ATC

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4. TERMINAL. Use the “Modify” or “Quick Look” functions for data transfer between the TRACON and tower cab only if specific procedures are established in a facility directive. The local controller has the responsibility to determine whether or not conditions are adequate for the use of ARTS/STARS data on the BRITE/DBRITE/TDW. 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. b. When making a handoff, point-out, or issuing traffic restrictions, relay information to the receiving controller in the following order: 1. The position of the target relative to a fix, map symbol, or radar target known and displayed by both JO 7110.65S 2/14/08 5-4-2 Transfer of Radar Identification the receiving and transferring controller. Mileage from the reference point may be omitted when relaying the position of a target if a full data block associated with the target has been forced on the receiving controller's radar display. EXAMPLE“Point out, Southwest of Richmond VOR . . ..” 2. The aircraft identification, as follows: (a) The aircraft call sign, or (b) The discrete beacon code of the aircraft during interfacility point-outs only, if both the receiving and the transferring controllers agree. NOTE- Acceptance of a point-out using the discrete beacon code as the aircraft's identification constitutes agreement.

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3. The assigned altitude, appropriate restrictions, and information that the aircraft is climbing or descending, if applicable, except when inter/intrafacility directives ensure that the altitude information will be known by the receiving controller. NOTE1. When physically pointing to the target, you do not have to state the aircraft position. 2. 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 LOA between the appropriate facilities. PHRASEOLOGY- HANDOFF/POINT-OUT/TRAFFIC (aircraft position) (aircraft ID), or (discrete beacon code point-out only) (altitude, restrictions, and other appropriate information, if applicable). c. When receiving a handoff, point-out, or traffic restrictions, respond to the transferring controller as follows: PHRASEOLOGY(Aircraft ID) (restrictions, if applicable) RADAR CONTACT, or (aircraft ID or discrete beacon code) (restrictions, if applicable) POINT-OUT APPROVED, or TRAFFIC OBSERVED, or UNABLE (appropriate information, as required). d. If any doubt as to target identification exists after attempting confirmation in accordance with this section, apply the provisions of para 5-3-5, Questionable Identification. REFERENCE- FAAO JO 7110.65, Para 5-2-17, Validation of Mode C Readout.

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5-4-4. TRAFFIC a. When using the term “traffic” for coordinating separation, the controller issuing traffic shall issue appropriate restrictions. b. The controller accepting the restrictions shall be responsible to ensure that approved separation is maintained between the involved aircraft. 5-4-5. TRANSFERRING CONTROLLER HANDOFF The transferring controller shall: a. Complete a radar handoff prior to an aircraft's entering the airspace delegated to the receiving controller. REFERENCE- FAAO JO 7110.65, Para 2-1-14, Coordinate Use of Airspace. FAAO JO 7110.65, Para 2-1-15, Control Transfer. FAAO JO 7110.65, Para 5-4-6, Receiving Controller Handoff.

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b. Verbally obtain the receiving controller's approval prior to making any changes to an aircraft's flight path, altitude, or data block information while the handoff is being initiated or after acceptance, unless otherwise specified by a LOA or a facility directive. 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 LOA between the appropriate facilities. c. Ensure that, prior to transferring communications: 1. Potential violations of adjacent airspace and potential conflicts between aircraft in their own area of jurisdiction are resolved. JO 7110.65S 2/14/08 5-4-3 Transfer of Radar Identification 2. Necessary coordination has been accomplished with all controllers through whose area of jurisdiction the aircraft will pass prior to entering the receiving controller's area of jurisdiction, except when such coordination is the receiving controller's responsibility as stated in para 5-4-6, Receiving Controller Handoff, and unless otherwise specified by a LOA or a facility directive. 3. Restrictions issued to ensure separation are passed to the receiving controller. d. After transferring communications, continue to comply with the requirements of subparas c1 and 2. e. Comply with restrictions issued by the receiving controller unless otherwise coordinated. f. Comply with the provisions of para 2-1-17, Radio Communications Transfer, subparas a and b. To the extent possible, transfer communications when the transfer of radar identification has been accepted. NOTE- Before the ARTS/STARS “modify/quick look” function is used to transfer radar identification, a facility directive which specifies communication transfer points is required. g. Advise the receiving controller of pertinent information not contained in the data block or flight progress strip unless covered in a LOA or facility directive. Pertinent information includes: 1. Assigned heading. 2. Air speed restrictions. 3. Altitude information issued. 4. Observed track or deviation from the last route clearance. 5. The beacon code if different from that normally used or previously coordinated. 6. Any other pertinent information. h. Ensure that the data block is associated with the appropriate target. i. Initiate verbal coordination to verify the position of primary or nondiscrete targets when using the automated handoff functions except for intrafacility handoffs using single-sensor systems or multisensor systems operating in a mosaic RDP mode. j. Initiate verbal coordination before transferring control of a track when “CST,” “FAIL,” “NONE,” “NB,” “NX,” “IF,” or “NT” is displayed in the data block. k. Advise the receiving controller that radar monitoring is required when the aircraft is on a direct route initiated by ATC that exceeds usable NAVAID distances. l. Issue restrictions to the receiving controller which are necessary to maintain separation from other aircraft within your area of jurisdiction before releasing control of the aircraft. m. Consider the target being transferred as identified on the receiving controller's display when the receiving controller acknowledges receipt verbally or has accepted an automated handoff. n. Accomplish the necessary coordination with any intervening controllers whose area of jurisdiction is affected by the receiving controller's delay in the climb or the descent of an aircraft through the vertical limits of your area of jurisdiction when the receiving controller advises you of that delay before accepting the transfer of radar identification unless otherwise specified by a LOA or a facility directive. 5-4-6. RECEIVING CONTROLLER HANDOFF The receiving controller shall: a. Ensure that the target position corresponds with the position given by the transferring controller or that there is an appropriate association between an automated data block and the target being transferred before accepting a handoff. REFERENCE- FAAO JO 7110.65, Para 2-1-14, Coordinate Use of Airspace. FAAO JO 7110.65, Para 2-1-15, Control Transfer. FAAO JO 7110.65, Para 5-4-5, Transferring Controller Handoff. b. Issue restrictions that are needed for the aircraft to enter your sector safely before accepting the handoff. c. Comply with restrictions issued by the initiating controller unless otherwise coordinated. d. Before you issue control instructions directly to an aircraft that is within another controller's area of jurisdiction that will change that aircraft's heading, route, speed, altitude, or beacon code, ensure that coordination has been accomplished with each of the controllers listed below whose area of jurisdiction is affected by those instructions unless otherwise specified by a LOA or a facility directive: JO 7110.65S 2/14/08 5-4-4 Transfer of Radar Identification 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 LOA between the appropriate facilities. 1. The controller within whose area of jurisdiction the control instructions will be issued. 2. Any intervening controller(s) through whose area of jurisdiction the aircraft will pass. e. After accepting a handoff from another controller, confirm the identity of primary target by advising the aircraft of its position, and of a beacon target by observing a code change, an “ident” reply, or a “standby” squawk unless one of these was used during handoff. These provisions do not apply at those towers and GCAs which have been delegated the responsibility for providing radar separation within designated areas by the parent approach control facility and the aircraft identification is assured by sequencing or positioning prior to the handoff. REFERENCE- FAAO JO 7110.65, Para 5-9-5, Approach Separation Responsibility. f. When using appropriate equipment, consider a discrete beacon target's identity to be confirmed when: 1. The data block associated with the target being handed off indicates the computer assigned discrete beacon code is being received, or 2. You observe the deletion of a discrete code that was displayed in the data block, or NOTE- When the aircraft generated discrete beacon code does not match the computer assigned beacon code, the code generated will be displayed in the data block. When the aircraft changes to the assigned discrete code, the code disappears from the data block. In this instance, the observance of code removal from the data block satisfies confirmation requirements. 3. You observe the numeric display of a discrete code that an aircraft has been instructed to squawk or reports squawking. g. Initiate verbal coordination prior to accepting control of a track when “CST,” “NAT,” “NT,” “NONE,” “NB,” “NX,” “OLD,” “OL,” “AMB,” “AM,” or “TU” is displayed in the data block. 1. When an automated interfacility handoff action is initiated and “AMB” or “AM” is displayed in the full data block, advise the other facility that a disparity exists between the position declared by their computer and that declared by your ARTS/PIDP/ STARS system. 2. When an automated interfacility handoff action is initiated and “NAT,” “NT,” or “TU” is displayed in the full data block, advise the other facility if a disparity exists between the position declared by their computer and the actual target position. h. Advise the transferring controller, prior to accepting the transfer of radar identification, that you will delay the climb or the descent of an aircraft through the vertical limits of the transferring controller's area of jurisdiction, unless otherwise specified in a LOA or a facility directive. 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 LOA between the appropriate facilities. i. If you decide, after accepting the transfer of radar identification, to delay the aircraft's climb or descent through the vertical limits of the transferring controller's area of jurisdiction, advise the transferring controller of that decision as soon as possible. You now have the responsibility to ensure that the necessary coordination is accomplished with any intervening controller(s) whose area of jurisdiction is affected by that delay, unless otherwise specified in a LOA or a facility directive. 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 LOA between the appropriate facilities. 5-4-7. POINT OUT a. The transferring controller shall: 1. Obtain verbal approval before permitting an aircraft to enter the receiving controller's delegated airspace. TERMINAL. Automated approval may be utilized in lieu of verbal, provided the appropriate automation software is operational (automated point out function), and the procedures are specified in a facility directive/LOA. 2. Obtain the receiving controller's approval before making any changes to an aircraft's flight path, altitude, or data block information after the point out has been approved. JO 7110.65S 2/14/08 5-4-5 Transfer of Radar Identification 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 LOA between the appropriate facilities. 3. Comply with restrictions issued by the receiving controller unless otherwise coordinated. 4. Be responsible for subsequent radar handoffs and communications transfer, including flight data revisions and coordination, unless otherwise agreed to by the receiving controller or as specified in a LOA. b. The receiving controller shall: 1. Ensure that the target position corresponds with the position given by the transferring controller or that there is an association between a computer data block and the target being transferred prior to approving a point out. 2. Be responsible for separation between point out aircraft and other aircraft for which he/she has separation responsibility. 3. Issue restrictions necessary to provide separation from other aircraft within his/her area of jurisdiction. 5-4-8. AUTOMATED INFORMATION TRANSFER (AIT) Transfer radar identification, altitude control, and/or en route fourth line control information, without verbal coordination under the following conditions: a. During radar handoff; and b. Via information displayed in full data blocks; and c. Within the same facility, except as provided in para 5-4-9, Interfacility Automated Information Transfer; and d. When following procedures specified in your facility AIT directive. REFERENCE- FAAO JO 7110.65, Para_5-4-11, En Route Fourth Line Data Block Usage. 5-4-9. INTERFACILITY AUTOMATED INFORMATION TRANSFER EN ROUTE Transfer radar identification without verbal coordination under the following conditions: a. During radar handoff; and b. Via information displayed in full data blocks; and c. On aircraft at assigned altitude in level flight; and d. Only the first sector within the receiving facility shall utilize the procedure; and e. When following procedures specified in your facility AIT directive and LOA. 5-4-10. PREARRANGED COORDINATION Prearranged coordination allowing aircraft under your control to enter another controller's area of jurisdiction may only be approved provided procedures are established and published in a facility directive/LOA in accordance with FAAO JO 7210.3, para 3-7-7, Prearranged Coordination. NOTE- Under no circumstances may one controller permit an aircraft to enter another's airspace without proper coordination. Coordination can be accomplished by several means; i.e., radar handoff, automated information transfer, verbal, point-out, and by prearranged coordination procedures identified in a facility directive that clearly describe the correct application. Airspace boundaries should not be permitted to become barriers to the efficient movement of traffic. In addition, complete coordination, awareness of traffic flow, and understanding of each position's responsibility concerning penetration of another's airspace cannot be overemphasized. 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 7210.3, Para 3-7-7, Prearranged Coordination. JO 7110.65S 2/14/08 5-4-6 Transfer of Radar Identification 5-4-11. EN ROUTE FOURTH LINE DATA BLOCK USAGE a. The en route fourth line data block shall be used to forward only the specified control information listed below. Any additional control information shall be forwarded via other communication methods. En_route fourth line data block free text area may be used by individual sector teams for recording any additional information the team deems appropriate for managing the sector, but shall be removed prior to initiation of identification transfer. REFERENCE- FAAO JO 7110.65, Para 5-4-5, Transferring Controller Handoff, subpara b. b. The en route fourth line data block area shall be used for coordination purposes only in association with radar identified aircraft. c. When automated information transfer (AIT) procedures are applied, en route fourth line usage for transfer of control information shall be specifically defined within facility AIT directive. REFERENCE- FAAO JO 7110.65, Para_5-4-8, Automated Information Transfer (AIT). FAAO JO 7210.3, Para_4-3-8, Automated Information Transfer (AIT). d. Coordination format for assigned headings shall use the designation character “H” preceding a three-digit number. EXAMPLE- H080, H270 e. Aircraft assigned a heading until receiving a fix or joining a published route shall be designated with assigned heading format followed by the fix or route. EXAMPLE- H080/ALB, 080/J121, PH/ALB NOTE1. The notation “PH” may be used to denote present heading. 2. The character “H” may be omitted as a prefix to the heading assignment only if necessary due to character field limitations, and it does not impede understanding. f. Aircraft authorized specific weather deviation or lateral weather deviation until able to proceed direct to a fix shall be designated with the identified characters: D-deviation, L-left, R-right, N-north, E-east, S-south, W-west. EXAMPLE- DN, D20L, DR/ATL, D30R/ATL g. Coordination format for assigned airspeeds shall use the designation character “S” preceding a three-digit number. NOTE- A “+” notation may be added to denote an assigned speed at or greater than the displayed value. A “-” notation may be added to denote an assigned speed at or less than the displayed value. EXAMPLE- S210, S250, S250+, S280- h. Aircraft assigned a Mach number shall use the designation “M” preceding the two-digit assigned value. EXAMPLE- M80, M80+, M80- REFERENCE- FAAO JO 7110.65, Para_5-4-11, En Route Fourth Line Data Block Usage, subpara gNOTE. i. Aircraft authorized to conduct celestial navigation training within 30 NM of the route centerline specified within the en route clearance. EXAMPLE- CELNAV j. Coordination format for aircraft requesting an altitude change shall use the designation characters “RQ” preceding a three-digit number. EXAMPLE- RQ170, RQ410 k. Coordination format for aircraft requesting a route change shall use the designation “RQ/” preceding a specific fix identifier. EXAMPLE- RQ/LAX, RQ/NEUTO l. The acceptance of a handoff by the receiving controller shall constitute receipt of the information contained within the en route fourth line data block. It is the responsibility of the receiving controller to advise the transferring controller if any information is not understood, or needs to be revised. NOTE- Due to system and character limitations the usage of these standardized entries may require additional support via facility directive in order to provide complete coordination. m. All other control information shall be coordinated via other methods. JO 7110.65S 2/14/08 5-5-1 Radar Separation Section 5. Radar Separation 5-5-1. APPLICATION a. Radar separation shall be applied to all RNAV aircraft operating on a random (impromptu) route at or below FL 450 and to all published Q routes in the conterminous United States. b. Radar separation may be applied between: 1. Radar identified aircraft. 