAN 1 Runway Six Left Approach.” The use of numerical identifiers in the approach name, or alphabetical identifiers with a letter from the end of the JO 7110.65S 2/14/08 4-8-2 Approach Clearance Procedures alphabet; e.g., X, Y, Z, such as “HI TACAN 1 Rwy 6L or HI_TACAN 2 Rwy 6L,” or “RNAV (GPS) Z Rwy 04 or RNAV (GPS) Y Rwy 04,” denotes multiple straight-in approaches to the same runway that use the same approach aid. Alphabetical suffixes with a letter from the beginning of the alphabet; e.g., A, B, C, denote a procedure that does not meet the criteria for straight-in landing minimums authorization. 4. 14 CFR Section 91.175(j) requires a pilot to receive a clearance for a procedure turn when vectored to a final approach fix or position, conducting a timed approach, or when the procedure specifies “NO PT.” 5. An aircraft which has been cleared to a holding fix and prior to reaching that fix is issued a clearance for an approach, but not issued a revised routing; i.e., “proceed direct to . . ..” may be expected to proceed via the last assigned route, a feeder route (if one is published on the approach chart), and then to commence the approach as published. If, by following the route of flight to the holding fix, the aircraft would overfly an IAF or the fix associated with the beginning of a feeder route to be used, the aircraft is expected to commence the approach using the published feeder route to the IAF or from the IAF as appropriate; i.e.,_the aircraft would not be expected to overfly and return to the IAF or feeder route.

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6. Approach name items contained within parenthesis; e.g., RNAV (GPS) Rwy 04, are not included in approach clearance phraseology. REFERENCE- FAAO 8260.3, United States Standard for Terminal Instrument Procedures (TERPS). b. For aircraft operating on unpublished routes, issue the approach clearance only after the aircraft is: (See FIG 4-8-1.) 1. Established on a segment of a published route or instrument approach procedure. EXAMPLE- Aircraft 1: The aircraft is established on a segment of a published route at 5,000 feet. “Cleared V-O-R Runway Three Four Approach.” 2. Assigned an altitude to maintain until the aircraft is established on a segment of a published route or instrument approach procedure. FIG 4-8-1 Approach Clearance Example EXAMPLE- Aircraft 2: The aircraft is inbound to the VOR on an unpublished direct route at 7,000 feet. The minimum IFR altitude for IFR operations (14 CFR Section 91.177) along this flight path to the VOR is 5,000 feet. “Cross the Redding V-O-R at or above five thousand, cleared V-O-R Runway Three Four Approach.” NOTE1. The altitude assigned must assure IFR obstruction clearance from the point at which the approach clearance is issued until established on a segment of a published route or instrument approach procedure. 2. If the altitude assignment is VFR-on-top, it is conceivable that the pilot may elect to remain high until arrival over the final approach fix which may require the pilot to circle to descend so as to cross the final approach fix at an altitude that would permit landing. 3. Established on a heading or course that will intercept the initial segment at the initial approach fix, or intermediate segment at the intermediate fix when no initial approach fix is published, for a GPS or RNAV instrument approach procedure at an angle not greater than 90 degrees. Angles greater than 90_degrees may be used when a hold in lieu of procedure turn pattern is depicted at the fix for the instrument approach procedure. (See FIG 4-8-2.) JO 7110.65S 2/14/08 4-8-3 Approach Clearance Procedures FIG 4-8-2 Approach Clearance Example For RNAV Aircraft EXAMPLE- Aircraft 1 can be cleared direct to CENTR. The intercept angle at that IAF is 90 degrees or less. The minimum altitude for IFR operations (14 CFR Section 91.177) along the flight path to the IAF is 3,000 feet. If a hold in lieu of pattern is depicted and a straight-in area is not defined (e.g.,“ No PT” indicated at the fix), the aircraft must be instructed to conduct a straight-in approach if ATC does not want the pilot to execute a procedure turn.“Cleared direct CENTR, maintain at or above three thousand until CENTR, cleared straight-in R-NAV Runway One Eight approach.” Aircraft 2 cannot be cleared direct to CENTR unless the aircraft is allowed to execute a procedure turn. Aircraft 2 can be cleared direct to LEFTT. The intercept angle at that IAF is 90 degrees or less. The minimum altitude for IFR operations (14 CFR Section 91.177) along the flight path to the IAF is 3,000 feet.“Cleared direct LEFTT, maintain at or above three thousand until LEFTT, cleared R-NAV Runway One Eight approach.” The pilot does not have to be cleared for a straight-in approach since no hold in lieu of pattern is depicted at LEFTT. 4. Established on a heading or course that will intercept the intermediate segment at the intermediate fix, when an initial approach fix is published, provided the following conditions are met: (a) The instrument approach procedure is a GPS or RNAV approach. (b) Radar monitoring is provided to the Intermediate Fix. (c) The aircraft has filed an Advanced RNAV equipment suffix. (d) The pilot is advised to expect clearance direct to the Intermediate Fix at least 5 miles from the fix. (e) The aircraft is assigned an altitude to maintain until the Intermediate Fix. (f) The aircraft is on a course that will intercept the intermediate segment at an angle not greater than 90 degrees and is at an altitude that will permit normal descent from the Intermediate Fix to the Final Approach Fix. NOTE- Controllers should expect aircraft to descend at approximately 300 feet per NM when applying guidance in subpara 4(f) above. c. Except when applying radar procedures, timed or visual approaches, clear an aircraft for an approach to an airport when the preceding aircraft has landed or canceled IFR flight plan. d. Where instrument approaches require radar monitoring and radar services are not available, do not use the phraseology “cleared approach,” which allows the pilot his/her choice of instrument approaches. e. Where a Terminal Arrival Area (TAA) has been established to support RNAV approaches use the procedures under subpara b1 and b2 above. (See_FIG 4-8-3.) EXAMPLE- Aircraft 1: The aircraft has crossed the TAA boundary and is established on a segment of the approach. “Cleared R-NAV Runway One Eight Approach.” Aircraft 2: The aircraft is inbound to the CHARR (right corner) IAF on an unpublished direct route at 7,000 feet. The minimum IFR altitude for IFR operations (14 CFR Section 91.177) along this flight path to the IAF is 5,000_feet. “Cleared to CHARR, Maintain at or above five_thousand until entering the TAA, Cleared R-NAV Runway One Eight Approach.” JO 7110.65S 2/14/08 4-8-4 Approach Clearance Procedures FIG 4-8-3 Basic “T” and TAA Design JO 7110.65S 2/14/08 4-8-5 Approach Clearance Procedures f. For GPS UNRELIABLE NOTAMs, inform pilots requesting a GPS or RNAV approach that GPS is unreliable and clear the aircraft for the approach. This advisory may be omitted if contained in the Automated Terminal Information System (ATIS) broadcast. g. For pilot reported GPS anomalies, advise subsequent aircraft requesting a GPS or RNAV approach that GPS is unreliable and clear the aircraft for the approach. This advisory may be discontinued after 15 minutes if no subsequent reports are received. REFERENCE- FAAO JO 7110.65, Para 2-1-10, NAVAID Malfunctions. FAAO JO 7110.65, Para 4-7-12, Airport Conditions. PHRASEOLOGY- CLEARED (approach), GPS UNRELIABLE. h. For Wide Area Augmentation System (WAAS) UNAVAILABLE NOTAMs, advise aircraft requesting a GPS or RNAV approach that WAAS is unavailable and clear the aircraft for the approach. This advisory may be omitted if contained in the ATIS broadcast. PHRASEOLOGY- CLEARED (approach), WAAS UNAVAILABLE. NOTE1. WAAS UNAVAILABLE NOTAMs indicate a failure of a WAAS system component. GPS/WAAS equipment reverts to GPS-only operation and satisfies the requirements for basic GPS equipment. 2. WAAS UNRELIABLE NOTAMs indicate predictive coverage, are published for pilot preflight planning, and do not require any controller action. 4-8-2. CLEARANCE LIMIT Issue approach or other clearances, as required, specifying the destination airport as the clearance limit if airport traffic control service is not provided even though this is a repetition of the initial clearance. 4-8-3. RELAYED APPROACH CLEARANCE TERMINAL Include the weather report, when it is required and available, when an approach clearance is relayed through a communication station other than an air carrier company radio. You may do this by telling the station to issue current weather. 4-8-4. ALTITUDE ASSIGNMENT FOR MILITARY HIGH ALTITUDE INSTRUMENT APPROACHES Altitudes above those shown on the high altitude instrument approach procedures chart may be specified when required for separation. NOTE- To preclude the possibility of aircraft exceeding rate-of-descent or airspeed limitations, the maximum altitudes which may be assigned for any portion of the high altitude instrument approach procedure will be determined through coordination between the ATC facility concerned and the military authority which originated the high altitude instrument approach procedure. REFERENCE- FAAO JO 7110.65, Para 4-7-5, Military Turbojet En Route Descent. 