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5−1−1General

Chapter 5. Radar

Section 1. General

5−1−1. PRESENTATION AND EQUIPMENTPERFORMANCE

Provide radar service only if you are personallysatisfied that the radar presentation and equipmentperformance is adequate for the service beingprovided.

NOTE−The provision of radar service is not limited to the distanceand altitude parameters obtained during the commission-ing flight check.

5−1−2. ALIGNMENT ACCURACY CHECK

During relief briefing, or as soon as possible afterassuming responsibility for a control position, checkthe operating equipment for alignment accuracy anddisplay acceptability. Recheck periodically through-out the watch.

REFERENCE−FAAO JO 7210.3, Chapter 3, Chapter 8, Chapter 9, Chapter 10, andChapter 11.Comparable Military Directives.

TERMINAL

a. Check the alignment of the radar video displayby assuring that the video/digital map or overlay isproperly aligned with a permanent target of knownrange and azimuth on the radar display. Wherepossible, check one permanent target per quadrant.

b. Accuracy of the radar video display must beverified for digitized radar systems by using themoving target indicator (MTI) reflectors, fixedlocation beacon transponders (Parrots), beaconreal−time quality control (RTQC) symbols orcalibration performance monitor equipment (CPME)beacon targets.

REFERENCE−FAAO JO 7210.3, Para 3−8−1, Tolerance for Radar Fix Accuracy.

EN ROUTE

c. Radar Data Processing (RDP) alignmentchecking is accomplished by the operational programas part of the certification procedures for systemstartup and then on a real−time basis duringoperational hours.

d. Ensure the situation display center and altitudelimits for the system are appropriate for the operatingposition.

REFERENCE−FAAO JO 7110.65, Para 5−14−5, Selected Altitude Limits.

5−1−3. ATC SURVEILLANCE SOURCE USE

Use approved ATC Surveillance Sources.

REFERENCE−FAAO JO 7110.65, Para 5−1−4, Beacon Range Accuracy.FAAO JO 7110.65, Para 5−2−15, Inoperative or MalfunctioningInterrogator.

a. Secondary radar may be used as the sole displaysource as follows:

1. In Class A airspace.

REFERENCE−FAAO JO 7110.65, Para 5−2−16, Failed Transponder in Class AAirspace.14 CFR Section 91.135, Operations in Class A Airspace.

2. Outside Class A airspace, or where mix ofClass A airspace/non−Class A airspace exists, onlywhen:

(a) Additional coverage is provided bysecondary radar beyond that of the primary radar, or

(b) The primary radar is temporarily unusableor out of service. Advise pilots when these conditionsexist, or

PHRASEOLOGY−PRIMARY RADAR UNAVAILABLE (describe location).RADAR SERVICES AVAILABLE ON TRANSPONDEREQUIPPED AIRCRAFT ONLY.

NOTE−1. Advisory may be omitted when provided on ATIS andpilot indicates having ATIS information.

2. This provision is to authorize secondary radar onlyoperations where there is no primary radar available andthe condition is temporary.

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Text Box

Excerpt from copy downloaded 1/20/2017 from: https://www.faa.gov/documentLibrary/media/Order/ATC.pdf

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5−1−2 General

(c) A secondary radar system is the onlysource of radar data for the area of service. When thesystem is used for separation, beacon range accuracyis assured, as provided in para 5−1−4, Beacon RangeAccuracy. TERMINAL. Advise pilots when theseconditions exist.

NOTE−Advisory may be omitted when provided on ATIS or byother appropriate notice to pilots.

b. TERMINAL. Do not use secondary radar onlyto conduct surveillance (ASR) final approachesunless an emergency exists and the pilot concurs.

c. All procedures and requirements relating toATC services using secondary radar targets apply toATC services provided to targets derived fromADS-B and WAM.

NOTE−Targets derived from ADS-B and/or WAM cannot be usedto provide 3NM separation in the EAS. 3NM targets are notderived from ADS-B and/or WAM within the EAS.

REFERENCE−JO 7110.65, Para4-1-2, Exceptions.JO 7110.65, Para 4-4-2, Route Structure TransitionsJO 7110.65, Para 5-5-1, ApplicationJO 7110.65, Para 6-5-4, Minima Along Other Than EstablishedAirways or RoutesJO 7110.65, Chapter 6, NonradarJO 7110.65, Para 5-5-4, MinimaJO 7210.3 3-6-2 ATC Surveillance Source Use

5−1−4. BEACON RANGE ACCURACY

a. You may use beacon targets for separationpurposes if beacon range accuracy is verified by oneof the following methods:

NOTE−1. The check for verification of beacon range accuracyaccomplished by correlation of beacon and primary radartargets of the same aircraft is not a check of displayaccuracy. Therefore, it is not necessary that it be done usingthe 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 rangeaccuracy for automated narrowband display equipmentand Full Digital Terminal Automation Systems. Con-sequently, further verification by the controller isunnecessary.

1. Correlate beacon and primary targets of thesame aircraft (not necessarily the one being providedseparation) to assure that they coincide.

2. When beacon and primary targets of the sameaircraft do not coincide, correlate them to assure thatany beacon displacement agrees with the specifieddistance and direction for that particular radarsystem.

3. Refer to beacon range monitoring equipmentwhere so installed.

b. If beacon range accuracy cannot be verified,you may use beacon targets only for trafficinformation.

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 appropriatecenter supervisor.

REFERENCE−FAAO JO 7610.4, Chapter 2, Section 7, Electronic Attack (EA) andTesting Coordination.

NOTE−EA activity can subsequently result in a request to applyEA videos to the radar system which may necessitate thedecertification of the narrowband search radar. TheSystems Engineer should be consulted concerning theeffect of EA on the operational use of the narrowband radarprior to approving/disapproving requests to conductEA activity.

b. When EA activity interferes with the opera-tional use of radar:

1. EN ROUTE. Request the responsible mili-tary unit or aircraft, if initial request was receiveddirectly from pilot, to suspend the activity.

2. TERMINAL. Request suspension of theactivity through the ARTCC. If immediate cessationof the activity is required, broadcast the requestdirectly to the EA aircraft on the emergencyfrequency. Notify the ARTCC of direct broadcast assoon as possible.

c. When previously suspended activity will nolonger interfere:

1. EN ROUTE. Inform the NORAD unit oraircraft that it may be resumed.

2. TERMINAL. Inform the ARTCC or aircraftthat it may be resumed. Obtain approval from theARTCC prior to broadcasting a resume clearancedirectly to the aircraft.

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5−1−3General

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, expectedduration 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 anddistance from facility),

or

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, limitradar services to:

1. Separating identified aircraft targets.

2. Vectoring aircraft to intercept a PAR finalapproach course.

3. Providing radar service in areas that ensure noconfliction with traffic on airways, other ATC areasof jurisdiction, restricted or prohibited areas, terrain,etc.

b. EN ROUTE. When the position symbolassociated with the data block falls more than onehistory behind the actual aircraft target or there is notarget symbol displayed, the Mode C information inthe data block must not be used for the purpose ofdetermining separation.

c. Report radar malfunctions immediately forcorrective action and for dispatch of a Notice toAirmen. Advise adjacent ATC facilities whenappropriate.

REFERENCE−FAAO JO 7110.65, Para 2−1−9, Reporting Essential FlightInformation.

FAAO JO 7210.3, Chapter 3, Chapter 7, Chapter 10 Section 5, andChapter 11 Section 2.

5−1−7. ELECTRONIC CURSOR

TERMINAL

a. An electronic cursor may be used to aid inidentifying and vectoring an aircraft and to give finerdelineation to a video map. Do not use it as asubstitute for a video map or map overlay; e.g., toform intersections, airway boundaries, final approachcourses, etc.

b. Fixed electronic cursors may be used to formthe final approach course for surveillance approachesconducted by military operated mobile radarfacilities.

5−1−8. MERGING TARGET PROCEDURES

a. Except while they are established in a holdingpattern, apply merging target procedures to all radaridentified:

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 listedin subpara a whose targets appear likely to mergeunless the aircraft are separated by more than theappropriate vertical separation minima.

EXAMPLE−“Traffic twelve o’clock, seven miles, eastbound, MD−80, atone seven thousand.”

“United Sixteen and American Twenty-five, traffictwelve o’clock, one zero miles, opposite direction,eastbound seven twenty seven at flight level three threezero, westbound MD−Eighty at flight level three one zero.”

c. When both aircraft in subpara b are in RVSMairspace, and vertically separated by 1,000 feet, ifeither pilot reports they are unable to maintain RVSMdue to turbulence or mountain wave, vector eitheraircraft to avoid merging with the target of the otheraircraft.

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 threetwo zero.”

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5−1−4 General

d. If the pilot requests, vector his/her aircraft toavoid merging with the target of previously issuedtraffic.

NOTE−Aircraft closure rates are so rapid that when applyingmerging target procedures, controller issuance of trafficmust be commenced in ample time for the pilot to decide ifa vector is necessary.

e. If unable to provide vector service, inform thepilot.

NOTE−The phraseology “Unable RVSM due turbulence (ormountain wave)” is only intended for severe turbulence orother weather encounters with altitude deviations ofapproximately 200 feet or more.

5−1−9. HOLDING PATTERNSURVEILLANCE

Provide radar surveillance of outer fix holding patternairspace areas, or any portions thereof, shown on yourradar scope (displayed on the video map or scribed onthe map overlay) whenever aircraft are holding there.Attempt to detect any aircraft that stray outside thearea. 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 positionand on a track which will obviously cause the aircraftto deviate from its protected airspace area. Ifnecessary, help the aircraft to return to the assignedprotected airspace.

NOTE−1. RNAV ATS routes have a width of 8 miles and laterallyprotected airspace of 4 miles on each side of the routecenterline

2. Navigation system performance requirements foroperations on RNAV ATS routes require the aircraft systembe capable of remaining within 2 miles of the routecenterline. Aircraft approaching this limit may beexperiencing a navigation system error or failure.

REFERENCE−FAAO JO 7110.65, Para 4−2−5, Route or Altitude Amendments.FAAO JO 7110.65, Para 7−9−3, Methods.FAAO 7400.2, Para 20-5-3. Lateral Protected Airspace Criteria forRNAV En Route SegmentsAC90-100A, U.S. Terminal and En Route Area Navigation (RNAV)Operations, Para 8a. Navigation System Accuracy

5−1−11. RADAR FIX POSTING

EN ROUTE

A controller is required to manually record at leastonce the observed or reported time over a fix for eachcontrolled aircraft in their sector of responsibilityonly when the flight progress recording componentsof 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 anestimate or report over a specific fix. After an aircraftreceives the statement “radar contact” from ATC, itdiscontinues reporting over compulsory reportingpoints. It resumes normal position reporting whenATC informs it “radar contact lost” or “radar serviceterminated.”

REFERENCE−P/CG Term− Radar Contact.

a. When required, inform an aircraft of its positionwith respect to a fix or airway.

PHRASEOLOGY−OVER/PASSING (fix).

(Number of miles) MILES FROM (fix).

(Number of miles) MILES (direction) OF (fix, airway, orlocation).

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 isterminated.

PHRASEOLOGY−RADAR SERVICE TERMINATED (nonradar routing ifrequired).

b. Radar service is automatically terminated andthe aircraft needs not be advised of termination when:

NOTE−1. Termination of radar monitoring when conductingsimultaneous ILS approaches is prescribed in Para 5−9−7,Simultaneous Independent Approaches− Dual & Triple.

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5−1−5General

2. Termination of radar monitoring where PAR equipmentis used to monitor approaches is prescribed inpara 5−13−3, Monitor Information.

1. An aircraft cancels its IFR flight plan, exceptwithin Class B airspace, Class C airspace, TRSA, orwhere basic radar service is provided.

2. An aircraft conducting an instrument, visual,or contact approach has landed or has been instructedto change to advisory frequency.

3. At tower-controlled airports where radarcoverage does not exist to within 1/2 mile of the endof the runway, arriving aircraft must be informedwhen radar service is terminated.

REFERENCE−FAAO JO 7210.3, Para 10−5−6, Radar Tolerances.

4. TERMINAL. An arriving VFR aircraft re-ceiving radar service to a tower-controlled airportwithin Class B airspace, Class C airspace, TRSA, orwhere basic radar service is provided has landed, orto all other airports, is instructed to change to toweror advisory frequency.

5. TERMINAL. An aircraft completes a radarapproach.

REFERENCE−FAAO JO 7110.65, Para 7−6−12, Service Provided When Tower isInoperative.

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5−2−1Beacon Systems

Section 2. Beacon Systems

5−2−1. ASSIGNMENT CRITERIA

a. General.

1. Mode 3/A is designated as the commonmilitary/civil mode for air traffic control use.

2. Make radar beacon code assignments to onlyMode 3/A transponder-equipped aircraft.

b. Unless otherwise specified in a directive or aletter of agreement, make code assignments todeparting, en route, and arrival aircraft in accordancewith the procedures specified in this section for theradar beacon code environment in which you areproviding ATC service. Give first preference to theuse of discrete beacon codes.

PHRASEOLOGY−SQUAWK THREE/ALFA (code),

or

SQUAWK (code).

NOTE−A code environment is determined by an operatingposition’s/sector’s equipment capability to decode radarbeacon targets using either the first and second or allfour 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 thecomputer. Computer-assigned codes may be modi-fied as required.

1. TERMINAL. Aircraft that will remain withinthe terminal facility’s delegated airspace must beassigned a code from the code subset allocated to theterminal facility.

2. TERMINAL. Unless otherwise specified in afacility directive or a letter of agreement, aircraft thatwill enter an adjacent ATTS facility’s delegatedairspace must be assigned a beacon code assigned bythe ARTCC computer.

NOTE−1. This will provide the adjacent facility advanceinformation on the aircraft and will cause auto-acquisitionof the aircraft prior to handoff.

2. When an IFR aircraft, or a VFR aircraft that has beenassigned a beacon code by the ARTCC computer andwhose flight plan will terminate in another facility’s area,cancels ATC service or does not activate the flight plan,ensure that appropriate action is taken to remove strips (RSmessage) on that aircraft.

b. Make handoffs to other positions/sectors on thecomputer-assigned code.

c. Coastal facilities accepting “over” traffic thatwill subsequently be handed-off to an oceanicARTCC must reassign a new discrete beacon code toan aircraft when it first enters the receiving facility’sairspace. The code reassignment must be accom-plished by inputting an appropriate message into thecomputer and issued to the pilot while operating in thefirst sector/position in the receiving facility’sairspace.

NOTE−Per an agreement between FAA and the Department ofDefense, 17 Code subsets in the NBCAP have beenreserved for exclusive military use outside NBCAPairspace. To maximize the use of these subsets, they havebeen allocated to ARTCC’s underlying NBCAP airspacethat do not abut an oceanic ARTCC’s area. To preclude apotential situation where two aircraft might be in the sameairspace at the same time on the same discrete code, it isnecessary to reassign an aircraft another code as specifiedin 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 codesfrom the function codes specified in para 5−2−6,Function Code Assignments.

b. Unless otherwise coordinated at the time ofhandoff, make handoffs to other positions/sectors onan 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.

5−2−4. MIXED ENVIRONMENT

a. When discrete beacon code capability does notexist in your area of responsibility, comply with the

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5−2−2 Beacon Systems

procedures specified in para 5−2−3, NondiscreteEnvironment.

NOTE−In a mixed code environment, a situation may exist wherea discrete-equipped position/sector exchanges control ofaircraft with nondiscrete-equipped facilities or vice versa.

b. When discrete beacon code capability exists inyour area of responsibility:

1. Comply with the procedures specified inpara 5−2−2, Discrete Environment, and

2. Unless otherwise coordinated at the time ofhandoff, assign aircraft that will enter the area ofresponsibility of a nondiscrete-equipped position/sector an appropriate nondiscrete function code fromthe codes specified in para 5−2−6, Function CodeAssignments, 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 ofagreement or coordinated at the time of handoff, donot request an aircraft to change from the code it wassquawking in the transferring facility’s area until theaircraft 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.

5−2−6. FUNCTION CODE ASSIGNMENTS

Unless otherwise specified by a directive or a letter ofagreement, make nondiscrete code assignments fromthe following categories:

a. Assign codes to departing IFR aircraft asfollows:

1. Code 2000 to an aircraft which will climb toFL 240 or above or to an aircraft which will climb toFL 180 or above where the base of Class A airspaceand the base of the operating sector are at FL 180, andfor inter-facility handoff the receiving sector is alsostratified at FL 180. The en route code must not beassigned until the aircraft is established in the highaltitude sector.

2. Code 1100 to an aircraft which will remainbelow FL 240 or below FL 180 as above.

3. For handoffs from terminal facilities when sospecified in a letter of agreement as follows:

(a) Within NBCAP airspace− Code 0100 toCode 0400 inclusive or any other code authorized bythe appropriate service area office.

(b) Outside NBCAP airspace− Code 1000 orone of the codes from 0100 to 0700 inclusive or anyother code authorized by the appropriate service areaoffice.

b. Assign codes to en route IFR aircraft as follows:

NOTE−1. FL 180 may be used in lieu of FL 240 where the base ofClass A airspace and the base of the operating sector areat FL 180, and for inter-facility handoff the receivingsector is also stratified at FL 180.

2. The provisions of subparas b2(b) and (c) may bemodified by facility directive or letter of agreement whenoperational complexities or simplified sectorizationindicate. Letters of agreement are mandatory when theoperating sectors of two facilities are not stratified atidentical levels. The general concept of utilizingCodes 2100 through 2500 within Class A airspace shouldbe adhered to.

1. Aircraft operating below FL 240 or whencontrol is transferred to a controller whose areaincludes the stratum involved.

(a) Code 1000 may be assigned to aircraftchanging altitudes.

(b) Code 1100 to an aircraft operating at anassigned altitude below FL 240. Should an additionalcode be operationally desirable, Code 1300 must beassigned.

2. Aircraft operating at or above FL 240 or whencontrol is transferred to a controller whose areaincludes the stratum involved.

(a) Code 2300 may be assigned to aircraftchanging altitudes.

(b) Code 2100 to an aircraft operating at anassigned altitude from FL 240 to FL 330 inclusive.Should an additional code be operationally desirable,Code 2200 must be assigned.

(c) Code 2400 to an aircraft operating at anassigned altitude from FL 350 to FL 600 inclusive.Should an additional code be operationally desirable,Code 2500 must be assigned.

3. Code 4000 when aircraft are operating on aflight plan specifying frequent or rapid changes in

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assigned altitude in more than one stratum or otherconditions of flight not compatible with a stratifiedcode assignment.

NOTE−1. Categories of flight that can be assigned Code 4000include certain flight test aircraft, MTR missions, aerialrefueling operation requiring descent involving more thanone stratum, ALTRVs where continuous monitoring of ATCcommunications facilities is not required and frequentaltitude changes are approved, and other aircraftoperating on flight plans requiring special handling byATC.

2. Military aircraft operating VFR or IFR in restricted/warning areas or VFR on VR routes will adjust theirtransponders to reply on Code 4000 unless another codehas been assigned by ATC or coordinated, if possible, withATC.

c. Assign the following codes to arriving IFRaircraft, except military turbojet aircraft as specifiedin para 4−7−4, Radio Frequency and Radar BeaconChanges for Military Aircraft:

NOTE−FL 180 may be used in lieu of FL 240 where the base ofClass A airspace and the base of the operating sector areat FL 180, and for inter-facility handoff the receivingsector is also stratified at FL 180.

1. Code 2300 may be assigned for descentswhile above FL 240.

2. Code 1500 may be assigned for descents intoand while within the strata below FL 240, or withprior coordination the specific code utilized by thedestination controller, or the code currently assignedwhen descent clearance is issued.

3. The applicable en route code for the holdingaltitude if holding is necessary before entering theterminal area and the appropriate code in subparas 1or 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 anemergency and the aircraft is not radar identified.

PHRASEOLOGY−SQUAWK MAYDAY ON 7700.

b. After radio and radar contact have beenestablished, you may request other than single-piloted helicopters and single-piloted turbojet aircraftto change from Code 7700 to another codeappropriate for your radar beacon code environment.

NOTE−1. The code change, based on pilot concurrence, thenature of the emergency, and current flight conditions willsignify to other radar facilities that the aircraft in distressis identified and under ATC control.

2. Pilots of single-piloted helicopters and single-pilotedturbojet aircraft may be unable to reposition transpondercontrols 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 must be accomplished on aMode C equipped VFR aircraft which is inemergency but no longer requires the assignment ofCode 7700:

1. TERMINAL. Assign a beacon code that willpermit terminal minimum safe altitude warning(MSAW) alarm processing.

2. EN ROUTE. An appropriate keyboard entrymust be made to ensure en route MSAW (EMSAW)alarm processing.

5−2−8. RADIO FAILURE

When you observe a Code 7600 display, apply theprocedures in para 10−4−4, Communications Failure.

NOTE−Should a transponder-equipped aircraft experience a lossof two-way radio communications capability, the pilot canbe expected to adjust his/her transponder to Code 7600.


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 youare providing service.

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NOTE−1. Para 5−2−2 , Discrete Environment; para 5−2−3 ,Nondiscrete Environment, and para 5−2−4, MixedEnvironment, specify code assignment procedures tofollow for the three code environments.

2. Para 5−2−6 , Function Code Assignments, specifies thefunction code allocation from which an appropriate codefor the aircraft indicated in subpara a should be selected.In the terminal environment, additional function codes maybe authorized by the appropriate service area office.

1. If the aircraft is outside of your area ofresponsibility and an operational benefit will begained by retaining the aircraft on your frequency forthe purpose of providing services, ensure thatcoordination has been effected:

(a) As soon as possible after positiveidentification, and

(b) Prior to issuing a control instruction orproviding a service other than a safety alert/trafficadvisory.

NOTE−Safety alerts/traffic advisories may be issued to an aircraftprior to coordination if an imminent situation may beaverted by such action. Coordination should be effected assoon as possible thereafter.

b. Instruct IFR aircraft which cancel an IFR flightplan and are not requesting radar advisory service andVFR aircraft for which radar advisory service is beingterminated to squawk the VFR code.

PHRASEOLOGY−SQUAWK VFR.

or

SQUAWK 1200.

NOTE−1. Aircraft not in contact with an ATC facility may squawk1255 in lieu of 1200 while en route to/from or within thedesignated fire fighting area(s).

2. VFR aircraft which fly authorized SAR missions for theUSAF or USCG may be advised to squawk 1277 in lieu of1200 while en route to/from or within the designated searcharea.

3. Gliders not in contact with an ATC facility shouldsquawk 1202 in lieu of 1200. Gliders operate under someflight and maneuvering limitations. They may go fromessentially stationary targets while climbing and thermal-ing to moving targets very quickly. They can be expected tomake radical changes in flight direction to find lift andcannot hold altitude in a response to an ATC request.

Gliders may congregate together for short periods of timeto climb together in thermals and may cruise together inloose formations while traveling between thermals.REFERENCE−FAAO 7110.66, National Beacon Code Allocation Plan.

c. When an aircraft changes from VFR to IFR, thecontroller must assign a beacon code to Mode Cequipped aircraft that will allow MSAW alarms.REFERENCE−FAAO JO 7110.65, Para 5−3−3 , Beacon Identification Methods.

5−2−10. BEACON CODE FOR PRESSURESUIT FLIGHTS AND FLIGHTS ABOVEFL 600

a. Mode 3/A, Code 4400, and discrete Codes4440 through 4465 are reserved for use by R−71,F−12, U−2, B−57, pressure suit flights, and aircraftoperations above FL 600.