2. An aircraft taking off and another radar identified aircraft when the aircraft taking off will be radar-identified within 1 mile of the runway end. 3. A radar-identified aircraft and one not radar-identified when either is cleared to climb/ descend through the altitude of the other provided: (a) The performance of the radar system is adequate and, as a minimum, primary radar targets or ASR-9/Full Digital Radar Primary Symbol targets are being displayed on the display being used within the airspace within which radar separation is being applied; and (b) Flight data on the aircraft not radar- identified indicate it is a type which can be expected to give adequate primary/ASR-9/Full Digital Radar Primary Symbol return in the area where separation is applied; and (c) The airspace within which radar separation is applied is not less than the following number of miles from the edge of the radar display: (1) When less than 40 miles from the antenna- 6 miles; (2) When 40 miles or more from the antenna- 10 miles; (3) Narrowband radar operations10_miles; and (d) Radar separation is maintained between the radar-identified aircraft and all observed primary, ASR-9/Full Digital Radar Primary Symbol, and secondary radar targets until nonradar separation is established from the aircraft not radar identified; and (e) When the aircraft involved are on the same relative heading, the radar-identified aircraft is vectored a sufficient distance from the route of the aircraft not radar identified to assure the targets are not superimposed prior to issuing the clearance to climb/descend. REFERENCE- FAAO JO 7110.65, Para 4-1-2, Exceptions. FAAO JO 7110.65, Para 4-4-1, Route Use. FAAO JO 7110.65, Para 5-3-1, Application. FAAO JO 7110.65, Para_5-5-8, Additional Separation for Formation Flights. FAAO JO 7110.65, Para 5-9-5, Approach Separation Responsibility. 5-5-2. TARGET SEPARATION a. Apply radar separation: 1. Between the centers of primary radar targets; however, do not allow a primary target to touch another primary target or a beacon control slash. 2. Between the ends of beacon control slashes. NOTE- At TPX-42 sites, the bracket video feature must be activated to display the beacon control slash. 3. Between the end of a beacon control slash and the center of a primary target. 4. All-digital displays. Between the centers of digitized targets. Do not allow digitized targets to touch. REFERENCE- FAAO JO 7110.65, Para 5-9-7, Simultaneous Independent ILS/MLS Approaches- Dual_& Triple. 5-5-3. TARGET RESOLUTION a. A process to ensure that correlated radar targets or digitized targets do not touch. b. Mandatory traffic advisories and safety alerts shall be issued when this procedure is used. NOTE- This procedure shall not be provided utilizing mosaic radar systems. c. Target resolution shall be applied as follows: 1. Between the edges of two primary targets or the edges of primary digitized targets. 2. Between the end of the beacon control slash and the edge of a primary target or primary digitized target. 3. Between the ends of two beacon control slashes. JO 7110.65S 2/14/08 5-5-2 Radar Separation 5-5-4. MINIMA Separate aircraft by the following minima: a. Broadband Radar System or Digital Terminal Automation System (DTAS): NOTE- Includes single sensor long range radar mode. 1. When less than 40 miles from the antenna3_miles. 2. When 40 miles or more from the antenna5_miles. 3. TERMINAL. For single sensor ASR-9 with Mode S, when less than 60 miles from the antenna - 3 miles. NOTE- Wake turbulence procedures specify increased separation minima required for certain classes of aircraft because of the possible effects of wake turbulence. b. Stage A/DARC, MEARTS Mosaic Mode, Terminal Mosaic/Multi-Sensor Mode: NOTE- Mosaic/Multi-Sensor Mode combines radar input from 2 to 16 sites into a single picture utilizing a mosaic grid composed of radar sort boxes. 1. Below FL 600- 5 miles. 2. At or above FL 600- 10 miles. 3. For areas meeting all of the following conditions: (a) Radar site adaptation is set to single sensor. (b) Significant operational advantages can be obtained. (c) Within 40 miles of the antenna. (d) Below FL 180. (e) Facility directives specifically define the area where the separation can be applied. Facility directives may specify 3 miles. REFERENCE- FAAO JO 7210.3, Para 8-2-1, Single Site Coverage Stage A Operations. FAAO JO 7210.3, Para 11-8-15, Single Site Coverage ATTS Operations. 4. When transitioning from terminal to en route control, 3 miles increasing to 5 miles or greater, provided: (a) The aircraft are on diverging routes/ courses, and/or (b) The leading aircraft is and will remain faster than the following aircraft; and (c) Separation constantly increasing and the first center controller will establish 5 NM or other appropriate form of separation prior to the aircraft departing the first center sector; and (d) The procedure is covered by a letter of agreement between the facilities involved and limited to specified routes and/or sectors/positions. c. MEARTS Mosaic Mode: NOTE1. Sensor Mode displays information from the radar input of a single site. 2. Procedures to convert MEARTS Mosaic Mode to MEARTS Sensor Mode at each PVD/MDM will be established by facility directive. 1. When less than 40 miles from the antenna3_miles. 2. When 40 miles or more from the antenna5_miles. d. STARS Multi-Sensor Mode: NOTE1. In Multi-Sensor Mode, STARS displays targets as filled and unfilled boxes, depending upon the target's distance from the radar site providing the data. Since there is presently no way to identify which specific site is providing data for any given target, utilize separation standards for targets 40 or more miles from the antenna. 2. When operating in STARS Single Sensor Mode, if TRK appears in the data block, handle in accordance with para_5-3-7, Identification Status, subpara b, and take appropriate steps to establish nonradar separation. 3. TRK appears in the data block whenever the aircraft is being tracked by a radar site other than the radar currently selected. Current equipment limitations preclude a target from being displayed in the single sensor mode; however, a position symbol and data block, including altitude information, will still be displayed. Therefore, low altitude alerts shall be provided in accordance with para 2-1-6, Safety Alert. WAKE TURBULENCE APPLICATION e. Separate aircraft operating directly behind, or directly behind and less than 1,000 feet below, or following an aircraft conducting an instrument approach by: JO 7110.65S 2/14/08 5-5-3 Radar Separation NOTE1. When applying wake turbulence separation criteria, directly behind means an aircraft is operating within 2500_feet of the flight path of the leading aircraft over the surface of the earth. 2. Consider parallel runways less than 2,500 feet apart as a single runway because of the possible effects of wake turbulence. 1. Heavy behind heavy- 4 miles. 2. Large/heavy behind B757- 4 miles. 3. Small behind B757- 5 miles. 4. Small/large behind heavy - 5 miles. WAKE TURBULENCE APPLICATION f. TERMINAL. In addition to subpara e, separate an aircraft landing behind another aircraft on the same runway, or one making a touch-and-go, stop-and-go, or low approach by ensuring the following minima will exist at the time the preceding aircraft is over the landing threshold: NOTE- Consider parallel runways less than 2,500 feet apart as a single runway because of the possible effects of wake turbulence. 1. Small behind large- 4 miles. 2. Small behind B757- 5 miles. 3. Small behind heavy- 6 miles. g. TERMINAL. 2.5 nautical miles (NM) separation is authorized between aircraft established on the final approach course within 10 NM of the landing runway when operating in single sensor slant range mode and aircraft remains within 40 miles of the antenna and: 1. The leading aircraft's weight class is the same or less than the trailing aircraft; 2. Heavy aircraft and the Boeing 757 are permitted to participate in the separation reduction as the trailing aircraft only; 3. An average runway occupancy time of 50_seconds or less is documented; 4. CTRDs are operational and used for quick glance references; REFERENCE- FAAO JO 7110.65, Para 3-1-9, Use of Tower Radar Displays. 