4-8-5. SPECIFYING ALTITUDE Specify in the approach clearance the altitude shown in the approach procedures when adherence to that altitude is required for separation. When vertical separation will be provided from other aircraft by pilot adherence to the prescribed maximum, minimum, or mandatory altitudes, the controller may omit specifying the altitude in the approach clearance. NOTE- Use FAA or NIMA instrument approach procedures charts appropriate for the aircraft executing the approach. 4-8-6. CIRCLING APPROACH a. Circling approach instructions may only be given for aircraft landing at airports with operational control towers. b. Include in the approach clearance instructions to circle to the runway in use if landing will be made on a runway other than that aligned with the direction of instrument approach. When the direction of the circling maneuver in relation to the airport/runway is required, state the direction (eight cardinal compass points) and specify a left or right base/downwind leg as appropriate. PHRASEOLOGY- CIRCLE TO RUNWAY (number), or CIRCLE (direction using eight cardinal compass points) OF THE AIRPORT/RUNWAY FOR A LEFT/RIGHT BASE/DOWNWIND TO RUNWAY (number). JO 7110.65S 2/14/08 4-8-6 Approach Clearance Procedures NOTE- Where standard instrument approach procedures (SIAPs) authorize circling approaches, they provide a basic minimum of 300 feet of obstacle clearance at the MDA within the circling area considered. The dimensions of these areas, expressed in distances from the runways, vary for the different approach categories of aircraft. In some cases a SIAP may otherwise restrict circling approach maneuvers. c. Do not issue clearances, such as “extend downwind leg,” which might cause an aircraft to exceed the circling approach area distance from the runways within which required circling approach obstacle clearance is assured. 4-8-7. SIDE-STEP MANEUVER TERMINAL Side-step Maneuver. When authorized by an instrument approach procedure, you may clear an aircraft for an approach to one runway and inform the aircraft that landing will be made on a parallel runway. EXAMPLE“Cleared I-L-S Runway seven left approach. Side-step to runway seven right.” NOTE- Side-step maneuvers require higher weather minima/ MDA. These higher minima/MDA are published on the instrument approach charts. REFERENCE- FAAO JO 7110.65, Para 3-3-2, Closed/Unsafe Runway Information. P/CG Term- Side-step Maneuver. 4-8-8. COMMUNICATIONS RELEASE If an IFR aircraft intends to land at an airport not served by a tower or FSS, approve a change to the advisory service frequency when you no longer require direct communications. PHRASEOLOGY- CHANGE TO ADVISORY FREQUENCY APPROVED. NOTE- An expeditious frequency change permits the aircraft to receive timely local airport traffic information in accordance with AC 90-42, Traffic Advisory Practices at Airports Without Operating Control Towers. 4-8-9. MISSED APPROACH Except in the case of a VFR aircraft practicing an instrument approach, an approach clearance automatically authorizes the aircraft to execute the missed approach procedure depicted for the instrument approach being flown. An alternate missed approach procedure as published on the appropriate FAA Form_8260 or appropriate military form may be assigned when necessary. Once an aircraft commences a missed approach, it may be radar vectored. NOTE1. Alternate missed approach procedures are published on the appropriate FAA Form 8260 or appropriate military form and require a detailed clearance when they are issued to the pilot. 2. In the event of a missed approach involving a turn, unless otherwise cleared, the pilot will proceed to the missed approach point before starting that turn. REFERENCE- FAAO JO 7110.65, Para 4-8-11, Practice Approaches. FAAO JO 7110.65, Para 5-6-3, Vectors Below Minimum Altitude. FAAO JO 7110.65, Para 5-8-3, Successive or Simultaneous Departures. FAAO 8260.19, Flight Procedures and Airspace, Paras 404 and 815. FAAO 8260.3, United States Standard for Terminal Instrument Procedures (TERPS), Paras 275, 278, 943, 957, and 997. 4-8-10. APPROACH INFORMATION Specify the following in the approach clearance when the pilot says he/she is unfamiliar with the procedure: a. Initial approach altitude. b. Direction and distance from the holding fix within which procedure turn is to be completed. c. Altitude at which the procedure turn is to be made. d. Final approach course and altitude. e. Missed approach procedures if considered necessary. PHRASEOLOGY- INITIAL APPROACH AT (altitude), PROCEDURE TURN AT (altitude), (number) MINUTES/MILES (direction), FINAL APPROACH ON (name of NAVAID) (specified) COURSE/RADIAL/AZIMUTH AT (altitude). 4-8-11. PRACTICE APPROACHES Except for military aircraft operating at military airfields, ensure that neither VFR nor IFR practice approaches disrupt the flow of other arriving and departing IFR or VFR aircraft. Authorize, withdraw JO 7110.65S 2/14/08 4-8-7 Approach Clearance Procedures authorization, or refuse to authorize practice approaches as traffic conditions require. Normally, approaches in progress should not be terminated. NOTE- The priority afforded other aircraft over practice instrument approaches is not intended to be so rigidly applied that it causes grossly inefficient application of services. a. Separation. 1. IFR aircraft practicing instrument approaches shall be afforded standard separation in accordance with Chapter 3, Chapter 4, Chapter 5, Chapter 6, and Chapter 7 minima until: (a) The aircraft lands, and the flight is terminated, or (b) The pilot cancels the flight plan. 2. Where procedures require application of IFR separation to VFR aircraft practicing instrument approaches, standard IFR separation in accordance with Chapter 3, Chapter 4, Chapter 5, Chapter 6, and Chapter 7 shall be provided. Controller responsibility for separation begins at the point where the approach clearance becomes effective. Except for heavy aircraft/B757, 500 feet vertical separation may be applied between VFR aircraft and between a VFR and an IFR aircraft. REFERENCE- FAAO JO 7210.3, Para 6-4-4, Practice Instrument Approaches. FAAO JO 7210.3, Para 10-4-5, Practice Instrument Approaches. 3. Where separation services are not provided to VFR aircraft practicing instrument approaches, the controller shall; (a) Instruct the pilot to maintain VFR. (b) Advise the pilot that separation services are not provided. PHRASEOLOGY“(Aircraft identification) MAINTAIN VFR, PRACTICE APPROACH APPROVED, NO SEPARATION SERVICES PROVIDED.” (c) Provide traffic information or advise the pilot to contact the appropriate facility. 4. If an altitude is assigned, including at or above/below altitudes, the altitude specified must meet MVA, minimum safe altitude, or minimum IFR altitude criteria. REFERENCE- FAAO JO 7110.65, Para 7-7-5, Altitude Assignments. 5. All VFR aircraft shall be instructed to maintain VFR on initial contact or as soon as possible thereafter. NOTE- This advisory is intended to remind the pilot that even though ATC is providing IFR-type instructions, the pilot is responsible for compliance with the applicable parts of the CFR governing VFR flight. b. Missed Approaches. 1. Unless alternate instructions have been issued, IFR aircraft are automatically authorized to execute the missed approach depicted for the instrument approach being flown. REFERENCE- FAAO JO 7110.65, Para 4-8-9, Missed Approach. 2. VFR aircraft are not automatically authorized to execute the missed approach procedure. This authorization must be specifically requested by the pilot and approved by the controller. When a missed approach has been approved, separation shall be provided throughout the missed approach. REFERENCE- FAAO JO 7110.65, Para 7-2-1, Visual Separation. 4-8-12. LOW APPROACH AND TOUCH- AND-GO Consider an aircraft cleared for a touch-and-go, low approach, or practice approach as an arriving aircraft until that aircraft touches down or crosses the landing threshold; thereafter, consider the aircraft as a departing aircraft. Before the aircraft begins its final descent, issue the appropriate departure instructions the pilot is to follow upon completion of the approach (in accordance with para 4-3-2, Departure Clearances). Climb-out instructions must include a specific heading or a route of flight and altitude, except when the aircraft will maintain VFR and contact the tower. EXAMPLE“After completing low approach, climb and maintain six thousand. Turn right, heading three six zero.” “Maintain VFR, contact tower.” (Issue other instructions as appropriate.) NOTE- Climb-out instructions may be omitted after the first approach if instructions remain the same. JO 7110.65S 2/14/08 4-8-8 JO 7110.65S 2/14/08 5-1-1 General Chapter 5. Radar Section 1. General 5-1-1. PRESENTATION AND EQUIPMENT PERFORMANCE Provide radar service only if you are personally satisfied that the radar presentation and equipment performance is adequate for the service being provided. NOTE- The provision of radar service is not limited to the distance and altitude parameters obtained during the commissioning flight check. 5-1-2. ALIGNMENT ACCURACY CHECK During relief briefing, or as soon as possible after assuming responsibility for a control position, check the operating equipment for alignment accuracy and display acceptability. Recheck periodically throughout the watch. REFERENCE- FAAO JO 7210.3, Chapter 3, Chapter 8, Chapter 9, Chapter 10, and Chapter_11. Comparable Military Directives. TERMINAL a. Check the alignment of the radar video display by assuring that the video/digital map or overlay is properly aligned with a permanent target of known range and azimuth on the radar display. Where possible, check one permanent target per quadrant. b. Accuracy of the radar video display shall be verified for digitized radar systems by using the moving target indicator (MTI) reflectors, fixed location beacon transponders (Parrots), beacon real-time quality control (RTQC) symbols or calibration performance monitor equipment (CPME) beacon targets. REFERENCE- FAAO JO 7210.3, Para 3-8-1, Tolerance for Radar Fix Accuracy. c. In Digital Terminal Automation Systems (DTAS) conducts continuous self-monitoring of alignment accuracy; therefore, controller alignment checks are not required. EN ROUTE d. Radar Data Processing (RDP) alignment checking is accomplished by the operational program as part of the certification procedures for system startup and then on a real-time basis during operational hours. e. Ensure the situation display center and altitude limits for the system are appropriate for the operating position. REFERENCE- FAAO JO 7110.65, Para 5-14-5, Selected Altitude Limits. 5-1-3. RADAR USE Use radar information derived from primary and secondary radar systems. REFERENCE- FAAO JO 7110.65, Para 5-1-4, Beacon Range Accuracy. FAAO JO 7110.65, Para 5-2-15, Inoperative or Malfunctioning Interrogator. a. Secondary radar may be used as the sole display source as follows: 1. In Class A airspace. REFERENCE- FAAO JO 7110.65, Para 5-2-16, Failed Transponder in Class A Airspace. 14 CFR Section 91.135, Operations in Class A Airspace. 2. Outside Class A airspace, or where mix of Class_A airspace/non-Class A airspace exists, only when: (a) Additional coverage is provided by secondary radar beyond that of the primary radar, or (b) The primary radar is temporarily unusable or out of service. Advise pilots when these conditions exist, or PHRASEOLOGY- PRIMARY RADAR UNAVAILABLE (describe location). RADAR SERVICES AVAILABLE ON TRANSPONDER EQUIPPED AIRCRAFT ONLY. NOTE1. Advisory may be omitted when provided on ATIS and pilot indicates having ATIS information. 2. This provision is to authorize secondary radar only operations where there is no primary radar available and the condition is temporary. JO 7110.65S 2/14/08 5-1-2 General (c) A secondary radar system is the only source of radar data for the area of service. When the system is used for separation, beacon range accuracy is assured, as provided in para 5-1-4, Beacon Range Accuracy. TERMINAL. Advise pilots when these conditions exist. NOTE- Advisory may be omitted when provided on ATIS or by other appropriate notice to pilots. b. TERMINAL. Do not use secondary radar only to conduct surveillance (ASR) final approaches unless an emergency exists and the pilot concurs. 5-1-4. BEACON RANGE ACCURACY a. You may use beacon targets for separation purposes if beacon range accuracy is verified by one of the following methods: NOTE1. The check for verification of beacon range accuracy accomplished by correlation of beacon and primary radar targets of the same aircraft is not a check of display accuracy. Therefore, it is not necessary that it be done using the same display with which separation is being provided, nor the same targets being separated. 2. Narrowband and Full Digital Automation Systems: Technical operations personnel verify beacon range accuracy for automated narrowband display equipment and Full Digital Terminal Automation Systems. Consequently, further verification by the controller is unnecessary. 1. Correlate beacon and primary targets of the same aircraft (not necessarily the one being provided separation) to assure that they coincide. 2. When beacon and primary targets of the same aircraft do not coincide, correlate them to assure that any beacon displacement agrees with the specified distance and direction for that particular radar system. 3. Refer to beacon range monitoring equipment where so installed. b. If beacon range accuracy cannot be verified, you may use beacon targets only for traffic information. REFERENCE- FAAO JO 7110.65, Para 5-1-3, Radar Use. 5-1-5. ELECTRONIC ATTACK (EA) ACTIVITY a. Refer all EA activity requests to the appropriate center supervisor. REFERENCE- FAAO JO 7610.4, Chapter 2, Section 7, Electronic Attack (EA) and Testing Coordination. NOTE- EA activity can subsequently result in a request to apply EA_videos to the radar system which may necessitate the decertification of the narrowband search radar. The Systems Engineer should be consulted concerning the effect of EA on the operational use of the narrowband radar prior to approving/disapproving requests to conduct EA_activity. b. When EA activity interferes with the operational use of radar: 1. EN ROUTE. Request the responsible military unit or aircraft, if initial request was received directly from pilot, to suspend the activity. 2. TERMINAL. Request suspension of the activity through the ARTCC. If immediate cessation of the activity is required, broadcast the request directly to the EA aircraft on the emergency frequency. Notify the ARTCC of direct broadcast as soon as possible. c. When previously suspended activity will no longer interfere: 1. EN ROUTE. Inform the NORAD unit or aircraft that it may be resumed. 2. TERMINAL. Inform the ARTCC or aircraft that it may be resumed. Obtain approval from the ARTCC prior to broadcasting a resume clearance directly to the aircraft. d. In each stop request, include your facility name, type of EA activity (chaff dispensing“stream”/“burst” or electronic jamming- “buzzer”), radar band affected and, when feasible, expected duration of suspension. PHRASEOLOGY- BIG PHOTO (identification, if known) (name) CENTER/TOWER/APPROACH CONTROL. To stop EA activity: STOP STREAM/BURST IN AREA (area name) (degree and distance from facility), or JO 7110.65S 2/14/08 5-1-3 General STOP BUZZER ON (frequency band or channel). To resume EA activity: RESUME STREAM/BURST, or RESUME BUZZER ON (frequency band or channel). 5-1-6. SERVICE LIMITATIONS a. When radar mapping is not available, limit radar services to: 1. Separating identified aircraft targets. 2. Vectoring aircraft to intercept a PAR final approach course. 3. Providing radar service in areas that ensure no confliction with traffic on airways, other ATC areas of jurisdiction, restricted or prohibited areas, terrain, etc. b. EN ROUTE. When the position symbol associated with the full data block falls more than one history behind the actual aircraft target or there is no target symbol displayed, the Mode C information in the full data block shall not be used for the purpose of determining separation. c. Report radar malfunctions immediately for corrective action and for dispatch of a Notice to Airmen. Advise adjacent ATC facilities when appropriate. REFERENCE- FAAO JO 7110.65, Para 2-1-9, Reporting Essential Flight Information. FAAO JO 7210.3, Chapter 3, Chapter 7, Chapter 10 Section 5, and Chapter_11 Section 2. 5-1-7. ELECTRONIC CURSOR TERMINAL a. An electronic cursor may be used to aid in identifying and vectoring an aircraft and to give finer delineation to a video map. Do not use it as a substitute for a video map or map overlay; e.g., to form intersections, airway boundaries, final approach courses, etc. b. Fixed electronic cursors may be used to form the final approach course for surveillance approaches conducted by military operated mobile radar facilities. 5-1-8. MERGING TARGET PROCEDURES a. Except while they are established in a holding pattern, apply merging target procedures to all radar identified: 1. Aircraft at 10,000 feet and above. 2. Turbojet aircraft regardless of altitude. REFERENCE- P/CG Term- Turbojet Aircraft. 3. Presidential aircraft regardless of altitude. b. Issue traffic information to those aircraft listed in subpara a whose targets appear likely to merge unless the aircraft are separated by more than the appropriate vertical separation minima. EXAMPLE“Traffic twelve o'clock, seven miles, eastbound, MD-80, at one seven thousand.” “United Sixteen and American Twenty-five, traffic twelve_o'clock, one zero miles, opposite direction, eastbound seven twenty seven at flight level three three zero, westbound MD-Eighty at flight level three one zero.” c. When both aircraft in subpara b are in RVSM airspace, and vertically separated by 1,000 feet, if either pilot reports they are unable to maintain RVSM due to turbulence or mountain wave, vector either aircraft to avoid merging with the target of the other aircraft. EXAMPLE“Delta One Twenty Three, fly heading two niner zero, vector for traffic. Traffic twelve o'clock, one zero miles, opposite direction, MD-80 eastbound at flight level three two zero.” d. If the pilot requests, vector his/her aircraft to avoid merging with the target of previously issued traffic. NOTE- Aircraft closure rates are so rapid that when applying merging target procedures, controller issuance of traffic must be commenced in ample time for the pilot to decide if a vector is necessary. JO 7110.65S 2/14/08 5-1-4 General e. If unable to provide vector service, inform the pilot. NOTE- The phraseology “Unable RVSM due turbulence (or mountain wave)” is only intended for severe turbulence or other weather encounters with altitude deviations of approximately 200 feet or more. 5-1-9. HOLDING PATTERN SURVEILLANCE Provide radar surveillance of outer fix holding pattern airspace areas, or any portions thereof, shown on your radar scope (displayed on the video map or scribed on the map overlay) whenever aircraft are holding there. Attempt to detect any aircraft that stray outside the area. If you detect an aircraft straying outside the area, assist it to return to the assigned airspace. 5-1-10. DEVIATION ADVISORIES Inform an aircraft when it is observed in a position and on a track which will obviously cause the aircraft to deviate from its protected airspace area. If necessary, assist the aircraft to return to the assigned protected airspace. REFERENCE- FAAO JO 7110.65, Para 4-2-5, Route or Altitude Amendments. FAAO JO 7110.65, Para 7-9-3, Methods. 5-1-11. RADAR FIX POSTING EN ROUTE A controller is required to manually record at least once the observed or reported time over a fix for each controlled aircraft in their sector of responsibility only when the flight progress recording components of the EAS FDP are not operational. REFERENCE- FAAO JO 7210.3, Para 6-1-6, Flight Progress Strip Usage. FAAO JO 7210.3, Para 10-1-8, Flight Progress Strip Usage. 5-1-12. POSITION REPORTING If necessary, you may request an aircraft to provide an estimate or report over a specific fix. After an aircraft receives the statement “radar contact” from ATC, it discontinues reporting over compulsory reporting points. It resumes normal position reporting when ATC informs it “radar contact lost” or “radar service terminated.” REFERENCE- P/CG Term- Radar Contact. a. When required, inform an aircraft of its position with respect to a fix or airway. PHRASEOLOGY- OVER/PASSING (fix). (Number of miles) MILES FROM (fix). (Number of miles) MILES (direction) OF (fix, airway, or location). CROSSING/JOINING/DEPARTING (airway or route). INTERCEPTING/CROSSING (name of NAVAID) (specified) RADIAL. 5-1-13. RADAR SERVICE TERMINATION a. Inform aircraft when radar service is terminated. PHRASEOLOGY- RADAR SERVICE TERMINATED (nonradar routing if required). b. Radar service is automatically terminated and the aircraft needs not be advised of termination when: NOTE1. Termination of radar monitoring when conducting simultaneous ILS/MLS approaches is prescribed in para_5-9-7, Simultaneous Independent ILS/MLS Approaches- Dual & Triple. 2. Termination of radar monitoring where PAR equipment is used to monitor approaches is prescribed in para_5-13-3, Monitor Information. 1. An aircraft cancels its IFR flight plan, except within Class B airspace, Class C airspace, TRSA, or where basic radar service is provided. 2. An aircraft conducting an instrument, visual, or contact approach has landed or has been instructed to change to advisory frequency. 3. At tower-controlled airports where radar coverage does not exist to within 1 /2 mile of the end of the runway, arriving aircraft shall be informed when radar service is terminated. REFERENCE- FAAO JO 7210.3, Para 10-5-6, Radar Tolerances. JO 7110.65S 2/14/08 5-1-5 General 4. TERMINAL. An arriving VFR aircraft receiving radar service to a tower-controlled airport within Class B airspace, Class C airspace, TRSA, or where basic radar service is provided has landed, or to all other airports, is instructed to change to tower or advisory frequency. 5. TERMINAL. An aircraft completes a radar approach. REFERENCE- FAAO JO 7110.65, Para_7-6-12, Service Provided When Tower is Inoperative. JO 7110.65S 2/14/08 5-1-6 JO 7110.65S 2/14/08 5-2-1 Beacon Systems Section 2. Beacon Systems 5-2-1. ASSIGNMENT CRITERIA a. General. 1. Mode 3/A is designated as the common military/civil mode for air traffic control use. 2. Make radar beacon code assignments to only Mode 3/A transponder-equipped aircraft. b. Unless otherwise specified in a directive or a letter of agreement, make code assignments to departing, en route, and arrival aircraft in accordance with the procedures specified in this section for the radar beacon code environment in which you are providing ATC service. Give first preference to the use of discrete beacon codes. PHRASEOLOGY- SQUAWK THREE/ALFA (code), or SQUAWK (code). NOTE- A code environment is determined by an operating position's/sector's equipment capability to decode radar beacon targets using either the first and second or all four_digits of a beacon code. REFERENCE- FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods. 5-2-2. DISCRETE ENVIRONMENT a. Issue discrete beacon codes assigned by the computer. Computer-assigned codes may be modified as required. 1. TERMINAL. Aircraft that will remain within the terminal facility's delegated airspace shall be assigned a code from the code subset allocated to the terminal facility. 2. TERMINAL. Unless otherwise specified in a facility directive or a letter of agreement, aircraft that will enter an adjacent ATTS facility's delegated airspace shall be assigned a beacon code assigned by the ARTCC computer. NOTE1. This will provide the adjacent facility advance information on the aircraft and will cause auto-acquisition of the aircraft prior to handoff. 2. When an IFR aircraft, or a VFR aircraft that has been assigned a beacon code by the host computer and whose flight plan will terminate in another facility's area, cancels ATC service or does not activate the flight plan, send a remove strips (RS) message on that aircraft via host keyboard, the FDIO keyboard, or call via service F. b. Make handoffs to other positions/sectors on the computer-assigned code. c. Coastal facilities accepting “over” traffic that will subsequently be handed-off to an oceanic ARTCC shall reassign a new discrete beacon code to an aircraft when it first enters the receiving facility's airspace. The code reassignment shall be accomplished by inputting an appropriate message into the computer and issued to the pilot while operating in the first sector/position in the receiving facility's airspace. NOTE- Per an agreement between FAA and the Department of Defense, 17 Code subsets in the NBCAP have been reserved for exclusive military use outside NBCAP airspace. To maximize the use of these subsets, they have been allocated to ARTCC's underlying NBCAP airspace that do not abut an oceanic ARTCC's area. To preclude a potential situation where two aircraft might be in the same airspace at the same time on the same discrete code, it is necessary to reassign an aircraft another code as specified in subpara_c. REFERENCE- FAAO JO 7110.65, Para 5-2-4, Mixed Environment. FAAO JO 7110.65, Para 5-2-9, VFR Code Assignments. FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods. 5-2-3. NONDISCRETE ENVIRONMENT a. Assign appropriate nondiscrete beacon codes from the function codes specified in para 5-2-6, Function Code Assignments. b. Unless otherwise coordinated at the time of handoff, make handoffs to other positions/sectors on an appropriate nondiscrete function code. REFERENCE- FAAO JO 7110.65, Para 5-2-4, Mixed Environment. FAAO JO 7110.65, Para 5-2-9, VFR Code Assignments. FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods. JO 7110.65S 2/14/08 5-2-2 Beacon Systems 5-2-4. MIXED ENVIRONMENT a. When discrete beacon code capability does not exist in your area of responsibility, comply with the procedures specified in para 5-2-3, Nondiscrete Environment. NOTE- In a mixed code environment, a situation may exist where a discrete-equipped position/sector exchanges control of aircraft with nondiscrete-equipped facilities or vice versa. b. When discrete beacon code capability exists in your area of responsibility: 1. Comply with the procedures specified in para_5-2-2, Discrete Environment, and 2. Unless otherwise coordinated at the time of handoff, assign aircraft that will enter the area of responsibility of a nondiscrete-equipped position/ sector an appropriate nondiscrete function code from the codes specified in para 5-2-6, Function Code Assignments, prior to initiating a handoff. REFERENCE- FAAO JO 7110.65, Para 4-2-8, IFR-VFR and VFR-IFR Flights. FAAO JO 7110.65, Para 5-2-9, VFR Code Assignments. FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods. 5-2-5. RADAR BEACON CODE CHANGES Unless otherwise specified in a directive or a letter of agreement or coordinated at the time of handoff, do not request an aircraft to change from the code it was squawking in the transferring facility's area until the aircraft is within your area of responsibility. REFERENCE- FAAO JO 7110.65, Para 4-2-8, IFR-VFR and VFR-IFR Flights. FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods.

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5-2-6. FUNCTION CODE ASSIGNMENTS Unless otherwise specified by a directive or a letter of agreement, make nondiscrete code assignments from the following categories: a. Assign codes to departing IFR aircraft as follows: 1. Code 2000 to an aircraft which will climb to FL_240 or above or to an aircraft which will climb to FL_180 or above where the base of Class A airspace and the base of the operating sector are at FL 180, and for inter-facility handoff the receiving sector is also stratified at FL_180. The en route code shall not be assigned until the aircraft is established in the high altitude sector. 2. Code 1100 to an aircraft which will remain below FL 240 or below FL 180 as above. 3. For handoffs from terminal facilities when so specified in a letter of agreement as follows: (a) Within NBCAP airspace- Code 0100 to Code 0400 inclusive or any other code authorized by the appropriate service area office. (b) Outside NBCAP airspace- Code 1000 or one of the codes from 0100 to 0700 inclusive or any other code authorized by the appropriate service area office. b. Assign codes to en route IFR aircraft as follows: NOTE1. FL 180 may be used in lieu of FL 240 where the base of Class A airspace and the base of the operating sector are at FL 180, and for inter-facility handoff the receiving sector is also stratified at FL 180. 2. The provisions of subparas b2(b) and (c) may be modified by facility directive or letter of agreement when operational complexities or simplified sectorization indicate. Letters of agreement are mandatory when the operating sectors of two facilities are not stratified at identical levels. The general concept of utilizing Codes_2100 through 2500 within Class A airspace should be adhered to. 1. Aircraft operating below FL 240 or when control is transferred to a controller whose area includes the stratum involved. (a) Code 1000 may be assigned to aircraft changing altitudes. (b) Code 1100 to an aircraft operating at an assigned altitude below FL 240. Should an additional code be operationally desirable, Code 1300 shall be assigned. 2. Aircraft operating at or above FL 240 or when control is transferred to a controller whose area includes the stratum involved. (a) Code 2300 may be assigned to aircraft changing altitudes. (b) Code 2100 to an aircraft operating at an assigned altitude from FL 240 to FL 330 inclusive. Should an additional code be operationally desirable, Code 2200 shall be assigned. (c) Code 2400 to an aircraft operating at an assigned altitude from FL 350 to FL 600 inclusive. Should an additional code be operationally desirable, Code 2500 shall be assigned. JO 7110.65S 2/14/08 5-2-3 Beacon Systems 3. Code 4000 when aircraft are operating on a flight plan specifying frequent or rapid changes in assigned altitude in more than one stratum or other conditions of flight not compatible with a stratified code assignment. NOTE1. Categories of flight that can be assigned Code 4000 include certain flight test aircraft, MTR missions, aerial refueling operation requiring descent involving more than one stratum, ALTRVs where continuous monitoring of ATC communications facilities is not required and frequent altitude changes are approved, and other aircraft operating on flight plans requiring special handling by ATC. 2. Military aircraft operating VFR or IFR in restricted/ warning areas or VFR on VR routes will adjust their transponders to reply on Code 4000 unless another code has been assigned by ATC or coordinated, if possible, with ATC. c. Assign the following codes to arriving IFR aircraft, except military turbojet aircraft as specified in para_4-7-4, Radio Frequency and Radar Beacon Changes for Military Aircraft: NOTE- FL 180 may be used in lieu of FL 240 where the base of Class_A airspace and the base of the operating sector are at FL_180, and for inter-facility handoff the receiving sector is also stratified at FL 180. 1. Code 2300 may be assigned for descents while above FL 240. 2. Code 1500 may be assigned for descents into and while within the strata below FL 240, or with prior coordination the specific code utilized by the destination controller, or the code currently assigned when descent clearance is issued. 3. The applicable en route code for the holding altitude if holding is necessary before entering the terminal area and the appropriate code in subparas 1 or 2. REFERENCE- FAAO JO 7110.65, Para 4-2-8, IFR-VFR and VFR-IFR Flights. FAAO JO 7110.65, Para 5-2-3, Nondiscrete Environment. FAAO JO 7110.65, Para 5-2-4, Mixed Environment. FAAO JO 7110.65, Para 5-2-9, VFR Code Assignments. FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods. 5-2-7. EMERGENCY CODE ASSIGNMENT Assign codes to emergency aircraft as follows: a. Code 7700 when the pilot declares an emergency and the aircraft is not radar identified. PHRASEOLOGY- SQUAWK MAYDAY ON 7700. b. After radio and radar contact have been established, you may request other than single- piloted helicopters and single-piloted turbojet aircraft to change from Code 7700 to another code appropriate for your radar beacon code environment. NOTE1. The code change, based on pilot concurrence, the nature of the emergency, and current flight conditions will signify to other radar facilities that the aircraft in distress is identified and under ATC control. 2. Pilots of single-piloted helicopters and single-piloted turbojet aircraft may be unable to reposition transponder controls during the emergency. PHRASEOLOGY- RADAR CONTACT (position). IF FEASIBLE, SQUAWK (code). REFERENCE- FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods. c. The following shall be accomplished on a Mode C equipped VFR aircraft which is in emergency but no longer requires the assignment of Code 7700: 1. TERMINAL. Assign a beacon code that will permit terminal minimum safe altitude warning (MSAW) alarm processing. 2. EN ROUTE. An appropriate keyboard entry shall be made to ensure en route MSAW (EMSAW) alarm processing. 5-2-8. RADIO FAILURE When you observe a Code 7600 display, apply the procedures in para 10-4-4, Communications Failure. NOTE- Should a transponder-equipped aircraft experience a loss of two-way radio communications capability, the pilot can be expected to adjust his/her transponder to Code_7600. REFERENCE- FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods. JO 7110.65S 2/14/08 5-2-4 Beacon Systems 5-2-9. VFR CODE ASSIGNMENTS a. For VFR aircraft receiving radar advisories, assign an appropriate function code or computer- assigned code for the code environment in which you are providing service. NOTE1. Para 5-2-2, Discrete Environment; para 5-2-3, Nondiscrete Environment, and para 5-2-4, Mixed Environment, specify code assignment procedures to follow for the three code environments. 2. Para 5-2-6, Function Code Assignments, specifies the function code allocation from which an appropriate code for the aircraft indicated in subpara a should be selected. In the terminal environment, additional function codes may be authorized by the appropriate service area office. 1. If the aircraft is outside of your area of responsibility and an operational benefit will be gained by retaining the aircraft on your frequency for the purpose of providing services, ensure that coordination has been effected: (a) As soon as possible after positive identification, and (b) Prior to issuing a control instruction or providing a service other than a safety alert/traffic advisory. NOTE- Safety alerts/traffic advisories may be issued to an aircraft prior to coordination if an imminent situation may be averted by such action. Coordination should be effected as soon as possible thereafter. b. Instruct IFR aircraft which cancel an IFR flight plan and are not requesting radar advisory service and VFR aircraft for which radar advisory service is being terminated to squawk the VFR code. PHRASEOLOGY- SQUAWK VFR. or SQUAWK 1200. NOTE1. Aircraft not in contact with an ATC facility may squawk 1255 in lieu of 1200 while en route to/from or within the designated fire fighting area(s). 2. VFR aircraft which fly authorized SAR missions for the USAF or USCG may be advised to squawk 1277 in lieu of 1200 while en route to/from or within the designated search area. REFERENCE- FAAO 7110.66, National Beacon Code Allocation Plan. 