NOTE−The specific allocation of the special use codes insubset 4400 is in FAAO 7110.66, National Beacon CodeAllocation Plan.

b. Ensure that aircraft remain on Code 4400 or oneof the special use discrete codes in the 4400 subset iffiled as part of the flight plan. Except whenunforeseen events, such as weather deviations,equipment failure, etc., cause more than one aircraftwith same Mode 3/A discrete beacon codes to be inthe same or adjacent ARTCC’s airspace at the sametime, a controller may request the pilot to make a codechange, squawk standby, or to stop squawk asappropriate.

NOTE−Due to the inaccessibility of certain equipment to the flightcrews, Code 4400 or a discrete code from the 4400 subsetis preset on the ground and will be used throughout theflight profile including operations below FL 600.Controllers should be cognizant that not all aircraft may beable to accept the transponder changes identified in theexception. Emergency Code 7700, however, can beactivated.REFERENCE−FAAO JO 7110.65, Para 5−3−3 , Beacon Identification Methods.

5−2−11. AIR DEFENSE EXERCISE BEACONCODE ASSIGNMENT

EN ROUTE

Ensure exercise FAKER aircraft remain on theexercise flight plan filed discrete beacon code.

NOTE−1. NORAD will ensure exercise FAKER aircraft flight

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plans are filed containing discrete beacon codes from theDepartment of Defense code allocation specified in FAAOrder JO 7610.4, Special Operations, Appendix 6.

2. NORAD will ensure that those FAKER aircraft assignedthe same discrete beacon code are not flight planned in thesame or any adjacent ARTCC’s airspace at the same time.(Simultaneous assignment of codes will only occur whenoperational requirements necessitate.)


5−2−12. STANDBY OR LOW SENSITIVITYOPERATION

You may instruct an aircraft operating on an assignedcode to change transponder to “standby” or “lowsensitivity” position:

NOTE−National standards no longer require improved transpon-der to be equipped with the low sensitivity feature.Therefore, aircraft with late model transponders will beunable to respond to a request to “squawk low.”

a. When approximately 15 miles from itsdestination and you no longer desire operation of thetransponder.

b. When necessary to reduce clutter in amulti-target area, or to reduce “ring-around” or otherphenomena, provided you instruct the aircraft toreturn to “normal sensitivity” position as soon aspossible thereafter.

PHRASEOLOGY−SQUAWK STANDBY,

or

SQUAWK LOW/NORMAL.


5−2−13. CODE MONITOR

Continuously monitor the Mode 3/A radar beaconcodes assigned for use by aircraft operating withinyour area of responsibility when nonautomatedbeacon decoding equipment (e.g., 10−channeldecoder) 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 symbologyprocessing enhancements, the MEARTS and STARS

systems are equipped with automatic beacon decoders.Therefore, in facilities where the automatic beacondecoders are providing the control slash video, there is norequirement to have the non−automated decodingequipment operating simultaneously.REFERENCE−FAAO JO 7210.3, Para 3−7−4, Monitoring of Mode 3/A Radar BeaconCodes.

a. This includes the appropriate IFR code actuallyassigned and, additionally, Code 1200, Code 1202,Code 1255, and Code 1277 unless your area ofresponsibility includes only Class A airspace. Duringperiods when ring-around or excessive VFR targetpresentations derogate the separation of IFR traffic,the monitoring of VFR Code 1200, Code 1202, Code1255, and Code 1277 may be temporarily discontin-ued.

b. Positions of operation which contain arestricted or warning area or VR route within orimmediately adjacent to their area of jurisdictionmust monitor Code 4000 and any other code used inlieu of 4000 within the warning/restricted area orVR route. If by local coordination with therestricted/warning area or VR route user a code otherthan 4000 is to be exclusively used, then this codemust be monitored.

c. If a normally assigned beacon code disappears,check for a response on the following codes in theorder listed and take appropriate action:

NOTE−When Codes 7500 and/or 7600 have been preselected, itwill be necessary for the ID−SEL−OFF switches for thesecodes to be left in the off position so that beacon target foran aircraft changing to one of these codes will disappear,thereby alerting the controller to make the check. Thischeck will not be required if automatic alerting capabilityexists.

1. Code 7500 (hijack code).REFERENCE−FAAO JO 7110.65, Para 10−2−6 , Hijacked Aircraft.

2. Code 7600 (loss of radio communicationscode).

5−2−14. FAILURE TO DISPLAY ASSIGNEDBEACON CODE OR INOPERATIVE/MALFUNCTIONING TRANSPONDER

a. Inform an aircraft with an operable transponderthat the assigned beacon code is not being displayed.

PHRASEOLOGY−(Identification) RESET TRANSPONDER, SQUAWK(appropriate code).

JO 7110.65W 12/10/15


b. Inform an aircraft when its transponder appearsto be inoperative or malfunctioning.

PHRASEOLOGY−(Identification) YOUR TRANSPONDER APPEARSINOPERATIVE/MALFUNCTIONING, RESET, SQUAWK(appropriate code).

c. Ensure that the subsequent control position inthe facility or the next facility, as applicable, isnotified when an aircraft transponder is malfunction-ing/inoperative.


5−2−15. INOPERATIVE ORMALFUNCTIONING INTERROGATOR

Inform aircraft concerned when the ground interro-gator appears to be inoperative or malfunctioning.

PHRASEOLOGY−(Name of facility or control function) BEACONINTERROGATOR 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 CLASSA AIRSPACE

Disapprove a request or withdraw previously issuedapproval to operate in Class A airspace with a failedtransponder solely on the basis of traffic conditions orother 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 CREADOUT

Ensure that Mode C altitude readouts are valid afteraccepting an interfacility handoff, initial track start,track start from coast/suspend tabular list, missing, orunreasonable Mode C readouts. When an X isdisplayed adjacent to the Mode C, the Mode Caltitude readout must be validated after the X is nolonger displayed in the data block. (CTRD equippedtower cabs are not required to validate Mode Creadouts after receiving interfacility handoffs fromTRACONs 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 pilotreported altitude, or

PHRASEOLOGY−(If aircraft is known to be operating below the lowestuseable flight level),

SAY ALTITUDE.

or

(If aircraft is known to be operating at or above the lowestuseable flight level),

SAY FLIGHT LEVEL.

2. You receive a continuous readout from anaircraft on the airport and the readout varies by lessthan 300 feet from the field elevation, or

NOTE−A continuous readout exists only when the altitude filterlimits 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 informationin your data block with the validated information ina data block generated in another facility (by verballycoordinating with the other controller) and yourreadout is exactly the same as the readout in the otherdata block.

b. When unable to validate the readout, do not usethe Mode C altitude information for separation.

c. Whenever you observe an invalid Mode Creadout below FL 180:

1. Issue the correct altimeter setting and confirmthe pilot has accurately reported the altitude.

PHRASEOLOGY−(Location) ALTIMETER (appropriate altimeter), VERIFYALTITUDE.

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 thereason; and

(b) Notify the operations supervisor-in-charge of the aircraft call sign.

PHRASEOLOGY−STOP ALTITUDE SQUAWK. ALTITUDE DIFFERS BY(number of feet) FEET.

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d. Whenever you observe an invalid Mode Creadout at or above FL 180, unless the aircraft isdescending below Class A airspace:

1. Verify that the pilot is using 29.92 inches ofmercury as the altimeter setting and has accuratelyreported the altitude.

PHRASEOLOGY−VERIFY USING TWO NINER NINER TWO AS YOURALTIMETER SETTING.

(If aircraft is known to be operating at or above the lowestuseable 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 thereason; 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 onall consoles when a malfunction of the groundequipment causes repeated invalid readouts.

5−2−18. ALTITUDE CONFIRMATION−MODE C

Request a pilot to confirm assigned altitude on initialcontact unless:

NOTE−For the purpose of this paragraph, “initial contact” meansa 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 adescending aircraft, or

c. The Mode C readout is valid and indicates thatthe aircraft is established at the assigned altitude, or

d. TERMINAL. The aircraft was transferred toyou from another sector/position within your facility(intrafacility).

PHRASEOLOGY−(In level flight situations),VERIFY AT (altitude/flightlevel).

(In climbing/descending situations),

(if aircraft has been assigned an altitude below the lowestuseable flight level),

VERIFY ASSIGNED ALTITUDE (altitude).

or

(If aircraft has been assigned a flight level at or above thelowest useable flight level),

VERIFY ASSIGNED FLIGHT LEVEL (flight level).


5−2−19. ALTITUDE CONFIRMATION−NON−MODE C

a. Request a pilot to confirm assigned altitude oninitial contact unless:

NOTE−For the purpose of this paragraph, “initial contact” meansa 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 adescending aircraft, or

3. TERMINAL. The aircraft was transferred toyou from another sector/position within your facility(intrafacility).

PHRASEOLOGY−(In level flight situations),VERIFY AT (altitude/flightlevel).

(In climbing/descending situations),VERIFY ASSIGNEDALTITUDE/FLIGHT LEVEL (altitude/flight level).

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).


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5−2−20. AUTOMATIC ALTITUDEREPORTING

Inform an aircraft when you want it to turn on/off theautomatic altitude reporting feature of itstransponder.

PHRASEOLOGY−SQUAWK ALTITUDE,

or

STOP ALTITUDE SQUAWK.

NOTE−Controllers should be aware that not all aircraft have acapability to disengage the altitude squawk independentlyfrom the beacon code squawk. On some aircraft bothfunctions 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 FROMTRANSPONDER/MODE C REQUIREMENTSBETWEEN 10,000 FEET AND 18,000 FEET

Apply the following procedures to requests to deviatefrom the Mode C transponder requirement by aircraftoperating in the airspace of the 48 contiguous statesand the District of Columbia at and above 10,000 feetMSL and below 18,000 feet MSL, excluding theairspace at and below 2,500 feet AGL.

NOTE−1. 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 thealtitude stratum listed above. Such transponders must havea Mode 3/A 4096 code capability, replying to Mode 3/Ainterrogation with the code specified by ATC, or a Mode Scapability, replying to Mode 3/A interrogations with thecode specified by ATC. The aircraft must also be equippedwith automatic pressure altitude reporting equipmenthaving a Mode C capability that automatically replies toMode C interrogations by transmitting pressure altitudeinformation in 100−foot increments.

2. The exception to 14 CFR Section 91.215 (b) is 14 CFRSection 91.215(b)(5) which states: except balloons,gliders, and aircraft without engine−driven electricalsystems.

REFERENCE−FAAO JO 7210.3, Chapter 19 , Temporary Flight Restrictions.

a. Except in an emergency, do not approve inflightrequests for authorization to deviate from 14 CFRSection 91.215(b)(5)(i) requirements originated byaircraft without transponder equipment installed.

b. Approve or disapprove other inflight deviationrequests, or withdraw approval previously issued tosuch flights, solely on the basis of traffic conditionsand other operational factors.

c. Adhere to the following sequence of actionwhen an inflight VFR deviation request is receivedfrom an aircraft with an inoperative transponder orMode C, or is not Mode C equipped:

1. Suggest that the aircraft conduct its flight inairspace unaffected by the CFRs.

2. Suggest that the aircraft file an IFR flightplan.

3. Suggest that the aircraft provide a VFR routeof flight and maintain radio contact with ATC.

d. Do not approve an inflight deviation unless theaircraft has filed an IFR flight plan or a VFR route offlight is provided and radio contact with ATC ismaintained.

e. You may approve an inflight deviation requestwhich includes airspace outside your jurisdictionwithout the prior approval of the adjacent ATCsector/facility providing a transponder/Mode C statusreport is forwarded prior to control transfer.

f. Approve or disapprove inflight deviationrequests within a reasonable period of time or advisewhen approval/disapproval can be expected.


5−2−22. BEACON TERMINATION

Inform an aircraft when you want it to turn off itstransponder.

PHRASEOLOGY−

STOP SQUAWK.

(For a military aircraft when you do not know if the militaryservice requires that it continue operating on anothermode),

STOP SQUAWK (mode in use).


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5−2−23. ALTITUDE FILTERS

TERMINAL

Set altitude filters to display Mode C altitude readoutsto encompass all altitudes within the controller’sjurisdiction. Set the upper limits no lower than1,000 feet above the highest altitude for which thecontroller is responsible. In those stratified positions,set the lower limit to 1,000 feet or more below thelowest altitude for which the controller is responsible.When the position’s area of responsibility includesdown to an airport field elevation, the facility willnormally set the lower altitude filter limit toencompass the field elevation so that provisions ofpara 2−1−6, Safety Alert, and para 5−2−17, Valida-

tion of Mode C Readout, subpara a2 may be applied.Air traffic managers may authorize temporarysuspension of this requirement when target clutter isexcessive.

5−2−24. INOPERATIVE ORMALFUNCTIONING ADS-B TRANSMITTER

TERMINAL-Inform an aircraft when the ADS-B transmitterappears to be inoperative or malfunctioning.

PHRASEOLOGY−(Aircraft ID) YOUR ADS-B TRANSMITTER APPEARSTO BE INOPERATIVE / MALFUCTIONING.

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5−3−1Radar Identification

Section 3. Radar Identification

5−3−1. APPLICATION

Before you provide radar service, establish andmaintain radar identification of the aircraft involved,except as provided in Paragraph 5-5-1, Application,subparagraphs b2, b3 and in Paragraph 8-5-5, RadarIdentification Application.

REFERENCE−FAAO JO 7110.65, Para 3-1-9, Use of Tower Radar Displays. FAAO JO 7110.65, Para 5-1-1, Presentation and EquipmentPerformance.

5−3−2. PRIMARY RADAR IDENTIFICATIONMETHODS

Identify a primary or radar beacon target by using oneof the following methods:

a. Observing a departing aircraft target within1 mile of the takeoff runway end at airports with anoperating control tower, provided one of thefollowing methods of coordination is accomplished.

1. A verbal rolling/boundary notification isissued for each departure, or

2. A nonverbal rolling/boundary notification isused for each departure aircraft.

NOTE−Nonverbal notification can be accomplished via the use ofa manual or electronic “drop tube” or automation.

b. Observing a target whose position with respectto a fix (displayed on the video map, scribed on themap overlay, or displayed as a permanent echo) or avisual reporting point (whose range and azimuth fromthe radar antenna has been accurately determined andmade available to the controller) corresponds with adirect position report received from an aircraft, andthe observed track is consistent with the reportedheading or route of flight. If a TACAN/VORTAC islocated within 6,000 feet of the radar antenna, theTACAN/VORTAC may be used as a reference fix forradar identification without being displayed on thevideo map or map overlay.

NOTE−1. Establishment of radar identification through use ofDME position information can be complicated by the factthat some military TACANs are not collocated withfrequency−paired VORs and might be separated from themby as much as 31 miles.

2. Visual reporting points used for RADAR identificationare limited to those most used by pilots and whose rangeand azimuth have been determined by supervisorypersonnel.

c. Observing a target make an identifying turn orturns of 30 degrees or more, provided the followingconditions are met:

NOTE−Use of identifying turns or headings which would cause theaircraft to follow normal IFR routes or known VFR flightpaths might result in misidentification. When thesecircumstances cannot be avoided, additional methods ofidentification may be necessary.

1. Except in the case of a lost aircraft, a pilotposition report is received which assures you that theaircraft is within radar coverage and within the areabeing displayed.

2. Only one aircraft is observed making theseturns.

3. For aircraft operating in accordance with anIFR clearance, you either issue a heading away froman area which will require an increased minimum IFRaltitude or have the aircraft climb to the highestminimum altitude in your area of jurisdiction beforeyou 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 IDENTIFICATIONMETHODS

When using only Mode 3/A radar beacon to identifya target, use one of the following methods:

a. Request the aircraft to activate the “IDENT”feature of the transponder and then observe theidentification display.

NOTE−1. At facilities where the single-slash “IDENT” modifica-tion is installed or other decoder modifications have beenmade which increase the number of “blooming” targetdisplays, it will be necessary to exercise additional care topreclude the possibility of misidentification.

2. TERMINAL. When automated displays are operated inthe analog mode, the “IDENT” return is displayed as adouble slash and the emergency return as a single bloomerwhenever the beacon control head is in the “fail” position.

JO 7110.65W 12/10/15

5−3−2 Radar Identification

PHRASEOLOGY−IDENT.SQUAWK (code) AND IDENT.

b. Request the aircraft to change to a specificdiscrete or nondiscrete code, as appropriate, and thenobserve the target or code display change. If a codechange is required in accordance with Section 2,Beacon Systems, of this chapter, use the codesspecified therein.

c. Request the aircraft to change transponder to“standby.” After you observe the target disappear forsufficient scans to assure that loss of target resultedfrom placing the transponder in “standby” position,request the aircraft to return transponder to normaloperation and then observe the reappearance of thetarget.

PHRASEOLOGY−SQUAWK STANDBY,

then

SQUAWK NORMAL.

d. EN ROUTE. An aircraft may be consideredidentified when the full data block is automaticallyassociated with the beacon target symbol of anaircraft that is squawking a discrete code assigned bythe computer.

NOTE−Paired LDBs in ERAM do not display a beacon code.

PHRASEOLOGY−SQUAWK (4 digit discrete code), AND IF YOURALTITUDE REPORTING EQUIPMENT IS TURNEDOFF, SQUAWK ALTITUDE.

NOTE−The AIM informs pilots to adjust Mode C transponders withaltitude reporting capability activated unless deactivationis requested by ATC. Squawk altitude is included to provideapplicable 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 SYSTEMSIDENTIFICATION METHODS

TERMINAL

a. Consider an auto-acquired aircraft as identifiedwhen the data block is displayed and is visible to you,and one of the following conditions exist:

1. The radar or beacon identification procedureshave been used to confirm the identity of the taggedtarget.

2. The aircraft is being handed off using a NASautomated system and one of the following does notappear in the data block: “CST”, “NAT”, “NT”,“AMB”, “OLD”, “NB”, “TU”, “AM”, “OL”, or“TRK”.

b. Use the data block to maintain target identityunless it is in a coast status or displaced from theappropriate target.

c. A displaced data block must be updated at alltimes.

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 identificationwhen proximity of targets, duplication of observedaction, or any other circumstances cause doubt as totarget identification.

b. If identification is questionable for any reason,take immediate action to reidentify the aircraft orterminate radar service. Identify the aircraft asfollows:

1. As described in para 5−3−2, Primary RadarIdentification Methods, or para 5−3−3, BeaconIdentification Methods.

2. En route. Ensure that all primary targets aredisplayed when radar identification is lost or isquestionable.

REFERENCE−FAAO JO 7110.65, Para 5−4−3, Methods.

5−3−6. POSITION INFORMATION

Inform an aircraft of its position whenever radaridentification is established by means of identifyingturns or by any of the beacon identification methodsoutlined in para 5−3−3, Beacon IdentificationMethods. Position information need not be givenwhen identification is established by positioncorrelation or when a departing aircraft is identifiedwithin 1 mile of the takeoff runway end.

5−3−7. IDENTIFICATION STATUS

a. Inform an aircraft of radar contact when:

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5−3−3Radar Identification

1. Initial radar identification in the ATC systemis established.

2. Subsequent to loss of radar contact orterminating radar service, radar identification isreestablished.

PHRASEOLOGY−RADAR CONTACT (position if required).

b. Inform an aircraft when radar contact is lost.

PHRASEOLOGY−RADAR CONTACT LOST (alternative instructions whenrequired).

5−3−8. TARGET MARKERS

EN ROUTE

Retain data blocks that are associated with theappropriate target symbol in order to maintaincontinuous identity of aircraft. Retain the data blockuntil the aircraft has exited the sector or delegatedairspace, and all potential conflicts have beenresolved; including an aircraft that is a point out. Thedata block must display flight identification andaltitude information, as a minimum. The displayedaltitude may be assigned, interim, or reported.

ERAM: When you have separation responsibility foran aircraft and a paired track exists, display a full datablock (FDB).

5−3−9. TARGET MARKERS

TERMINAL

a. Retain data blocks that are associated with theappropriate target symbol in order to maintaincontinuous identity of aircraft. Retain the data blockuntil the aircraft has exited the sector or delegatedairspace, and all potential conflicts have beenresolved; including an aircraft that is a point out. Thedata block must display flight identification andaltitude information, as a minimum.

NOTE−Where delegated airspace extends beyond Class B and/orClass C airspace, the following will apply: If a VFRaircraft is clear of Class B and Class C airspace and radarservices have been terminated then retention of the datablock is no longer required.

b. During prearranged coordination procedures,the controllers who penetrate another controller’sairspace must display data block information of thatcontroller’s aircraft which must contain, at aminimum, the position symbol and altitudeinformation.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.

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5−4−1Transfer of Radar Identification

Section 4. Transfer of Radar Identification


To provide continuous radar service to an aircraft andfacilitate a safe, orderly, and expeditious flow oftraffic, it is often necessary to transfer radaridentification of an aircraft from one controller toanother. This section describes the terms, methods,and responsibilities associated with this task.Interfacility and intrafacility transfers of radaridentification must be accomplished in all areas ofradar surveillance except where it is not operationallyfeasible. Where such constraints exist, they must be:

a. Covered in letters of agreement which clearlystate that control will not be based upon a radarhandoff, or

b. Coordinated by the transferring and receivingcontrollers for a specified period of time.

REFERENCE−FAAO JO 7110.65, Para 4−3−8, Coordination with Receiving Facility.

5−4−2. TERMS

a. Handoff. An action taken to transfer the radaridentification of an aircraft from one controller toanother controller if the aircraft will enter thereceiving controller’s airspace and radio communica-tions with the aircraft will be transferred.

b. Radar Contact. The term used to inform thecontroller initiating a handoff that the aircraft isidentified and approval is granted for the aircraft toenter the receiving controller’s airspace.

c. Point Out. An action taken by a controller totransfer the radar identification of an aircraft toanother controller and radio communications will notbe transferred.

d. Point Out Approved. The term used to informthe controller initiating a point out that the aircraft isidentified and that approval is granted for the aircraftto enter the receiving controller’s airspace, ascoordinated, without a communications transfer orthe appropriate automated system response.

e. Traffic. A term used to transfer radaridentification of an aircraft to another controller forthe purpose of coordinating separation action. Trafficis 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 anaircraft.

f. Traffic Observed. The term used to inform thecontroller issuing the traffic restrictions that thetraffic is identified and that the restrictions issued areunderstood and will be complied with.

5−4−3. METHODS

a. Transfer the radar identification of an aircraft byat least one of the following methods:

1. Physically point to the target on the receivingcontroller’s display.

2. Use landline voice communications.

3. Use automation capabilities.

NOTE−Automated handoff capabilities are only available whenFDP is operational.

4. TERMINAL. Use the “Modify” or “QuickLook” functions for data transfer between theTRACON and tower cab only if specific proceduresare established in a facility directive. The localcontroller has the responsibility to determine whetheror not conditions are adequate for the use ofARTS/STARS data on the BRITE/DBRITE/TDW.REFERENCE−FAAO JO 7210.3, Para 11−2−4, Use of Modify and Quick LookFunctions.FAAO JO 7210.3, Para 11−8−4, Use of Stars Quick Look Functions.

b. When making a handoff, point-out, or issuingtraffic restrictions, relay information to the receivingcontroller in the following order:

1. The position of the target relative to a fix, mapsymbol, or radar target known and displayed by boththe receiving and transferring controller. Mileagefrom the reference point may be omitted whenrelaying the position of a target if a full data blockassociated with the target has been forced on thereceiving controller’s radar display.

EXAMPLE−“Point out, Southwest of Richmond VOR . . ..”

2. The aircraft identification, as follows:

(a) The aircraft call sign, or

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5−4−2 Transfer of Radar Identification

(b) The discrete beacon code of the aircraftduring interfacility point-outs only, if both thereceiving and the transferring controllers agree.

NOTE−Acceptance of a point-out using the discrete beacon codeas the aircraft’s identification constitutes agreement.

(c) EN ROUTE. The Computer IdentificationNumber (CID) during intra-facility point-outs.

EXAMPLE−“Point Out, Southwest of Richmond VOR, C-I-D 123…”

3. The assigned altitude, appropriaterestrictions, and information that the aircraft isclimbing or descending, if applicable, except wheninter/intrafacility directives ensure that the altitudeinformation will be known by the receivingcontroller.

NOTE−When physically pointing to the target, you do not have tostate the aircraft position.

4. Advise the receiving controller of pertinentinformation not contained in the data block oravailable flight data unless covered in an LOA orfacility directive. Pertinent information may include:

(a) Assigned heading.

(b) Speed/altitude restrictions.

(c) Observed track or deviation from the lastroute clearance.

(d) Any other pertinent information.

PHRASEOLOGY−HANDOFF/POINT-OUT/TRAFFIC (aircraft position)(aircraft ID),

or

(discrete beacon code point-out only) (altitude,restrictions, and other pertinent information, ifapplicable).

c. When receiving a handoff, point-out, or trafficrestrictions, respond to the transferring controller asfollows:

PHRASEOLOGY−(Aircraft ID) (restrictions, if applicable) RADARCONTACT,

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 existsafter attempting confirmation in accordance with thissection, apply the provisions of para 5−3−5,Questionable Identification.

REFERENCE−FAAO JO 7110.65, Para 5−2−17, Validation of Mode C Readout.

5−4−4. TRAFFIC

a. When using the term “traffic” for coordinatingseparation, the controller issuing traffic must issueappropriate restrictions.

b. The controller accepting the restrictions mustbe responsible to ensure that approved separation ismaintained between the involved aircraft.

5−4−5. TRANSFERRING CONTROLLERHANDOFF

The transferring controller must:

a. Complete a radar handoff prior to an aircraft’sentering the airspace delegated to the receivingcontroller.

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.

b. Verbally obtain the receiving controller’sapproval prior to making any changes to an aircraft’sflight path, altitude, speed, or data block informationwhile the handoff is being initiated or afteracceptance, unless otherwise specified by a LOA ora facility directive.

c. Ensure that, prior to transferringcommunications:

1. Potential violations of adjacent airspace andpotential conflicts between aircraft in their own areaof jurisdiction are resolved.

2. Coordination has been accomplished with allcontrollers through whose area of jurisdiction theaircraft will pass prior to entering the receiving

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JO 7110.65W12/10/15


controller’s area of jurisdiction unless otherwisespecified by a LOA or a facility directive.

3. Restrictions issued to ensure separation arepassed to the receiving controller.

d. After transferring communications, continue tocomply with the requirements of subparas c1 and 2.

e. Comply with restrictions issued by the receivingcontroller 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 communicationswhen the transfer of radar identification has beenaccepted.

NOTE−Before the ARTS/STARS “modify/quick look” function isused to transfer radar identification, a facility directivewhich specifies communication transfer points is required.

g. Advise the receiving controller of pertinentinformation not contained in the data block or flightprogress strip unless covered in a LOA or facilitydirective. Pertinent information includes:

1. Assigned heading.

2. Air speed restrictions.

3. Altitude information issued.

4. Observed track or deviation from the lastroute clearance.

5. The beacon code if different from thatnormally used or previously coordinated.

6. Any other pertinent information.

h. Ensure that the data block is associated with theappropriate target.

i. Initiate verbal coordination to verify the positionof primary or nondiscrete targets when using theautomated handoff functions except for intrafacilityhandoffs using single-sensor systems or multisensorsystems operating in a mosaic RDP mode.

j. Initiate verbal coordination before transferringcontrol of a track when “CST,” “FAIL,” “NONE,”“NB,” “NX,” “IF,” “NT”, or “TRK” is displayed inthe data block.

k. Advise the receiving controller if radarmonitoring is required.

l. Issue restrictions to the receiving controllerwhich are necessary to maintain separation fromother aircraft within your area of jurisdiction beforereleasing control of the aircraft.

m. Consider the target being transferred asidentified on the receiving controller’s display whenthe receiving controller acknowledges receiptverbally or has accepted an automated handoff.

n. Accomplish the necessary coordination withany intervening controllers whose area of jurisdictionis affected by the receiving controller’s delay in theclimb or the descent of an aircraft through the verticallimits of your area of jurisdiction when the receivingcontroller advises you of that delay before acceptingthe transfer of radar identification unless otherwisespecified by a LOA or a facility directive.

5−4−6. RECEIVING CONTROLLERHANDOFF

The receiving controller must:

a. Ensure that the target position corresponds withthe position given by the transferring controller orthat there is an appropriate association between anautomated data block and the target being transferredbefore 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 aircraftto enter your sector safely before accepting thehandoff.

c. Comply with restrictions issued by thetransferring controller unless otherwise coordinated.

d. After accepting a handoff from anothercontroller, confirm the identity of primary target byadvising the aircraft of its position, and of a beacontarget by observing a code change, an “ident” reply,or a “standby” squawk unless one of these was usedduring handoff. These provisions do not apply atthose towers and GCAs which have been delegatedthe responsibility for providing radar separationwithin designated areas by the parent approachcontrol facility and the aircraft identification isassured by sequencing or positioning prior to thehandoff.

REFERENCE−FAAO JO 7110.65, Para 5−9−5, Approach Separation Responsibility.

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JO 7110.65W 12/10/15


e. When using appropriate equipment, consider adiscrete beacon target’s identity to be confirmedwhen:

1. The data block associated with the targetbeing handed off indicates the computer assigneddiscrete beacon code is being received, or

2. You observe the deletion of a discrete codethat was displayed in the data block, or

NOTE−When the aircraft generated discrete beacon code does notmatch the computer assigned beacon code, the codegenerated will be displayed in the data block. When theaircraft changes to the assigned discrete code, the codedisappears from the data block. In this instance, theobservance of code removal from the data block satisfiesconfirmation requirements.

3. You observe the numeric display of a discretecode that an aircraft has been instructed to squawk orreports squawking.

f. Take the identified action prior to acceptingcontrol of a track when the following indicators aredisplayed in the data block:

1. “AMB” and “AM”: advise the other facilitythat a disparity exists between the position declaredby their computer and that declared by yourCARTS/PIDP/STARS system.

2. “NAT”, “NT,” or “TU”: advise the otherfacility if a disparity exists between the positiondeclared by their computer and the actual targetposition.

3. “DATA”, “CST”, “NONE”, “NX”, “OLD”,or “OL”: initiate verbal coordination.

g. ERAM: Notify the FLM when a MISM isdisplayed in the data block.

h. Advise the transferring controller, prior toaccepting the transfer of radar identification, that youwill delay the climb or the descent of an aircraftthrough the vertical limits of the transferringcontroller’s area of jurisdiction, unless otherwisespecified in a LOA or a facility directive.

i. If you decide, after accepting the transfer ofradar identification, to delay the aircraft’s climb ordescent through the vertical limits of the transferringcontroller’s area of jurisdiction, advise thetransferring controller of that decision as soon aspossible.

5−4−7. POINT OUT

a. The transferring controller must:

1. Obtain verbal approval before permitting anaircraft to enter the receiving controller’s delegatedairspace. TERMINAL. Automated approval may beutilized in lieu of verbal, provided the appropriateautomation software is operational (automated pointout function), and the procedures are specified in afacility directive/LOA.

2. Obtain the receiving controller’s approvalbefore making any changes to an aircraft’s flight path,altitude, speed, or data block information after thepoint out has been approved.

3. Comply with restrictions issued by thereceiving controller unless otherwise coordinated.

4. Be responsible for subsequent radar handoffsand communications transfer, including flight datarevisions and coordination, unless otherwise agreedto by the receiving controller or as specified in a LOA.

b. The receiving controller must:

1. Ensure that the target position correspondswith the position given by the transferring controlleror that there is an association between a computerdata block and the target being transferred prior toapproving a point out.

2. Be responsible for separation between pointout aircraft and other aircraft for which he/she hasseparation responsibility.

3. Issue restrictions necessary to provideseparation from other aircraft within his/her area ofjurisdiction.

5−4−8. AUTOMATED INFORMATIONTRANSFER (AIT)

Transfer radar identification, altitude control, and/oren route fourth line control information, withoutverbal 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 inParagraph 5−4−9, Interfacility AutomatedInformation Transfer; and

d. When following procedures specified in yourfacility AIT directive.

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JO 7110.65W12/10/15


REFERENCE−FAAO JO 7110.65, Para 5−4−11, En Route Fourth Line Data BlockUsage.

5−4−9. INTERFACILITY AUTOMATEDINFORMATION TRANSFER

EN ROUTE

Transfer radar identification without verbalcoordination 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 facilitymust utilize the procedure; and

e. When following procedures specified in yourfacility AIT directive and LOA.

5−4−10. PREARRANGED COORDINATION

Prearranged coordination allowing aircraft underyour control to enter another controller’s area ofjurisdiction may only be approved providedprocedures are established and published in a facilitydirective/LOA in accordance with FAAO JO 7210.3,Paragraph 3−6−7, Prearranged Coordination.

NOTE−Under no circumstances may one controller permit anaircraft to enter another’s airspace without propercoordination. Coordination can be accomplished byseveral means; i.e., radar handoff, automated informationtransfer, verbal, point−out, and by prearrangedcoordination procedures identified in a facility directivethat clearly describe the correct application. Airspaceboundaries should not be permitted to become barriers tothe efficient movement of traffic. In addition, completecoordination, awareness of traffic flow, and understandingof each position’s responsibility concerning penetration ofanother’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 3−6−7, Prearranged Coordination.

5−4−11. EN ROUTE FOURTH LINE DATABLOCK USAGE

a. The fourth line of the data block must bedisplayed. When used for forwarding controlinformation, only the specified messages listed in thissection may be used. Any additional controlinformation must be forwarded via othercommunications methods. Free text may be used byindividual sector teams for recording information theteam deems appropriate for managing the sector, butmust be removed prior to initiation of identificationtransfer.REFERENCE−FAAO JO 7110.65, Para 5−4−5, Transferring Controller Handoff,subpara b.FAAO JO 7110.65, Para 5−4−8, Automated Information Transfer(AIT).FAAO JO 7110.65, Para 5−4−9, Interfacility Automated InformationTransfer.

b. The en route fourth line data block area must beused for coordination purposes only in associationwith radar identified aircraft.

c. When automated information transfer (AIT)procedures are applied, en route fourth line usage fortransfer of control information must be specificallydefined 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 headingsmust use the designation character “H” preceding athree−digit number.

EXAMPLE−H080, H270

e. Aircraft assigned a heading until receiving a fixor joining a published route must be designated withassigned heading format followed by the fix or route.

EXAMPLE−H080/ALB, 080/J121, PH/ALB

NOTE−1. The notation “PH” may be used to denote presentheading.

2. The character “H” may be omitted as a prefix to theheading assignment only if necessary due to character fieldlimitations, and it does not impede understanding.

f. Coordination format for weather deviationsmust use the designated characters: D-deviation L-left R-right

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N-northE-eastS-southW-west/F – direct next NAVAID/waypointD+2 headings – deviate between.

NOTE−1. Two digits specify turns in degrees and must includedirection character(s). Three digits specify heading(s).

2. The inclusion of a /NAVAID, /waypoint, or /F indicatesthat the pilot has been authorized to deviate for weatherand must rejoin the route at the next NAVAID, waypoint, orfix in the route of flight in accordance with the phraseologyin paragraph 2-6-4.

EXAMPLE−D90/ATL, DL/KD75U, D090/F

3. The absence of a NAVAID, waypoint, or /F indicates thatthe pilot has been authorized to deviate for weather only,and the receiving controller must provide a clearance torejoin the route in accordance with paragraph 2-1-15c.

EXAMPLE−DN, D20L, D30R, D080+120

g. Coordination format for assigned airspeedsmust use the designation character “S” preceding athree−digit number.

NOTE−A “+” notation may be added to denote an assigned speedat or greater than the displayed value. A “−” notation maybe added to denote an assigned speed at or less than thedisplayed value.

EXAMPLE−S210, S250, S250+, S280−

h. Aircraft assigned a Mach number must use thedesignation “M” preceding the two−digit assignedvalue.

EXAMPLE−M80, M80+, M80−

REFERENCE−FAAO JO 7110.65, Para 5−4−11, En Route Fourth Line Data BlockUsage, subpara gNOTE.

i. Aircraft authorized to conduct celestialnavigation training within 30 NM of the routecenterline specified within the en route clearance.

EXAMPLE−CELNAV

j. Coordination format for aircraft requesting analtitude change must use the designation characters“RQ” preceding a three−digit number.

EXAMPLE−RQ170, RQ410

k. Coordination format for aircraft requesting aroute change must use the designation “RQ/”preceding a specific fix identifier.

EXAMPLE−RQ/LAX, RQ/NEUTO

l. The acceptance of a handoff by the receivingcontroller must constitute receipt of the informationcontained within the en route fourth line data block.This information must not be modified outside of thecontroller’s area of jurisdiction unless verballycoordinated or specified in a Letter of Agreement orFacility Directive. It is the responsibility of thereceiving controller to advise the transferringcontroller if any information is not understood, orneeds to be revised.

NOTE−Due to system and character limitations the usage of thesestandardized entries may require additional support viafacility directive in order to provide complete coordination.

m. All other control information must becoordinated via other methods.

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5−5−1Radar Separation

Section 5. Radar Separation


a. Radar separation must be applied to all RNAVaircraft operating at and below FL450 on Q routes orrandom RNAV routes, excluding oceanic airspace.

EXCEPTION. GNSS-equipped aircraft /G, /L, /S,and /V not on a random impromptu route.

REFERENCE−FAAO JO 7110.5, Para 238, Aircraft Equipment Suffixes.

FAAO JO 7110.5, TBL 2310, Aircraft Equipment Suffixes

FAAO JO 7110.65, Para 441, Route Use.

AIM, Para 518d., Area Navigation (RNAV).

AIM, Para 534a.3. Area Navigation (RNAV) Routes.

P/CG Term Global Navigation Satellite System (GNSS)[ICAO].

P/CG Term Global Positioning Satellite/ Wide Area Augmentation

Minimum En Route IFR Altitude (GPS/WAAS MEA).

P/CG Term – Parallel Offset Route.

AC 90101A, U.S. Terminal and En Route Area Navigation (RNAV)

Operations, Para 8a, Navigation System Accuracy.

b. Radar separation may be applied between:

1. Radar identified aircraft.

2. An aircraft taking off and another radaridentified aircraft when the aircraft taking off will beradar-identified within 1 mile of the runway end.

3. A radar-identified aircraft and one notradar-identified when either is cleared to climb/descend through the altitude of the other provided:

(a) The performance of the radar system isadequate and, as a minimum, primary radar targets orASR−9/Full Digital Radar Primary Symbol targetsare being displayed on the display being used withinthe airspace within which radar separation is beingapplied; and

(b) Flight data on the aircraft not radar-identified indicate it is a type which can be expectedto give adequate primary/ASR−9/Full Digital RadarPrimary Symbol return in the area where separationis applied; and

(c) The airspace within which radar separa-tion is applied is not less than the following numberof miles from the edge of the radar display:

(1) When less than 40 miles from theantenna− 6 miles;

(2) When 40 miles or more from theantenna− 10 miles;

(3) Narrowband radar operations−10 miles; and

(d) Radar separation is maintained betweenthe radar-identified aircraft and all observed primary,ASR−9/Full Digital Radar Primary Symbol, andsecondary radar targets until nonradar separation isestablished from the aircraft not radar identified; and

(e) When the aircraft involved are on the samerelative heading, the radar-identified aircraft isvectored a sufficient distance from the route of theaircraft not radar identified to assure the targets arenot superimposed prior to issuing the clearance toclimb/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 FormationFlights.FAAO JO 7110.65, Para 5−9−5, Approach Separation Responsibility.

4. A radar-identified aircraft and one notradar-identified that is in transit from oceanicairspace or non-radar offshore airspace into an area ofknown radar coverage where radar separation isapplied as specified in Paragraph 8-5-5, RadarIdentification Application, until the transiting aircraftis radar-identified or the controller establishes otherapproved separation in the event of a delay orinability to establish radar identification of thetransiting aircraft.

REFERENCE−FAAO JO 7110.65, Para 2-2-6, IFR Flight Progress Data. FAAO JO 7110.65, Para 5-1-1, Presentation and EquipmentPerformance.FAAO JO 7110.65, Para 5-3-1, Application.FAAO JO 7110.65, Para 8-1-8, Use of Control Estimates. FAAO JO 7110.65, Para 8-5-5, Radar Separation.

5−5−2. TARGET SEPARATION

Apply radar separation:

a. Between the centers of primary radar targets;however, do not allow a primary target to touchanother primary target or a beacon control slash.

b. Between the ends of beacon control slashes.

c. Between the end of a beacon control slash andthe center of a primary target.

JO 7110.65W 12/10/15

5−5−2 Radar Separation

d. All−digital displays. Between the centers ofdigitized targets. Do not allow digitized targets totouch.

REFERENCE−FAAO JO 7110.65, Para 5−9−7, Simultaneous IndependentApproaches− Dual & Triple.

5−5−3. TARGET RESOLUTION

a. A process to ensure that correlated radar targetsor digitized targets do not touch.

b. Mandatory traffic advisories and safety alertsmust be issued when this procedure is used.

NOTE−This procedure must not be provided utilizing mosaic radarsystems.

c. Target resolution must be applied as follows:

1. Between the edges of two primary targets orthe edges of primary digitized targets.

2. Between the end of the beacon control slashand the edge of a primary target or primary digitizedtarget.

3. Between the ends of two beacon controlslashes.

5−5−4. MINIMA

Separate aircraft by the following minima:

a. TERMINAL. Single Sensor ASR or DigitalTerminal Automation System (DTAS):

NOTE−Includes single sensor long range radar mode.

1. When less than 40 miles from the antenna−3 miles.

2. When 40 miles or more from the antenna−5 miles.

3. For single sensor ASR−9 with Mode S, whenless than 60 miles from the antenna− 3 miles.

4. For single sensor ASR−11 MSSR Beacon,when less than 60 miles from the antenna− 3 miles.

NOTE−Wake turbulence procedures specify increased separationminima required for certain classes of aircraft because ofthe possible effects of wake turbulence.

b. TERMINAL. FUSION:

1. Fusion target symbol – 3 miles.

2. When displaying ISR in the data block- 5miles.

NOTE−In the event of an unexpected ISR on one or more aircraft,the ATCS working that aircraft must transition from 3-mileto 5-mile separation, or establish some other form ofapproved separation (visual or vertical) as soon asfeasible. This action must be timely, but taken in areasonable fashion, using the controller’s best judgment,as not to reduce safety or the integrity of the trafficsituation. For example, if ISR appears when an aircraft isestablished on final with another aircraft on short final, itwould be beneficial from a safety perspective to allow thetrailing aircraft to continue the approach and land ratherthan terminate a stabilized approach.

3. If TRK appears in the data block, handle inaccordance with Paragraph 5-3-7, IdentificationStatus, subparagraph b, and take appropriate steps toestablish non-radar separation.

4. ADS-B may be integrated as an additionalsurveillance source when operating in FUSIONmode. The display of ADS-B targets is permitted anddoes not require radar reinforcement.

NOTE−ADS-B surveillance must only be used when operating inFUSION.

5. The use of ADS-B only information may beused to support all radar requirements associated withany published instrument procedure that is annotated“Radar Required”.

6. The ADS-B Computer Human Interface(CHI) may be implemented by facilities on a sector bysector or facility wide basis when the determinationis made that utilization of the ADS-B CHI providesan operational advantage to the controller.

c. EBUS, Terminal Mosaic/Multi-Sensor Mode

NOTE−Mosaic/Multi−Sensor Mode combines radar input from 2to 16 sites into a single picture utilizing a mosaic gridcomposed of radar sort boxes.

1. Below FL 600− 5 miles.

2. At or above FL 600− 10 miles.

3. Facility directives may specify 3 miles forareas meeting all of the following conditions:

(a) Radar site adaptation is set to singlesensor.

JO 7110.65W12/10/15


(b) Significant operational advantages can beobtained.

(c) Within 40 miles of the antenna.

(d) Up to and including FL 230.

(e) Facility directives specifically define thearea where the separation can be applied and definethe requirements for displaying the area on thecontroller’s display.

REFERENCE−FAAO JO 7210.3, Para 8-2-1, Three Mile Airspace OperationsFAAO JO 7210.3, Para 11-8-15, Single Site Coverage ATTSOperations

4. When transitioning from terminal to en routecontrol, 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 remainfaster than the following aircraft; and

(c) Separation constantly increasing and thefirst center controller will establish 5 NM or otherappropriate form of separation prior to the aircraftdeparting the first center sector; and

(d) The procedure is covered by a letter ofagreement between the facilities involved and limitedto specified routes and/or sectors/positions.

d. ERAM:

1. Below FL 600- 5 miles.

2. At or above FL 600- 10 miles

3. Below FL 230 where all the followingconditions are met – 3 miles:

(a) Significant operational advantages can beobtained.

(b) Within 40 miles of the preferred sensor,and within the 3 NM separation area.

(c) The preferred sensor is providing reliablebeacon targets.

(d) Facility directives specifically define the3 NM separation area.

(e) The 3 NM separation area is displayableon the video map.

(f) Involved aircraft are displayed using the 3NM target symbol.

4. When transitioning from terminal to en routecontrol, 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 remainfaster than the following aircraft; and

(c) Separation constantly increasing and thefirst center controller will establish 5 NM or otherappropriate form of separation prior to the aircraftdeparting the first center sector; and

(d) The procedure is covered by a letter ofagreement between the facilities involved and limitedto specified routes and/or sectors/positions.REFERENCE−FAAO JO 7210.3, Para 8-2-1, Three Mile Airspace OperationsFAAO JO 7210.3, Para 11-8-15, Single Site Coverage ATTSOperations

e. MEARTS Mosaic Mode:

1. Below FL 600- 5 miles.

2. At or above FL 600- 10 miles.

3. For areas meeting all of the followingconditions – 3 miles:

(a) Radar site adaptation is set to single sensormode.

NOTE−1. Single Sensor Mode displays information from theradar input of a single site.

2. Procedures to convert MEARTS Mosaic Mode toMEARTS Single Sensor Mode at each PVD/MDM will beestablished by facility directive.

(b) Significant operational advantages can beobtained.

(c) Within 40 miles of the antenna.

(d) Below FL 180.

(e) Facility directives specifically define thearea where the separation can be applied and definethe requirements for displaying the area on thecontroller’s PVD/MDM.

4. MEARTS Mosaic Mode Utilizing SingleSource Polygon (San Juan CERAP and HonoluluControl Facility only) when meeting all of thefollowing conditions– 3 miles:

(a) Less than 40 miles from the antenna,below FL180, and targets are from the adapted sensor.

JO 7110.65W 12/10/15


(b) The single source polygon must bedisplayed on the controller’s PVD/MDM.

(c) Significant operational advantages can beobtained.

(d) Facility directives specifically define thesingle source polygon area where the separation canbe applied and specify procedures to be used.