5. Turnoff points are visible from the control tower. REFERENCE- FAAO JO 7110.65, Para 2-1-19, Wake Turbulence. FAAO JO 7110.65, Para 3-9-6, Same Runway Separation. FAAO JO 7110.65, Para 5-5-7, Passing or Diverging. FAAO JO 7110.65, Para 5-5-9, Separation from Obstructions. FAAO JO 7110.65, Para 5-8-3, Successive or Simultaneous Departures. FAAO JO 7110.65, Para 5-9-5, Approach Separation Responsibility. FAAO JO 7110.65, Para 7-6-7, Sequencing. FAAO JO 7110.65, Para 7-7-3, Separation. FAAO JO 7110.65 Para 7-8-3, Separation. FAAO JO 7210.3, Para 10-4-8, Reduced Separation on Final. 5-5-5. VERTICAL APPLICATION Aircraft not laterally separated, may be vertically separated by one of the following methods: a. Assign altitudes to aircraft, provided valid Mode_C altitude information is monitored and the applicable separation minima is maintained at all times. REFERENCE- FAAO JO 7110.65, Para 4-5-1, Vertical Separation Minima. FAAO JO 7110.65, Para 5-2-17, Validation of Mode C Readout. FAAO JO 7110.65, Para 7-7-3, Separation. FAAO JO 7110.65, Para 7-8-3, Separation. FAAO JO 7110.65, Para 7-9-4, Separation. b. Assign an altitude to an aircraft after the aircraft previously at that altitude has been issued a climb/descent clearance and is observed (valid Mode_C), or reports leaving the altitude. NOTE1. Consider known aircraft performance characteristics, pilot furnished and/or Mode C detected information which indicate that climb/descent will not be consistent with the rates recommended in the AIM. 2. It is possible that the separation minima described in para 4-5-1, Vertical Separation Minima, para_7-7-3, Separation, para 7-8-3, Separation, or para_7-9-4, Separation, might not always be maintained using subpara_b. However, correct application of this procedure will ensure that aircraft are safely separated because the first aircraft must have already vacated the altitude prior to the assignment of that altitude to the second aircraft. REFERENCE- FAAO JO 7110.65, Para 2-1-3, Procedural Preference. FAAO JO 7110.65, Para 4-5-1, Vertical Separation Minima. FAAO JO 7110.65, Para 5-2-17, Validation of Mode C Readout. FAAO JO 7110.65, Para 6-6-1, Application. JO 7110.65S 2/14/08 5-5-4 Radar Separation 5-5-6. EXCEPTIONS a. Do not use Mode C to effect vertical separation with an aircraft on a cruise clearance, contact approach, or as specified in para 5-15-4, System Requirements, subpara e3. REFERENCE- FAAO JO 7110.65, Para 6-6-2, Exceptions. FAAO JO 7110.65, Para 7-4-6, Contact Approach. P/CG Term- Cruise. b. Assign an altitude to an aircraft only after the aircraft previously at that altitude is observed at or passing through another altitude separated from the first by the appropriate minima when: 1. Severe turbulence is reported. 2. Aircraft are conducting military aerial refueling. REFERENCE- FAAO JO 7110.65, Para 9-2-12, Military Aerial Refueling. 3. The aircraft previously at that altitude has been issued a climb/descent at pilot's discretion. 5-5-7. PASSING OR DIVERGING a. TERMINAL. In accordance with the following criteria, all other approved separation may be discontinued, and passing or diverging separation applied when: 1. Aircraft are on opposite/reciprocal courses and you have observed that they have passed each other; or aircraft are on same or crossing courses and one aircraft has crossed the projected course of the other and the angular difference between their courses is at least 15 degrees. 2. The tracks are monitored to ensure that the primary targets, beacon control slashes, or full digital terminal system primary and/or beacon target symbols will not touch. REFERENCE- FAAO JO 7110.65, Para 1-2-2, Course Definitions. NOTE- Although all other approved separation may be discontinued, the requirements of para 5-5-4, Minima, subparas e and f shall apply when operating behind a heavy jet/B757. b. EN ROUTE. Vertical separation between aircraft may be discontinued when they are on opposite courses as defined in para 1-2-2, Course Definitions; and 1. You are in communications with both aircraft involved; and 2. You tell the pilot of one aircraft about the other aircraft, including position, direction, type; and 3. One pilot reports having seen the other aircraft and that the aircraft have passed each other; and 4. You have observed that the radar targets have passed each other; and 5. You have advised the pilots if either aircraft is classified as a heavy jet/B757 aircraft. 6. Although vertical separation may be discontinued, the requirements of para 5-5-4, Minima, subparas e and f must be applied when operating behind a heavy jet/B757. EXAMPLE“Traffic, twelve o'clock, Boeing Seven Twenty Seven, opposite direction. Do you have it in sight?” (If the answer is in the affirmative): “Report passing the traffic.” (When pilot reports passing the traffic and the radar targets confirm that the traffic has passed, issue appropriate control instructions.) 5-5-8. ADDITIONAL SEPARATION FOR FORMATION FLIGHTS Because of the distance allowed between formation aircraft and lead aircraft, additional separation is necessary to ensure the periphery of the formation is adequately separated from other aircraft, adjacent airspace, or obstructions. Provide supplemental separation for formation flights as follows: a. Separate a standard formation flight by adding 1 mile to the appropriate radar separation minima. REFERENCE- FAAO JO 7110.65, Para 2-1-13, Formation Flights. FAAO JO 7110.65, Para 5-5-1, Application. FAAO JO 7110.65, Para 7-7-3, Separation. P/CG Term- Formation Flight. b. Separate two standard formation flights from each other by adding 2 miles to the appropriate separation minima. JO 7110.65S 2/14/08 5-5-5 Radar Separation c. Separate a nonstandard formation flight by applying the appropriate separation minima to the perimeter of the airspace encompassing the nonstandard formation or from the outermost aircraft of the nonstandard formation whichever applies. d. If necessary for separation between a nonstandard formation and other aircraft, assign an appropriate beacon code to each aircraft in the formation or to the first and last aircraft in-trail. NOTE- The additional separation provided in para 5-5-8, Additional Separation for Formation Flights, is not normally added to wake turbulence separation when a formation is following a heavier aircraft since none of the formation aircraft are likely to be closer to the heavier aircraft than the lead aircraft (to which the prescribed wake turbulence separation has been applied). REFERENCE- FAAO JO 7110.65, Para 9-2-12, Military Aerial Refueling. 5-5-9. SEPARATION FROM OBSTRUCTIONS a. Except in En Route Stage A/DARC or Stage_A/EDARC, separate aircraft from obstructions depicted on the radar display by the following minima: 1. When less than 40 miles from the antenna3_miles. 2. When 40 miles or more from the antenna5_miles. b. Except in En Route Stage A/DARC or Stage_A/EDARC, vertical separation of aircraft above an obstruction depicted on the radar display may be discontinued after the aircraft has passed it. c. En Route Stage A/DARC or Stage A/EDARC, apply the radar separation minima specified in para_5-5-4, Minima, subpara b1. 5-5-10. ADJACENT AIRSPACE a. If coordination between the controllers concerned has not been effected, separate radar-controlled aircraft from the boundary of adjacent airspace in which radar separation is also being used by the following minima: REFERENCE- FAAO JO 7110.65, Para 2-1-14, Coordinate Use of Airspace. 1. When less than 40 miles from the antenna1_1 /2 miles. 2. When 40 miles or more from the antenna2_1 /2 miles. 3. En route Stage A/DARC or Stage A/EDARC: (a) Below Flight Level 600- 2 1 /2 miles. (b) Flight Level 600 and above- 5 miles. b. Separate radar-controlled aircraft from the boundary of airspace in which nonradar separation is being used by the following minima: 1. When less than 40 miles from the antenna3_miles. 2. When 40 miles or more from the antenna5_miles. 3. En route Stage A/DARC or Stage A/EDARC: (a) Below Flight Level 600- 5 miles. (b) Flight Level 600 and above- 10 miles. c. The provisions of subparas a and b do not apply to VFR aircraft being provided Class B, Class C, or TRSA services. Ensure that the targets of these aircraft do not touch the boundary of adjacent airspace. d. VFR aircraft approaching Class B, Class C, Class D, or TRSA airspace which is under the control jurisdiction of another air traffic control facility should either be provided with a radar handoff or be advised that radar service is terminated, given their position in relation to the Class B, Class C, Class_D, or TRSA airspace, and the ATC frequency, if known, for the airspace to be entered. These actions should be accomplished in sufficient time for the pilot to obtain the required ATC approval prior to entering the airspace involved, or to avoid the airspace.