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. REFERENCE- FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods. 5-2-10. BEACON CODE FOR PRESSURE SUIT FLIGHTS AND FLIGHTS ABOVE FL_600 a. Mode 3/A, Code 4400, and discrete Codes_4401 through 4477 are reserved for use by R-71, F-12, U-2, B-57, pressure suit flights, and aircraft operations above FL 600. NOTE- The specific allocation of the special use codes in subset_4400 is in FAAO 7110.66, National Beacon Code Allocation Plan. b. Ensure that aircraft remain on Code 4400 or one of the special use discrete codes in the 4400 subset if filed as part of the flight plan. Except when unforeseen events, such as weather deviations, equipment failure, etc., cause more than one aircraft with same Mode 3/A discrete beacon codes to be in the same or adjacent ARTCC's airspace at the same time, a controller may request the pilot to make a code change, squawk standby, or to stop squawk as appropriate. NOTE- Due to the inaccessibility of certain equipment to the flight crews, Code 4400 or a discrete code from the 4400 subset is preset on the ground and will be used throughout the flight profile including operations below FL 600. Controllers should be cognizant that not all aircraft may be able to accept the transponder changes identified in the exception. Emergency Code 7700, however, can be activated. REFERENCE- FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods. JO 7110.65S 2/14/08 5-2-5 Beacon Systems 5-2-11. AIR DEFENSE EXERCISE BEACON CODE ASSIGNMENT EN ROUTE Ensure exercise FAKER aircraft remain on the exercise flight plan filed discrete beacon code. NOTE1. NORAD will ensure exercise FAKER aircraft flight plans are filed containing discrete beacon codes from the Department of Defense code allocation specified in FAAO_JO 7610.4, Special Operations, Appendix 8. 2. NORAD will ensure that those FAKER aircraft assigned the same discrete beacon code are not flight planned in the same or any adjacent ARTCC's airspace at the same time. (Simultaneous assignment of codes will only occur when operational requirements necessitate.) REFERENCE- FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods. 5-2-12. STANDBY OR LOW SENSITIVITY OPERATION You may instruct an aircraft operating on an assigned code to change transponder to “standby” or “low sensitivity” position: NOTE- National standards no longer require improved transponder to be equipped with the low sensitivity feature. Therefore, aircraft with late model transponders will be unable to respond to a request to “squawk low.” a. When approximately 15 miles from its destination and you no longer desire operation of the transponder. b. When necessary to reduce clutter in a multi-target area, or to reduce “ring-around” or other phenomena, provided you instruct the aircraft to return to “normal sensitivity” position as soon as possible thereafter. PHRASEOLOGY- SQUAWK STANDBY, or SQUAWK LOW/NORMAL. REFERENCE- FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods. 5-2-13. CODE MONITOR Continuously monitor the Mode 3/A radar beacon codes assigned for use by aircraft operating within your area of responsibility when nonautomated beacon decoding equipment (e.g., 10-channel decoder) is used to display the target symbol. REFERENCE- FAAO JO 7110.65, Para 5-2-6, Function Code Assignments. NOTE- In addition to alphanumeric and control symbology processing enhancements, the MEARTS, STARS, and the TPX-42 systems are equipped with automatic beacon decoders. Therefore, in facilities where the automatic beacon decoders are providing the control slash video, there is no requirement to have the nonautomated decoding equipment operating simultaneously. REFERENCE- FAAO JO 7210.3, Para_3-7-4, Monitoring of Mode 3/A Radar Beacon Codes. a. This includes the appropriate IFR code actually assigned and, additionally, Code 1200, Code 1255, and Code 1277 unless your area of responsibility includes only Class A airspace. During periods when ring-around or excessive VFR target presentations derogate the separation of IFR traffic, the monitoring of VFR Code 1200, Code 1255, and Code 1277 may be temporarily discontinued. b. Positions of operation which contain a restricted or warning area or VR route within or immediately adjacent to their area of jurisdiction shall monitor Code 4000 and any other code used in lieu of 4000 within the warning/restricted area or VR_route. If by local coordination with the restricted/warning area or VR route user a code other than 4000 is to be exclusively used, then this code shall be monitored. c. If a normally assigned beacon code disappears, check for a response on the following codes in the order listed and take appropriate action: NOTE- When Codes 7500 and/or 7600 have been preselected, it will be necessary for the ID-SEL-OFF switches for these codes to be left in the off position so that beacon target for an aircraft changing to one of these codes will disappear, thereby alerting the controller to make the check. This check will not be required if automatic alerting capability exists. 1. Code 7500 (hijack code). REFERENCE- FAAO JO 7110.65, Para 10-2-6, Hijacked Aircraft. JO 7110.65S 2/14/08 5-2-6 Beacon Systems 2. Code 7600 (loss of radio communications code). 5-2-14. FAILURE TO DISPLAY ASSIGNED BEACON CODE OR INOPERATIVE/ MALFUNCTIONING TRANSPONDER a. Inform an aircraft with an operable transponder that the assigned beacon code is not being displayed. PHRASEOLOGY(Identification) RESET TRANSPONDER, SQUAWK (appropriate code). b. Inform an aircraft when its transponder appears to be inoperative or malfunctioning. PHRASEOLOGY(Identification) YOUR TRANSPONDER APPEARS INOPERATIVE/MALFUNCTIONING, RESET, SQUAWK (appropriate code). c. Ensure that the subsequent control position in the facility or the next facility, as applicable, is notified when an aircraft transponder is malfunctioning/inoperative. REFERENCE- FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods. 5-2-15. INOPERATIVE OR MALFUNCTIONING INTERROGATOR Inform aircraft concerned when the ground interrogator appears to be inoperative or malfunctioning. PHRASEOLOGY(Name of facility or control function) BEACON INTERROGATOR INOPERATIVE/MALFUNCTIONING. REFERENCE- FAAO JO 7110.65, Para 5-1-3, Radar Use. FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods. 5-2-16. FAILED TRANSPONDER IN CLASS A AIRSPACE Disapprove a request or withdraw previously issued approval to operate in Class A airspace with a failed transponder solely on the basis of traffic conditions or other operational factors. REFERENCE- FAAO JO 7110.65, Para 5-1-3, Radar Use. FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods. 5-2-17. VALIDATION OF MODE C READOUT Ensure that Mode C altitude readouts are valid after accepting an interfacility handoff, initial track start, track start from coast/suspend tabular list, missing, or unreasonable Mode C readouts. For TPX-42 and equivalent systems ensure that altitude readout is valid immediately after identification. (TCDD-/BANS-equipped tower cabs are not required to validate Mode_C readouts after receiving interfacility handoffs from TRACONs according to the procedures in para_5-4-3, Methods, subpara a4.) a. Consider an altitude readout valid when: 1. It varies less than 300 feet from the pilot reported altitude, or PHRASEOLOGY(If aircraft is known to be operating below the lowest useable flight level), SAY ALTITUDE. or (If aircraft is known to be operating at or above the lowest useable flight level), SAY FLIGHT LEVEL. 2. You receive a continuous readout from an aircraft on the airport and the readout varies by less than 300 feet from the field elevation, or NOTE- A continuous readout exists only when the altitude filter limits are set to include the field elevation. REFERENCE- FAAO JO 7110.65, Para 5-2-23, Altitude Filters. FAAO JO 7110.65, Para 5-14-5, Selected Altitude Limits. FAAO JO 7210.3, Para 11-2-3, Display Data. 3. You have correlated the altitude information in your data block with the validated information in a data block generated in another facility (by verbally coordinating with the other controller) and your readout is exactly the same as the readout in the other data block. b. When unable to validate the readout, do not use the Mode C altitude information for separation. c. Whenever you observe an invalid Mode C readout below FL 180: 1. Issue the correct altimeter setting and confirm the pilot has accurately reported the altitude. JO 7110.65S 2/14/08 5-2-7 Beacon Systems PHRASEOLOGY(Location) ALTIMETER (appropriate altimeter), VERIFY ALTITUDE. 2. If the altitude readout continues to be invalid: (a) Instruct the pilot to turn off the altitude- reporting part of his/her transponder and include the reason; and (b) Notify the operations supervisor-in- charge of the aircraft call sign. PHRASEOLOGY- STOP ALTITUDE SQUAWK. ALTITUDE DIFFERS BY (number of feet) FEET. d. Whenever you observe an invalid Mode C readout at or above FL 180, unless the aircraft is descending below Class A airspace: 1. Confirm that the pilot is using 29.92 inches of mercury as the altimeter setting and has accurately reported the altitude. PHRASEOLOGY- CONFIRM USING TWO NINER NINER TWO AS YOUR ALTIMETER SETTING. (If aircraft is known to be operating at or above the lowest useable flight level), VERIFY FLIGHT LEVEL. 2. If the Mode C readout continues to be invalid: (a) Instruct the pilot to turn off the altitude- reporting part of his/her transponder and include the reason; and (b) Notify the operational supervisor-in- charge of the aircraft call sign. PHRASEOLOGY- STOP ALTITUDE SQUAWK. ALTITUDE DIFFERS BY (number of feet) FEET. e. Whenever possible, inhibit altitude readouts on all consoles when a malfunction of the ground equipment causes repeated invalid readouts. 