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
 

Briefing Guide - Basic

Table of Contents

Paragraph
Number

Title

1-2-6

ABBREVIATIONS

2-3-8

AIRCRAFT EQUIPMENT SUFFIX

2-3-9

CLEARANCE STATUS

2-4-17

NUMBERS USAGE

2-6-4

WEATHER AND CHAFF SERVICES

3-1-2

PREVENTATIVE CONTROL

4-1-2

EXCEPTIONS

4-2-5

ROUTE OR ALTITUDE AMENDMENTS

4-3-2

DEPARTURE CLEARANCES

4-3-2

DEPARTURE CLEARANCES

4-3-3

ABBREVIATED DEPARTURE CLEARANCES

4-3-3

ABBREVIATED DEPARTURE CLEARANCES

4-4-1

ROUTE USE

4-4-2

ROUTE STRUCTURE TRANSITIONS

4-4-2

ROUTE STRUCTURE TRANSITIONS

4-4-4

ALTERNATIVE ROUTES

4-5-7

ALTITUDE INFORMATION

4-7-1

CLEARANCE INFORMATION

4-8-1

APPROACH CLEARANCE

5-1-10

DEVIATION ADVISORIES

5-2-24

INOPERATIVE OR MALFUNCTIONING ADS-B

5-4-11

EN ROUTE FOURTH LINE DATA BLOCK USAGE

5-5-1

APPLICATION

5-5-4

MINIMA

5-5-7

PASSING OR DIVERGING

5-5-9

SEPARATION FROM OBSTRUCTIONS

5-7-1

APPLICATION

5-7-2

METHODS

5-7-4

TERMINATION

5-9-9

SIMULTANEOUS INDEPENDENT CLOSE PARALLEL APPROACHES - HIGH UPDATE RADAR NOT REQUIRED

5-9-9

SIMULTANEOUS OFFSED INSTRUMENT APPROACHES (SOIA) - HIGH UPDATE RADAR

5-15-4

SYSTEM REQUIREMENTS

6-4-3

MINIMA ON OPPOSITE COURSES

6-5-4

MINIMA ALONG OTHER THAN ESTABLISHED AIRWAYS OR ROUTES

6-5-5

RNAV MINIMA - DIVERGING/CROSSING COURSES

7-6-1

APPLICATION

7-6-7

SEQUENCING

7-7-3

SEPARATION

7-8-3

SEPARATION

7-9-4

SEPARATION

1. PARAGRAPH NUMBER AND TITLE: 1񩻮. ABBREVIATIONS

2. BACKGROUND: For STARS, CARTS, and MEARTS, it has been determined that FUSION is the best method to combine all available surveillance sources (ASR, ARSR, and ADS瑽) for displaying each single tracked target for air traffic control separation services. FUSION performance is characteristic of a single璼ensor radar display system. Terminal areas use mono璸ulse secondary surveillance radar (ASR9, Mode S or ASR11, MSSR). The performance of this system will be used as the baseline radar system to ensure consistency with current separation standards within the NAS.

On August 23 and 24, 2011, selected members of the Terminal Procedures Group participated in the FUSION technology demonstrations on both STARS and CARTS platforms at the William J. Hughes Technical Center. Following a review of the DCPs, these individuals modified several of the proposed changes to both FAA Order JO 7110.65 and Order JO 7210.3 that are required to support the implementation of the technology.

3. CHANGE: 

OLD

 

NEW

1񩻮. ABBREVIATIONS

 

1񩻮. ABBREVIATIONS

Add

 

ISR - Increased Separation Required


1. PARAGRAPH NUMBER AND TITLE: 
2񪏜. AIRCRAFT EQUIPMENT SUFFIX
2񪏝. CLEARANCE STATUS
4񩧾. EXCEPTIONS
4񪏖. DEPARTURE CLEARANCES
4񪏗. DEPARTURE CLEARANCES
4񪣁. ROUTE USE
4񪣂. ROUTE STRUCTURE TRANSITIONS
4񪣄. ALTERNATIVE ROUTES
4񫞅. CLEARANCE INFORMATION
5񩧽0. DEVIATION ADVISORIES
5񪶭. APPLICATION
6񪣃. MINIMA ON OPPOSITE COURSES
6񪶰. MINIMA ALONG OTHER THAN ESTABLISHED AIRWAYS OR ROUTES
6񪶱. RNAV MINIMA- DIVERGING/CROSSING COURSES

2. BACKGROUND: This change implements revised ATC procedures for GNSS-equipped aircraft operating on RNAV ATS routes and on random point-to-point and random impromptu routes in airspace in which ATC procedures are applied, excluding oceanic airspace. Expanded explanation of GNSS equipment suffixes and random routes is provided with references added. Additionally, this change incorporates use of the term GNSS in place of GPS for space-based positioning and navigation systems where /G equipage is required.

3. CHANGE: 

OLD

 

NEW

2񪏜. AIRCRAFT EQUIPMENT SUFFIX

 

2񪏜. AIRCRAFT EQUIPMENT SUFFIX

Title thru a

 

No Change

Add

 

b. GNSS璭quipped aircraft:

Add

 

1. Have an equipment suffix of /G, /L, /S, or /V.

Add

 

2. May be determined by executing an ICAO flight plan readout and verifying a filed 揋 in the ICAO equipment list.

Add

 

3. May be determined by verifying with the pilot that the aircraft is GNSS璭quipped.

Subparagraph b and c

 

Re璴etter to c and d

OLD

239. CLEARANCE STATUS

TBL 2-3-10
Aircraft Equipment Suffixes

Delete

Suffix

Aircraft Equipment Suffixes

 

NO DME

/X

No transponder

/T

Transponder with no Mode C

/U

Transponder with Mode C

 

DME

/D

No transponder

/B

Transponder with no Mode C

/A

Transponder with Mode C

 

TACAN ONLY

/M

No transponder

/N

Transponder with no Mode C

/P

Transponder with Mode C

 

AREA NAVIGATION (RNAV)

/Y

LORAN, VOR/DME, or INS with no transponder

/C

LORAN, VOR/DME, or INS, transponder with no Mode C

/I

LORAN, VOR/DME, or INS, transponder with Mode C

 

ADVANCED RNAV WITH TRANSPONDER AND MODE C (If an aircraft is unable to operate with a transponder and/or Mode C, it will revert to the appropriate code listed above under Area Navigation.)

/E

Flight Management System (FMS) with DME/DME and IRU position updating

/F

Flight Management System (FMS) with DME/DME position updating

/G

Global Navigation Satellite System (GNSS), including GPS or WAAS, with en route and terminal capability

/R

Required Navigational Performance. The aircraft meets the RNP type prescribed for the route Segment(s), route(s) and/or area concerned

 

REDUCED VERTICAL SEPARATION MINIMUM (RVSM). Prior to conducting RVSM operations within the U.S., the operator must obtain authorization from the FAA or from the responsible authority, as appropriate.

/J

/E with RVSM

/K

/F with RVSM

/L

/G with RVSM

/Q

/R with RVSM

/W

RVSM

NEW

239. CLEARANCE STATUS

TBL 2-3-10
Aircraft Equipment Suffixes

Add

Navigation Capability

Transponder Capability

Suffix

 

 

 

 

RVSM

Any

Failed transponder or Failed Mode C capability

/H

No GNSS, No RNAV

Transponder with Mode C

/W

RNAV, No GNSS

Transponder with Mode C

/Z

GNSS

Transponder with Mode C

/L

 

No RVSM

No DME

No transponder

/X

Transponder with no Mode C

/T

Transponder with Mode C

/U

DME

No transponder

/D

Transponder with no Mode C

/B

Transponder with Mode C

/A

TACAN

No transponder

/M

Transponder with no Mode C

/N

Transponder with Mode C

/P

RNAV,
No GNSS

No transponder

/Y

Transponder with no Mode C

/C

Transponder with Mode C

/I

GNSS

No transponder

/V

Transponder with no Mode C

/S

Transponder with Mode C

/G

OLD

 

NEW

4񩧾. EXCEPTIONS

 

4񩧾. EXCEPTIONS

Altitude and distance limitations need not be applied when any of the following conditions are met:

 

Altitude and distance limitations need not be applied when any of the following conditions are met:

a. Routing is initiated by ATC or requested by the pilot and the following is provided:

 

a. Routing is initiated by ATC or requested by the pilot and radar monitoring is provided.

1. Radar monitoring.

 

Delete

2. As necessary, course guidance unless the aircraft is /E, /F, /G, or /R equipped.

 

Delete

 

Add

 

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

NOTE-
1. Para 5񪶭, Application, requires that radar separation be provided to RNAV aircraft on random (impromptu) routes at FL 450 and below.

 

NOTE-
1. Except for GNSS璭quipped aircraft /G, /L, /S, and /V, not on a random impromptu route, Paragraph 5񪶭, Application, requires radar separation be provided to RNAV aircraft operating at and below FL450 on Q routes or random RNAV routes, excluding oceanic airspace.

2. EN ROUTE. Radar monitoring is not required for aircraft equipped with IFR璫ertified GPS systems operating on point璽o璸oint RNAV routes within the Anchorage Air Route Traffic Control Center (ARTCC) controlled airspace (excluding oceanic airspace), where ATC surveillance coverage is not available. Additionally, in accordance with para 5񪶭, Application; such aircraft described herein may be provided nonradar separation, in lieu of radar separation, when an operational advantage will be gained.

 

Delete

NOTE 3

 

Renumber to NOTE 2

REFERENCE-
FAAO JO 7110.65, Para 2-1-3, Procedural Preference.
FAAO JO 7110.65, Para 4-4-2, Route Structure Transitions.
FAAO JO 7110.65, Para 6-5-4, Minima Along Other Than Established Airways or Routes.
P/CG Term- Radar Monitoring.

 

REFERENCE-
FAAO JO 7110.65, Para 2񩧿, Procedural Preference.
FAAO JO 7110.65, Para 4񪣂, Route Structure Transitions.
FAAO JO 7110.65, Para 5񩧽0, Deviation Advisories.
FAAO JO 7110.65, Para 5񪶭, Application.
FAAO JO 7110.65, Para 6񪶰, Minima Along Other Than Established Airways or Routes.
AIM, Para 5񩨄c, Direct Flights
AIM, Para 5񩨄d, Area Navigation (RNAV)
P/CG Term Global Navigation Satellite System (GNSS)[ICAO].

OLD

 

NEW

4񪏖. DEPARTURE CLEARANCES

 

4񪏖. DEPARTURE CLEARANCES

Title thru c4(a)

 

No Change

Add

 

NOTE-
Departure procedure descriptive text contained within parentheses (for example, 揓immy One (RNAV) Departure) is not included in departure clearance phraseology.

PHRASEOLOGY-

 

No Change

EXAMPLE-
揝troudsburg One Departure.
揝troudsburg One Departure, Sparta Transition.
揝troudsburg One RNAV Departure.

 

EXAMPLE-
揝troudsburg One Departure.
揝troudsburg One Departure, Sparta Transition.

NOTE-

 

No Change

c4(b)

 

No Change

PHRASEOLOGY-

 

No Change

EXAMPLE-
揝troudsburg One Departure, except cross Quaker at five thousand. I say again, cross Quaker at five thousand.

揂storia Two RNAV Departure, except cross Astor waypoint at six thousand. I say again, cross Astor waypoint at six thousand.

 

EXAMPLE-
揝troudsburg One Departure, except cross Quaker at five thousand. I say again, cross Quaker at five thousand.

揂storia Two Departure, except cross Astor waypoint at six thousand. I say again, cross Astor waypoint at six thousand.

c4(c)

 

No Change

PHRASEOLOGY-

 

No Change

EXAMPLE-
揝troudsburg One Departure. Cross Jersey intersection at four thousand. Cross Range intersection at six thousand.

揈ngle Two RNAV departure. Cross Pilim waypoint at or above five thousand. Cross Engle waypoint at or above seven thousand. Cross Gorge waypoint at niner thousand.

 

EXAMPLE-
揝troudsburg One Departure. Cross Jersey intersection at four thousand. Cross Range intersection at six thousand.

揈ngle Two departure. Cross Pilim waypoint at or above five thousand. Cross Engle waypoint at or above seven thousand. Cross Gorge waypoint at niner thousand.

OLD

 

NEW

4񪏗. ABBREVIATED DEPARTURE CLEARANCE

 

4񪏗. ABBREVIATED DEPARTURE CLEARANCE

Title thru d Phraseology

 

No Change

EXAMPLE-
揅leared to Reynolds Airport; David Two RNAV Departure, Kingham Transition; then, as filed. Maintain niner thousand. Expect flight level four one zero, one zero minutes after departure.

揅leared to Reynolds Airport as filed. Maintain niner thousand. Expect flight level four one zero, one zero minutes after departure.

 

EXAMPLE-
揅leared to Reynolds Airport; David Two Departure, Kingham Transition; then, as filed. Maintain niner thousand. Expect flight level four one zero, one zero minutes after departure.

揅leared to Reynolds Airport as filed. Maintain niner thousand. Expect flight level four one zero, one zero minutes after departure.

OLD

 

NEW

4񪣁. ROUTE USE

 

4񪣁. ROUTE USE

Title thru a

 

No Change

PHRASEOLOGY-
VIA:

Victor (color) (airway number)(the word Romeo when RNAV for existing Alaska routes)

or

J (route number) (the word Romeo when RNAV for existing Alaska routes),

or

 

PHRASEOLOGY-
VIA:

Victor (color) (airway number)(the word Romeo when RNAV for existing Alaska routes)

or

J (route number) (the word Romeo when RNAV for existing Alaska routes),

or

 

Add

 

Q (route number)

or

Tango (route number)

or

SUBSTITUTE (ATS route) FROM (fix) to (fix),

or

IR (route number).

CROSS/JOIN VICTOR (color) (airway number), (number of miles) MILES (direction) OF (fix).

 

SUBSTITUTE (ATS route) FROM (fix) to (fix),

or

IR (route number).

CROSS/JOIN VICTOR (color) (airway number), (number of miles) MILES (direction) OF (fix).

b. Radials, courses, azimuths, or direct to or from NAVAIDs.

 

b. Radials, courses, azimuths to or from NAVAIDs.

PHRASEOLOGY-
DIRECT

 

Delete

VIA;

(name of NAVAID) (specified)
RADIAL/COURSE/AZIMUTH,

or

RADIALS OF (ATS route) AND (ATS route).

 

VIA;

(name of NAVAID) (specified)
RADIAL/COURSE/AZIMUTH,

or

RADIALS OF (ATS route) AND (ATS route).

Add

 

c. Random routes.

Add

 

1. When not being radar monitored, GNSS璭quipped RNAV aircraft on random RNAV routes must be cleared via or reported to be established on a point璽o璸oint route.

Add

 

(a) The points must be published NAVAIDs, waypoints, fixes or airports recallable from the aircraft's navigation database. The points must be displayed on controller video maps or depicted on the controller chart displayed at the control position. When applying nonradar separation the maximum distance between points must not exceed 500 miles.

Add

 

(b) Protect 4 miles either side of the route centerline.

Add

 

(c) Assigned altitudes must be at or above the highest MIA along the projected route segment being flown, including the protected airspace of that route segment.

Add

 

2. Impromptu

Add

 

PHRASEOLOGY-
DIRECT (name of NAVAID/waypoint/fix/airport)

Add

 

NOTE-
A random impromptu routing is a direct course initiated by ATC or requested by the pilot during flight. Aircraft are cleared from their present position to a NAVAID, waypoint, fix, or airport.

Add

 

3. Point璽o璓oint

Add

 

PHRASEOLOGY-
After (fix) proceed direct (fix)

Add

 

NOTE-
A point璽o璸oint route segment begins and ends with a published NAVAID, waypoint, fix, or airport.

c. DME arcs of VORTAC, MLS, or TACAN aids.

 

d. DME arcs of NAVAIDS.

d

 

Re璴etter as e

e. SIDs/STARs/FMSPs.

 

Re璴etter as f. SIDs/STARs.

f thru h

 

Re璴etter g thru i

PHRASEOLOGY-
CLEARED TO FLY (general direction from NAVAID) OF (NAVAID name and type) BETWEEN (specified) COURSES TO/BEARINGS FROM/RADIALS (NAVAID name when a NDB) WITHIN (number of miles) MILE RADIUS,

or

CLEARED TO FLY (specified) QUADRANT OF (NAVAID name and type) WITHIN (number of miles) MILE RADIUS.

 

PHRASEOLOGY-
CLEARED TO FLY (general direction from NAVAID) OF (NAVAID name and type) BETWEEN (specified) COURSES TO/BEARINGS FROM/RADIALS (NAVAID name when a NDB) WITHIN (number of miles) MILE RADIUS,

or

CLEARED TO FLY (specified) QUADRANT OF (NAVAID name and type) WITHIN (number of miles) MILE RADIUS.

or

 

Delete

CLEARED TO FLY (general direction from MLS) OF (name or MLS) BETWEEN (specified) AZIMUTHS WITHIN/BETWEEN (number of miles) MILE RADIUS.

 

Delete

EXAMPLE-
1. 揅leared to fly east of Allentown VORTAC between the zero four five and the one three five radials within four zero mile radius.

2. 揅leared to fly east of Crystal Lake radio beacon between the two two five and the three one five courses to Crystal Lake within three zero mile radius.

3. 揅leared to fly northeast quadrant of Philipsburg VORTAC within four zero mile radius.

 

EXAMPLE-
1. 揅leared to fly east of Allentown VORTAC between the zero four five and the one three five radials within four zero mile radius.

2. 揅leared to fly east of Crystal Lake radio beacon between the two two five and the three one five courses to Crystal Lake within three zero mile radius.

3. 揅leared to fly northeast quadrant of Philipsburg VORTAC within four zero mile radius.

揅leared to fly east of the Montgomery M-L-S runway two eight left between the two seven zero and the two four zero azimuth within a 5 mile radius

 

Delete

i

 

Re璴etter as j.

j. RNAV aircraft transitioning to/from High Altitude Redesign (HAR) or Point璽o璸oint (PTP) operations via pitch/catch points.

 

Delete

REFERENCE-
FAAO JO 7110.65, Para 2񪏜 Aircraft Equipment Suffix.
FAAO JO 7110.65, Para 2񪶯 NAVAID Fixes
FAAO JO 7110.65, Chapter 5, Section 5, Radar Separation,
Para 5񪶭, Application

 

REFERENCE-
FAAO JO 7110.65, Para 2񪏜 Aircraft Equipment Suffix.
FAAO JO 7110.65, Para 2񪶯 NAVAID Fixes
FAAO JO 7110.65, Para 4񩧾, Exceptions
FAAO JO 7110.65, Para 5񪶭, Application
FAAO JO 7110.65, Para 6񪶰, Minima Along Other Than Established Airways or Routes.
P/CG Term Global Navigation Satellite System (GNSS)[ICAO].

OLD

 

NEW

4񪣂. ROUTE STRUCTURE TRANSITIONS

 

4񪣂. ROUTE STRUCTURE TRANSITIONS

To effect transition within or between route structure, clear an aircraft by one or more of the following methods, based on VOR, VORTAC, TACAN, or MLS NAVAIDs (unless use of other NAVAIDs are essential to aircraft operation or ATC efficiency):

 

To effect transition within or between route structures, clear an aircraft by one or more of the following methods, based on NAVAIDs or RNAV:

a thru f

 

No Change

g. Provide radar monitor when transition to or from a designated or established RNAV route is made along random RNAV routes.

 

g. Clear RNAV aircraft between designated or established ATS routes via random RNAV routes to a NAVAID, waypoint, airport or fix on the new route.

EN ROUTE

 

Delete

EXCEPTION. Radar monitoring is not required for aircraft equipped with IFR璫ertified GPS systems operating on point璽o璸oint RNAV routes within Anchorage Air Route Traffic Control Center controlled airspace (excluding oceanic airspace) where ATC surveillance coverage is not available.

 

Delete

REFERENCE-
FAAO JO 7110.65, Para 6񪶰, Minima along other than Established Airways or Routes.
FAAO JO 7110.65, