U.S. DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION
Air Traffic Organization Policy

ORDER
JO 7110.65V
Effective Date:
April 3, 2014
 
     
Subject:  Air Traffic Control
Includes: Change 1 dated 7/24/14 with Errata

Briefing Guide - Change 1

Table of Contents

3񫞉

PRECISION APPROACH CRITICAL AREA

BG5

4񪶳

ALTITUDE INFORMATION

BG7

5񪏕

APPLICATION

BG8

5񪶭

APPLICATION

BG8

5񪶭3

GPA 102/103 CORRECTION FACTOR

BG9

5񬅥

SIMULTANEOUS INDEPENDENT CLOSE PARALLEL APPROACHES - HIGH UPDATE RADAR NOT REQUIRED


BG10

7񬅠

SEPARATION

BG10

8񪣁

APPLICATION

BG11

8񪶱

RADAR INDENTIFICATION APPLICATION

BG12

8񫞇

LONGITUDINAL SEPARATION

BG13

8񫞈

LATERAL SEPARATION

BG15

8񫱳

LONGITUDINAL SEPARATION

BG13

8񫱴

LATERAL SEPARATION

BG15

10񪶭

NAVY FLEET SUPPORT MISSIONS

BG16

13񩻪

CONFLICT DETECTION AND RESOLUTION

BG17

13񩻬

CONTROLLER PILOT DATA LINK COMMUNICATIONS
(CPDLC)


BG17

1. PARAGRAPH NUMBER AND TITLE: 2񩧽. ATC SERVICE

2. BACKGROUND: One of the hallmark core values of the air traffic control system is to provide a safe, orderly, and expeditious flow of traffic. The workforce has requested the change to the classification of ATC Service within this paragraph to reflect the core values of the controller.

3. CHANGE: 

OLD

 

NEW

2񩧽. ATC SERVICE

 

2񩧽. ATC SERVICE

The primary purpose of the ATC system is to prevent a collision between aircraft operating in the system and to organize and expedite the flow of traffic, and to provide support for National Security and Homeland Defense. In addition to its primary function, the ATC system has the capability to provide (with certain limitations) additional services. The ability to provide additional services is limited by many factors, such as the volume of traffic, frequency congestion, quality of radar, controller workload, higher priority duties, and the pure physical inability to scan and detect those situations that fall in this category. It is recognized that these services cannot be provided in cases in which the provision of services is precluded by the above factors. Consistent with the aforementioned conditions, controllers must provide additional service procedures to the extent permitted by higher priority duties and other circumstances. The provision of additional services is not optional on the part of the controller, but rather is required when the work situation permits. Provide air traffic control service in accordance with the procedures and minima in this order except when:

 

The primary purpose of the ATC system is to prevent a collision between aircraft operating in the system and to provide a safe, orderly and expeditious flow of traffic, and to provide support for National Security and Homeland Defense. In addition to its primary function, the ATC system has the capability to provide, with certain limitations, additional services. The ability to provide additional services is limited by many factors, such as the volume of traffic, frequency congestion, quality of radar, controller workload, higher priority duties, and the pure physical inability to scan and detect those situations that fall in this category. It is recognized that these services cannot be provided in cases in which the provision of services is precluded by the above factors. Consistent with the aforementioned conditions, controllers must provide additional service procedures to the extent permitted by higher priority duties and other circumstances. The provision of additional services is not optional on the part of the controller, but rather is required when the work situation permits. Provide air traffic control service in accordance with the procedures and minima in this order except when:


1. PARAGRAPH NUMBER AND TITLE: 2񩧽7. RADIO COMMUNICATIONS

2. BACKGROUND: Effective communication is a principal tenet of ATC. When transferring radio communications within a facility, or from one facility to another facility, issuance of the facility name is not required in up/down facilities. However, for those facilities that are not co璴ocated or do not share the same name (for example, IAD ATCT and PCT TRACON), the name of the facility is required to be issued unless otherwise described in a facility directive.

3. CHANGE: 

OLD

 

NEW

2񩧽7. RADIO COMMUNICATIONS

 

2񩧽7. RADIO COMMUNICATIONS

Title through b

 

No Change

1. The facility name or location name and terminal function to be contacted. TERMINAL: Omit the location name when transferring communications to another controller within your facility; except when instructing the aircraft to change frequency for final approach guidance include the name of the facility.

 

1. The facility name or location name and terminal function to be contacted. TERMINAL: Omit the location name when transferring communications to another controller within your facility, or, when the tower and TRACON share the same name (for example, Phoenix Tower and Phoenix TRACON).

Add

 

EXCEPTION. Controllers must include the name of the facility when instructing an aircraft to change frequency for final approach guidance.