(e) Controller must commence a transition toachieve either vertical separation or 5 mile lateralseparation in the event that either target is not fromthe adapted sensor.

f. STARS Multi−Sensor Mode:

NOTE−1. In Multi−Sensor Mode, STARS displays targets as filledand unfilled boxes, depending upon the target’s distancefrom the radar site providing the data. Since there ispresently no way to identify which specific site is providingdata for any given target, utilize separation standards fortargets 40 or more miles from the antenna.

2. When operating in STARS Single Sensor Mode, if TRKappears in the data block, handle in accordance withpara 5−3−7, Identification Status, subpara b, and takeappropriate steps to establish nonradar separation.

3. TRK appears in the data block whenever the aircraft isbeing tracked by a radar site other than the radar currentlyselected. Current equipment limitations preclude a targetfrom being displayed in the single sensor mode; however,a position symbol and data block, including altitudeinformation, will still be displayed. Therefore, low altitudealerts must be provided in accordance with para 2−1−6 ,Safety Alert.

WAKE TURBULENCE APPLICATION

g. Separate aircraft operating directly behind orfollowing an aircraft conducting an instrumentapproach by the minima specified and in accordancewith the following:

NOTE−Consider parallel runways less than 2,500 feet apart as asingle runway because of the possible effects of waketurbulence.

1. When operating within 2,500 feet of the flightpath of the leading aircraft over the surface of theearth and less than 1,000 feet below:

(a) TERMINAL. Behind super:

(1) Heavy - 6 miles.

(2) Large - 7 miles.

(3) Small - 8 miles.

(b) EN ROUTE. Behind super - 5 miles,unless the super is operating at or below FL240 andbelow 250 knots, then:


(2) Large - 7 miles.

(3) Small - 8 miles.

(c) Behind heavy:


(2) Large or small - 5 miles.

2. Separate small aircraft behind a B757 by 4miles when operating within 2,500 feet of the flightpath of the leading aircraft over the surface of theearth and/or less than 500 feet below.

3. TERMINAL. When departing parallelrunways separated by less than 2,500 feet, the 2,500feet requirement in subparagraph 2 is not requiredwhen a small departs the parallel runway behind aB757. Issue a wake turbulence cautionary advisoryand instructions that will establish lateral separationin accordance with subparagraph 2. Do not issueinstructions that will allow the small to pass behindthe B757.

NOTE−The application of paragraph 5-8-3, Successive orSimultaneous Departures, satisfies this requirement whenan initial heading is issued with the take-off clearance.

WAKE TURBULENCE APPLICATION

h. In addition to subpara g, separate an aircraftlanding behind another aircraft on the same runway,or one making a touch-and-go, stop-and-go, or lowapproach by ensuring the following minima will existat the time the preceding aircraft is over the landingthreshold:

NOTE−Consider parallel runways less than 2,500 feet apart as asingle runway because of the possible effects of waketurbulence.

1. Small behind large− 4 miles.

2. Small behind heavy− 6 miles.

If the landing threshold cannot be determined, applythe above minima as constant or increasing at theclosest point that can be determined prior to thelanding threshold.

JO 7110.65W12/10/15


i. TERMINAL. When NOWGT is displayed in anaircraft data block, provide 10 miles separationbehind the preceding aircraft and 10 miles separationto the succeeding aircraft.

j. TERMINAL. 2.5 nautical miles (NM) separa-tion is authorized between aircraft established on thefinal approach course within 10 NM of the landingrunway when operating in single sensor slant rangemode and aircraft remains within 40 miles of theantenna and:

1. The leading aircraft’s weight class is the sameor less than the trailing aircraft;

2. Super and heavy aircraft are permitted toparticipate in the separation reduction as the trailingaircraft only;

3. An average runway occupancy time of50 seconds or less is documented;

4. CTRDs are operational and used for quickglance references;

REFERENCE−FAAO JO 7110.65, Para 3−1−9 , Use of Tower Radar Displays.

5. Turnoff points are visible from the controltower.

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 SimultaneousDepartures.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 10−4−11 , Reduced Separation on Final.

5−5−5. VERTICAL APPLICATION

Aircraft not laterally separated, may be verticallyseparated by one of the following methods:

a. Assign altitudes to aircraft, provided validMode C altitude information is monitored and theapplicable separation minima is maintained at alltimes.

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 aircraftpreviously at that altitude has been issued aclimb/descent clearance and is observed (validMode C), or reports leaving the altitude.

NOTE−1. Consider known aircraft performance characteristics,pilot furnished and/or Mode C detected information whichindicate that climb/descent will not be consistent with therates recommended in the AIM.

2. It is possible that the separation minima described inpara 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 usingsubpara b. However, correct application of this procedurewill ensure that aircraft are safely separated because thefirst aircraft must have already vacated the altitude priorto 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.

5−5−6. EXCEPTIONS

a. Do not use Mode C to effect vertical separationwith an aircraft on a cruise clearance, contactapproach, or as specified in para 5−15−4, SystemRequirements, 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 theaircraft previously at that altitude is observed at orpassing through another altitude separated from thefirst by the appropriate minima when:

1. Severe turbulence is reported.

2. Aircraft are conducting military aerialrefueling.REFERENCE−FAAO JO 7110.65, Para 9−2−13 , Military Aerial Refueling.

3. The aircraft previously at that altitude hasbeen issued a climb/descent at pilot’s discretion.

5−5−7. PASSING OR DIVERGING

a. TERMINAL. In accordance with the followingcriteria, all other approved separation may bediscontinued and passing or diverging separationapplied when:

1. Single Site ASR or FUSION Mode

JO 7110.65W 12/10/15


(a) Aircraft are on opposite/reciprocalcourses and you have observed that they have passedeach other; or aircraft are on same or crossingcourses/assigned radar vectors and one aircraft hascrossed the projected course of the other, and theangular difference between their courses/assignedradar vectors is at least 15 degrees.

NOTE−Two aircraft, both assigned radar vectors with an angulardifference of at least 15 degrees, is considered a correctapplication of this paragraph.

(b) The tracks are monitored to ensure that theprimary targets, beacon control slashes, FUSIONtarget symbols, or full digital terminal systemprimary and/or beacon target symbols will not touch.

REFERENCE−

FAAO JO 7110.65, Para 1-2-2 , Course Definitions.

2. Single Site ARSR or FUSION Mode whentarget refresh is only from an ARSR or when inFUSION Mode − ISR is displayed.

(a) Aircraft are on opposite/reciprocalcourses and you have observed that they have passedeach other; or aircraft are on same or crossingcourses/assigned radar vectors and one aircraft hascrossed the projected course of the other, and theangular difference between their courses/assignedradar vectors is at least 45 degrees.

NOTE−Two aircraft, both assigned radar vectors with an angulardifference of at least 45 degrees, is considered a correctapplication of this paragraph.

(b) The tracks are monitored to ensure that theprimary targets, beacon control slashes, FUSIONtarget symbols, or full digital terminal systemprimary and/or beacon target symbols will not touch.

3. Although approved separation may bediscontinued, the requirements of Para 5-5-4,Minima, subparagraph g must be applied when waketurbulence separation is required.

REFERENCE−FAAO JO 7110.65, Para 1−2−2 , Course Definitions.

NOTE−Apply en route separation rules when using multi−sensormode.

b. EN ROUTE. Vertical separation betweenaircraft may be discontinued when they are on

opposite courses as defined in para 1−2−2, CourseDefinitions; and

1. You are in communications with both aircraftinvolved; and

2. You tell the pilot of one aircraft about theother aircraft, including position, direction, type; and

3. One pilot reports having seen the otheraircraft and that the aircraft have passed each other;and

4. You have observed that the radar targets havepassed each other; and

5. You have advised the pilots if either aircraftis classified as a super or heavy aircraft.

6. Although vertical separation may be discon-tinued, the requirements of Para 5−5−4, Minima,subparagraph g must be applied when waketurbulence separation is required.

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 radartargets confirm that the traffic has passed, issueappropriate control instructions.)

5−5−8. ADDITIONAL SEPARATION FORFORMATION FLIGHTS

Because of the distance allowed between formationaircraft and lead aircraft, additional separation isnecessary to ensure the periphery of the formation isadequately separated from other aircraft, adjacentairspace, or obstructions. Provide supplementalseparation for formation flights as follows:

a. Separate a standard formation flight by adding1 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 fromeach other by adding 2 miles to the appropriateseparation minima.

JO 7110.65W12/10/15


c. Separate a nonstandard formation flight byapplying the appropriate separation minima to theperimeter of the airspace encompassing thenonstandard formation or from the outermost aircraftof the nonstandard formation whichever applies.

d. If necessary for separation between anonstandard formation and other aircraft, assign anappropriate beacon code to each aircraft in theformation or to the first and last aircraft in-trail.

NOTE−The additional separation provided in Paragraph 5−5−8,Additional Separation for Formation Flights, is notnormally added to wake turbulence separation when aformation is following a heavier aircraft since none of theformation aircraft are likely to be closer to the heavieraircraft than the lead aircraft (to which the prescribedwake turbulence separation has been applied).

REFERENCE−FAAO JO 7110.65, Para 9−2−13 , Military Aerial Refueling.

5−5−9. SEPARATION FROMOBSTRUCTIONS

a. TERMINAL. Separate aircraft from obstruc-tions depicted on the radar display by the followingminima:



b. TERMINAL. Vertical separation of aircraftabove an obstruction depicted on the radar displaymay be discontinued after the aircraft has passed it.

c. EAS. Apply the radar separation minimaspecified in Para 5-5-4, Minima.

5−5−10. ADJACENT AIRSPACE

a. If coordination between the controllersconcerned has not been effected, separateradar-controlled aircraft from the boundary ofadjacent airspace in which radar separation is alsobeing 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 antenna−1 1/2 miles.

2. When 40 miles or more from the antenna−2 1/2 miles.

3. EAS:

(a) Below Flight Level 600− 2 1/2 miles.

(b) Flight Level 600 and above− 5 miles.

b. Separate radar-controlled aircraft from theboundary of airspace in which nonradar separation isbeing used by the following minima:



3. EAS:

(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 applyto VFR aircraft being provided Class B, Class C, orTRSA services. Ensure that the targets of theseaircraft do not touch the boundary of adjacentairspace.

d. VFR aircraft approaching Class B, Class C,Class D, or TRSA airspace which is under thecontrol jurisdiction of another air traffic controlfacility should either be provided with a radar handoffor be advised that radar service is terminated, giventheir 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 actionsshould be accomplished in sufficient time for the pilotto obtain the required ATC approval prior to enteringthe airspace involved, or to avoid the airspace.

5−5−11. EDGE OF SCOPE

Separate a radar-controlled aircraft climbing ordescending through the altitude of an aircraft that hasbeen tracked to the edge of the scope/display by thefollowing minima until nonradar separation has beenestablished:

a. When less than 40 miles from the antenna−3 miles from edge of scope.

b. When 40 miles or more from the antenna−5 miles from edge of scope.

c. EAS:

1. Below Flight Level 600− 5 miles.

2. Flight Level 600 and above− 10 miles.

JO 7110.65W 12/10/15


5−5−12. BEACON TARGETDISPLACEMENT

When using a radar target display with a previouslyspecified beacon target displacement to separate abeacon target from a primary target, adjacentairspace, obstructions, or terrain, add a 1 mile

correction factor to the applicable minima. Themaximum allowable beacon target displacementwhich may be specified by the facility air trafficmanager is 1/2 mile.REFERENCE−FAAO JO 7210.3, Para 3−7−4, Monitoring of Mode 3/A Radar BeaconCodes.

JO 7110.65W12/10/15

5−6−1Vectoring

Section 6. Vectoring


Vector aircraft:

a. In controlled airspace for separation, safety,noise abatement, operational advantage, confidencemaneuver, or when a pilot requests.

b. In Class G airspace only upon pilot request andas an additional service.

c. At or above the MVA or the minimum IFRaltitude 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 bevectored at any altitude. It is the responsibility of the pilotto 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 controljurisdiction, unless otherwise coordinated.

e. So as to permit it to resume its own navigationwithin 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 aspecial program is established, or when a pilotrequests, 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 RadarServices.

5−6−2. METHODS

a. Vector aircraft by specifying:

1. Direction of turn, if appropriate, andmagnetic 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 turnand the direction of turn, or

PHRASEOLOGY−TURN (number of degrees) DEGREES LEFT/RIGHT.

3. For NO-GYRO procedures, the type ofvector, 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 thepurpose, and if appropriate, what to expect whenradar navigational guidance is terminated.

PHRASEOLOGY−VECTOR TO (fix or airway).

VECTOR TO INTERCEPT (name of NAVAID) (specified)RADIAL.

VECTOR FOR SPACING.

(if appropriate) EXPECT DIRECT (NAVAID, waypoint,fix)

VECTOR TO FINAL APPROACH COURSE,

or if the pilot does not have knowledge of the type of approach,

VECTOR TO (approach name) FINAL APPROACHCOURSE.

NOTE−Determine optimum routing based on factors such as wind,weather, traffic, pilot requests, noise abatement, adjacentsector requirement, and letters of agreement.

c. When vectoring or approving course deviations,assign an altitude to maintain when:

1. The vector or approved deviation is off anassigned procedure which contains altitudeinstructions, i.e., instrument approach, etc.

5/26/16 JO 7110.65W CHG 1

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5−6−2 Vectoring

2. The previously issued clearance includedcrossing restrictions.

REFERENCE−FAAO JO 7110.65, Para 4−2−5, Route or Altitude Amendments.

3. The vector or approved deviation is off anassigned procedure that contains published altituderestrictions, i.e., SID, STAR, and a clearance to ClimbVia/Descend Via has been issued.

d. When vectoring or approving an aircraft todeviate off of a procedure that includes publishedaltitude restrictions, advise the pilot if you intend onclearing the aircraft to resume the procedure.

PHRASEOLOGY−FLY HEADING (degrees), MAINTAIN (altitude),EXPECT TO RESUME (SID, STAR, etc.).

DEVIATION (restrictions if necessary) APPROVED,MAINTAIN (altitude) EXPECT TO RESUME (SID, STAR,etc.) AT (NAVAID, fix, waypoint)

NOTE−After a Climb Via or Descend Via clearance has beenissued, a vector/deviation off of a SID/STAR cancels thealtitude restrictions on the procedure. The aircraft’s FlightManagement System (FMS) may be unable to processcrossing altitude restrictions once the aircraft leaves theSID/STAR lateral path. Without an assigned altitude, theaircraft’s FMS may revert to leveling off at the altitude setby the pilot, which may be the SID/STAR’s published top orbottom altitude.

e. Provide radar navigational guidance until theaircraft is:

1. Established within the airspace to beprotected for the nonradar route to be flown, or

2. On a heading that will, within a reasonabledistance, intercept the nonradar route to be flown, and

3. Informed of its position unless the aircraft isRNAV, FMS, or DME equipped and being vectoredtoward a VORTAC/TACAN or waypoint and withinthe service volume of the NAVAID.

PHRASEOLOGY−(Position with respect to course/fix along route), RESUMEOWN NAVIGATION, FLY HEADING (degrees). WHENABLE, PROCEED DIRECT (name of fix), RESUME (SID/STAR/transition/procedure).

REFERENCE−FAAO JO 7110.65, Chapter 4, Section 1, NAVAID Use Limitations.FAAO JO 7110.65,Paragraph 4-5-7, Altitude Information

f. Aircraft instructed to resume a procedure whichcontains restrictions (SID/STAR, etc.) must be

issued/reissued all applicable restrictions or must beadvised to comply with those restrictions.

PHRASEOLOGY−RESUME (name/SID/transition/STAR), COMPLY WITHRESTRICTIONS.

PROCEED DIRECT (NAVAID, fix, waypoint) CROSS(NAVAID, fix, waypoint) AT/AT OR ABOVE/AT ORBELOW (altitude) CLIMB VIA/DESCEND VIA(SID/STAR)

EXAMPLE−“Resume the Mudde One Arrival, comply withrestrictions.”“Cleared direct Luxor, resume the Ksino One arrival,comply with restrictions.”“Cleared direct HITME, cross HITME at or above one onethousand, climb via the Boach Five departure.”

g. Aircraft may not be vectored off an ObstacleDeparture Procedure (ODP), or issued an altitudelower than published altitude on an ODP, until at orabove the MVA/MIA, at which time the ODP iscancelled.

NOTE−Once an aircraft has been vectored off an ObstacleDeparture Procedure, the procedure is cancelled and ATCcannot clear the aircraft to resume the ODP.REFERENCE−P/CG− Obstacle Departure Procedure

h. Aircraft vectored off an RNAV route must berecleared to the next waypoint or as requested by thepilot.

i. When flight data processing is available, updatethe route of flight in the computer unless anoperational advantage is gained and coordination isaccomplished.

j. Inform the pilot when a vector will take theaircraft 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 MINIMUMALTITUDE

Except in en route automated environments in areaswhere more than 3 miles separation minima isrequired, you may vector a departing IFR aircraft, orone executing a missed approach, within 40 miles ofthe radar antenna and before it reaches the minimum

3/15/077110.65R CHG 2JO 7110.65W CHG 1 5/26/16

JO 7110.65W12/10/15

5−6−3Vectoring

altitude for IFR operations if separation fromprominent obstacles shown on the radar scope isapplied in accordance with the following:

a. If the flight path is 3 miles or more from theobstacle and the aircraft is climbing to an altitude atleast 1,000 feet above the obstacle, vector the aircraftto maintain at least 3 miles separation from theobstacle until the aircraft reports leaving an altitudeabove the obstacle.

b. If the flight path is less than 3 miles from theobstacle and the aircraft is climbing to an altitude atleast 1,000 feet above the obstacle, vector the aircraftto increase lateral separation from the obstacle until

the 3 mile minimum is achieved or until the aircraftreports leaving an altitude above the obstacle.

REFERENCE−P/CG Term − Obstacle.P/CG Term − Obstruction.P/CG Term − Prominent Obstacle.

c. At those locations where diverse vector areas(DVA) have been established, terminal radarfacilities may vector aircraft below the MVA/MIAwithin those areas and along those routes described infacility directives.

REFERENCE−FAAO JO 7210.3, Para 3−9−5, Establishing Diverse Vector Area/s(DVA).

5/26/16 JO 7110.65W CHG 1

JO 7110.65W12/10/15

5−7−1Speed Adjustment

Section 7. Speed Adjustment


Keep speed adjustments to the minimum necessary toachieve or maintain required or desired spacing.Avoid adjustments requiring alternate decreases andincreases. Terminate speed adjustments when nolonger needed.

NOTE−It is the pilot’s responsibility and prerogative to refusespeed adjustment that he/she considers excessive orcontrary to the aircraft’s operating specifications.

a. Consider the following when applying speedcontrol:

1. Determine the interval required and the pointat which the interval is to be accomplished.

2. Implement speed adjustment based on thefollowing principles.

(a) Priority of speed adjustment instructionsis determined by the relative speed and position of theaircraft involved and the spacing requirement.

(b) Speed adjustments are not achievedinstantaneously. Aircraft configuration, altitudes,and speed determine the time and distance required toaccomplish the adjustment.

3. Use the following techniques in speed controlsituations:

(a) Compensate for compression whenassigning air speed adjustment in an in-trail situationby 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 tomaintain spacing.

(c) Allow increased time and distance toachieve speed adjustments in the followingsituations:

(1) Higher altitudes.

(2) Greater speed.

(3) Clean configurations.

(d) Ensure that aircraft are allowed to operatein a clean configuration as long as circumstancespermit.

(e) Keep the number of speed adjustments peraircraft to the minimum required to achieve andmaintain spacing.

b. Do not assign speed adjustment to aircraft:

1. At or above FL 390 without pilot consent.

2. Executing a published high altitude instru-ment 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 point5 miles from the runway, whichever is closer to therunway.

c. At the time approach clearance is issued,previously issued speed adjustments must be restatedif required.

d. Approach clearances cancel any previouslyassigned speed adjustment. Pilots are expected tomake their own speed adjustments to complete theapproach unless the adjustments are restated.

e. If feasible, when issuing speed adjustments toaircraft cleared along a route or procedure that haspublished speed restrictions, advise aircraft where toresume published speed.

f. Express speed adjustments in terms of knotsbased on indicated airspeed (IAS) in 10−knotincrements. At or above FL 240, speeds may beexpressed in terms of Mach numbers in 0.01 incre-ments for turbojet aircraft with Mach meters(i.e., Mach 0.69, 0.70, 0.71, etc.).

NOTE−1. Pilots complying with speed adjustment instructionsshould maintain a speed within plus or minus 10 knots or0.02 Mach number of the specified speed.

2. When assigning speeds to achieve spacing betweenaircraft at different altitudes, consider that ground speedmay vary with altitude. Further speed adjustment may benecessary to attain the desired spacing.


JO 7110.65W 12/10/15

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 bya 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.”

NOTE−1. A pilot operating at or above 10,000 feet MSL on anassigned speed adjustment greater than 250 knots isexpected to comply with 14 CFR Section 91.117(a) whencleared below 10,000 feet MSL, within domestic airspace,without notifying ATC. Pilots are expected to comply withthe other provisions of 14 CFR Section 91.117 withoutnotification.

2. Speed restrictions of 250 knots do not apply to aircraftoperating beyond 12 NM from the coastline within the

U.S. Flight Information Region, in offshore Class Eairspace below 10,000 feet MSL. However, in airspaceunderlying a Class B airspace area designated for anairport, or in a VFR corridor designated through such asa Class B airspace area, pilots are expected to comply withthe 200 knot speed limit specified in 14 CFRSection 91.117(c). (See 14 CFR Sections 91.117(c) and91.703.)

3. The phrases “maintain maximum forward speed” and“maintain slowest practical speed” are primarily intendedfor use when sequencing a group of aircraft. As thesequencing plan develops, it may be necessary todetermine the specific speed and/or make specific speedassignments.

b. To obtain pilot concurrence for a speedadjustment at or above FL 390, as required bypara 5−7−1, Application, use the followingphraseology.

PHRASEOLOGY−(Speed adjustment), IF UNABLE ADVISE.

EXAMPLE−“Reduce speed to one niner zero, if unable advise.”

c. Simultaneous speed reduction and descent canbe extremely difficult, particularly for turbojetaircraft. Specifying which action is to be accom-plished first removes any doubt the pilot may have asto controller intent or priority. Specify which action isexpected first when combining speed reduction witha descent clearance.

1. Speed reductions prior to descent.

PHRASEOLOGY−REDUCE SPEED:

TO (specified speed),

or


THEN, DESCEND AND MAINTAIN (altitude).

2. Speed reduction following descent.

PHRASEOLOGY−DESCEND AND MAINTAIN (altitude).

THEN, REDUCE SPEED:

TO (specified speed in knots),

or

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5−7−3Speed Adjustment

TO MACH (Mach number),

or


NOTE−When specifying descent prior to speed reduction, considerthe maximum speed requirements specified in 14 CFRSection 91.117. It may be necessary for the pilot to level offtemporarily and reduce speed prior to descending below10,000 feet MSL.

d. Specify combined speed/altitude fix crossingrestrictions.

PHRASEOLOGY−CROSS (fix) AT AND MAINTAIN (altitude) AT (specifiedspeed) KNOTS.

EXAMPLE−“Cross Robinsville at and maintain six thousand attwo three zero knots.”

REFERENCE−FAAO JO 7110.65, Para 2−4−17, Numbers Usage.FAAO JO 7110.65, Para 4−5−7, Altitude Information.

e. When issuing speed adjustments to aircraftcleared on procedures with published speedrestrictions specify the point at which the issuedrestriction begins, ends, or changes the publishedrestrictions.