5-2-18. ALTITUDE CONFIRMATION- MODE_C Request a pilot to confirm assigned altitude on initial contact unless: NOTE- For the purpose of this paragraph, “initial contact” means a pilot's first radio contact with each sector/position. a. The pilot states the assigned altitude, or b. You assign a new altitude to a climbing or a descending aircraft, or c. The Mode C readout is valid and indicates that the aircraft is established at the assigned altitude, or d. 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). or (If aircraft has been assigned a flight level at or above the lowest useable flight level), VERIFY ASSIGNED FLIGHT LEVEL (flight level). REFERENCE- FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods. 5-2-19. ALTITUDE CONFIRMATION- NON-MODE C a. Request a pilot to confirm assigned altitude on initial contact 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 a 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),VERIFY ASSIGNED ALTITUDE/FLIGHT LEVEL (altitude/flight level). JO 7110.65S 2/14/08 5-2-8 Beacon Systems b. USA. Reconfirm all pilot altitude read backs. PHRASEOLOGY(If the altitude read back is correct), AFFIRMATIVE (altitude). (If the altitude read back is not correct), NEGATIVE. CLIMB/DESCEND AND MAINTAIN (altitude), or NEGATIVE. MAINTAIN (altitude). REFERENCE- FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods. 5-2-20. AUTOMATIC ALTITUDE REPORTING Inform an aircraft when you want it to turn on/off the automatic altitude reporting feature of its transponder. PHRASEOLOGY- SQUAWK ALTITUDE, or STOP ALTITUDE SQUAWK. NOTE- Controllers should be aware that not all aircraft have a capability to disengage the altitude squawk independently from the beacon code squawk. On some aircraft both functions are controlled by the same switch. REFERENCE- FAAO JO 7110.65, Para 5-2-17, Validation of Mode C Readout. FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods. P/CG Term- Automatic Altitude Report. 5-2-21. INFLIGHT DEVIATIONS FROM TRANSPONDER/MODE C REQUIREMENTS BETWEEN 10,000 FEET AND 18,000 FEET Apply the following procedures to requests to deviate from the Mode C transponder requirement by aircraft operating in the airspace of the 48 contiguous states and the District of Columbia at and above 10,000 feet MSL and below 18,000 feet MSL, excluding the airspace at and below 2,500 feet AGL. NOTE1. 14 CFR Section 91.215(b) provides, in part, that all U.S. registered civil aircraft must be equipped with an operable, coded radar beacon transponder when operating in the altitude stratum listed above. Such transponders shall have a Mode 3/A 4096 code capability, replying to Mode 3/A interrogation with the code specified by ATC, or a Mode S capability, replying to Mode 3/A interrogations with the code specified by ATC. The aircraft must also be equipped with automatic pressure altitude reporting equipment having a Mode C capability that automatically replies to Mode C interrogations by transmitting pressure altitude information in 100-foot increments. 2. The exception to 14 CFR Section 91.215 (b) is 14 CFR Section 91.215(b)(5) which states: except balloons, gliders, and aircraft without engine-driven electrical systems. REFERENCE- FAAO JO 7210.3, Chapter 19, Temporary Flight Restrictions. a. Except in an emergency, do not approve inflight requests for authorization to deviate from 14 CFR Section_91.215(b)(5)(i) requirements originated by aircraft without transponder equipment installed. b. Approve or disapprove other inflight deviation requests, or withdraw approval previously issued to such flights, solely on the basis of traffic conditions and other operational factors. c. Adhere to the following sequence of action when an inflight VFR deviation request is received from an aircraft with an inoperative transponder or Mode C, or is not Mode C equipped: 1. Suggest that the aircraft conduct its flight in airspace unaffected by the CFRs. 2. Suggest that the aircraft file an IFR flight plan. 3. Suggest that the aircraft provide a VFR route of flight and maintain radio contact with ATC. d. Do not approve an inflight deviation unless the aircraft has filed an IFR flight plan or a VFR route of flight is provided and radio contact with ATC is maintained. e. You may approve an inflight deviation request which includes airspace outside your jurisdiction without the prior approval of the adjacent ATC sector/facility providing a transponder/Mode C status report is forwarded prior to control transfer. f. Approve or disapprove inflight deviation requests within a reasonable period of time or advise when approval/disapproval can be expected. REFERENCE- FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods. JO 7110.65S 2/14/08 5-2-9 Beacon Systems 5-2-22. BEACON TERMINATION Inform an aircraft when you want it to turn off its transponder. PHRASEOLOGY- STOP SQUAWK. (For a military aircraft when you do not know if the military service requires that it continue operating on another mode), STOP SQUAWK (mode in use). REFERENCE- FAAO JO 7110.65, Para 5-3-3, Beacon Identification Methods. 5-2-23. ALTITUDE FILTERS TERMINAL Set altitude filters to display Mode C altitude readouts to encompass all altitudes within the controller's jurisdiction. Set the upper limits no lower than 1,000_feet above the highest altitude for which the controller is responsible. In those stratified positions, set the lower limit to 1,000 feet or more below the lowest altitude for which the controller is responsible. When the position's area of responsibility includes down to an airport field elevation, the facility will normally set the lower altitude filter limit to encompass the field elevation so that provisions of para 2-1-6, Safety Alert, and para_5-2-17, Validation of Mode C Readout, subpara_a2 may be applied. Air traffic managers may authorize temporary suspension of this requirement when target clutter is excessive. JO 7110.65S 2/14/08 5-2-10 JO 7110.65S 2/14/08 5-3-1 Radar Identification Section 3. Radar Identification 5-3-1. APPLICATION Before you provide radar service, establish and maintain radar identification of the aircraft involved, except as provided in para 5-5-1, Application, subparas b2 and 3. REFERENCE- FAAO JO 7110.65, Para 3-1-9, Use of Tower Radar Displays. 5-3-2. PRIMARY RADAR IDENTIFICATION METHODS Identify a primary or radar beacon target by using one of the following methods: a. Observing a departing aircraft target within 1_mile of the takeoff runway end at airports with an operating control tower, provided one of the following methods of coordination is accomplished. 1. A verbal rolling/boundary notification is issued for each departure, or 2. A nonverbal rolling/boundary notification is used for each departure aircraft. NOTE- Nonverbal notification can be accomplished via the use of a manual or electronic “drop tube” or automation. b. Observing a target whose position with respect to a fix (displayed on the video map, scribed on the map overlay, or displayed as a permanent echo) or a visual reporting point (whose range and azimuth from the radar antenna has been accurately determined and made available to the controller) corresponds with a direct position report received from an aircraft, and the observed track is consistent with the reported heading or route of flight. If a TACAN/VORTAC is located within 6,000 feet of the radar antenna, the TACAN/VORTAC may be used as a reference fix for radar identification without being displayed on the video map or map overlay. NOTE1. Establishment of radar identification through use of DME position information can be complicated by the fact that some military TACANs are not collocated with frequency-paired VORs and might be separated from them by as much as 31 miles. 2. Visual reporting points used for RADAR identification are limited to those most used by pilots and whose range and azimuth have been determined by supervisory personnel. c. Observing a target make an identifying turn or turns of 30 degrees or more, provided the following conditions are met: NOTE- Use of identifying turns or headings which would cause the aircraft to follow normal IFR routes or known VFR flight paths might result in misidentification. When these circumstances cannot be avoided, additional methods of identification may be necessary. 1. Except in the case of a lost aircraft, a pilot position report is received which assures you that the aircraft is within radar coverage and within the area being displayed. 2. Only one aircraft is observed making these turns. 3. For aircraft operating in accordance with an IFR clearance, you either issue a heading away from an area which will require an increased minimum IFR altitude or have the aircraft climb to the highest minimum altitude in your area of jurisdiction before you issue a heading. REFERENCE- FAAO JO 7110.65, Para 3-1-9, Use of Tower Radar Displays. FAAO JO 7110.65, Para 5-12-11, Surveillance Unusable. 5-3-3. BEACON IDENTIFICATION METHODS When using only Mode 3/A radar beacon to identify a target, use one of the following methods: a. Request the aircraft to activate the “IDENT” feature of the transponder and then observe the identification display. NOTE1. At facilities where the single-slash “IDENT” modification is installed or other decoder modifications have been made which increase the number of “blooming” target displays, it will be necessary to exercise additional care to preclude the possibility of misidentification. 2. TERMINAL. When automated displays are operated in the analog mode, the “IDENT” return is displayed as a double slash and the emergency return as a single bloomer whenever the beacon control head is in the “fail” position. JO 7110.65S 2/14/08 5-3-2 Radar Identification PHRASEOLOGY- IDENT. SQUAWK (code) AND IDENT. b. Request the aircraft to change to a specific discrete or nondiscrete code, as appropriate, and then observe the target or code display change. If a code change is required in accordance with Section 2, Beacon Systems, of this chapter, use the codes specified therein. c. Request the aircraft to change transponder to “standby.” After you observe the target disappear for sufficient scans to assure that loss of target resulted from placing the transponder in “standby” position, request the aircraft to return transponder to normal operation and then observe the reappearance of the target. PHRASEOLOGY- SQUAWK STANDBY, then SQUAWK NORMAL. d. EN ROUTE. During narrowband operations, an aircraft may be considered identified when the full data block is automatically associated with the beacon target symbol of an aircraft that is squawking a discrete code assigned by the computer. PHRASEOLOGY- SQUAWK (4 digit discrete code), AND IF YOUR ALTITUDE REPORTING EQUIPMENT IS TURNED OFF, SQUAWK ALTITUDE. NOTE- The AIM informs pilots to adjust Mode C transponders with altitude reporting capability activated unless deactivation is requested by ATC. Squawk altitude is included to provide applicable phraseology. REFERENCE- FAAO JO 7110.65, Para 3-1-9, Use of Tower Radar Displays. FAAO JO 7110.65, Para 5-3-6, Position Information. 5-3-4. TERMINAL AUTOMATION SYSTEMS IDENTIFICATION METHODS TERMINAL a. Consider an auto-acquired aircraft as identified when the data block is displayed and is visible to you, and one of the following conditions exist: 1. The radar or beacon identification procedures have been used to confirm the identity of the tagged target. 2. The aircraft is being handed off using a NAS automated system and one of the following does not appear in the data block: “CST,” “NAT,” “NT,” “AMB,” “OLD,” “NB,” “TU,” “AM,” or “OL”. b. Use the data block to maintain target identity unless it is in a coast status or displaced from the appropriate target. c. A displaced data block shall be updated at all times. REFERENCE- FAAO JO 7110.65, Para 3-1-9, Use of Tower Radar Displays. 5-3-5. QUESTIONABLE IDENTIFICATION a. Use more than one method of identification when proximity of targets, duplication of observed action, or any other circumstances cause doubt as to target identification. b. If identification is questionable for any reason, take immediate action to reidentify the aircraft or terminate radar service. Identify the aircraft as follows: 1. As described in para 5-3-2, Primary Radar Identification Methods, or para 5-3-3, Beacon Identification Methods. 2. En route. Ensure that all primary targets are displayed when radar identification is lost or is questionable. REFERENCE- FAAO JO 7110.65, Para 5-4-3, Methods. 5-3-6. POSITION INFORMATION Inform an aircraft of its position whenever radar identification is established by means of identifying turns or by any of the beacon identification methods outlined in para 5-3-3, Beacon Identification Methods. Position information need not be given when identification is established by position correlation or when a departing aircraft is identified within 1 mile of the takeoff runway end. JO 7110.65S 2/14/08 5-3-3 Radar Identification 5-3-7. IDENTIFICATION STATUS a. Inform an aircraft of radar contact when: 1. Initial radar identification in the ATC system is established. 2. Subsequent to loss of radar contact or terminating radar service, radar identification is reestablished. PHRASEOLOGY- RADAR CONTACT (position if required). b. Inform an aircraft when radar contact is lost. PHRASEOLOGY- RADAR CONTACT LOST (alternative instructions when required).

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5-3-8. TARGET MARKERS EN ROUTE Retain data blocks that are associated with the appropriate target symbol in order to maintain continuous identity of aircraft. Retain the data block until the aircraft has exited the sector or delegated airspace, and all potential conflicts have been resolved; including an aircraft that is a point out. The data block shall display flight identification and altitude information, as a minimum. The displayed altitude may be assigned, interim, or reported.

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5-3-9. TARGET MARKERS TERMINAL a. Retain data blocks that are associated with the appropriate target symbol in order to maintain continuous identity of aircraft. Retain the data block until the aircraft has exited the sector or delegated airspace, and all potential conflicts have been resolved; including an aircraft that is a point out. The data block shall display flight identification and altitude information, as a minimum. NOTE- Where delegated airspace extends beyond Class B and/or Class C airspace, the following will apply: If a VFR aircraft is clear of Class B and Class C airspace and radar services have been terminated then retention of the data block is no longer required. b. During prearranged coordination procedures, the controllers who penetrate another controller's airspace shall display data block information of that controller's aircraft which shall contain, at a minimum, the position symbol and altitude information. REFERENCE- FAAO JO 7110.65, Para 2-1-14, Coordinate Use of Airspace. FAAO JO 7110.65, Para_5-4-3, Methods. FAAO JO 7110.65, Para 5-4-8, Automated Information Transfer (AIT). FAAO JO 7110.65, Para 5-4-10, Prearranged Coordination. FAAO JO 7210.3, Para 3-7-7, Prearranged Coordination. JO 7110.65S 2/14/08 5-3-4 JO 7110.65S 2/14/08 5-4-1 Transfer of Radar Identification

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Section 4. Transfer of Radar Identification 5-4-1. APPLICATION To provide continuous radar service to an aircraft and facilitate a safe, orderly, and expeditious flow of traffic, it is often necessary to transfer radar identification of an aircraft from one controller to another. This section describes the terms, methods, and responsibilities associated with this task. Interfacility and intrafacility transfers of radar identification shall be accomplished in all areas of radar surveillance except where it is not operationally feasible. Where such constraints exist, they shall be: a. Covered in letters of agreement which clearly state that control will not be based upon a radar handoff, or b. Coordinated by the transferring and receiving controllers for a specified period of time. REFERENCE- FAAO JO 7110.65, Para 4-3-8, Coordination with Receiving Facility.

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5-4-2. TERMS a. Handoff. An action taken to transfer the radar identification of an aircraft from one controller to another controller if the aircraft will enter the receiving controller's airspace and radio communications with the aircraft will be transferred. b. Radar Contact. The term used to inform the controller initiating a handoff that the aircraft is identified and approval is granted for the aircraft to enter the receiving controller's airspace. c. Point Out. A physical or automated action taken by a controller to transfer the radar identification of an aircraft to another controller if the aircraft will or may enter the airspace or protected airspace of another controller and radio communications will not be transferred. d. Point Out Approved. The term used to inform the controller initiating a point out that the aircraft is identified and that approval is granted for the aircraft to enter the receiving controller's airspace, as coordinated, without a communications transfer or the appropriate automated system response. e. Traffic. A term used to transfer radar identification of an aircraft to another controller for the purpose of coordinating separation action. Traffic is normally issued: 1. In response to a handoff or point out; 2. In anticipation of a handoff or point out; or 3. In conjunction with a request for control of an aircraft.

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f. Traffic Observed. The term used to inform the controller issuing the traffic restrictions that the traffic is identified and that the restrictions issued are understood and will be complied with. 5-4-3. METHODS a. Transfer the radar identification of an aircraft by at least one of the following methods: 1. Physically point to the target on the receiving controller's display. 2. Use landline voice communications. 3. Use automation capabilities. NOTE- EN ROUTE. Interfacility handoff capabilities are available that can be manually initiated and accepted when operating on the backup RDP while FDP is available. The backup RDP by itself does not have the capabilities for interfacility handoffs. Therefore, handoffs between facilities must be made via landline voice communications when operating with the backup RDP only.