1. PARAGRAPH NUMBER AND TITLE: 2-1-20. WAKE TURBULENCE CAUTIONARY ADVISORIES

2. BACKGROUND: In 2013, Terminal Procedures was informed of a discrepancy concerning the application of Wake Turbulence Cautionary Advisories (WTCA) when IFR aircraft accept a visual approach clearance or visual separation and Heavy or B757 aircraft are involved. More specifically, controllers were issuing a WTCA when a Heavy or B757 was the trailing aircraft. This is an incorrect application of the procedure.

3. CHANGE: 

OLD

 

NEW

2-1-20.  WAKE TURBULENCE CAUTIONARY ADVISORIES

 

2-1-20. WAKE TURBULENCE CAUTIONARY ADVISORIES

a. Issue wake turbulence cautionary advisories and the position, altitude if known, and direction of flight of the heavy jet or B757 to:

 

a. Issue wake turbulence cautionary advisories, including the position, altitude if known, and direction of flight to aircraft operating behind Heavy or B757 aircraft to:


1. PARAGRAPH NUMBER AND TITLE: 3񪣂0. RUNWAY STATUS LIGHTS (RWSL)

2. BACKGROUND: Through a collaborated effort to reduce runway incursions, the FAA tested and installed runway status lights (RWSL) at selected airports throughout the United States. This system consists of runway entrance lights (REL) and take璷ff hold lights (THL) which provide pilots with an increased situational awareness of when it is safe to enter/depart the runway.

3. CHANGE: 

OLD

 

NEW

Add

 

3񪣂0. RUNWAY STATUS LIGHTS (RWSL)

Add

 

TERMINAL

Add

 

RWSL is equipped with automatic intensity settings and must be operated on a continuous basis except under the following conditions:

Add

 

a. If a pilot or vehicle report indicates any portion of the RWSL system is on and is not able to accept an ATC clearance; then

Add

 

1. ATC must visually scan the entire runway. If the runway is observed to be clear and the lights are still illuminated, then the lights must be turned off and clearance re璱ssued.

Add

 

2. If a portion of the runway is not visible from the tower, ATC must visually scan the ASDE璛. If the runway is observed to be clear and the lights are still illuminated, then the lights must be turned off and clearance re璱ssued.

Add

 

b. When the RWSL Operational Status displays 揕ost Comm with System, consider the RWSL system out of service until checked and confirmed to be operational by technical operations personnel.

Add

 

c. Once RWSL systems are turned off, they must remain off until returned to service by technical operations personnel.

Add

 

d. Upon pilot request, adjust the light intensity.


1. PARAGRAPH NUMBER AND TITLE: 3񫞆. TAXI AND GROUND MOVEMENT OPERATIONS

2. BACKGROUND: In order to ensure that approach hold areas are consistently identified and appropriate facility璴evel procedures are implemented for current approach hold applications, the Office of Runway Safety is proposing this DCP for FAA Order JO 7210.3, Facility Operations and Administration, Paragraph 2񩧾0.

3. CHANGE: 

OLD

 

NEW

3񫞆. TAXI AND GROUND MOVEMENT OPERATIONS

 

3񫞆. TAXI AND GROUND MOVEMENTS OPERATIONS

Title through h

 

No Change

Add

 

i. Issue instructions to aircraft/vehicle to hold short of an approach hold area.

Add

 

PHRASEOLOGY-
HOLD SHORT OF (runway) APPROACH


1. PARAGRAPH NUMBER AND TITLE: 3񫞉. PRECISION APPROACH CRITICAL AREA

2. BACKGROUND: Numerous questions have been asked with regard to protection of the localizer critical area when it refers to a middle marker. At multiple locations the middle marker has been decommissioned. In an effort to provide guidance for these locations, a distance from the runway end is being added/substituted to represent the approximate distance where the middle marker was previously located. In addition, operators regularly conduct 揂UTOLAND or 揅OUPLED approaches to satisfy maintenance, training, or reliability requirements when weather conditions are better than the required minimum specified for protecting the critical area (ceiling less than 800 feet or visibility less than 2 miles). Airline representatives requested, through the Air Traffic Procedures Advisory Committee (ATPAC), that the critical areas be protected for all aircraft conducting 揳utoland approaches regardless of the weather. ATPAC and Terminal Procedures did not concur and informed the airline representatives that procedures and phraseology already exists for controllers to an advise pilots conducting 揳utoland and 揷oupled approaches that the critical area is not protected.

3. CHANGE: 

OLD

 

NEW

3񫞉. PRECISION APPROACH CRITICAL AREA

 

3񫞉. PRECISION APPROACH CRITICAL AREA

a. ILS critical area dimensions are described in FAAO 6750.16, Siting Criteria for Instrument Landing Systems. Aircraft and vehicle access to the ILS/MLS critical area must be controlled to ensure the integrity of ILS/MLS course signals whenever conditions are less than reported ceiling 800 feet or visibility less than 2 miles. Do not authorize vehicles/aircraft to operate in or over the critical area, except as specified in subparaa1, whenever an arriving aircraft is inside the ILS outer marker (OM) or the fix used in lieu of the OM unless the arriving aircraft has reported the runway in sight or is circling to land on another runway.

 

a. ILS critical area dimensions are described in FAA Order 6750.16, Siting Criteria for Instrument Landing Systems. Aircraft and vehicle access to the ILS critical area must be controlled to ensure the integrity of ILS course signals whenever conditions are less than reported ceiling 800 feet or visibility less than 2 miles. Do not authorize vehicles/aircraft to operate in or over the critical area, except as specified in subparagrapha1, whenever an arriving aircraft is inside the ILS outer marker (OM) or the fix used in lieu of the OM unless the arriving aircraft has reported the runway in sight or is circling to land on another runway.

PHRASEOLOGY-
HOLD SHORT OF (runway) ILS/MLS CRITICAL AREA.

 

PHRASEOLOGY-
HOLD SHORT OF (runway) ILS CRITICAL AREA.

1. LOCALIZER CRICITAL AREA

 

1. LOCALIZER CRICITAL AREA

a1 through a1(a)(2)

 

No Change

(b) In addition to subpara a1(a), do not authorize vehicles or aircraft operations in or over the area when an arriving aircraft is inside the middle marker when conditions are less than reported ceiling 200 feet or RVR 2,000 feet.

 

(b) In addition to subparagraph a1(a), when conditions are less than reported ceiling 200 feet or RVR 2,000 feet, do not authorize vehicles or aircraft operations in or over the area when an arriving aircraft is inside the middle marker, or in the absence of a middle marker, mile final.

a2

 

No Change

b. Air carriers commonly conduct 揷oupled or 揳utoland operations to satisfy maintenance, training, or reliability program requirements. Promptly issue an advisory if the critical area will not be protected when an arriving aircraft advises that a 揷oupled, 揅ATIII, 揳utoland, or similar type approach will be conducted and the weather is reported ceiling of 800 feet or more, and the visibility is 2 miles or more.

 

b. Operators commonly conduct 揷oupled or 揳utoland approaches to satisfy maintenance, training, or reliability program requirements. Promptly issue an advisory if the critical area will not be protected when an arriving aircraft advises that a 揷oupled, 揅ATIII, 揳utoland, or similar type approach will be conducted and the weather indicates a reported ceiling of 800 feet or more, or the visibility is 2 miles or more.

PHRASEOLOGY-
ILS/MLS CRITICAL AREA NOT PROTECTED.

 

PHRASEOLOGY-
ILS CRITICAL AREA NOT PROTECTED.


1. PARAGRAPH NUMBER AND TITLE: 4񪶳. ALTITUDE INFORMATION

2. BACKGROUND: Current regulations require the issuance of a time check under most conditions when issuing restrictions based on a Coordinated Universal Time (UTC) clock. The proposed change allows the use of a clearance based on a time interval (in whole minutes) that a radar controller can use to expedite a climb or descent where a standard rate may not be appropriate. As the proposed change is not based on UTC, but a time interval, the issuance of a time check is not needed. The proposed change is not meant to be used in lieu of a clearance based on UTC to ensure any time璪ased separation minima.

3. CHANGE: 

OLD

 

NEW

4񪶳 ALTITUDE INFORMATION

 

4񪶳 ALTITUDE INFORMATION

Title thru b

 

No Change

Add

 

EXCEPTION. If you are in direct, two瓀ay, VHF/UHF voice communication with the pilot and the aircraft is in radar contact, you may specify an elapsed time interval restriction, in full minute increments only, without any reference to the UTC clock. The time restriction begins once the clearance has been acknowledged by the pilot.

EXAMPLE-
1. 揢nited Four Seventeen, climb to reach one three thousand at two two one five.
揟ime two two one one and one璹uarter.
The pilot is expected to be level at 13,000 feet at 2215 UTC.
2. Through Relay瓝Speedbird Five, climb to reach flight level three璮ive zero at one璽wo璷ne璮ive, time (Issue a time check).

 

EXAMPLE-
1. 揢nited Four Seventeen, climb to reach one three thousand at two two one five.
揟ime two two one one and one璹uarter.
The pilot is expected to be level at 13,000 feet at 2215 UTC.
2. Through Relay瓝Speedbird Five, climb to reach flight level three璮ive zero at one璽wo璷ne璮ive, time (Issue a time check).