PHRASEOLOGY−CROSS (fix/waypoint) AT (speed).

MAINTAIN (speed) UNTIL (fix/waypoint),

THEN (additional instructions).

RESUME PUBLISHED SPEED.

COMPLY WITH SPEED RESTRICTIONS.

EXCEPT (if required)

DELETE SPEED RESTRICTIONS.

CLIMB/DESCEND VIA (SID/STAR name and number)(transition if required.)

NOTE−1. Aircraft will meet all published speed restrictions whenon any route or procedure with published speed restrictionsregardless of climb via or descend via clearance.

2. Due to variations of aircraft types, Flight ManagementSystems, and environmental conditions, ATC shouldanticipate that aircraft will begin speed adjustments at

varying locations along cleared routes or procedures thatcontain published speed restrictions.

3. Issuing speed adjustments to aircraft flying procedureswith published speed restrictions may impact the pilot’sability to fly the intended flight profile of the procedure.

EXAMPLE−1. “Cross Alisa at two two zero knots, then climb via theTIMMY One departure.”

NOTE−The aircraft will maintain the ATC assigned speed untilAlisa waypoint and will then comply with the speedrestrictions on the TIMMY One departure

EXAMPLE−2. “Cross Alisa at one zero thousand, then climb via theTIMMY One departure, except maintain two two zeroknots.”

NOTE−The aircraft will maintain the ATC assigned speed of twotwo zero knots and will not meet any published speedrestrictions. Aircraft will meet all published altituderestrictions after Alisa.

EXAMPLE−3. “Maintain two two zero knots until BALTR then resumepublished speed.”

NOTE−The ATC assigned speed assignment of two two zero knotswould apply until BALTR. The aircraft would then complywith the published speed restrictions.

EXAMPLE−4. “Descend via the KEPEC Two arrival, except afterNIPZO maintain one eight zero knots.”

NOTE−The aircraft will comply with all published restrictions.After NIPZO, the aircraft will continue to comply withaltitude restrictions, but will comply with the ATC assignedspeed adjustment.

REFERENCE−FAAO JO 7110.65, Para 2417, Numbers Usage

FAAO JO 7110.65, Para 457, Altitude Information

FAAO JO 7110.65, Para 571, Application

5−7−3. MINIMA

When assigning airspeeds, use the followingrecommended minima:

a. To aircraft operating between FL 280 and10,000 feet, a speed not less than 250 knots or theequivalent Mach number.

NOTE−1. On a standard day the Mach numbers equivalent to250 knots CAS (subject to minor variations) are:FL 240−0.6

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5−7−4 Speed Adjustment

FL 250−0.61FL 260−0.62FL 270−0.64FL 280−0.65FL 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 berealized, speeds lower than the recommendedminima may be applied.

c. To arrival aircraft operating below 10,000 feet:

1. Turbojet aircraft. A speed not less than210 knots; except when the aircraft is within 20 flyingmiles of the runway threshold of the airport ofintended landing, a speed not less than 170 knots.

2. Reciprocating engine and turboprop aircraft.A speed not less than 200 knots; except when theaircraft is within 20 flying miles of the runwaythreshold of the airport of intended landing, a speednot less than 150 knots.

d. Departures:

1. Turbojet aircraft. A speed not less than230 knots.

2. Reciprocating engine and turboprop aircraft.A speed not less than 150 knots.

e. Helicopters. A speed not less than 60 knots.


5−7−4. TERMINATION

Advise aircraft when speed adjustments are no longerneeded.

a. Advise aircraft to “resume normal speed” whenATC-assigned speed adjustments are no longerrequired and no published speed restrictions apply.

PHRASEOLOGY−RESUME NORMAL SPEED.

NOTE−“Resume normal speed” is only used where there is nounderlying published speed restriction. It does not deletespeed restrictions on upcoming segments of flight and doesnot relieve the pilot of those speed restrictions which areapplicable to 14 CFR Section 91.117.

b. Instruct aircraft to “comply with speedrestrictions” applicable to the charted procedure orroute being flown.

PHRASEOLOGY−COMPLY WITH SPEED RESTRICTIONS

NOTE−The phraseology “comply with restrictions” requirescompliance with all altitude and/or speed restrictionsdepicted on the procedure.

REFERENCE−FAAO JO 7110.65, Para 5-6-2, Methods

c. Advise aircraft to “resume published speed”when aircraft have been assigned an unpublishedspeed and ATC wants aircraft to meet subsequentpublished speed restrictions on the route orprocedure.

PHRASEOLOGY−RESUME PUBLISHED SPEED

REFERENCE−FAAO JO 7110.65, Para 4-5-7, Altitude Information

d. Advise aircraft when either ATC assigned speedadjustments or published speed restrictions are nolonger required.

PHRASEOLOGY−DELETE SPEED RESTRICTIONS

NOTE−When deleting published restrictions, ATC must ensureobstacle clearance until aircraft are established on a routewhere no published restrictions apply. This does not relievethe pilot of those speed restrictions which are applicable to14 CFR Section 91.117.

REFERENCE−FAAO JO 7110.65, Para 5-7-1, Application

JO 7110.65W12/10/15

5−8−1Radar Departures

Section 8. Radar Departures

5−8−1. PROCEDURES

Use standard departure routes and channelizedaltitudes whenever practical to reduce coordination.Do not, however, assign these routes solely to providefor possible radar or communication failure.

5−8−2. INITIAL HEADING

a. Before departure, assign the initial heading to beflown if a departing aircraft is to be vectoredimmediately 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 associateassigned headings with vectors to their planned route offlight.

REFERENCE−FAAO JO 7110.65, Para 4−3−2, Departure Clearances.FAAO JO 7110.65, Para 5−6−3, Vectors Below Minimum Altitude.

b. When conducting simultaneous parallel run-way departures utilizing RNAV SIDs, advise aircraftof the initial fix/waypoint on the RNAV route.

PHRASEOLOGY−RNAV to (fix/waypoint), RUNWAY (number), CLEAREDFOR TAKEOFF.

EXAMPLE−“RNAV to MPASS, Runway Two−Six Left, cleared fortakeoff.”

NOTE−1. TERMINAL. A purpose for an initial waypoint advisoryis not necessary since pilots associate this advisory with theflight path to their planned route of flight. Pilots mustimmediately advise ATC if a different RNAV SID is enteredin the aircraft FMS.

2. The SID transition is not restated as it is contained in theATC clearance.

3. Aircraft cleared via RNAV SIDs designed to begin witha vector to the initial waypoint are assigned a headingbefore departure.

REFERENCE−FAAO JO 7110.65, Para 3-9-9, Takeoff Clearance

FAAO JO 7110.65, Para 4-3-2, Departure ClearancesAIM, Para 5−2−7. Departure Control

5−8−3. SUCCESSIVE OR SIMULTANEOUSDEPARTURES

TERMINAL

Separate aircraft departing from the same airport/heliport or adjacent airports/heliports in accordancewith the following minima provided radar identifica-tion with the aircraft will be established within 1 mileof the takeoff runway end/helipad and courses willdiverge by 15 degrees or more.

NOTE−1. FAAO 8260.46, Departure Procedure (DP) Program,and FAAO 8260.3, United States Standard for TerminalInstrument Procedures (TERPS), Volume 4, establishesguidelines for IFR departure turning procedures whichassumes a climb to 400 feet above the departure end ofrunway (DER) elevation before a turn is commenced.TERPS criteria ensures obstacle clearance with a climbgradient of 200 feet per nautical mile from the DER.“Immediately after departure” is considered to be any turnthat provides at least 15 degrees of divergence thatcommences no later than 2 miles from the DER.

2. Consider known aircraft performance characteristicswhen applying initial separation to successive departingaircraft.

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 helipadcenter as the threshold.

a. Between aircraft departing the same runway/helipad or parallel runways/helicopter takeoffcourses separated by less than 2,500 feet− 1 mile ifcourses diverge by 15 degrees or more immediatelyafter departure or 10 degrees or more when bothaircraft are departing the same runway and both areflying an RNAV SID. (See FIG 5−8−1, FIG 5−8−2,and FIG 5−8−3.)

NOTE−RNAV SIDs specific to this paragraph are those SIDsconstructed with a specific lateral path that begins at theDER.

JO 7110.65W 12/10/15

5−8−2 Radar Departures

FIG 5−8−1

Successive Departures

FIG 5−8−2

Simultaneous Departures

FIG 5−8−3

Simultaneous Departures

NOTE−This procedure does not apply when wake turbulenceseparation is required.

REFERENCE−FAAO JO 7110.65, Para 3−9−7, Wake Turbulence Separation forIntersection Departures.FAAO JO 7110.65, Para 3−9−8, Intersecting Runway/IntersectingFlight Path Operations.FAAO JO 7110.65, Para 5−5−4, Minima.FAAO JO 7110.65, Para 554, Minima, Subparagraph g.

b. Between aircraft departing from divergingrunways:

1. Nonintersecting runways. Authorize simul-taneous takeoffs if runways diverge by 15 degrees ormore. (See FIG 5−8−4.)

FIG 5−8−4

Nonintersecting Runway Departures

2. Intersecting runways and/or helicoptertakeoff courses which diverge by 15 degrees ormore. Authorize takeoff of a succeeding aircraftwhen the preceding aircraft has passed the point ofrunway and/or takeoff course intersection. Whenapplicable, apply the procedure in para 3−9−5,Anticipating Separation. (See FIG 5−8−5 andFIG 5−8−6.)

FIG 5−8−5

Intersecting Runway Departures

NOTE−This procedure does not apply when wake turbulenceseparation is required.

REFERENCE−FAAO JO 7110.65, Para 5-5-4, Minima, Subparagraph g.

JO 7110.65W12/10/15


FIG 5−8−6

Intersecting Helicopter Course Departures

c. Between aircraft departing in the same directionfrom parallel runways/helicopter takeoff courses.Authorize simultaneous takeoffs if the centerlines/takeoff courses are separated by at least 2,500 feet andcourses diverge by 15 degrees or more immediatelyafter departure or 10 degrees or more when bothaircraft are flying an RNAV SID. (See FIG 5−8−7 andFIG 5−8−8.)

NOTE−RNAV SIDs specific to this paragraph are those SIDsconstructed with a specific lateral path that begins at theDER.

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 Nonintersect-ing Diverging Runways, separate a departing aircraftfrom an arriving aircraft on final approach by aminimum of 2 miles if separation will increase to aminimum of 3 miles (5 miles when 40 miles or morefrom the antenna) within 1 minute after takeoff.NOTE−1. This procedure permits a departing aircraft to bereleased so long as an arriving aircraft is no closer than2 miles from the runway at the time. This separation isdetermined at the time the departing aircraft commencestakeoff roll.

2. Consider the effect surface conditions, such as ice,snow, and other precipitation, may have on known aircraftperformance characteristics, and the influence theseconditions may have on the pilot’s ability to commencetakeoff roll in a timely manner.

5−8−5. DEPARTURES AND ARRIVALS ONPARALLEL OR NONINTERSECTINGDIVERGING RUNWAYS

TERMINAL. Authorize simultaneous operationsbetween an aircraft departing on a runway and anaircraft on final approach to another parallel ornonintersecting diverging runway if the departurecourse diverges immediately by at least 30 degreesfrom the missed approach course until separation isapplied and provided one of the following conditionsare met:NOTE−When one or both of the takeoff/landing surfaces is ahelipad, consider the helicopter takeoff course as therunway centerline and the helipad center as the threshold.

JO 7110.65W 12/10/15

5−8−4 Radar Departures

a. When parallel runway thresholds are even, therunway 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

FIG 5−8−10

Parallel Thresholds are Even

b. When parallel runway thresholds are staggeredand:

1. The arriving aircraft is approaching thenearer runway: the centerlines are at least 1,000 feetapart and the landing thresholds are staggered at least500 feet for each 100 feet less than 2,500 thecenterlines are separated. (See FIG 5−8−11 andFIG 5−8−12.)

FIG 5−8−11

Parallel Thresholds are Staggered

FIG 5−8−12


NOTE−In the event of a missed approach by an aircraft requiringwake turbulence separation behind it, apply the proceduresin Para 3-9-6, Same Runway Separation, Para 3-9-8,Intersecting Runway/Intersecting Flight Path Operations,ensure that the larger aircraft does not overtake or cross infront of an aircraft departing from the adjacent parallelrunway.

REFERENCE−FAAO JO 7110.65, Para 5-5-4, Minima, Subparagraph f.

2. The arriving aircraft is approaching thefarther runway: the runway centerlines separationexceeds 2,500 feet by at least 100 feet for each

JO 7110.65W12/10/15


500 feet the landing thresholds are staggered. (See FIG 5−8−13.)

FIG 5−8−13


c. When nonintersecting runways diverge by15 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, holdthe helicopter until visual separation is possible orapply the separation criteria in subparas a, b, or c.REFERENCE−FAAO JO 7110.65, Para 5−8−4, Departure and Arrival.

JO 7110.65W12/10/15

5−9−1Radar Arrivals

Section 9. Radar Arrivals

5−9−1. VECTORS TO FINAL APPROACHCOURSE

Except as provided in para 7−4−2, Vectors for VisualApproach, vector arriving aircraft to intercept thefinal approach course:

a. At least 2 miles outside the approach gate unlessone of the following exists:

1. When the reported ceiling is at least 500 feetabove the MVA/MIA and the visibility is at least3 miles (report may be a PIREP if no weather isreported for the airport), aircraft may be vectored tointercept the final approach course closer than 2 milesoutside the approach gate but no closer than theapproach gate.

2. If specifically requested by the pilot, aircraftmay be vectored to intercept the final approachcourse inside the approach gate but no closer than thefinal approach fix.

EXCEPTION. Conditions 1 and 2 above do notapply to RNAV aircraft being vectored for a GPS orRNAV approach.

b. Provide a minimum of 1,000 feet verticalseparation between aircraft on opposite base legsunless another form of approved separation isestablished during turn-on to final approach.

c. For a precision approach, at an altitude notabove the glideslope/glidepath or below theminimum glideslope intercept altitude specified onthe approach procedure chart.

d. For a nonprecision approach, at an altitudewhich will allow descent in accordance with thepublished procedure.

NOTE−A pilot request for an “evaluation approach,” or a“coupled approach,” or use of a similar term, indicates thepilot desires the application of subparas a and b.

e. EN ROUTE. The following provisions arerequired before an aircraft may be vectored to thefinal approach course:

1. The approach gate and a line (solid orbroken), depicting the final approach course startingat or passing through the approach gate and extendingaway from the airport, be displayed on the radar

scope; for a precision approach, the line length mustextend at least the maximum range of the localizer;for a nonprecision approach, the line length mustextend at least 10NM outside the approach gate; and

2. The maximum range selected on the radardisplay is 150 NM; or

3. An adjacent radar display is set at 125 NM orless, configured for the approach in use, and isutilized for the vector to the final approach course.

4. If unable to comply with subparas 1, 2, or 3above, issue the clearance in accordance withPara 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 COURSEINTERCEPTION

a. Assign headings that will permit final approachcourse interception on a track that does not exceed theinterception angles specified in TBL 5−9−1.

TBL 5−9−1

Approach Course Interception Angle

Distance from interceptionpoint to approach gate

Maximum interceptionangle

Less than 2 miles or triplesimultaneous approaches inuse

20 degrees

2 miles or more 30 degrees (45 degrees for helicopters)

b. If deviations from the final approach course areobserved after initial course interception, apply thefollowing:

1. Outside the approach gate: apply proceduresin accordance with subpara a, if necessary, vector theaircraft for another approach.

2. Inside the approach gate: inform the pilot ofthe aircraft’s position and ask intentions.

PHRASEOLOGY−(Ident) (distance) MILE(S) FROM THE AIRPORT,(distance) MILE(S) RIGHT/LEFT OF COURSE, SAYINTENTIONS.

NOTE−The intent is to provide for a track course intercept anglejudged by the controller to be no greater than specified bythis procedure.

5/26/16 JO 7110.65W CHG 1

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5−9−2 Radar Arrivals

REFERENCE−FAAO JO 7110.65, Chapter 5, Section 9, Radar Arrivals, andSection 10, Radar Approaches− Terminal.

c. EN ROUTE. When using a radar scope rangeabove 125 NM, the controller must solicit and receivea pilot report that the aircraft is established on thefinal approach course. If the pilot has not reportedestablished by the final approach gate, inform thepilot of his/her observed position and ask intentions.

NOTE−It may be difficult to accurately determine small distanceswhen using very large range settings.

5−9−3. VECTORS ACROSS FINALAPPROACH COURSE

Inform the aircraft whenever a vector will take itacross the final approach course and state the reasonfor such action.

NOTE−In the event you are unable to so inform the aircraft, thepilot is not expected to turn inbound on the final approachcourse 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 itreaches the approach gate:

a. Position relative to a fix on the final approachcourse. If none is portrayed on the radar display or ifnone is prescribed in the procedure, issue positioninformation relative to the navigation aid whichprovides final approach guidance or relative to theairport.

b. Vector to intercept the final approach course ifrequired.

c. Approach clearance except when conducting aradar approach. Issue approach clearance only afterthe aircraft is:

1. Established on a segment of a published routeor instrument approach procedure, or see FIG 5−9−1Example 1.

FIG 5−9−1

Arrival Instructions

JO 7110.65W12/10/15


EXAMPLE−1. Aircraft 1 was vectored to the final approach course butclearance was withheld. It is now at 4,000 feet andestablished on a segment of the instrument approachprocedure. “Seven miles from X-RAY. Cleared I−L−Srunway three six approach.” (See FIG 5−9−1.)

2. Aircraft 2 is being vectored to a published segment ofthe final approach course, 4 miles from LIMA at 2,000 feet.The MVA for this area is 2,000 feet. “Four miles fromLIMA. Turn right heading three four zero. Maintaintwo thousand until established on the localizer. ClearedI−L−S runway three six approach.” (See FIG 5−9−1.)

3. Aircraft 3 is being vectored to intercept the finalapproach course beyond the approach segments, 5 milesfrom Alpha at 5,000 feet. the MVA for this area is 4,000 feet.“Five miles from Alpha. Turn right heading three threezero. Cross Alpha at or above four thousand. ClearedI−L−S runway three six approach.” (See FIG 5−9−1.)

4. Aircraft 4 is established on the final approach coursebeyond the approach segments, 8 miles from Alpha at6,000 feet. The MVA for this area is 4,000 feet. “Eight milesfrom Alpha. Cross Alpha at or above four thousand.Cleared I−L−S runway three six approach.” (See FIG 5−9−1.)

2. Assigned an altitude to maintain until theaircraft is established on a segment of a publishedroute or instrument approach procedure.

FIG 5−9−2

Arrival Instructions

EXAMPLE−The aircraft is being vectored to the intermediate fixFORRE for an RNAV approach. “Seven miles fromFOORE, cleared direct FORRE, cross FORRE at or abovefour thousand, cleared RNAV runway one eightapproach.”NOTE−1. The altitude assigned must assure IFR obstructionclearance from the point at which the approach clearanceis issued until established on a segment of a published routeor instrument approach procedure.2. If the altitude assignment is VFR-on-top, it isconceivable that the pilot may elect to remain high untilarrival over the final approach fix which may require thepilot to circle to descend so as to cross the final approachfix at an altitude that would permit landing.

3. Aircraft being vectored to the intermediate fix inFIG 5−9−2 must meet all the provisions described insubpara 4−8−1h2.

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JO 7110.65W 12/10/15


d. Instructions to do one of the following:

NOTE−The principal purpose of this paragraph is to ensure thatfrequency changes are made prior to passing the finalapproach fix. However, at times it will be desirable to retainan aircraft on the approach control frequency to provide asingle-frequency approach or other radar services. Whenthis occurs, it will be necessary to relay tower clearancesor instructions to preclude changing frequencies prior tolanding or approach termination.

1. Monitor local control frequency, reporting tothe 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 appropriatefrequency if radar service will be provided on final ona different frequency.

REFERENCE−FAAO JO 7110.65, Para 5−10−8, Final Controller Changeover.

4. When radar is used to establish the finalapproach fix, inform the pilot that after being advisedthat he/she is over the fix he/she is to contact the toweron local control frequency.

EXAMPLE−“Three miles from final approach fix. Turn left headingzero one zero. Maintain two thousand until established onthe localizer. Cleared I−L−S runway three six approach. Iwill advise when over the fix.”

“Over final approach fix. Contact tower one one eightpoint one.”

NOTE−ARSR may be used for establishment of initial approachand intermediate approach fixes only. ASR must be used toestablish 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 IndependentApproaches− Dual & Triple.

e. Where a Terminal Arrival Area (TAA) has beenestablished to support RNAV approaches, inform theaircraft of its position relative to the appropriate IAFand issue the approach clearance. (See FIG 5−9−3.)

EXAMPLE−1. Aircraft 1: The aircraft is in the straight in area of theTAA. “Seven miles from CENTR, Cleared R−NAV RunwayOne Eight Approach.”

2. Aircraft 2: The aircraft is in the left base area of the TAA.“One five miles from LEFTT, Cleared R-NAV Runway OneEight Approach.”

3. Aircraft 3: The aircraft is in the right base area of theTAA. “Four miles from RIGHT, Cleared R-NAV RunwayOne Eight Approach.”

FIG 5−9−3

Basic “T” Design

5−9−5. APPROACH SEPARATIONRESPONSIBILITY

a. The radar controller performing the approachcontrol function is responsible for separation of radararrivals unless visual separation is provided by thetower, or a letter of agreement/facility directiveauthorizes otherwise. Radar final controllers ensurethat established separation is maintained betweenaircraft under their control and other aircraftestablished on the same final approach course.

NOTE−The radar controller may be a controller in an ARTCC, aterminal facility, or a tower controller when authorized toperform the approach control function in a terminal area.

3/15/077110.65R CHG 2JO 7110.65W CHG 1 5/26/16

JO 7110.65W12/10/15


REFERENCE−FAAO JO 7110.65, Para 2−1−19, Wake Turbulence.FAAO JO 7110.65, Section 5, Radar Separation, Para 5−5−1,Application.FAAO JO 7110.65, Para 7−2−1, Visual Separation.FAAO JO 7110.65, Para 5−5−4, Minima.FAAO JO 7210.3, Para 2−1−15, Authorization for Separation Servicesby Towers.

b. When timed approaches are being conducted,the radar controller must maintain the radarseparation specified in Para 6−7−5, Interval Minima,until the aircraft is observed to have passed the finalapproach fix inbound (nonprecision approaches) orthe OM or the fix used in lieu of the outer marker(precision approaches) and is within 5 miles of therunway on the final approach course or until visualseparation can be provided by the tower.REFERENCE−FAAO JO 7110.65, Para 5−4−6, Receiving Controller Handoff.FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception.FAAO JO 7110.65, Para 5−9−6, Parallel Dependent Approaches.FAAO JO 7110.65, Para 6−7−2, Approach Sequence.

5−9−6. SIMULTANEOUS DEPENDENTAPPROACHESTERMINAL

a. Apply the following minimum separation whenconducting simultaneous dependent approaches:

1. Provide a minimum of 1,000 feet vertical ora minimum of 3 miles radar separation betweenaircraft during turn on.

2. Provide a minimum of 1 mile radar separationdiagonally between successive aircraft on adjacentfinal approach courses when runway centerlines areat least 2,500 feet but no more than 3,600 feet apart.

FIG 5−9−4

Simultaneous Dependent Approaches

EXAMPLE−In FIG 5−9−4, Aircraft 2 is 1.0 mile from Aircraft 1.Approved radar separation must be maintained betweenAircraft 1 and Aircraft 3.

3. Provide a minimum of 1.5 miles radarseparation diagonally between successive aircraft onadjacent final approach courses when runwaycenterlines are more than 3,600 feet but no more than4,300 feet apart.

FIG 5−9−5


5/26/16 JO 7110.65W CHG 1

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EXAMPLE−In FIG 5−9−5, Aircraft 2 is 1.5 miles from Aircraft 1, andAircraft 3 is 1.5 miles or more from Aircraft 2. Approvedradar separation must be maintained between aircraft onthe same final.

4. Provide a minimum of 2 miles radarseparation diagonally between successive aircraft onadjacent final approach courses where runwaycenterlines are more than 4,300 feet but no more than9,000 feet apart.

FIG 5−9−6


EXAMPLE−In FIG 5−9−6, Aircraft 2 is 2 miles from heavy Aircraft 1.Aircraft 3 is a small aircraft and is 6 miles from Aircraft 1.*The resultant separation between Aircraft 2 and 3 is atleast 4.2 miles.

5. Provide the minimum approved radar separa-tion between aircraft on the same final approachcourse.

REFERENCE−FAAO JO 7110.65, Section 5, Radar Separation, Para 5−5−4 , Minima.

b. The following conditions are required whenapplying the minimum radar separation on adjacentfinal approach courses allowed in subparagraph a:

NOTE−1. Simultaneous dependent approaches involving anRNAV approach may only be conducted when (GPS)appears in the approach title or a chart note states thatGPS is required.

2. Simultaneous dependent approaches may only beconducted where instrument approach charts specificallyauthorize simultaneous approaches to adjacent runways.

1. Apply this separation standard only afteraircraft are established on the parallel final approachcourse.

2. Straight-in landings will be made.

3. Missed approach procedures do not conflict.

4. Aircraft are informed that approaches to bothrunways are in use. This information may be providedthrough the ATIS.

5. Approach control must have the interphonecapability of communicating directly with the localcontroller at locations where separationresponsibility has not been delegated to the tower.

NOTE−The interphone capability is an integral part of thisprocedure when approach control has the sole separationresponsibility.REFERENCE−FAAO JO 7110.65, Para 5−9−5 , Approach Separation Responsibility.FAAO JO 7210.3, Para 2−1−15, Authorization for Separation Servicesby Towers.

c. Consideration should be given to known factorsthat may in any way affect the safety of the instrumentapproach phase of flight, such as surface winddirection and velocity, wind shear alerts/reports,severe weather activity, etc. Closely monitor weatheractivity that could impact the final approach course.Weather conditions in the vicinity of the finalapproach course may dictate a change of approach inuse.REFERENCE−FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception.

5−9−7. SIMULTANEOUS INDEPENDENTAPPROACHES− DUAL & TRIPLE

TERMINAL

a. Apply the following minimum separation whenconducting simultaneous independent approaches:

1. Provide a minimum of 1,000 feet vertical ora minimum of 3 miles radar separation betweenaircraft during turn-on to parallel final approach.

NOTE−1. During triple parallel approaches, no two aircraft willbe assigned the same altitude during turn-on. Allthree aircraft will be assigned altitudes which differ by aminimum of 1,000 feet. Example: 3,000, 4,000, 5,000;7,000, 8,000, 9,000.

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2. Communications transfer to the tower controller’sfrequency must be completed prior to losing verticalseparation between aircraft.

2. Dual parallel runway centerlines are at least3,600 feet apart, or dual parallel runway centerlinesare at least 3,000 feet apart with a 2.5� to 3.0� offsetapproach to either runway and the airport fieldelevation is 2,000 feet MSL or less.

NOTE−Airport field elevation requirement does not apply to dualparallel runways that are 4,300 feet or more apart.

3. Triple parallel approaches may be conductedunder one of the following conditions:

(a) Parallel runway centerlines are at least3,900 feet apart and the airport field elevation is 2,000feet MSL or less; or

(b) Parallel runway centerlines are at least3,000 feet apart, a 2.5� to 3.0� offset approach to bothoutside runways, and the airport field elevation is2,000 feet MSL or less; or

(c) Parallel runway centerlines are at least3,000 feet apart, a single 2.5� to 3.0� offset approachto either outside runway while parallel approaches tothe remaining two runways are separated by at least3,900 feet, and the airport field elevation is 2,000 feetMSL or less.

4. Provide the minimum applicable radarseparation between aircraft on the same finalapproach course.

b. A color digital display set to a 4 to 1 (4:1) aspectratio (AR) with visual and aural alerts, such as theSTARS final monitor aid (FMA), and a surveillanceupdate rate at least 4.8 seconds must be used tomonitor approaches where:

1. Dual parallel runway centerlines are at least3,000 and no more than 4,300 feet apart.

2. Triple parallel runway centerlines are at least3,000 but less than 5,000 feet apart and the airportfield elevation is 2,000 feet MSL or less.

3. Triple parallel approaches to airports wherethe airport field elevation is more than 2,000 feetMSL require use of the FMA system and an approvedFAA aeronautical study.

NOTE−FMA is not required to monitor the NTZ for runwaycenterlines greater than 4,300 feet for dual runways, and5,000 feet or greater for triple operations.

c. FUSION must be discontinued on the FMAdisplays and set to a single-sensor, when conductingfinal monitoring activities.

REFERENCE−FAAO JO 7110.65, Para 5−5−4 , Minima.

d. The following conditions must be met whenconducting dual or triple simultaneous independentapproaches:

NOTE−Simultaneous independent approaches may only beconducted where instrument approach charts specificallyauthorize simultaneous approaches.

REFERENCE−FAAO JO 7210.3, Para 10-4-6, Simultaneous Approaches(Dependent/Independent)


2. All appropriate communication, navigation,and surveillance systems are operating normally.

3. Inform aircraft that simultaneousindependent approaches are in use, or when runwaycenterlines are less than 4,300 feet PRM approachesare in use, prior to aircraft departing an outer fix. Thisinformation may be provided through the ATIS.REFERENCE−P/CG Term− Precision Runway Monitor (PRM) System.

4. Clear the aircraft to descend to theappropriate glideslope/glidepath intercept altitudesoon enough to provide a period of level flight todissipate excess speed. Provide at least 1 mile ofstraight flight prior to the final approach courseintercept.

NOTE−Not applicable to approaches with RF legs.

5. An NTZ at least 2,000 feet wide is establishedan equal distance between extended runway finalapproach courses and must be depicted on themonitor display. The primary responsibility fornavigation on the final approach course rests with thepilot. Control instructions and information are issuedonly to ensure separation between aircraft and toprevent aircraft from penetrating the NTZ.

6. Monitor all approaches regardless of weather.Monitor local control frequency to receive anyaircraft transmission. Issue control instructions asnecessary to ensure aircraft do not enter the NTZ.

NOTE−1. Separate monitor controllers, each with transmit/receive and override capability on the local controlfrequency, must ensure aircraft do not penetrate the

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depicted NTZ. Facility directives must define responsibilityfor providing the minimum applicable longitudinalseparation between aircraft on the same final approachcourse.

2. The aircraft is considered the center of the primaryradar return for that aircraft, or, if an FMA or other colorfinal monitor aid is used, the center of the digitized targetof that aircraft, for the purposes of ensuring an aircraftdoes not penetrate the NTZ. The provisions of para 5−5−2,Target Separation, apply also.

e. The following procedures must be used by thefinal monitor controllers:

1. Instruct the aircraft to return to the correctfinal approach course when aircraft are observed toovershoot the turn-on or to continue on a track whichwill penetrate the NTZ.

PHRASEOLOGY−YOU HAVE CROSSED THE FINAL APPROACHCOURSE. TURN (left/right) IMMEDIATELY ANDRETURN TO THE FINAL APPROACH COURSE,orTURN (left/right) AND RETURN TO THE FINALAPPROACH COURSE.

2. Instruct aircraft on the adjacent finalapproach course to alter course to avoid the deviatingaircraft when an aircraft is observed penetrating or inyour judgment will penetrate the NTZ.

PHRASEOLOGY−TRAFFIC ALERT, (call sign), TURN (right/left)IMMEDIATELY HEADING (degrees), CLIMB ANDMAINTAIN (altitude).

3. Terminate radar monitoring when one of thefollowing occurs:

(a) Visual separation is applied.

(b) The aircraft reports the approach lights orrunway in sight.

(c) The aircraft is 1 mile or less from therunway threshold, if procedurally required andcontained in facility directives.

4. Do not inform the aircraft when radarmonitoring is terminated.

5. Do not apply the provisions of Paragraph5-13-1, Monitor on PAR Equipment, for simultan-eous independent approaches.

f. Consideration should be given to known factorsthat may in any way affect the safety of the instrumentapproach phase of flight when simultaneous

independent approaches are being conducted toparallel runways. Factors include, but are not limitedto, wind direction/velocity, windshear alerts/reports,severe weather activity, etc. Closely monitor weatheractivity that could impact the final approach course.Weather conditions in the vicinity of the finalapproach course may dictate a change of approach inuse.REFERENCE−FAAO JO 7110.65, Para 5−1−13 , Radar Service Termination.FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception.

5−9−8. SIMULTANEOUS INDEPENDENTCLOSE PARALLEL APPROACHES –PRECI-SION RUNWAY MONITOR (PRM)APPROACHES

TERMINAL

a. PRM approaches may only be conducted whencharted in the approach title, and where instrumentapproach charts specifically authorize simultaneousapproaches.REFERENCE−P/CG- Precision Runway Monitor (PRM) SystemP/CG-Simultaneous Close Parallel Approaches

b. PRM approaches must be assigned whenconducting instrument approaches to dual and tripleparallel runways with runway centerlines separatedby less than 4,300 feet.

c. Provide a minimum of 1,000 feet vertical or aminimum of 3 miles radar separation between aircraftduring turn-on to parallel or offset final approach.

NOTE−Communications transfer to the tower controller’sfrequency must be completed prior to losing verticalseparation between aircraft.

d. Provide the minimum applicable radar separa-tion between aircraft on the same final approachcourse.REFERENCE−FAAO JO 7110.65, Para 5−5−4 , Minima.

e. The following conditions must be met whenconducting dual and triple PRM approaches:



3. Inform aircraft that PRM approaches are inuse prior to aircraft departing an outer fix. Thisinformation may be provided through the ATIS.

3/15/077110.65R CHG 2JO 7110.65W CHG 1 5/26/16

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5. An NTZ at least 2,000 feet wide is establishedan equal distance between extended runway finalapproach courses and must be depicted on themonitor display. The primary responsibility fornavigation on the final approach course rests with thepilot. Control instructions and information are issuedonly to ensure separation between aircraft and toprevent aircraft from penetrating the NTZ.


7. Separate monitor controllers, each withtransmit/receive and override capability on the localcontrol frequency, must ensure aircraft do notpenetrate the depicted NTZ. Facility directives mustdefine the responsibility for providing the minimumapplicable longitudinal separation between aircrafton the same final approach course.

NOTE−The aircraft is considered the center of the digitized targetfor the purposes of ensuring an aircraft does not penetratethe NTZ.

f. The following procedures must be used by thefinal monitor controllers:

1. Provide position information to an aircraftthat is (left/right) of the depicted final approachcourse centerline, and in your judgment is continuingon a track that may penetrate the NTZ.

PHRASEOLOGY−(Aircraft call sign) I SHOW YOU (left/right) OF THEFINAL APPROACH COURSE.

2. Instruct the aircraft to return immediately tothe correct final approach course when aircraft areobserved to overshoot the turn-on or continue on atrack which will penetrate the NTZ.

PHRASEOLOGY−YOU HAVE CROSSED THE FINAL APPROACHCOURSE. TURN (left/right) IMMEDIATELY ANDRETURN TO THE FINAL APPROACH COURSE.

orTURN (left/right) AND RETURN TO THE FINALAPPROACH COURSE.


NOTE−An instruction that may include a descent to avoid thedeviating aircraft should only be used when there is noother reasonable option available to the controller. In sucha case, the descent must not put the aircraft below the MVA.

PHRASEOLOGY−TRAFFIC ALERT, (call sign), TURN (left/right)IMMEDIATELY HEADING (DEGREES), CLIMB ANDMAINTAIN (altitude).


(a) Visual separation is applied.

(b) The aircraft reports the approach lights orrunway in sight.

(c) The aircraft is 1 mile or less from therunway threshold, if procedurally required, andcontained in facility directives.


6. Do not apply the provisions of Paragraph5-13-1, Monitor on PAR Equipment, for PRMapproaches.

g. Consideration should be given to known factorsthat may in any way affect the safety of the instrumentapproach phase of flight when PRM approaches arebeing conducted to parallel runways. Factors include,but are not limited to, wind direction/velocity,windshear alerts/reports, severe weather activity, etc.Closely monitor weather activity that could impactthe final approach course. Weather conditions in thevicinity of the final approach course may dictate achange of the approach in use.REFERENCE−FAAO JO 7110.65, Para 5−1−13 , Radar Service Termination.FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception.

5−9−9. SIMULTANEOUS OFFSETINSTRUMENT APPROACHES (SOIA)− HIGHUPDATE RADAR

TERMINAL

a. Simultaneous offset independent approaches(SOIA) may be conducted at FAA designated

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airports that have an authorization issued by theDirector, Operations-Headquarters, AJT-2, in co-ordination with AFS with parallel runways that havecenterlines separated by less than 3,000 feet with onefinal approach course offset by 2.5 to 3.0 degreesusing a high update rate surveillance system with a1.0−second radar update; and

1. Provide a minimum of 1,000 feet vertical ora minimum of 3 miles radar separation betweenaircraft during turn−on to final approaches.

NOTE−Communications transfer to the tower controller’sfrequency must be completed prior to losing verticalseparation between aircraft.

2. Provide the minimum applicable radarseparation between aircraft on the same finalapproach course.

3. Provide the minimum applicable radarseparation between the trailing offset aircraft of aleading SOIA pair and the lead straight-in aircraft inthe subsequent SOIA pair when the parallel runwayshave centerlines separated by less than 2,500 feet.

REFERENCE−FAAO JO 7110.65, Para 5−5−4 , Minima.

b. The following conditions are required whenapplying the minimum separation between leadstraight-in and offset trailing approaches withglideslope courses or vertical navigation authorizedin subparagraph a above:

1. Straight−in landings will be made.


3. Inform aircraft that PRM approaches are inuse prior to aircraft departing an outer fix. Thisinformation may be provided through the ATIS.



5. A No Transgression Zone (NTZ) at least2,000 feet wide is established an equal distancebetween extended runway final approach courses andmust be depicted on the monitor display. The NTZ

begins prior to the point where adjacent inboundaircraft first lose vertical separation and extends to apoint coincident with the location of the offsetapproach MAP. The primary responsibility fornavigation on the final approach course rests with thepilot. Control instructions and information are issuedonly to ensure separation between aircraft and toprevent aircraft from penetrating the NTZ.


7. Separate monitor controllers, each withtransmit/receive and override capability on the localcontrol frequency, must ensure aircraft do notpenetrate the depicted NTZ. Facility directives mustdefine the responsibility for providing the minimumapplicable longitudinal separation between aircrafton the same final approach course and the minimumapplicable longitudinal separation between thetrailing offset aircraft of a leading SOIA pair and thelead straight in aircraft in the subsequent SOIA pairwhen the parallel runways have centerlines separatedby less than 2,500 feet.

NOTE−The aircraft is considered the center of the digitized targetfor that aircraft for the purposes of ensuring an aircraftdoes not penetrate the NTZ.

c. The following procedures must be used by thefinal monitor controllers:

1. Provide position information to an aircraftthat is (left/right) of the depicted final approachcourse centerline, and in your judgment is continuingon a track that may penetrate the NTZ.

PHRASEOLOGY−(Aircraft call sign) I SHOW YOU (left/right) OF THEFINAL APPROACH COURSE.

2. Instruct the aircraft to return immediately tothe correct final approach course when aircraft areobserved to overshoot the turn−on or continue on atrack which will penetrate the NTZ.

PHRASEOLOGY−YOU HAVE CROSSED THE FINAL APPROACHCOURSE. TURN (left/right) IMMEDIATELY ANDRETURN TO FINAL APPROACH COURSE. or

TURN (left/right) AND RETURN TO THE FINALAPPROACH COURSE.

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NOTE−An instruction that may include a descent to avoid thedeviating aircraft should only be used when there is noother reasonable option available to the controller. In sucha case, the descent must not put the aircraft below the MVA.

PHRASEOLOGY−TRAFFIC ALERT, (call sign), TURN (left/right)IMMEDIATELY HEADING (DEGREES), CLIMB ANDMAINTAIN (altitude).


(a) The lead straight in aircraft passes the endof the NTZ nearest the runway threshold.

(b) The trailing offset aircraft passes the endof the NTZ nearest the runway threshold and hasreported the lead straight in aircraft in sight.

(c) The aircraft begins the visual segment ofthe approach.


6. Do not apply the provisions of paragraph5-13-1, Monitor on PAR Equipment, for simultan-eous approaches.

d. Advise the pilot of the trailing offset aircraft oftraffic on the adjacent lead straight-in approachcourse, if that traffic will be a factor in the visualsegment of the approach. The provisions ofParagraphs 7-2-1, Visual Separation, subparagrapha2, concerning visual separation between aircraftbeing provided by the tower must not be applied toaircraft conducting SOIAs.

NOTE−Once advised, the pilot is authorized to continue past theoffset approach MAP if all of the following conditions aremet: The pilot has the straight-in approach traffic in sightand expects the traffic to remain in sight; the pilot advisesATC that the traffic is in sight; and the pilot has the runwayenvironment in sight. Otherwise, it is the pilot’sresponsibility to execute a missed approach at the offsetapproach MAP.

e. Ensure that the trailing offset aircraft ispositioned to facilitate the flight crew’s ability to seethe lead straight in traffic from the nominalclear-of-clouds point to the offset approach MAP so

that the flight crew can remain separated from thattraffic visually from the offset approach MAP to therunway threshold.

NOTE−After accepting a clearance for an offset PRM approach,pilots must remain on the offset approach course untilpassing the offset approach MAP prior to alignment withthe runway centerline. Between the offset approach MAPand the runway threshold, the pilot of the offset approachaircraft assumes visual separation responsibility from theaircraft on the straight-in approach, which meansmaneuvering the aircraft as necessary to avoid the straightin approach traffic until landing, and providing waketurbulence avoidance, if necessary.

f. In the visual segment between the offsetapproach MAP and the runway threshold, if the pilotof the trailing offset aircraft loses visual contact withthe lead straight-in traffic, the pilot must advise ATCas soon as practical and follow the published missedapproach procedure. If necessary, issue alternatemissed approach instructions.

g. Wake turbulence requirements between aircrafton adjacent final approach courses inside the offsetapproach MAP are as follows (standard in-trail wakeseparation must be applied between aircraft on thesame approach course):

1. When runways are at least 2,500 feet apart,there are no wake turbulence requirements betweenaircraft on adjacent final approach courses.

2. For runways less than 2,500 feet apart,whenever the ceiling is greater than or equal to500 feet above the MVA, wake vortex spacingbetween aircraft on adjacent final approach coursesneed not be applied.

3. For runways less than 2,500 feet apart,whenever the ceiling is less than 500 feet above theMVA, wake vortex spacing between aircraft onadjacent final approach courses, as described in Para5−5−4, Minima, must be applied unless acceptablemitigating techniques and operational procedureshave been documented and verified by an AFS safetyassessment and authorized by the Director, Opera-tions-Headquarters, AJT-2. The wake turbulencemitigation techniques employed will be based oneach airport’s specific runway geometry andmeteorological conditions and implemented throughlocal facility directives.

4. Issue all applicable wake turbulenceadvisories.

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JO 7110.65W 12/10/15


REFERENCE−FAAO JO 8260.49, Para 13.0, Wake Turbulence Requirements.FAAO JO 7210.3, Para 10−4−6, Simultaneous IndependentApproaches.FAAO JO 7110.65, Para 2−1−20 , Wake Turbulence CautionaryAdvisories.FAAO JO 7110.65, Para 5−5−4 , Minima.

h. Consideration should be given to known factorsthat may in any way affect the safety of the instrumentapproach phase of flight when conducting SOIA toparallel runways. Factors include but are not limitedto wind direction/velocity, wind−shear alerts/reports,severe weather activity, etc. Closely monitor weatheractivity that could impact the final approach course.Weather conditions in the vicinity of the finalapproach course may dictate a change of the approachin use.

REFERENCE−FAAO JO 7110.65, Para 5−1−13 , Radar Service Termination.FAAO JO 7110.65, Para 5−9−2 , Final Approach Course Interception.

5−9−10. SIMULTANEOUS INDEPENDENTAPPROACHES TO WIDELY-SPACEDPARALLEL RUNWAYS WITHOUT FINALMONITORS

a. Simultaneous independent approaches towidely-spaced parallel runways may only beconducted where instrument approach charts spe-cifically authorize simultaneous approaches.

b. Apply the following minimum separation whenconducting simultaneous independent approaches torunway centerlines that are separated by more than9,000 feet with a field elevation at or below 5,000 feetMSL, or 9,200 feet between runway centerlines witha field elevation above 5,000 feet MSL:

1. Provide a minimum of 1,000 feet vertical ora minimum of 3 miles radar separation betweenaircraft:

(a) during turn-on to parallel final approach,or

(b) conducting an RNAV (RNP) approachthat contains a Radius-to-Fix (RF) leg and an aircraftconducting a straight-in ILS/RNAV with verticalguidance/GLS or another RNAV (RNP) approachwith an RF leg until both aircraft are established ontheir respective approach procedures. Ensure dualRNAV (RNP) approaches that contain RF legs arelimited to aircraft approaching from oppositedownwinds or base legs and all approach pairings

must be conducted so that the approach courses do notoverlap.REFERENCE−FAAO JO 7210.3, Paragraph 10-4-7, SimultaneousWidely-Spaced Parallel Operations

2. Provide the minimum applicable radarseparation between aircraft on the same finalapproach course.REFERENCE−FAAO JO 7110.65, para 5-5-4, Minima.

c. The following conditions are required whenapplying the minimum separation on widely−spacedparallel courses allowed in subpara b:


2. The approach system, radar, and appropriatefrequencies are operating normally.

3. Inform aircraft that simultaneous approachesare in use prior to aircraft departing an outer fix. Thisinformation may be provided through the ATIS.

4. Clear an aircraft to descend to the appropriateglideslope/glidepath intercept altitude soon enoughto provide a period of level flight to dissipate excessspeed. Provide at least 1 mile of straight flight priorto the final approach course intercept.


5. Separate final and local controllers arerequired for each final. Aircraft on the final must beon the appropriate final controller frequency for thatrunway.

6. Transfer of communication and monitorresponsibility to the tower controller’s frequencymust be specified in a facility directive and/or Letterof Agreement.

d. The following procedures must be used by thefinal approach controllers:

NOTE−There is no requirement for establishment of a NTZ.

1. Instruct the aircraft to return to the correctfinal approach course when that aircraft is observedto overshoot the turn-on or continue on a track whichdeviates from the final approach course in thedirection of the adjacent approach course.

PHRASEOLOGY−YOU HAVE CROSSED THE FINAL APPROACHCOURSE. TURN (left/right) IMMEDIATELY ANDRETURN TO THE FINAL APPROACH COURSE,

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JO 7110.65W12/10/15


orTURN (left/right) AND RETURN TO THE FINALAPPROACH COURSE.

2. Instruct aircraft on adjacent final approachcourse to alter course to avoid the deviating aircraftwhen an aircraft is observed, or in the controller’sjudgment, has deviated from the final approachcourse in the direction of the adjacent approachcourse.

PHRASEOLOGY−TRAFFIC ALERT, (call sign), TURN (left/right)IMMEDIATELY HEADING (degrees), CLIMB ANDMAINTAIN (altitude)


e. Consideration should be given to known factorsthat may in any way affect the safety of the instrumentapproach phase of flight when simultaneousapproaches are being conducted to parallel runways.Factors include, but are not limited to, winddirection/velocity, wind-shear alerts/reports, severe

weather activity, etc. Closely monitor weatheractivity that could impact the final approach course.Weather conditions in the vicinity of the finalapproach course may dictate a change of approach inuse.REFERENCE−FAAO JO 7110.65, Para 5-9-2, Final Approach Course Interception.

5−9−11. TRANSITIONAL PROCEDURE

When aircraft are conducting simultaneousdependent, independent, or any approaches allowingfor reduced separation, and one of the aircraftexecutes a go-around or has its approach clearanceterminated and prior to losing the approved reducedseparation, control instructions must be expeditiouslyissued to increase separation between the applicableaircraft. These control instructions must establishapproved separation (for example, altitude and/orlateral separation via divergence). In addition, waketurbulence cautionary advisories must be issued inaccordance with FAAO JO 7110.65, Paragraph2-1-20, Wake Turbulence Cautionary Advisories.

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5−10−1Radar Approaches− Terminal

Section 10. Radar Approaches− Terminal


a. Provide radar approaches in accordance withstandard or special instrument approach procedures.

b. A radar approach may be given to any aircraftupon request and may be offered to aircraft in distressregardless of weather conditions or to expeditetraffic.

NOTE−Acceptance of a radar approach by a pilot does not waivethe prescribed weather minima for the airport or for theparticular aircraft operator concerned. The pilot isresponsible for determining if the approach and landingare authorized under the existing weather minima.

REFERENCE−FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception.FAAO JO 7110.65, Para 5−12−10, Elevation Failure.

5−10−2. APPROACH INFORMATION

a. Issue the following information to an aircraftthat will conduct a radar approach. Current approachinformation contained in the ATIS broadcast may beomitted if the pilot states the appropriate ATISbroadcast code. All items listed below, except forsubpara 3 may be omitted after the first approach ifrepeated approaches are made and no change hasoccurred. Transmissions with aircraft in this phase ofthe approach should occur approximately everyminute.

REFERENCE−FAAO JO 7110.65, Para 4−7−10, Approach Information.

1. Altimeter setting.

2. If available, ceiling and visibility if theceiling at the airport of intended landing is reportedbelow 1,000 feet or below the highest circlingminimum, whichever is greater, or if the visibility isless than 3 miles. Advise pilots when weatherinformation is available via the Automated WeatherObserving System (AWOS)/Automated SurfaceObserving System (ASOS) and, if requested, issuethe appropriate frequency.

NOTE−Automated weather observing systems may be set toprovide one minute updates. This one minute data may beuseful to the pilot for possible weather trends. Controllersprovide service based solely on official weather, i.e., hourlyand special observations.

3. Issue any known changes classified as specialweather observations as soon as possible. Specialweather observations need not be issued after they areincluded in the ATIS broadcast and the pilot states theappropriate ATIS broadcast code.

4. Pertinent information on known airportconditions if they are considered necessary to the safeoperation of the aircraft concerned.

5. Lost communication procedures as specifiedin para 5−10−4, Lost Communications.

b. Before starting final approach:

NOTE−1. ASR approach procedures may be prescribed forspecific runways, for an airport/heliport, and forhelicopters only to a “point-in-space,“ i.e., a MAP fromwhich a helicopter must be able to proceed to the landingarea by visual reference to a prescribed surface route.

2. Occasionally, helicopter PAR approaches are availableto runways where conventional PAR approaches have beenestablished. In those instances where the two PARapproaches serve the same runway, the helicopterapproach will have a steeper glide slope and a lowerdecision height. By the controllers designating theapproach to be flown, the helicopter pilot understandswhich of the two approaches he/she has been vectored forand which set of minima apply.

1. Inform the aircraft of the type of approach,runway, airport, heliport, or other point, asappropriate, to which the approach will be made.Specify the airport name when the approach is to asecondary airport.

PHRASEOLOGY−THIS WILL BE A P−A−R/SURVEILLANCE APPROACHTO:

RUNWAY (runway number),

or

(airport name) AIRPORT, RUNWAY (runway number),

or

(airport name) AIRPORT/HELIPORT.

THIS WILL BE A COPTER P−A−R APPROACH TO:

RUNWAY (runway number),

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5−10−2 Radar Approaches− Terminal

or

(airport name) AIRPORT, RUNWAY (runway number),

or

(airport name) AIRPORT/HELIPORT.

2. For surveillance approaches, specify thelocation of the MAP in relation to the runway/airport/heliport.

PHRASEOLOGY−MISSED APPROACH POINT IS (distance) MILE(S)FROM RUNWAY/AIRPORT/HELIPORT,

or for a point-in-space approach,

A MISSED APPROACH POINT (distance) MILE(S)(direction from landing area) OF (airport name)AIRPORT/HELIPORT.

EXAMPLE−Helicopter point-in-space approach:

“Army copter Zulu Two, this will be a surveillanceapproach to a missed approach point, three point five milessouth of Creedon Heliport.”

REFERENCE−FAAO JO 7110.65, Para 5−12−10, Elevation Failure.

c. Inform an aircraft making an approach to anairport not served by a tower that no traffic or landingrunway information is available for that airport.

PHRASEOLOGY−NO TRAFFIC OR LANDING RUNWAY INFORMATIONAVAILABLE FOR THE AIRPORT.

REFERENCE−FAAO JO 7110.65, Para 2−7−2, Altimeter Setting Issuance BelowLowest Usable FL.FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception.

5−10−3. NO-GYRO APPROACH

When an aircraft will make a no-gyro surveillance ora PAR approach:

a. Before issuing a vector, inform the aircraft ofthe type of approach.

PHRASEOLOGY−THIS WILL BE A NO-GYRO SURVEILLANCE/P−A−RAPPROACH.

b. Instruct the aircraft when to start and stop turn.

PHRASEOLOGY−TURN LEFT/RIGHT. STOP TURN.

c. After turn on to final approach has been madeand prior to the aircraft reaching the approach gate,instruct the aircraft to make half-standard rate turns.

PHRASEOLOGY−MAKE HALF-STANDARD RATE TURNS.


5−10−4. LOST COMMUNICATIONS

When weather reports indicate that an aircraft willlikely encounter IFR weather conditions during theapproach, take the following action as soon aspossible after establishing radar identification andradio communications (may be omitted after the firstapproach when successive approaches are made andthe instructions remain the same):

NOTE−Air traffic control facilities at U.S. Army and U.S. Air Forceinstallations are not required to transmit lost communica-tions instructions to military aircraft. All military facilitieswill issue specific lost communications instructions to civilaircraft when required.

a. If lost communications instructions will requirethe aircraft to fly on an unpublished route, issue anappropriate altitude to the pilot. If the lostcommunications instructions are the same for bothpattern and final, the pattern/vector controller mustissue both. Advise the pilot that if radio communica-tions are lost for a specified time interval (not morethan 1 minute) on vector to final approach, 15 secondson a surveillance final approach, or 5 seconds on aPAR final approach to:

1. Attempt contact on a secondary or a towerfrequency.

2. Proceed in accordance with visual flight rulesif possible.

3. Proceed with an approved nonradarapproach, or execute the specific lost communica-tions procedure for the radar approach being used.

NOTE−The approved procedures are those published on the FAAForms 8260 or applicable military document.

JO 7110.65W12/10/15


PHRASEOLOGY−IF NO TRANSMISSIONS ARE RECEIVED FOR (timeinterval) IN THE PATTERN OR FIVE/FIFTEENSECONDS ON FINAL APPROACH, ATTEMPTCONTACT ON (frequency), AND

if the possibility exists,

PROCEED VFR. IF UNABLE:

if approved,

PROCEED WITH (nonradar approach), MAINTAIN(altitude) UNTIL ESTABLISHED ON/OVER FIX/NAVAID/APPROACH PROCEDURE, or

(alternative instructions).

PHRASEOLOGY−USN. For ACLS operations using Mode I, IA, and II,

IF NO TRANSMISSIONS ARE RECEIVED FORFIVE SECONDS AFTER LOSS OF DATA LINK,ATTEMPT CONTACT ON (frequency), AND

if the possibility exists,

PROCEED VFR. IF UNABLE:

if approved,

PROCEED WITH (nonradar approach), MAINTAIN(altitude) UNTIL ESTABLISHED ON/OVER FIX/NAVAID/APPROACH PROCEDURE,

or

(alternative instructions).

b. If the final approach lost communicationsinstructions are changed, differ from those for thepattern, or are not issued by the pattern controller,they must be issued by the final controller.

c. If the pilot states that he/she cannot accept a lostcommunications procedure due to weather condi-tions or other reasons, request the pilot’s intention.

NOTE−The pilot is responsible for determining the adequacy oflost communications procedures with respect to aircraftperformance, equipment capability, or reported weather.

REFERENCE−FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception.FAAO JO 7110.65, Para 5−10−2, Approach Information.FAAO JO 7110.65, Para 5−12−10, Elevation Failure.

5−10−5. RADAR CONTACT LOST

If radar contact is lost during an approach and theaircraft has not started final approach, clear theaircraft to an appropriate NAVAID/fix for aninstrument approach.REFERENCE−FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception.FAAO JO 7110.65, Para 5−10−14, Final Approach Abnormalities.FAAO JO 7110.65, Para 5−12−10, Elevation Failure.

5−10−6. LANDING CHECK

USA/USN. Advise the pilot to perform landingcheck while the aircraft is on downwind leg and intime to complete it before turning base leg. If anincomplete pattern is used, issue this before handoffto the final controller for a PAR approach, or beforestarting descent on final approach for surveillanceapproach.

PHRASEOLOGY−PERFORM LANDING CHECK.REFERENCE−FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception.FAAO JO 7110.65, Para 5−12−10, Elevation Failure.

5−10−7. POSITION INFORMATION

Inform the aircraft of its position at least once beforestarting final approach.

PHRASEOLOGY−(Number) MILES (direction) OF (airport name)AIRPORT,

or

(number) MILES (direction) OF (airport name) AIRPORTON DOWNWIND/BASE LEG.REFERENCE−FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception.FAAO JO 7110.65, Para 5−12−10, Elevation Failure.

5−10−8. FINAL CONTROLLERCHANGEOVER

When instructing the aircraft to change frequency forfinal approach guidance, include the name of thefacility.

PHRASEOLOGY−CONTACT (name of facility) FINAL CONTROLLER ON(frequency).

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5−10−4 Radar Approaches− Terminal

REFERENCE−FAAO JO 7110.65, Para 2−1−17, Radio Communications Transfer.FAAO JO 7110.65, Para 5−9−2, Final Approach Course Interception.FAAO JO 7110.65, Para 5−9−4, Arrival Instructions.FAAO JO 7110.65, Para 5−12−10, Elevation Failure.

5−10−9. COMMUNICATIONS CHECK

On initial contact with the final controller, ask theaircraft for a communication check.

PHRASEOLOGY−(Aircraft call sign), (name of facility) FINALCONTROLLER. HOW DO YOU HEAR ME?


5−10−10. TRANSMISSIONACKNOWLEDGMENT

After contact has been established with the finalcontroller and while on the final approach course,instruct the aircraft not to acknowledge furthertransmissions.

PHRASEOLOGY−DO NOT ACKNOWLEDGE FURTHER TRANS-MISSIONS.


5−10−11. MISSED APPROACH

Before an aircraft starts final descent for a full stoplanding and weather reports indicate that any portionof the final approach will be conducted in IFRconditions, issue a specific missed approachprocedure approved for the radar approach beingconducted.

PHRASEOLOGY−YOUR MISSED APPROACH PROCEDURE IS (missedapproach procedure).

NOTE−1. The specific missed approach procedure is published onFAA Form 8260−4 or applicable military document.

2. USAF. At locations where missed approach instruc-tions are published in base flying regulations, controllersneed not issue missed approach instructions to locallyassigned/attached aircraft.


5−10−12. LOW APPROACH AND TOUCH-AND-GO

Before an aircraft which plans to execute a lowapproach or touch-and-go begins final descent, issueappropriate departure instructions to be followedupon completion of the approach. Climb-outinstructions must include a specific heading andaltitude except when the aircraft will maintain VFRand contact the tower.

PHRASEOLOGY−AFTER COMPLETING LOW APPROACH/TOUCH ANDGO:

CLIMB AND MAINTAIN (altitude).

TURN (right or left) HEADING (degrees)/FLY RUNWAYHEADING,

or

MAINTAIN VFR, CONTACT TOWER,

or

(other instructions as appropriate).

NOTE−This may be omitted after the first approach if instructionsremain the same.


5−10−13. TOWER CLEARANCE

a. When an aircraft is on final approach to anairport served by a tower, obtain a clearance to land,touch-and-go, or make low approach. Issue theclearance and the surface wind to the aircraft.

b. If the clearance is not obtained or is canceled,inform the aircraft and issue alternative instructions.

PHRASEOLOGY−TOWER CLEARANCE CANCELED/NOT RECEIVED(alternative instructions).


JO 7110.65W12/10/15


5−10−14. FINAL APPROACHABNORMALITIES

Instruct the aircraft if runway environment not insight, execute a missed approach if previously given;or climb to or maintain a specified altitude and fly aspecified course whenever the completion of a safeapproach is questionable because one or more of thefollowing conditions exists. The conditions insubparas a, b, and c do not apply after the aircraftpasses decision height on a PAR approach.

EXAMPLE−Typical reasons for issuing missed approach instructions:“Radar contact lost.”“Too high/low for safe approach.”“Too far right/left for safe approach.”

REFERENCE−FAAO JO 7110.65, Para 5−12−7, Position Advisories.

a. Safety limits are exceeded or radical targetdeviations are observed.

b. Position or identification of the aircraft is indoubt.

c. Radar contact is lost or a malfunctioning radaris suspected.

PHRASEOLOGY−(Reason) IF RUNWAY/APPROACH LIGHTS/RUNWAYLIGHTS NOT IN SIGHT, EXECUTE MISSEDAPPROACH/(alternative instructions).

NOTE−If the pilot requests, approval may be granted to proceedwith the approach via ILS or another navigationalaid/approach aid.

REFERENCE−FAAO JO 7110.65, Para 5−10−5, Radar Contact Lost.

d. Airport conditions or traffic preclude approachcompletion.

PHRASEOLOGY−EXECUTE MISSED APPROACH/(alternative instruc-tions), (reason).


5−10−15. MILITARY SINGLE FREQUENCYAPPROACHES

a. Utilize single frequency approach proceduresas contained in a letter of agreement.

b. Do not require a frequency change from aircrafton a single frequency approach after the approach hasbegun unless:

1. Landing or low approach has beencompleted.

2. The aircraft is in visual flight rules (VFR)conditions during daylight hours.

3. The pilot requests the frequency change.

4. An emergency situation exists.

5. The aircraft is cleared for a visual approach.

6. The pilot cancels instrument flight rules(IFR).

c. Accomplish the following steps to completecommunications transfer on single frequencyapproaches after completion of a handoff:

1. Transferring controller: Position transmitterselectors to preclude further transmissions on thespecial use frequencies.

2. Receiving controller: Position transmitterand receiver selectors to enable communications onthe special use frequencies.

3. Do not require or expect the flight to check onfrequency unless an actual frequency change istransmitted to the pilot.

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5−11−1Surveillance Approaches− Terminal

Section 11. Surveillance Approaches− Terminal

5−11−1. ALTITUDE INFORMATION

Provide recommended altitudes on final approach ifthe pilot requests. If recommended altitudes arerequested, inform the pilot that recommendedaltitudes which are at or above the published MDAwill be given for each mile on final.

REFERENCE−FAAO JO 7210.3, Para 10−5−7, Recommended Altitudes forSurveillance Approaches.FAAO JO 7110.65, Para 5−11−5, Final Approach Guidance.

PHRASEOLOGY−RECOMMENDED ALTITUDES WILL BE PROVIDEDFOR EACH MILE ON FINAL TO MINIMUM DESCENTALTITUDE/CIRCLING MINIMUM DESCENTALTITUDE.

5−11−2. VISUAL REFERENCE REPORT

Aircraft may be requested to report the runway,approach/runway lights, or airport in sight. Heli-copters making a “point-in-space” approach may berequested to report when able to proceed to thelanding area by visual reference to a prescribedsurface route.

PHRASEOLOGY−REPORT (runway, approach/runway lights or airport) INSIGHT.

REPORT WHEN ABLE TO PROCEED VISUALLY TOAIRPORT/HELIPORT.

5−11−3. DESCENT NOTIFICATION

a. Issue advance notice of where descent willbegin and issue the straight-in MDA prior to issuingfinal descent for the approaches.

NOTE−The point at which descent to the minimum descent altitudeis authorized is the final approach fix unless an altitudelimiting stepdown-fix is prescribed.

b. When it is determined that the surveillanceapproach will terminate in a circle to land maneuver,request the aircraft approach category from the pilot.After receiving the aircraft approach category,provide him/her with the applicable circling MDAprior to issuing final descent for the approach.

NOTE−Pilots are normally expected to furnish the aircraftapproach category to the controller when it is determinedthat the surveillance approach will terminate in a circle toland maneuver. If this information is not voluntarily given,solicit the aircraft approach category from the pilot, andthen issue him/her the applicable circling MDA.

PHRASEOLOGY−PREPARE TO DESCEND IN (number) MILE(S).

for straight-in approaches,

MINIMUM DESCENT ALTITUDE (altitude).

for circling approaches,

REQUEST YOUR AIRCRAFT APPROACH CATEGORY.(Upon receipt of aircraft approach category),PUBLISHED CIRCLING MINIMUM DESCENTALTITUDE (altitude).

5−11−4. DESCENT INSTRUCTIONS

When an aircraft reaches the descent point, issue oneof the following as appropriate:REFERENCE−FAAO JO 7110.65, Para 5−12−10, Elevation Failure.

a. Unless a descent restriction exists, advise theaircraft to descend to the MDA.

PHRASEOLOGY−(Number) MILES FROM RUNWAY/AIRPORT/HELIPORT. DESCEND TO YOUR MINIMUM DESCENTALTITUDE.

b. When a descent restriction exists, specify theprescribed restriction altitude. When the aircraft haspassed the altitude limiting point, advise to continuedescent to MDA.

PHRASEOLOGY−(Number) MILES FROM RUNWAY/AIRPORT/HELIPORT. DESCEND AND MAINTAIN (restrictionaltitude).

DESCEND TO YOUR MINIMUM DESCENT ALTITUDE.

5−11−5. FINAL APPROACH GUIDANCE

a. Issue course guidance, inform the aircraft whenit is on course, and frequently inform the aircraft ofany deviation from course. Transmissions withaircraft on surveillance final approach should occurapproximately every 15 seconds.

JO 7110.65W 12/10/15

5−11−2 Surveillance Approaches− Terminal

PHRASEOLOGY−HEADING (heading),

ON COURSE,

or

SLIGHTLY/WELL LEFT/RIGHT OF COURSE.

NOTE−Controllers should not key the radio transmittercontinuously during radar approaches to preclude alengthy communications block. The decision on how oftentransmitters are unkeyed is the controller’s prerogative.

b. Issue trend information, as required, to indicatetarget position with respect to the extended runwaycenterline and to describe the target movement asappropriate corrections are issued. Trend informationmay be modified by the terms “RAPIDLY” and“SLOWLY” as appropriate.

EXAMPLE−“Going left/right of course.”“Left/right of course and holding/correcting.”

c. Inform the aircraft of its distance from therunway, airport/heliport, or MAP, as appropriate,each mile on final.

PHRASEOLOGY−(Number) MILE(S) FROM RUNWAY/AIRPORT/HELIPORT OR MISSED APPROACH POINT.

d. Recommended altitudes must be furnished, ifrequested, in accordance with para 5−11−1, AltitudeInformation.

PHRASEOLOGY−If requested,

ALTITUDE SHOULD BE (altitude).

5−11−6. APPROACH GUIDANCETERMINATION

a. Discontinue surveillance approach guidancewhen:

1. Requested by the pilot.

2. In your opinion, continuation of a safeapproach to the MAP is questionable.

3. The aircraft is over the MAP.

b. Surveillance approach guidance may bediscontinued when the pilot reports the runway orapproach/runway lights in sight or if a “point-

in-space” approach, he/she reports able to proceed tothe landing area by visual reference to a prescribedsurface route.

c. When approach guidance is discontinued inaccordance with subpara a and the aircraft hasreported the runway or approach/runway lights insight, advise the aircraft of its position and to proceedvisually.

PHRASEOLOGY−(Distance) MILE(S) FROM RUNWAY/AIRPORT/HELIPORT,

or

OVER MISSED APPROACH POINT.

PROCEED VISUALLY (additional instructions/clearanceas required.)

d. When approach guidance is discontinued inaccordance with subpara a above and the aircraft hasnot reported the runway or approach/runway lights insight, advise the aircraft of its position and to executea missed approach unless the runway or approach/runway lights are in sight or, if a “point-in-space”approach, unless able to proceed visually.

PHRASEOLOGY−(Distance) MILE(S) FROM RUNWAY,

or

OVER MISSED APPROACH POINT.IF RUNWAY,

or

APPROACH/RUNWAY LIGHTS NOT IN SIGHT,EXECUTE MISSED APPROACH/(missed approachinstructions). (Additional instructions/clearance, asrequired.)

(Distance and direction) FROM AIRPORT/HELIPORT/MISSED APPROACH POINT.

IF UNABLE TO PROCEED VISUALLY, EXECUTEMISSED APPROACH. (Additional instructions/clear-ance, if required.)

NOTE−Terminal instrument approach procedures and flightinspection criteria require establishment of a MAP for eachprocedure including the point to which satisfactory radarguidance can be provided.

JO 7110.65W12/10/15

5−12−1PAR Approaches− Terminal

Section 12. PAR Approaches− Terminal

5−12−1. GLIDEPATH NOTIFICATION

Inform the aircraft when it is approaching glidepath(approximately 10 to 30 seconds before finaldescent).

PHRASEOLOGY−APPROACHING GLIDEPATH.

5−12−2. DECISION HEIGHT (DH)NOTIFICATION

Provide the DH to any pilot who requests it.

PHRASEOLOGY−DECISION HEIGHT (number of feet).

5−12−3. DESCENT INSTRUCTION

When an aircraft reaches the point where finaldescent is to start, instruct it to begin descent.

PHRASEOLOGY−BEGIN DESCENT.

5−12−4. GLIDEPATH AND COURSEINFORMATION

a. Issue course guidance and inform the aircraftwhen it is on glidepath and on course, and frequentlyinform the aircraft of any deviation from glidepath orcourse. Transmissions with aircraft on precision finalapproach should occur approximately every5 seconds.

PHRASEOLOGY−HEADING (heading).

ON GLIDEPATH.

ON COURSE,

or

SLIGHTLY/WELL ABOVE/BELOW GLIDEPATH.

SLIGHTLY/WELL LEFT/RIGHT OF COURSE.

NOTE−Controllers should not key the radio transmittercontinuously during radar approaches to preclude alengthy communications block. The decision on how oftentransmitters are unkeyed is the controller’s prerogative.

b. Issue trend information as required, to indicatetarget position with respect to the azimuth andelevation cursors and to describe target movement asappropriate corrections are issued. Trend informationmay be modified by the terms “RAPIDLY” or“SLOWLY,” as appropriate.

EXAMPLE−“Going above/below glidepath.”“Going right/left of course.”“Above/below glidepath and coming down/up.”“Above/below glidepath and holding.”“Left/right of course and holding/correcting.”

REFERENCE−FAAO JO 7110.65, Para 5−12−7, Position Advisories.FAAO JO 7110.65, Para 5−13−3, Monitor Information.

5−12−5. DISTANCE FROM TOUCHDOWN

Inform the aircraft of its distance from touchdown atleast once each mile on final approach.

PHRASEOLOGY−(Number of miles) MILES FROM TOUCHDOWN.

5−12−6. DECISION HEIGHT

Inform the aircraft when it reaches the publisheddecision height.

PHRASEOLOGY−AT DECISION HEIGHT.

5−12−7. POSITION ADVISORIES

a. Continue to provide glidepath and courseinformation prescribed in para 5−12−4, Glidepathand Course Information, subparas a and b, until theaircraft passes over threshold.

NOTE−Glidepath and course information provided below decisionheight is advisory only. 14 CFR Section 91.175 outlinespilot responsibilities for descent below decision height.

b. Inform the aircraft when it is passing over theapproach lights.

PHRASEOLOGY−OVER APPROACH LIGHTS.

c. Inform the aircraft when it is passing over thelanding threshold and inform it of its position withrespect to the final approach course.

JO 7110.65W 12/10/15

5−12−2 PAR Approaches− Terminal

PHRASEOLOGY−OVER LANDING THRESHOLD, (position with respect tocourse).

REFERENCE−FAAO JO 7110.65, Para 5−10−14, Final Approach Abnormalities.

5−12−8. APPROACH GUIDANCETERMINATION

a. Discontinue precision approach guidancewhen:

1. Requested by the pilot.

2. In your opinion, continuation of a safeapproach to the landing threshold is questionable.

3. The aircraft passes over landing threshold.

4. The pilot reports the runway/approach lightsin sight and requests to or advises that he/she willproceed visually.

NOTE−A pilot’s report of “runway in sight” or “visual” is not arequest to proceed visually.

b. When precision approach guidance is discon-tinued in accordance with subpara a, advise theaircraft of its position and to proceed visually.

PHRASEOLOGY−(Distance) MILE(S) FROM TOUCHDOWN, PROCEEDVISUALLY (additional instructions/clearance asrequired).

c. After a pilot has reported the runway/approachlights in sight and requested to or advised that he/shewill proceed visually, and has been instructed toproceed visually, all PAR approach procedures mustbe discontinued.

d. Continue to monitor final approach andfrequency. Pilots must remain on final controller’sfrequency until touchdown or otherwise instructed.

REFERENCE−FAAO JO 7110.65, Para 5−10−14, Final Approach Abnormalities.

5−12−9. COMMUNICATION TRANSFER

Issue communications transfer instructions.

PHRASEOLOGY−CONTACT (terminal control function) (frequency, ifrequired) AFTER LANDING.

NOTE−Communications transfer instructions should be delayedslightly until the aircraft is on the landing roll-out topreclude diversion of the pilot’s attention during transitionand touchdown.

REFERENCE−FAAO JO 7110.65, Para 2−1−17, Radio Communications Transfer.

5−12−10. ELEVATION FAILURE

a. If the elevation portion of PAR equipment failsduring a precision approach:

1. Discontinue PAR instructions and tell theaircraft to take over visually or if unable, to executea missed approach. If the aircraft executes a missedapproach, apply subpara 2 below.

PHRASEOLOGY−NO GLIDEPATH INFORMATION AVAILABLE. IFRUNWAY, APPROACH/RUNWAY LIGHTS, NOT INSIGHT, EXECUTE MISSED APPROACH/(alternativeinstructions).

2. If a surveillance approach, ASR or PARwithout glide slope, is established for the samerunway, inform the aircraft that a surveillanceapproach can be given. Use ASR or the azimuthportion of the PAR to conduct the approach and applyChapter 5, Radar, Section 11, SurveillanceApproaches− Terminal. When the PAR azimuth isused, inform the pilot that mileage information willbe from touchdown, and at those runways wherespecific minima have been established for PARwithout glideslope, inform the pilot that the PARazimuth will be used for the approach.

EXAMPLE−1. Approach information when PAR azimuth used:“This will be a surveillance approach to runway three six.Mileages will be from touchdown.”or

“This will be a surveillance approach to runway three sixusing P−A−R azimuth. Mileages will be from touchdown.”

2. Descent Instructions:“Five miles from touchdown, descend to your minimumdescent altitude/minimum altitude.”

REFERENCE−FAAO JO 7110.65, Para 5−10−2, Approach Information.FAAO JO 7110.65, Para 5−11−4, Descent Instructions.

b. If the elevation portion of the PAR equipment isinoperative before starting a precision approach,apply subpara a2.

JO 7110.65W12/10/15

5−12−3PAR Approaches− Terminal

5−12−11. SURVEILLANCE UNUSABLEPAR approaches may be conducted when the ASR isunusable provided a nonradar instrument approachwill position the aircraft over a navigational aid orDME fix within the precision radar coverage, or anadjacent radar facility can provide a direct radarhandoff to the PAR controller.

NOTE−The display of the NAVAID or DME fix in accordance withpara 5−3−2, Primary Radar Identification Methods, is notrequired provided the NAVAID or DME fix can becorrelated on a PAR scope.

JO 7110.65W12/10/15

5−13−1Use of PAR for Approach Monitoring− Terminal

Section 13. Use of PAR for ApproachMonitoring− Terminal

5−13−1. MONITOR ON PAR EQUIPMENT

USAF not applicable. Aircraft conducting precisionor nonprecision approaches must be monitored byPAR equipment if the PAR final approach coursecoincides with the NAVAID final approach coursefrom the final approach fix to the runway and one ofthe following conditions exists:

NOTE−1. The provisions of this section do not apply to monitoringsimultaneous approaches.

2. This procedure is used in PAR facilities operated by theFAA and other military services at joint-use civil/militarylocations and military installations during the operationalhours of the PAR.

a. The reported weather is below basic VFRminima.

b. USA Not applicable. At night.

c. Upon request of the pilot.

REFERENCE−FAAO JO 7110.65, Para 5−9−7, Simultaneous IndependentApproaches− Dual & Triple.

5−13−2. MONITOR AVAILABILITY

a. Inform the aircraft of the frequency on whichmonitoring information will be transmitted if it willnot be the same as the communication frequency usedfor the approach.

PHRASEOLOGY−RADAR MONITORING ON LOCALIZER VOICE(frequency),

and if applicable,

CONTACT (terminal control function) (frequency, ifrequired) AFTER LANDING.

b. If the approach is not monitored, inform theaircraft that radar monitoring is not available.

PHRASEOLOGY−RADAR MONITORING NOT AVAILABLE.

c. If conditions prevent continued monitor afterthe aircraft is on final approach, advise the pilot. Statethe reason and issue alternate procedures asappropriate.

PHRASEOLOGY−(Reason), RADAR MONITORING NOT AVAILABLE,(alternative instructions).

NOTE−Approach monitoring is a vital service, but during theapproach, the controller acts primarily as a safety observerand does not actually guide the aircraft. Loss of the radarmonitoring capability (and thus availability) is no reasonto terminate an otherwise good instrument approach.Advise the pilot that radar contact has been lost (or otherreason as appropriate), that radar monitoring is notavailable, and of actions for the pilot to take in eitherproceeding with or breaking off the approach; i.e., contacttower, remain on PAR frequency, etc.

5−13−3. MONITOR INFORMATION

When approaches are monitored, take the followingaction:

a. Advise the pilot executing a nonprecisionapproach that glidepath advisories are not provided.Do this prior to the pilot beginning the final descent.

PHRASEOLOGY−GLIDEPATH ADVISORIES WILL NOT BE PROVIDED.

b. Inform the aircraft when passing the finalapproach fix (nonprecision approaches) or whenpassing the outer marker or the fix used in lieu of theouter marker (precision approaches).

PHRASEOLOGY−PASSING (FIX).

c. Advise the pilot of glidepath trend information(precision approaches) and course trend informationto indicate target position and movement with respectto the elevation or azimuth cursor when the aircrafttarget corresponds to a position of well above/belowthe glidepath or well left/right of course andwhenever the aircraft exceeds the radar safety limits.Repeat if no correction is observed.

EXAMPLE−Course trend information:“(Ident), well right/left of P−A−R course, drifting furtherright/left.”

Glidepath trend information:“(Ident), well above/below P−A−R glidepath.”

REFERENCE−FAAO JO 7110.65, Para 5−12−4, Glidepath and Course Information.

5/26/16 JO 7110.65W CHG 1

JO 7110.65W 12/10/15

5−13−2 Use of PAR for Approach Monitoring− Terminal

d. If, after repeated advisories, the aircraft isobserved proceeding outside the safety limits or aradical target deviation is observed, advise theaircraft if unable to proceed visually, to execute amissed approach. Issue a specific altitude andheading if a procedure other than the publishedmissed approach is to be executed.

PHRASEOLOGY−(Position with respect to course or glidepath). IF NOTVISUAL, ADVISE YOU EXECUTE MISSED APPROACH(alternative instructions).

e. Provide monitor information until the aircraft isover the landing threshold or commences a circlingapproach.

3/15/077110.65R CHG 2JO 7110.65W CHG 1 5/26/16

JO 7110.65W12/10/15

5−14−1Automation− En Route

Section 14. Automation− En Route

5−14−1. CONFLICT ALERT (CA) ANDMODE C INTRUDER (MCI) ALERT

a. When a CA or MCI alert is displayed, evaluatethe reason for the alert without delay and takeappropriate action.

REFERENCE−FAAO JO 7110.65, Para 2−1−6, Safety Alert.

b. If another controller is involved in the alert,initiate coordination to ensure an effective course ofaction. Coordination is not required when immediateaction is dictated.

c. Suppressing/Inhibiting CA/MCI alert.

1. The controller may suppress the display of aCA/MCI alert from a control position with theapplication of one of the following suppress/inhibitcomputer functions:

(a) The Conflict Suppress (CO) function maybe used to suppress the CA/MCI display betweenspecific aircraft for a specific alert.

NOTE−See NAS−MD−678 for the EARTS conflict suppressmessage.

(b) The Group Suppression (SG) functionmust be applied exclusively to inhibit the displayingof alerts among military aircraft engaged in specialmilitary operations where standard en route separa-tion criteria does not apply.

NOTE−Special military operations where the SG function wouldtypically apply involve those activities where militaryaircraft routinely operate in proximities to each other thatare less than standard en route separation criteria; i.e., airrefueling operations, ADC practice intercept operations,etc.

2. The computer entry of a message suppressinga CA/MCI alert constitutes acknowledgment for thealert and signifies that appropriate action has or willbe taken.

3. The CA/MCI alert may not be suppressed orinhibited at or for another control position withoutbeing coordinated.

5−14−2. EN ROUTE MINIMUM SAFEALTITUDE WARNING (E-MSAW)

a. When an E-MSAW alert is displayed, immedi-ately analyze the situation and take the appropriateaction to resolve the alert.

NOTE−Caution should be exercised when issuing a clearance to anaircraft in reaction to an E-MSAW alert to ensure thatadjacent MIA areas are not a factor.

REFERENCE−FAAO JO 7110.65, Para 2−1−6, Safety Alert.

b. The controller may suppress the display of anE-MSAW alert from his/her control position with theapplication of one of the following suppress/inhibitcomputer functions:

1. The specific alert suppression message maybe used to inhibit the E-MSAW alerting display on asingle flight for a specific alert.

2. The indefinite alert suppression messagemust be used exclusively to inhibit the display ofE-MSAW alerts on aircraft known to be flying at analtitude that will activate the alert feature of one ormore MIA areas within an ARTCC.

NOTE−1. The indefinite alert suppression message will remain ineffect for the duration of the referenced flight’s active statuswithin the ARTCC unless modified by controller action.

2. The indefinite alert suppression message wouldtypically apply to military flights with clearance to flylow-level type routes that routinely require altitudes belowestablished minimum IFR altitudes.

c. The computer entry of a message suppressing orinhibiting E-MSAW alerts constitutes acknowledg-ment for the alert and indicates that appropriate actionhas or will be taken to resolve the situation.

JO 7110.65W 12/10/15

5−14−2 Automation− En Route

5−14−3. COMPUTER ENTRY OF FLIGHTPLAN INFORMATION

a. Altitude

1. The altitude field(s) of the data block mustalways reflect the current status of the aircraft unlessotherwise specified in an appropriate facilitydirective.

NOTE−As it applies to altitude, the current status of the aircraft,for the transferring controller, indicates the clearancegiven by air traffic control, directly to and read back by anaircraft. This ensures the aircraft has received theclearance and is expected to comply with the instructions. The current status of the aircraft, for the receivingcontroller, indicates the specific verbally coordinatedaltitude, if that differs from the altitude coordinated byautomated means.

2. Assigned and Interim altitude information

must not be modified outside of the controller’s area

of jurisdiction unless verbally coordinated or

specified in a Letter of Agreement or Facility

Directive.

3. Whenever an aircraft is cleared to maintain analtitude different from that in the flight plan database,enter into the computer one of the following:

(a) The new assigned altitude if the aircraftwill (climb or descend to and) maintain the newaltitude, or

(b) An interim altitude if the aircraft will(climb or descend to and) maintain the new altitudefor a short period of time and subsequently berecleared to the altitude in the flight plan database ora new altitude or a new interim altitude, or

(c) A Local Interim Altitude (LIA), enteredby the transferring controller when the assignedaltitude differs from the coordinated altitude unlessverbally coordinated or specified in a Letter ofAgreement or Facility Directive.

NOTE−A facility directive may be published, in accordance withJO 7210.3, Paragraph 8-2-7, Waiver to Interim AltitudeRequirements, deleting the interim altitude computer entryrequirements of subpara 3(b).

b. Flight Plan Route Data

This information must not be modified outside of thecontroller’s area of jurisdiction unless verbally

coordinated or specified in a Letter of Agreement orFacility Directive.

5−14−4. ENTRY OF REPORTED ALTITUDE

Whenever Mode C altitude information is either notavailable or is unreliable, enter reported altitudes intothe computer as follows:

NOTE−Altitude updates are required to assure maximum accuracyin applying slant range correction formulas.

a. When an aircraft reaches the assigned altitude.

b. When an aircraft at an assigned altitude is issueda clearance to climb or descend.

c. A minimum of each 10,000 feet during climb toor descent from FL 180 and above.

5−14−5. SELECTED ALTITUDE LIMITS

The display of Mode C targets and limited data blocksis necessary for application of Merging TargetProcedures. Sectors must ensure the display ofMode C targets and data blocks by enteringappropriate altitude limits and display filters toinclude, as a minimum, the altitude stratum of thesector plus:

a. 1,200 feet above the highest and below thelowest altitude or flight level of the sector where1,000 feet vertical separation is applicable; and

b. 2,200 feet above the highest and below thelowest flight level of the sector where 2,000 feetvertical separation is applicable.

NOTE−1. The data block, for purposes of this paragraph, mustcontain the Mode C altitude and call sign or beacon codeat a minimum.

2. Exception to these requirements may be authorized forspecific altitudes in certain ARTCC sectors if defined inappropriate facility directives and approved by theEn Route and Oceanic Operations Area Director.

REFERENCE−FAAO JO 7110.65, Para 5−1−2, Alignment Accuracy Check.

5−14−6. SECTOR ELIGIBILITY

The use of the OK function is allowed to overridesector eligibility only when one of the followingconditions is met:

a. Prior coordination is effected.

JO 7110.65W12/10/15

5−14−3Automation− En Route

b. The flight is within the control jurisdiction ofthe sector.

5−14−7. COAST TRACKS

Do not use coast tracks in the application of eitherradar or nonradar separation criteria.

5−14−8. CONTROLLER INITIATED COASTTRACKS

a. Initiate coast tracks only in Flight Plan AidedTracking (FLAT) mode, except “free” coast trackingmay be used as a reminder that aircraft withoutcorresponding computer-stored flight plan informa-tion are under your control.

NOTE−1. To ensure tracks are started in FLAT mode, perform astart track function at the aircraft’s most current reportedposition, then immediately “force” the track into coasttracking by performing another start function with “CT”option in field 64. Making amendments to the stored routewith trackball entry when the aircraft is rerouted, andrepositioning the data block to coincide with the aircraft’sposition reports are methods of maintaining a coast trackin FLAT mode.

2. EBUS does not have the capability to initiate coasttracks.

b. Prior to initiating a coast track, ensure that adeparture message or progress report correspondingwith the aircraft’s current position is entered into thecomputer.

c. As soon as practicable after the aircraft is inradar surveillance, initiate action to cause radartracking to begin on the aircraft.

5−14−9. ERAM COMPUTER ENTRY OFHOLD INFORMATION

a. When an aircraft is issued holding instructions,the delay is ATC initiated, and the EFC is other than“no delay expected:”

1. Enter a hold message.

2. Maintain a paired track.

3. Enter an EFC time via a hold message, theHold Data Menu, or the Hold View.

4. Enter non-published holding instructions viaa hold message or the Hold Data Menu.

NOTE−The ERAM hold message allows automatic calculation andreporting of aggregate delays.

b. Unless otherwise specified in a facilitydirective, verbally coordinate non-published holdinginstructions when handing off an aircraft in holdstatus to another ERAM sector.

c. An EFC time entered into the Hold Data Menu,Hold View, or the hold message constitutescoordination of the EFC between ERAM sectors.

REFERENCE−FAAO JO 7210.3, Para 8-2-9, ERAM Hold Information FacilityDirective Requirements

5−14−10. ERAM VISUAL INDICATOR OFSPECIAL ACTIVITY AIRSPACE (SAA)STATUS

Sector controllers shall ensure the situation displayaccurately reflects the status of all SAAs that impacttheir area of control responsibility. When “SAADOWN” is displayed in the Outage View, manuallycreate visual indicators on the situation display toreflect changes to airspace status.

NOTE−The “SAA DOWN” message in the Outage View means thatSAA status is no longer being updated. The status of eachSAA at the time of the failure, whether “on” or “off”, willcontinue to be displayed. Status changes will not beautomatically updated on the display until the outage isresolved.

JO 7110.65W12/10/15

5−15−1Common Automated Radar Terminal Systems (CARTS) & Standard Terminal AutomationReplacement System (STARS)−Terminal

Section 15. Common Automated RadarTerminal Systems (CARTS) & Standard

Terminal Automation Replacement System(STARS)−Terminal


CARTS/STARS may be used for identifying aircraftassigned a discrete beacon code, maintaining identityof targets, and performing handoffs of these targetsbetween controllers. All procedures for the terminaldomain related to air traffic control services usingCARTS or STARS apply to the FUSION target.

5−15−2. RESPONSIBILITY

This equipment does not relieve the controller of theresponsibility to ensure proper identification, main-tenance of identity, handoff of the correct targetassociated with the alphanumeric data, and separa-tion of aircraft.

5−15−3. FUNCTIONAL USE

In addition to other uses specified herein, terminalautomation may be used for the following functions:

a. Tracking.

b. Tagging.

c. Handoff.

d. Altitude information.

REFERENCE−FAAO JO 7110.65, Para 5−2−23, Altitude Filters.

e. Coordination.

f. Ground speed.

g. Identification.

5−15−4. SYSTEM REQUIREMENTS

Use terminal automation systems as follows:

NOTE−Locally developed procedures, operating instructions, andtraining material are required because of differences inequipment capability. Such locally developed proceduresmust be supplemental to those contained in this section andmust be designed to make maximum use of the ARTSequipment.

a. Inform all appropriate positions before termin-ating or reinstating use of the terminal automationsystem at a control position. When terminating theuse of terminal automation systems, all pertinentflight data of that position must be transferred orterminated.

b. Inform other interfaced facilities of scheduledand unscheduled shutdowns.

c. Initiate a track/tag on all aircraft to themaximum extent possible. As a minimum, aircraftidentification should be entered, and automatedhandoff functions should be used.

d. Assigned altitude, if displayed, must be keptcurrent at all times. Climb and descent arrows, whereavailable, must be used to indicate other than levelflight.

e. When operating in FUSION mode, the assignedor pilot reported altitude must be displayed and keptcurrent when the aircraft is in level flight.

f. The automatic altitude readout of an aircraftunder another controller’s jurisdiction may be usedfor vertical separation purposes without verbalcoordination provided:

1. Operation is conducted using single-siteradar coverage or when operating in FUSION mode.

2. Prearranged coordination procedures arecontained in a facility directive in accordance withpara 5−4−10, Prearranged Coordination, andFAAO 7210.3, para 3−7−7, Prearranged Coordi-nation.

3. Do not use Mode C to effect verticalseparation within a Mosaic radar configuration.

5−15−5. INFORMATION DISPLAYED

a. Two-letter ICAO designators or three-letterdesignators, as appropriate, must be used unlessprogram limitations dictate the use of a single letteralpha prefix.

b. Use of the inhibit/select functions to removedisplayed information no longer required must be in

JO 7110.65W 12/10/15

5−15−2 Common Automated Radar Terminal Systems (CARTS) & Standard Terminal AutomationReplacement System (STARS)−Terminal

accordance with local directives, which shouldensure maximum required use of the equipment.

c. Information displayed must be in accordancewith national orders and specified in local directives.

5−15−6. CA/MCI

a. When a CA or MCI alert is displayed, evaluatethe reason for the alert without delay and takeappropriate action.REFERENCE−FAAO JO 7110.65, Para 2−1−6, Safety Alert.

b. If another controller is involved in the alert,initiate coordination to ensure an effective course ofaction. Coordination is not required when immediateaction is dictated.

c. Suppressing/Inhibiting CA/MCI alert.

1. The suppress function may be used tosuppress the display of a specific CA/MCI alert.

2. The inhibit function must only be used toinhibit the display of CA for aircraft routinelyengaged in operations where approved separationcriteria do not apply.

NOTE−Examples of operations where approved separationcriteria do not apply are ADC practice intercept operationsand air shows.

3. Computer entry of a message suppressing aCA/MCI alert constitutes acknowledgment for the

alert and signifies that appropriate action has or willbe taken.

4. CA/MCI alert may not be suppressed orinhibited at or for another control position withoutbeing coordinated.

5−15−7. INHIBITING MINIMUM SAFEALTITUDE WARNING (MSAW)

a. Inhibit MSAW processing of VFR aircraft andaircraft that cancel instrument flight rules (IFR) flightplans unless the pilot specifically requests otherwise.

REFERENCE−FAAO JO 7110.65, Para 10−2−7, VFR Aircraft in Weather Difficulty.FAAO JO 7110.65, Para 10−2−8, Radar Assistance to VFR Aircraft inWeather Difficulty.

b. A low altitude alert may be suppressed from thecontrol position. Computer entry of the suppressmessage constitutes an acknowledgment for the alertand indicates that appropriate action has or will betaken.

5−15−8. TRACK SUSPEND FUNCTION

Use the track suspend function only when data blockoverlap in holding patterns or in proximity of the finalapproach create an unworkable situation. If necessaryto suspend tracks, those which are not displayingautomatic altitude readouts must be suspended. If thecondition still exists, those displaying automaticaltitude readouts may then be suspended.

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