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5-5-11. EDGE OF SCOPE Separate a radar-controlled aircraft climbing or descending through the altitude of an aircraft that has been tracked to the edge of the scope/display by the following minima until nonradar separation has been established: a. When less than 40 miles from the antenna3_miles from edge of scope. b. When 40 miles or more from the antenna5_miles from edge of scope. JO 7110.65S 2/14/08 5-5-6 Radar Separation c. En route Stage A/DARC or Stage A/EDARC: 1. Below Flight Level 600- 5 miles. 2. Flight Level 600 and above- 10 miles. 5-5-12. BEACON TARGET DISPLACEMENT When using a radar target display with a previously specified beacon target displacement to separate a beacon target from a primary target, adjacent airspace, obstructions, or terrain, add a 1 mile correction factor to the applicable minima. The maximum allowable beacon target displacement which may be specified by the facility air traffic manager is 1 /2 mile. REFERENCE- FAAO JO 7210.3, Para_3-7-4, Monitoring of Mode 3/A Radar Beacon Codes.

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5-5-13. GPA 102/103 CORRECTION FACTOR When using a radar display whose primary radar video is processed by the GPA 102/103 modification to a joint-use radar system, apply the following correction factors to the applicable minima: a. If less than 40 miles from the antenna- add 1_mile. b. If 40 miles or more but not over 200 miles from the antenna- add 3 miles. JO 7110.65S 2/14/08 5-6-1 Vectoring Section 6. Vectoring 5-6-1. APPLICATION Vector aircraft: a. In controlled airspace for separation, safety, noise abatement, operational advantage, or when a pilot requests. Allow aircraft operating on an RNAV route to remain on their own navigation to the extent possible. b. In Class G airspace only upon pilot request and as an additional service. c. At or above the MVA or the minimum IFR altitude except as authorized for radar approaches, special VFR, VFR operations, or by para 5-6-3, Vectors Below Minimum Altitude. NOTE- VFR aircraft not at an altitude assigned by ATC may be vectored at any altitude. It is the responsibility of the pilot to comply with the applicable parts of CFR Title 14. REFERENCE- FAAO JO 7110.65, Para 4-5-6, Minimum En Route Altitudes. FAAO JO 7110.65, Para 7-5-2, Priority. FAAO JO 7110.65, Para 7-5-4, Altitude Assignment. FAAO JO 7110.65, Para 7-7-5, Altitude Assignments. 14 CFR Section 91.119, Minimum Safe Altitudes: General. d. In airspace for which you have control jurisdiction, unless otherwise coordinated. e. So as to permit it to resume its own navigation within radar coverage. f. Operating special VFR only within Class B, Class C, Class D, or Class E surface areas. g. Operating VFR at those locations where a special program is established, or when a pilot requests, or you suggest and the pilot concurs. REFERENCE- FAAO JO 7110.65, Para 4-4-1, Route Use. FAAO JO 7110.65, Para 7-2-1, Visual Separation. FAAO JO 7110.65, Para 7-5-3, Separation. FAAO JO 7110.65, Para 7-6-1, Application. FAAO JO 7110.65, Para 9-4-4, Separation Minima. FAAO JO 7210.3, Chapter 11, Section 1, Terminal VFR Radar Services. 5-6-2. METHODS a. Vector aircraft by specifying: 1. Direction of turn, if appropriate, and magnetic heading to be flown, or PHRASEOLOGY- TURN LEFT/RIGHT HEADING (degrees). FLY HEADING (degrees). FLY PRESENT HEADING. DEPART (fix) HEADING (degrees). 2. The number of degrees, in group form, to turn and the direction of turn, or PHRASEOLOGY- TURN (number of degrees) DEGREES LEFT/RIGHT. 3. For NO-GYRO procedures, the type of vector, direction of turn, and when to stop turn. PHRASEOLOGY- THIS WILL BE A NO-GYRO VECTOR, TURN LEFT/RIGHT. STOP TURN. b. When initiating a vector, advise the pilot of the purpose. PHRASEOLOGY- VECTOR TO (fix or airway). VECTOR TO INTERCEPT (name of NAVAID) (specified) RADIAL. VECTOR FOR SPACING. VECTOR TO FINAL APPROACH COURSE, or if the pilot does not have knowledge of the type of approach, VECTOR TO (approach name) FINAL APPROACH COURSE. NOTE- Determine optimum routing based on factors such as wind, weather, traffic, pilot requests, noise abatement, adjacent sector requirement, and letters of agreement. c. Issue with the vector an altitude to maintain and all appropriate altitude restrictions when: 1. The vector will take the aircraft off an assigned procedure which contains altitude instructions, i.e., instrument approach, nonradar SID, FMSP, etc. JO 7110.65S 2/14/08 5-6-2 Vectoring 2. The previously issued clearance included crossing restrictions. REFERENCE- FAAO JO 7110.65, Para 4-2-5, Route or Altitude Amendments. d. If appropriate, advise the pilot what to expect when the vector is completed. PHRASEOLOGY- EXPECT TO RESUME (Route, SID, STAR, FMSP, etc.). NOTE- You must ensure that the pilot is made aware if he/she is expected to resume a previously issued route procedure. e. Provide radar navigational guidance until the aircraft is: 1. Established within the airspace to be protected for the nonradar route to be flown, or 2. On a heading that will, within a reasonable distance, intercept the nonradar route to be flown, and 3. Informed of its position unless the aircraft is RNAV, FMS, or DME equipped and being vectored toward a VORTAC/TACAN or waypoint and within the service volume of the NAVAID. PHRASEOLOGY(Position with respect to course/fix along route), RESUME OWN NAVIGATION, or FLY HEADING (degrees). WHEN ABLE, PROCEED DIRECT (name of fix), or RESUME (name /numberFMSP/SID/transition/STAR/ procedure). REFERENCE- FAAO JO 7110.65, Chapter 4, Section 1, NAVAID Use Limitations. f. Aircraft instructed to resume a procedure which contains restrictions (SID/STAR/FMSP, etc.) shall be issued/reissued all applicable restrictions or shall be advised to comply with those restrictions. PHRASEOLOGY- RESUME (name /numberFMSP/SID/transition/STAR), COMPLY WITH RESTRICTIONS. EXAMPLE“Resume the Mudde One Arrival, comply with restrictions.” “Cleared direct Luxor, resume the Ksino One arrival, comply with restrictions.” g. Aircraft vectored off an RNAV route shall be recleared to the next waypoint or as requested by the pilot. h. During stage A operation, update the route of flight in the computer unless an operational advantage is gained and coordination is accomplished. i. Inform the pilot when a vector will take the aircraft across a previously assigned nonradar route. PHRASEOLOGY- EXPECT VECTOR ACROSS (NAVAID radial) (airway/route/course) FOR (purpose). REFERENCE- FAAO JO 7110.65, Para 7-6-1, Application. 5-6-3. VECTORS BELOW MINIMUM ALTITUDE Except in en route automated environments in areas where more than 3 miles separation minima is required, you may vector a departing IFR aircraft, or one executing a missed approach, within 40 miles of the antenna and before it reaches the minimum altitude for IFR operations if separation from prominent obstructions shown on the radar scope is applied in accordance with the following: a. If the flight path is 3 miles or more from the obstruction and the aircraft is climbing to an altitude at least 1,000 feet above the obstruction, vector the aircraft to maintain at least 3 miles separation from the obstruction until the aircraft reports leaving an altitude above the obstruction. b. If the flight path is less than 3 miles from the obstruction, and the aircraft is climbing to an altitude at least 1,000 feet above the obstruction, vector the aircraft to increase lateral separation from the obstruction until the 3 mile minimum is achieved or until the aircraft reports leaving an altitude above the obstruction. c. At those locations where diverse vector areas (DVA) have been established, terminal radar facilities may vector aircraft below the MVA/MIA within those areas and along those routes described in facility directives. REFERENCE- FAAO JO 7210.3, Para 3-9-5, Establishing Diverse Vector Area/s (DVA). JO 7110.65S 2/14/08 5-7-1 Speed Adjustment Section 7. Speed Adjustment 5-7-1. APPLICATION Keep speed adjustments to the minimum necessary to achieve or maintain required or desired spacing. Avoid adjustments requiring alternate decreases and increases. Permit pilots to resume normal speed when previously specified adjustments are no longer needed. NOTE- It is the pilot's responsibility and prerogative to refuse speed adjustment that he/she considers excessive or contrary to the aircraft's operating specifications. a. Consider the following when applying speed control: 1. Determine the interval required and the point at which the interval is to be accomplished. 