Add

 

3. In radar contact and in direct controller to pilot, two瓀ay, VHF/UHF voice communication 揢nited Four Seventeen, descend to reach flight level three five zero within two minutes. The time restriction begins once the clearance has been acknowledged by the pilot.

Add

 

4. 揢nited Four Seventeen climb to leave flight level three three zero within two minutes, maintain flight level three five zero.

REFERENCE-
FAAO JO 7110.65, Para 1-2-1, Word Meanings.
FAAO JO 7110.65, Para 2-4-17, Numbers Usage.

 

No Change

PHRASEOLOGY-
CLIMB/DESCEND AND MAINTAIN (altitude).
If required,
AFTER PASSING (fix, waypoint),
or
AT (time) (time in hours, minutes, and nearest quarter minute).
CLIMB/DESCEND TO REACH (altitude)
AT (time (issue time check) or fix, waypoint),
or
AT (time). CLIMB/DESCEND AND MAINTAIN (altitude) WHEN ESTABLISHED AT LEAST (number of miles or minutes) MILES/MINUTES PAST (fix, waypoint) ON THE (NAVAID) (specified) RADIAL.
CLIMB/DESCEND TO REACH (altitude) AT (time or fix, waypoint),
or
A POINT (number of miles) MILES (direction) OF (name of DME NAVAID),
or
MAINTAIN (altitude) UNTIL (time (issue time check), fix, waypoint), THEN CLIMB/DESCEND AND MAINTAIN(altitude).
Through relay:
CLIMB TO REACH (altitude) AT (time) (issue a time check).

 

PHRASEOLOGY-
CLIMB/DESCEND AND MAINTAIN (altitude).
If required,
AFTER PASSING (fix, waypoint),
or
AT (time) (time in hours, minutes, and nearest quarter minute).
CLIMB/DESCEND TO REACH (altitude)
AT (time (issue time check) or fix, waypoint),
or
AT (time). CLIMB/DESCEND AND MAINTAIN (altitude) WHEN ESTABLISHED AT LEAST (number of miles or minutes) MILES/MINUTES PAST (fix, waypoint) ON THE (NAVAID) (specified) RADIAL.
CLIMB/DESCEND TO REACH (altitude) AT (time or fix, waypoint),
or
A POINT (number of miles) MILES (direction) OF (name of DME NAVAID),
or
MAINTAIN (altitude) UNTIL (time (issue time check), fix, waypoint), THEN CLIMB/DESCEND AND MAINTAIN(altitude).
Through relay:
CLIMB TO REACH (altitude) AT (time) (issue a time check).

Add

 

or
Using a time interval while in radar contact and in direct controller to pilot, two瓀ay, VHF/UHF voice communication:
CLIMB/DESCEND TO REACH/LEAVE (altitude) WITHIN (number) MINUTES, MAINTAIN (altitude).
or
CLIMB/DESCEND TO REACH/LEAVE (altitude) IN (number) MINUTES OR LESS, MAINTAIN (altitude).


1. PARAGRAPH NUMBER AND TITLE: 
5񪏕. APPLICATION
5񪶭. APPLICATION

2. BACKGROUND: Paragraphs 5񪏕 and 5񪶭 currently require controllers to establish and maintain radar identification of aircraft involved before providing radar service, except as provided in specific instances. This change adds a reference to new Paragraph 8񪶱 that allows when radar separation may be provided. This guidance implements the provisions of International Civil Aviation Organization (ICAO) Procedures for Air Navigation Services瑼ir traffic Management (PANS瑼TM) Doc 4444, Paragraph 8.7.2.8.

3. CHANGE: 

OLD

 

NEW

5񪏕 APPLICATION

 

5񪏕 APPLICATION

Before you provide radar service, establish and maintain radar identification on the aircraft involved, except as provided in para 5񪶭, Application, subparas b2 and 3.

 

Before you provide radar service, establish and maintain radar identification of the aircraft involved, except as provided in Paragraph 5񪶭, Application, subparagraphs b2, b3 and in Paragraph 8񪶱, Radar Identification Application.

REFERENCE-
FAAO JO 7110.65, Para 3񩨅, Use of Tower Radar Displays.

 

REFERENCE-
FAAO JO 7110.65, Para 3񩨅, Use of Tower Radar Displays.
FAAO JO 7110.65, Para 5񩧽, Presentation and Equipment
Performance.

OLD

 

NEW

5񪶭. APPLICATION

 

5񪶭. APPLICATION

Title through b3

 

No Change

Add

 

4. A radar璱dentified aircraft and one not radar璱dentified that is in transit from oceanic airspace or non璻adar offshore airspace into an area of known radar coverage where radar separation is applied as specified in Paragraph 8񪶱, Radar Identification Application, until the transiting aircraft is radar璱dentified or the controller establishes other approved separation in the event of a delay or inability to establish radar identification of the transiting aircraft.

Add

 

REFERENCE-
FAA Order JO 7110.65, Para 2񩻮, IFR Flight Progress Data. FAA Order JO 7110.65, Para 5񩧽, Presentation and Equipment Performance.
FAA Order JO 7110.65, Para 5񪏕, Application.
FAA Order JO 7110.65, Para 8񩨄, Use of Control Estimates.
FAA Order JO 7110.65, Para 8񪶱, Radar Separation.


1. PARAGRAPH NUMBER AND TITLE: 5񪶭3. GPA 102/103 CORRECTION FACTOR

2. BACKGROUND: According to subject matter experts within the Terminal Surveillance Group and En Route NAS Engineering, the need to continue publishing this GPA 102/103 modification procedure is not necessary. This modification was removed in the late 1970's and early 1980's when Long Range Radars were modified to provide digitized target reports.

3. CHANGE: 

OLD

 

NEW

5񪶭3. GPA 102/103 CORRECTION FACTOR

 

5񪶭3. GPA 102/103 CORRECTION FACTOR

When using a radar display whose primary radar video is processed by the GPA 102/103 modification to a joint璾se radar system, apply the following correction factors to the applicable minima:

 

Delete

a. If less than 40 miles from the antenna- add 1 mile.

 

Delete

b. If 40 miles or more but not over 200 miles from the antenna- add 3 miles.

 

Delete


1. PARAGRAPH NUMBER AND TITLE: 5񬅥. SIMULTANEOUS INDEPENDENT CLOSE PARALLEL APPROACHES HIGH UPDATE RADAR NOT REQUIRED

2. BACKGROUND: Effective August 19, 2013, AFS report (DOT璅AA瑼FS45069) limited closely spaced parallel approaches to those airports with runway centerlines separated by a minimum of 3,600', and field elevation less than 1,000' MSL. Following the implementation of this procedure, further fast璽ime simulation and analysis of the operation was conducted by AFS personnel to determine if the field elevation requirement could be amended and/or raised to allow this type of operation at more airports than originally specified.

3. CHANGE: 

OLD

 

NEW

5񬅥. SIMULTANEOUS INDEPENDENT CLOSE PARALLEL APPROACHES HIGH UPDATE RADAR NOT REQUIRED

 

5񬅥. SIMULTANEOUS INDEPENDENT CLOSE PARALLEL APPROACHES HIGH UPDATE RADAR NOT REQUIRED

Title through b1

 

No Change

2. Parallel runway centerlines are separated by a minimum of 3,600 feet or more, and the airport elevation is less than 1,02.00 feet MSL.

 

2. Parallel runway centerlines are separated by a minimum of 3,600 feet or more, and the airport elevation is less than 2,000 feet MSL.


1. PARAGRAPH NUMBER AND TITLE: 7񬅠. SEPARATION

2. BACKGROUND: The requirement for the V22 Osprey to be considered a fixed瓀ing aircraft while operating in Class B airspace was based on the need to avoid misinterpretation by controllers as to the application of separation standards for a Fixed璚ing or Helicopter/Rotorcraft. At the time of that decision, no safety璻elated studies had been completed concerning the flying characteristics of the V22 Osprey. The V22 Osprey is currently identified in JO 7110.65V, Appendix B. Aircraft Information, Helicopters/Rotorcrafts.

3. CHANGE: 

OLD

 

NEW

7񬅠. SEPARATION

 

7񬅠. SEPARATION

Title thru a

 

No Change

b. VFR aircraft must be separated from VFR/IFR aircraft that weigh more than 19,000 pounds and turbojets by no less than:

 

b. VFR fixed瓀ing aircraft must be separated from VFR/IFR aircraft/ helicopter/rotorcraft that weigh more than 19,000 pounds and turbojets by no less than:

1. 1 1/2 miles separation, or

 

1. 1 1/2 miles separation, or

2. 500 feet vertical separation, or

 

2. 500 feet vertical separation, or

NOTE-
Apply the provisions of para 5񪶰 Minima, when wake turbulence separation is required.

 

NOTE-
Apply the provisions of
paragraph 5񪶰 Minima, when wake turbulence separation is required.

3. Visual separation, as specified in para 7񩻩, Visual Separation, para 7񪣂, Vectors for Visual Approach, and para 7񫊟, Sequencing.

 

3. Visual separation, as specified in paragraph 7񩻩, Visual Separation, paragraph 7񪣂, Vectors for Visual Approach, and paragraph 7񫊟, Sequencing.

NOTE-
Issue wake turbulence cautionary advisories in accordance with para 2񩧾0 Wake Turbulence Cautionary Advisories.

 

NOTE-
Issue wake turbulence cautionary advisories in accordance with
paragraph 2񩧾0 Wake Turbulence Cautionary Advisories.

c. For the application of Class Bravo airspace separation requirements, the V22 Osprey must be treated as a fixed瓀ing aircraft. It is an SRS Category II aircraft but weighs more than 19,000 pounds. The V22 Osprey must be separated from VFR/IFR aircraft by minimum identified in subparagraph b above.

 

c. For the application of Class Bravo airspace separation requirements, the V22 Osprey must be treated as a helicopter/rotorcraft.


1. PARAGRAPH NUMBER AND TITLE: 8񪣁. APPLICATION

2. BACKGROUND: The Operations Support Group (OSG) conducted an analysis of the proposed change and concluded that it will not have any effect on the intent or application of the current required separation standards. Further, the OSG envisions the change will enhance the FAA's ability to provide additional IFR services to the offshore industry. Therefore, Houston ARTCC is proposing a change to FAA JO 7110.65, Paragraph 8񪣁. In particular, removing the phrase 揷ontrolled by Houston ARTCC" from the second paragraph in order to facilitate future expansion of the current Offshore Grid System into the Jacksonville ARTCC Gulf of Mexico Low airspace.

3. CHANGE: 

OLD

 

NEW

8񪣁. APPLICATION

 

8񪣁. APPLICATION

Separate aircraft by assigning different flight paths whose widths or protected airspace do not overlap.

 

Separate aircraft by assigning different flight paths whose widths or protected airspace do not overlap.

Within that portion of the Gulf of Mexico Low Offshore airspace controlled by Houston ARTCC, use 12 NM between aircraft whose flight paths are defined by published Grid System waypoints.

 

Within that portion of the Gulf of Mexico Low Offshore airspace, use 12 NM between aircraft whose flight paths are defined by published Grid System waypoints.

NOTE-
1. The Grid System is defined as those waypoints contained within the Gulf of Mexico Low Offshore airspace and published on the IFR Vertical Flight Reference Chart.
2. Lateral separation minima is contained in:
Section 7, North Atlantic ICAO Region.
Section 8, Caribbean ICAO Region.
Section 9, Pacific ICAO Region.
Section 10, North American ICAO Region-
Arctic CTA.

 

No Change


1. PARAGRAPH NUMBER AND TITLE: 8񪶱. RADAR IDENTIFICATION APPLICATION

2. BACKGROUND: Existing International Civil Aviation Organization (ICAO) guidance provides that air traffic services providers may authorize the application of radar separation between a radar璱dentified aircraft and another aircraft, not yet radar璱dentified, that will be transitioning from an area without radar coverage to an area within which radar coverage is adequate and radar services are provided.

3. CHANGE: 

OLD

 

NEW

Add

 

8񪶱, RADAR IDENTIFICATION APPLICATION

Add

 

Radar separation standards may be applied between radar identified aircraft and another aircraft not yet identified that is in transit from oceanic airspace or non璻adar offshore airspace into an area of known radar coverage where radar separation is applied provided:

Add

 

a. Direct radio communications is maintained with one of the aircraft involved and there is an ability to communicate with the other;

Add

 

b. The transiting aircraft is RNAV equipped;

Add

 

c. The performance of the radar/system is adequate;

Add

 

REFERENCE-
FAA Order JO 7110.65, Para 5񩧽, Presentation and Equipment Performance

Add

 

d. Flight data on the aircraft that has not been radar identified indicate that it is equipped with a standard transponder and there is no known information that the transponder is not operating;

Add

 

e. Radar separation standards are maintained between the radar identified aircraft and any other observed targets until the transitioning aircraft is radar identified or non璻adar separation is established;

Add

 

f. The facility has identified areas of known radar coverage, incorporated those areas into facility standard operating procedures (SOP), and provided training to the controllers.

Add

 

g. This procedure is also applicable to aircraft in transit from oceanic airspace into Guam Control Area (CTA), San Juan CTA and Honolulu CTA radar coverage areas.

Add

 

h. EXCEPTION: This procedure is not authorized if there is insufficient time for the controller to establish other approved separation in the event of a delay or inability to establish radar identification of the transiting aircraft taking into consideration factors such as aircraft performance characteristics, type, and speed; weather, traffic conditions; workload; frequency congestion; etc.

Add

 

REFERENCE-
FAA Order JO 7110.65, Para 2񩻮,IFR Flight Progress Data, Subpara2񩻮.b.
FAA Order JO 7110.65, Para8񩨄, use of Control Estimates


1. PARAGRAPH NUMBER AND TITLE: 
8񫞇. LONGITUDINAL SEPARATION
8񫱳. LONGITUDINAL SEPARATION

2. BACKGROUND: There is a need to add a provision to FAA Order JO 7110.65 for 50 nautical mile (NM) longitudinal (D50) separation and 30 NM lateral/30 NM longitudinal (30/30) separation within the New York Oceanic Flight Information Region (FIR).

3. CHANGE: 

OLD

 

NEW

8񫞇. LONGITUDINAL SEPARATION

 

8񫞇. LONGITUDINAL SEPARATION

Title through c

 

No Change

Add

 

d. Minima based on distance using Automatic Dependent Surveillance Contract (ADS瑿):

Add

 

1. Apply the minima as specified in TBL 8񫞅 between aircraft on the same track within airspace designated for Required Navigation Performance (RNP), provided:

Add

 

(a) Direct controller/pilot communication via voice or Controller Pilot Data Link Communications (CPDLC) is established, and

Add

 

(b) The required ADS瑿 periodic reports are maintained and monitored by an automated flight data processor (for example, Ocean21).

Add

TBL 8񫞅
ADS瑿 Criteria

Minima

RNP

Maximum ADS瑿
Periodic Reporting
Interval

50 NM

10

27 minutes

50 NM

4

32 minutes

30 NM

4

10 minutes

Add

 

2. Aircraft on reciprocal tracks may be cleared to climb or descend to or through the altitude(s) occupied by another aircraft provided:

Add

 

(a) An ADS瑿 position report on at least one of the aircraft has been received beyond the passing point, and

 

Add

 

(b) The aircraft have passed each other by the applicable separation minimum.

 

Add

 

NOTE-
Ocean21 has been designed to check for the above criteria prior to allowing the minima to be provided.

 

Add

 

3. When an ADS瑿 periodic or waypoint change event report is overdue by 3 minutes, the controller must take action to obtain an ADS瑿 report.

 

Add

 

4. If no report is received within 6 minutes of the time the original report was due, the controller must take action to apply another form of separation.

OLD

 

NEW

8񫱳. LONGITUDINAL SEPARATION

 

8񫱳. LONGITUDINAL SEPARATION

Title through d NOTE

 

No Change

Add

 

e. Minima based on distance using Automatic Dependent Surveillance Contract (ADS瑿):

Add

 

1. Apply the minima as specified in TBL 8񫱱 between aircraft on the same track within airspace designated for Required Navigation Performance (RNP), provided:

Add

 

(a) Direct controller/pilot communication via voice or Controller Pilot Data Link Communications (CPDLC) is established, and

Add

 

(b) The required ADS瑿 periodic reports are maintained and monitored by an automated flight data processor (for example, Ocean21).

Add

TBL 8񫱱
ADS瑿 Criteria

Minima

RNP

Maximum ADS瑿
Periodic Reporting
Interval

50 NM

10

27 minutes

50 NM

4

32 minutes

30 NM

4

10 minutes

Add

 

2. Aircraft on reciprocal tracks may be cleared to climb or descend to or through the altitude(s) occupied by another aircraft provided:

Add

 

(a) An ADS瑿 position report on at least one of the aircraft has been received beyond the passing point, and

Add

 

(b) The aircraft have passed each other by the applicable separation minimum.

Add

 

NOTE-
Ocean21 has been designed to check for the above criteria prior to allowing the minima to be provided.

Add

 

3. When an ADS瑿 periodic or waypoint change event report is overdue by 3 minutes, the controller must take action to obtain an ADS瑿 report.

Add

 

4. If no report is received within 6 minutes of the time the original report was due, the controller must take action to apply another form of separation.


1. PARAGRAPH NUMBER AND TITLE: 
8񫞈. LATERAL SEPARATION
8񫱴. LATERAL SEPARATION

2. BACKGROUND: Due to changes in separation requirements, a provision to FAA Order JO 7110.65 is necessary to reflect a standard of 30 NM lateral separation within the New York Oceanic Flight Information Region (FIR).

3. CHANGE: 

OLD

 

NEW

8񫞈. LATERAL SEPARATION

 

8񫞈. LATERAL SEPARATION

In accordance with Chapter 8, Offshore/Oceanic Procedures, Section 4, Lateral Separation, apply the following:

 

No Change

a. 50 NM between Required Navigation Performance (RNP 4 or RNP 10) approved aircraft which:

 

a. 30 NM to RNP4 approved aircraft operating within airspace designated for RNP4 when direct controller/pilot communications, via voice or Controller Pilot Data Link Communications (CPDLC), and the required ADS瑿 contracts are maintained and monitored by an automated flight data processor (e.g., Ocean21).

a through d

 

Renumber b through e

OLD

 

NEW

8񫱴. LATERAL SEPARATION

 

8񫱴. LATERAL SEPARATION

In accordance with Chapter 8, Offshore/Oceanic Procedures, Section 4, Lateral Separation, apply the following:

 

No Change

a. 50 NM between Required Navigation Performance (RNP 4 RNP 10 approved aircraft which:

 

a. 30 NM to RNP4 approved aircraft operating within airspace designated for RNP4 when direct controller/pilot communications, via voice or Controller Pilot Data Link Communications (CPDLC), and the required ADS瑿 contracts are maintained and monitored by an automated flight data processor (e.g., Ocean21).

a through e

 

Renumber b through f


1. PARAGRAPH NUMBER AND TITLE: 10񪶭. NAVY FLEET SUPPORT MISSIONS

2. BACKGROUND: The U.S. Navy was queried as to the accuracy of Paragraph 10񪶭, Navy Fleet Support Missions. Upon review, the U.S. Navy determined that all paragraphs in ATO Orders referencing Navy Fleet Support Missions are outdated and obsolete. Therefore, Paragraph 10񪶭 is being deleted.

3. CHANGE: 

OLD

 

NEW

10񪶭. NAVY FLEET SUPPORT MISSIONS

 

Delete

When you receive information concerning an emergency to a U.S. Navy 揝pecial Flight Number aircraft, do the following:

 

Delete

a. Handle Navy Fleet Support Mission aircraft as follows:

 

Delete

1. EN ROUTE. Relay immediately, via collect telephone call, all pertinent information to Fleet Operations Control at Norfolk, Virginia, telephone 804-444-6602.

 

Delete

2. TERMINAL. Inform the nearest center of all the pertinent information.

 

Delete

b. Relay the words 揝pecial Flight Number followed by the number given as part of the routine IFR flight information.

 

Delete

c. Honor pilot requests for changes to route, altitude, and destination, whenever possible.

 

Delete

10-5-2. EXPLOSIVE CARGO

 

Renumber 10-5-1. EXPLOSIVE CARGO


1. PARAGRAPH NUMBER AND TITLE: 13񩻪. CONFLICT DETECTION AND RESOLUTION

2. BACKGROUND: Chapter 13, Section 2, of the 7110.65 contains a list of Conflict Probe limitations pertaining to the Ocean21 operating system including 揚aragraph 8񫊛 Temporary Moving Airspace Reservations. Ocean21 functionality supports the application of lateral, longitudinal, and vertical separation to temporary moving airspace reservations.

3. CHANGE: 

OLD

 

NEW

13񩻪. CONFLICT DETECTION AND RESOLUTION

 

13񩻪. CONFLICT DETECTION AND RESOLUTION

Title through a8(a)(8)

 

No Change

(9) Para 8񫊛璗emporary Moving Airspace Reservations

 

Delete

(10) Para 8񫱵璙FR Climb and Descent

 

(9) Para 8-8-5 VFR Climb and Descent


1. PARAGRAPH NUMBER AND TITLE: 13񩻬. CONTROLLER PILOT DATA LINK COMMUNICATIONS (CPDLC)

2. BACKGROUND: Guidance concerning unanswered CPDLC messages in FAA Order 7110.65 Paragraph 13񩻬 advises controllers to assume all unanswered CPDLC messages have not been delivered. This guidance is not in compliance with guidance prescribed in the ICAO Global Operational Data Link Document (GOLD).

3. CHANGE: 

OLD

 

NEW

13񩻬. CONTROLLER PILOT DATA LINK COMMUNICATIONS (CPDLC)

 

13񩻬. CONTROLLER PILOT DATA LINK COMMUNICATIONS (CPDLC)

Title through b4

 

No Change

5. Assume that all unanswered CPDLC messages have not been delivered. On initial voice contact with aircraft preface the message with the following:

 

5. When there is uncertainty that a clearance was delivered to an aircraft via CPDLC, the controller must continue to protect the airspace associated with the clearance until an appropriate operational response is received from the flight crew. If an expected operational response to a clearance is not received, the controller will initiate appropriate action to ensure that the clearance was received by the flight crew. On initial voice contact with aircraft preface the message with the following:

PHRASEOLOGY-
(Call Sign) CPDLC Failure, (message).

 

No Change

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