2. Implement speed adjustment based on the following principles. (a) Priority of speed adjustment instructions is determined by the relative speed and position of the aircraft involved and the spacing requirement. (b) Speed adjustments are not achieved instantaneously. Aircraft configuration, altitudes, and speed determine the time and distance required to accomplish the adjustment. 3. Use the following techniques in speed control situations: (a) Compensate for compression when assigning air speed adjustment in an in-trail situation by using one of the following techniques: (1) Reduce the trailing aircraft first. (2) Increase the leading aircraft first. (b) Assign a specific airspeed if required to maintain spacing. (c) Allow increased time and distance to achieve speed adjustments in the following situations: (1) Higher altitudes. (2) Greater speed. (3) Clean configurations. (d) Ensure that aircraft are allowed to operate in a clean configuration as long as circumstances permit. (e) Keep the number of speed adjustments per aircraft to the minimum required to achieve and maintain spacing. b. Do not assign speed adjustment to aircraft: 1. At or above FL 390 without pilot consent. 2. Executing a published high altitude instrument approach procedure. 3. In a holding pattern. REFERENCE- FAAO JO 7110.65, Para 4-6-4, Holding Instructions. 4. Inside the final approach fix on final or a point 5 miles from the runway, whichever is closer to the runway. c. At the time approach clearance is issued, previously issued speed adjustments shall be restated if required. d. Approach clearances cancel any previously assigned speed adjustment. Pilots are expected to make their own speed adjustments to complete the approach unless the adjustments are restated. e. Express speed adjustments in terms of knots based on indicated airspeed (IAS) in 10-knot increments. At or above FL 240, speeds may be expressed in terms of Mach numbers in 0.01_increments for turbojet aircraft with Mach meters (i.e.,_Mach 0.69, 0.70, 0.71, etc.). NOTE1. Pilots complying with speed adjustment instructions should maintain a speed within plus or minus 10 knots or 0.02 Mach number of the specified speed. 2. When assigning speeds to achieve spacing between aircraft at different altitudes, consider that ground speed may vary with altitude. Further speed adjustment may be necessary to attain the desired spacing. REFERENCE- FAAO JO 7110.65, Para 5-7-2, Methods. JO 7110.65S 2/14/08 5-7-2 Speed Adjustment 5-7-2. METHODS a. Instruct aircraft to: 1. Maintain present/specific speed. 2. Maintain specified speed or greater/less. 3. Maintain the highest/lowest practical speed. 4. Increase or reduce to a specified speed or by a specified number of knots. PHRASEOLOGY- SAY AIRSPEED. SAY MACH NUMBER. MAINTAIN PRESENT SPEED. MAINTAIN (specific speed) KNOTS. MAINTAIN (specific speed) KNOTS OR GREATER. DO NOT EXCEED (speed) KNOTS. MAINTAIN MAXIMUM FORWARD SPEED. MAINTAIN SLOWEST PRACTICAL SPEED. INCREASE/REDUCE SPEED: TO (specified speed in knots), or TO MACH (Mach number), or (number of knots) KNOTS. EXAMPLE“Increase speed to Mach point seven two.” “Reduce speed to two five zero.” “Reduce speed twenty knots.” “Maintain two eight zero knots.” “Maintain maximum forward speed.” NOTE1. A pilot operating at or above 10,000 feet MSL on an assigned speed adjustment greater than 250 knots is expected to comply with 14 CFR Section 91.117(a) when cleared below 10,000 feet MSL, within domestic airspace, without notifying ATC. Pilots are expected to comply with the other provisions of 14 CFR Section 91.117 without notification. 2. Speed restrictions of 250 knots do not apply to aircraft operating beyond 12 NM from the coastline within the U.S._Flight Information Region, in offshore Class E airspace below 10,000 feet MSL. However, in airspace underlying a Class B airspace area designated for an airport, or in a VFR corridor designated through such as a Class B airspace area, pilots are expected to comply with the 200_knot speed limit specified in 14 CFR Section_91.117(c). (See 14 CFR Sections 91.117(c) and 91.703.) 3. The phrases “maintain maximum forward speed” and “maintain slowest practical speed” are primarily intended for use when sequencing a group of aircraft. As the sequencing plan develops, it may be necessary to determine the specific speed and/or make specific speed assignments. b. To obtain pilot concurrence for a speed adjustment at or above FL 390, as required by para_5-7-1, Application, use the following phraseology. PHRASEOLOGY(Speed adjustment), IF UNABLE ADVISE. EXAMPLE“Reduce speed to one niner zero, if unable advise.” c. Simultaneous speed reduction and descent can be extremely difficult, particularly for turbojet aircraft. Specifying which action is to be accomplished first removes any doubt the pilot may have as to controller intent or priority. Specify which action is expected first when combining speed reduction with a descent clearance. 1. Speed reductions prior to descent. PHRASEOLOGY- REDUCE SPEED: TO (specified speed), or (number of knots) KNOTS. THEN, DESCEND AND MAINTAIN (altitude). 2. Speed reduction following descent. PHRASEOLOGY- DESCEND AND MAINTAIN (altitude). THEN, REDUCE SPEED: TO (specified speed in knots), or JO 7110.65S 2/14/08 5-7-3 Speed Adjustment TO MACH (Mach number), or (number of knots) KNOTS. NOTE- When specifying descent prior to speed reduction, consider the maximum speed requirements specified in 14_CFR Section 91.117. It may be necessary for the pilot to level off temporarily and reduce speed prior to descending below 10,000 feet MSL. d. Specify combined speed/altitude fix crossing restrictions. PHRASEOLOGY- CROSS (fix) AT AND MAINTAIN (altitude) AT (specified speed) KNOTS. EXAMPLE“Cross Robinsville at and maintain six thousand at two_three zero knots.” REFERENCE- FAAO JO 7110.65, Para 2-4-17, Numbers Usage. FAAO JO 7110.65, Para 4-5-7, Altitude Information. 5-7-3. MINIMA When assigning airspeeds, use the following recommended minima: a. To aircraft operating between FL 280 and 10,000 feet, a speed not less than 250 knots or the equivalent Mach number. NOTE1. On a standard day the Mach numbers equivalent to 250_knots CAS (subject to minor variations) are: FL 240-0.6 FL 250-0.61 FL 260-0.62 FL 270-0.64 FL 280-0.65 FL 290-0.66. 2. If a pilot is unable to comply with the speed assignment, the pilot will advise. b. When an operational advantage will be realized, speeds lower than the recommended minima may be applied. c. To arrival aircraft operating below 10,000 feet: 1. Turbojet aircraft. A speed not less than 210_knots; except when the aircraft is within 20 flying miles of the runway threshold of the airport of intended landing, a speed not less than 170 knots. 2. Reciprocating engine and turboprop aircraft. A speed not less than 200 knots; except when the aircraft is within 20 flying miles of the runway threshold of the airport of intended landing, a speed not less than 150 knots. d. Departures: 1. Turbojet aircraft. A speed not less than 230_knots. 2. Reciprocating engine and turboprop aircraft. A speed not less than 150 knots. e. Helicopters. A speed not less than 60 knots. REFERENCE- FAAO JO 7110.65, Para 5-7-2, Methods. 5-7-4. TERMINATION Advise aircraft when speed adjustment is no longer needed. PHRASEOLOGY- RESUME NORMAL SPEED. NOTE- An instruction to “resume normal speed” does not delete speed restrictions that are applicable to published procedures of upcoming segments of flight, unless specifically stated by ATC. This does not relieve the pilot of those speed restrictions which are applicable to 14_CFR Section 91.117. JO 7110.65S 2/14/08 5-7-4 JO 7110.65S 2/14/08 5-8-1 Radar Departures Section 8. Radar Departures 5-8-1. PROCEDURES Use standard departure routes and channelized altitudes whenever practical to reduce coordination. Do not, however, assign these routes solely to provide for possible radar or communication failure. 5-8-2. INITIAL HEADING Before departure, assign the initial heading to be flown if a departing aircraft is to be vectored immediately after takeoff. PHRASEOLOGY- FLY RUNWAY HEADING. TURN LEFT/RIGHT, HEADING (degrees). NOTE- TERMINAL. A purpose for the heading is not necessary, since pilots operating in a radar environment associate assigned headings with vectors to their planned route of flight. REFERENCE- FAAO JO 7110.65, Para 4-3-2, Departure Clearances. FAAO JO 7110.65, Para 5-6-3, Vectors Below Minimum Altitude. 5-8-3. SUCCESSIVE OR SIMULTANEOUS DEPARTURES TERMINAL Separate aircraft departing from the same airport/ heliport or adjacent airports/heliports in accordance with the following minima provided radar identification with the aircraft will be established within 1 mile of the takeoff runway end/helipad and courses will diverge by 15 degrees or more. NOTE1. FAAO 8260.19, Flight Procedures and Airspace, establishes guidelines for IFR departure turning procedures which assumes a climb to 400 feet above the airport elevation before a turn is commenced. FAAO_8260.3, United States Standard for Terminal Instrument Procedures (TERPS), the ILS missed approach criteria, requires a straight climb of 400 feet be specified where turns greater than 15 degrees are required. 2. Consider known aircraft performance characteristics when applying initial separation to successive departing aircraft. 3. When one or both of the departure surfaces is a helipad, use the takeoff course of the helicopter as a reference, comparable to the centerline of a runway and the helipad center as the threshold. a. Between aircraft departing the same runway/ helipad or parallel runways/helicopter takeoff courses separated by less than 2,500 feet- 1 mile if courses diverge immediately after departure. (See FIG 5-8-1, FIG 5-8-2, and FIG 5-8-3.) FIG 5-8-1 Successive Departures FIG 5-8-2 Simultaneous Departures JO 7110.65S 2/14/08 5-8-2 Radar Departures FIG 5-8-3 Simultaneous Departures NOTE- This procedure does not apply when a small aircraft is taking off from an intersection on the same runway behind a large aircraft or when an aircraft is departing behind a heavy jet/B757. REFERENCE- FAAO JO 7110.65, Para 3-9-7, Wake Turbulence Separation for Intersection Departures. FAAO JO 7110.65, Para 3-9-8, Intersecting Runway Separation. FAAO JO 7110.65, Para 5-5-4, Minima. b. Between aircraft departing from diverging runways: 1. Nonintersecting runways. Authorize simultaneous takeoffs if runways diverge by 15 degrees or more. (See FIG 5-8-4.) FIG 5-8-4 Nonintersecting Runway Departures 2. Intersecting runways and/or helicopter takeoff courses which diverge by 15 degrees or more. Authorize takeoff of a succeeding aircraft when the preceding aircraft has passed the point of runway and/or takeoff course intersection. When applicable, apply the procedure in para 3-9-5, Anticipating Separation. (See FIG 5-8-5 and FIG 5-8-6.) FIG 5-8-5 Intersecting Runway Departures NOTE- This procedure does not apply when aircraft are departing behind a heavy jet/B757. FIG 5-8-6 Intersecting Helicopter Course Departures c. Between aircraft departing in the same direction from parallel runways/helicopter takeoff courses. Authorize simultaneous takeoffs if the centerlines/ takeoff courses are separated by at least 2,500_feet and courses diverge by 15 degrees or more immediately after departure. (See FIG 5-8-7 and FIG 5-8-8.) JO 7110.65S 2/14/08 5-8-3 Radar Departures FIG 5-8-7 Parallel Runway Departures FIG 5-8-8 Parallel Helicopter Course Departures 5-8-4. DEPARTURE AND ARRIVAL TERMINAL. Except as provided in para 5-8-5, Departures and Arrivals on Parallel or Nonintersecting Diverging Runways, separate a departing aircraft from an arriving aircraft on final approach by a minimum of 2 miles if separation will increase to a minimum of 3 miles (5 miles when 40 miles or more from the antenna) within 1 minute after takeoff. NOTE1. This procedure permits a departing aircraft to be released so long as an arriving aircraft is no closer than 2_miles from the runway at the time. This separation is determined at the time the departing aircraft commences takeoff roll. 2. Consider the effect surface conditions, such as ice, snow, and other precipitation, may have on known aircraft performance characteristics, and the influence these conditions may have on the pilot's ability to commence takeoff roll in a timely manner. 5-8-5. DEPARTURES AND ARRIVALS ON PARALLEL OR NONINTERSECTING DIVERGING RUNWAYS TERMINAL. Authorize simultaneous operations between an aircraft departing on a runway and an aircraft on final approach to another parallel or nonintersecting diverging runway if the departure course diverges immediately by at least 30 degrees from the missed approach course until separation is applied and provided one of the following conditions are met: NOTE- When one or both of the takeoff/landing surfaces is a helipad, consider the helicopter takeoff course as the runway centerline and the helipad center as the threshold. a. When parallel runway thresholds are even, the runway centerlines are at least 2,500 feet apart. (See FIG 5-8-9 and FIG 5-8-10.) FIG 5-8-9 Parallel Thresholds are Even JO 7110.65S 2/14/08 5-8-4 Radar Departures FIG 5-8-10 Parallel Thresholds are Even b. When parallel runway thresholds are staggered and: 1. The arriving aircraft is approaching the nearer runway: the centerlines are at least 1,000 feet apart and the landing thresholds are staggered at least 500 feet for each 100 feet less than 2,500 the centerlines are separated. (See FIG 5-8-11 and FIG 5-8-12.) FIG 5-8-11 Parallel Thresholds are Staggered FIG 5-8-12 Parallel Thresholds are Staggered NOTE- In the event of a missed approach by a heavy jet/B757, apply the procedures in para 3-9-6, Same Runway Separation, or para 3-9-8, Intersecting Runway Separation, ensure that the heavy jet does not overtake or cross in front of an aircraft departing from the adjacent parallel runway. 2. The arriving aircraft is approaching the farther runway: the runway centerlines separation exceeds 2,500 feet by at least 100 feet for each 500_feet the landing thresholds are staggered. (See FIG 5-8-13.) FIG 5-8-13 Parallel Thresholds are Staggered JO 7110.65S 2/14/08 5-8-5 Radar Departures c. When nonintersecting runways diverge by 15_degrees or more and runway edges do not touch. (See FIG 5-8-14.) FIG 5-8-14 Diverging Nonintersecting Runways d. When the aircraft on takeoff is a helicopter, hold the helicopter until visual separation is possible or apply the separation criteria in subparas a, b, or c. REFERENCE- FAAO JO 7110.65, Para 5-8-4, Departure and Arrival. JO 7110.65S 2/14/08 5-8-6 JO 7110.65S 2/14/08 5-9-1 Radar Arrivals Section 9. Radar Arrivals 5-9-1. VECTORS TO FINAL APPROACH COURSE Except as provided in para 7-4-2, Vectors for Visual Approach, vector arriving aircraft to intercept the final approach course: a. At least 2 miles outside the approach gate unless one of the following exists: 1. When the reported ceiling is at least 500 feet above the MVA/MIA and the visibility is at least 3_miles (report may be a PIREP if no weather is reported for the airport), aircraft may be vectored to intercept the final approach course closer than 2 miles outside the approach gate but no closer than the approach gate. 2. If specifically requested by the pilot, aircraft may be vectored to intercept the final approach course inside the approach gate but no closer than the final approach fix. EXCEPTION. Conditions 1 and 2 above do not apply to RNAV aircraft being vectored for a GPS or RNAV approach. b. For a precision approach, at an altitude not above the glideslope/glidepath or below the minimum glideslope intercept altitude specified on the approach procedure chart. c. For a nonprecision approach, at an altitude which will allow descent in accordance with the published procedure. NOTE- A pilot request for an “evaluation approach,” or a “coupled approach,” or use of a similar term, indicates the pilot desires the application of subparas a and b. d. EN ROUTE. The following provisions are required before an aircraft may be vectored to the final approach course: 1. The approach gate and a line (solid or broken), depicting the final approach course starting at or passing through the approach gate and extending away from the airport, be displayed on the radar scope; for a precision approach, the line length shall extend at least the maximum range of the localizer; for a nonprecision approach, the line length shall extend at least 10NM outside the approach gate; and 2. The maximum range selected on the radar display is 150 NM; or 3. An adjacent radar display is set at 125 NM or less, configured for the approach in use, and is utilized for the vector to the final approach course. 4. If unable to comply with subparas 1, 2, or 3 above, issue the clearance in accordance with para_4-8-1, Approach Clearance. REFERENCE- FAAO JO 7110.65, Para 4-8-1, Approach Clearance. FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception. 5-9-2. FINAL APPROACH COURSE INTERCEPTION a. Assign headings that will permit final approach course interception on a track that does not exceed the interception angles specified in TBL 5-9-1. TBL 5-9-1 Approach Course Interception Angle Distance from interception point to approach gate Maximum interception angle Less than 2 miles or triple simultaneous ILS/MLS approaches in use 20 degrees 2 miles or more 30 degrees (45 degrees for helicopters) b. If deviations from the final approach course are observed after initial course interception, apply the following: 1. Outside the approach gate: apply procedures in accordance with subpara a, if necessary, vector the aircraft for another approach. 2. Inside the approach gate: inform the pilot of the aircraft's position and ask intentions. PHRASEOLOGY(Ident) (distance) MILE(S) FROM THE AIRPORT, (distance) MILE(S) RIGHT/LEFT OF COURSE, SAY INTENTIONS. NOTE- The intent is to provide for a track course intercept angle judged by the controller to be no greater than specified by this procedure. REFERENCE- FAAO JO 7110.65, Chapter 5, Section 9, Radar Arrivals, and Section 10, Radar Approaches- Terminal. JO 7110.65S 2/14/08 5-9-2 Radar Arrivals c. EN ROUTE. When using a radar scope range above 125 NM, the controller shall solicit and receive a pilot report that the aircraft is established on the final approach course. If the pilot has not reported established by the final approach gate, inform the pilot of his/her observed position and ask intentions. NOTE- It may be difficult to accurately determine small distances when using very large range settings. 5-9-3. VECTORS ACROSS FINAL APPROACH COURSE Inform the aircraft whenever a vector will take it across the final approach course and state the reason for such action. NOTE- In the event you are unable to so inform the aircraft, the pilot is not expected to turn inbound on the final approach course unless approach clearance has been issued. PHRASEOLOGY- EXPECT VECTORS ACROSS FINAL FOR (purpose). EXAMPLE“EXPECT VECTORS ACROSS FINAL FOR SPACING.” REFERENCE- FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception. 5-9-4. ARRIVAL INSTRUCTIONS Issue all of the following to an aircraft before it reaches the approach gate: a. Position relative to a fix on the final approach course. If none is portrayed on the radar display or if none is prescribed in the procedure, issue position information relative to the navigation aid which provides final approach guidance or relative to the airport. b. Vector to intercept the final approach course if required. c. Approach clearance except when conducting a radar approach. Issue approach clearance only after the aircraft is: 1. Established on a segment of a published route or instrument approach procedure, or see FIG 5-9-1 Example 1. FIG 5-9-1 Arrival Instructions JO 7110.65S 2/14/08 5-9-3 Radar Arrivals EXAMPLE1. Aircraft 1 was vectored to the final approach course but clearance was withheld. It is now at 4,000 feet and established on a segment of the instrument approach procedure. “Seven miles from X-RAY. Cleared I-L-S runway three six approach.” (See FIG 5-9-1.) 2. Aircraft 2 is being vectored to a published segment of the final approach course, 4 miles from LIMA at 2,000 feet. The MVA for this area is 2,000 feet. “Four miles from LIMA. Turn right heading three four zero. Maintain two_thousand until established on the localizer. Cleared I-L-S runway three six approach.” (See FIG 5-9-1.) 3. Aircraft 3 is being vectored to intercept the final approach course beyond the approach segments, 5 miles from Alpha at 5,000 feet. the MVA for this area is 4,000 feet. “Five miles from Alpha. Turn right heading three three zero. Cross Alpha at or above four thousand. Cleared I-L-S runway three six approach.” (See FIG 5-9-1.) 4. Aircraft 4 is established on the final approach course beyond the approach segments, 8 miles from Alpha at 6,000_feet. The MVA for this area is 4,000 feet. “Eight miles from Alpha. Cross Alpha at or above four thousand. Cleared I-L-S runway three six approach.” (See FIG 5-9-1.)

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2. Assigned an altitude to maintain until the aircraft is established on a segment of a published route or instrument approach procedure. (See FIG 5-9-2 thru FIG 5-9-4.) FIG 5-9-2 Arrival Instructions EXAMPLE- The aircraft is being vectored to a published segment of the MLS final approach course, 3 miles from Alpha at 4,000_feet. The MVA for this area is 4,000 feet. “Three_miles from Alpha. Turn left heading two one zero. Maintain four thousand until established on the azimuth course. Cleared M-L-S runway one eight approach.” (See FIG 5-9-2.) JO 7110.65S 2/14/08

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5-9-4 Radar Arrivals FIG 5-9-3 Arrival Instructions EXAMPLE- The aircraft is en route to Delta waypoint at 6,000 feet. The MVA for this area is 4,000 feet. “Cross Delta at or above four thousand. Cleared M-L-S runway one eight approach.” (See FIG 5-9-3.) FIG 5-9-4 Arrival Instructions EXAMPLE- The aircraft is being vectored to an MLS curved approach, 3 miles from X-ray at 3,000 feet. “Three miles from X-ray. Turn right heading three three zero. Maintain three_thousand until established on the azimuth course. Cleared M-L-S runway one eight approach.” (See FIG 5-9-4.) FIG 5-9-5 Arrival Instructions EXAMPLE- The aircraft is being vectored to the intermediate fix FORRE for an RNAV approach. “Seven miles from FOORE, cleared direct FORRE, cross FORRE at or above four thousand, cleared RNAV runway one eight 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.

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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. Aircraft being vectored to the intermediate fix in FIG 5-9-5 must meet all the provisions described in subpara 4-8-1b4. JO 7110.65S 2/14/08 5-9-5 Radar Arrivals d. Instructions to do one of the following: NOTE- The principal purpose of this paragraph is to ensure that frequency changes are made prior to passing the final approach fix. However, at times it will be desirable to retain an aircraft on the approach control frequency to provide a single-frequency approach or other radar services. When this occurs, it will be necessary to relay tower clearances or instructions to preclude changing frequencies prior to landing or approach termination.

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1. Monitor local control frequency, reporting to the tower when over the approach fix. 2. Contact the tower on local control frequency. REFERENCE- FAAO JO 7110.65, Para 4-8-8, Communications Release. 3. Contact the final controller on the appropriate frequency if radar service will be provided on final on a different frequency. REFERENCE- FAAO JO 7110.65, Para 5-10-8, Final Controller Changeover. 4. When radar is used to establish the final approach fix, inform the pilot that after being advised that he/she is over the fix he/she is to contact the tower on local control frequency. EXAMPLE“Three miles from final approach fix. Turn left heading zero one zero. Maintain two thousand until established on the localizer. Cleared I-L-S runway three six approach. I will advise when over the fix.” “Over final approach fix. Contact tower one one eight point one.” NOTE- ARSR may be used for establishment of initial approach and intermediate approach fixes only. ASR must be used to establish the final approach fix. REFERENCE- FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception. FAAO JO 7110.65, Para 5-9-7, Simultaneous Independent ILS/MLS Approaches- Dual_& Triple.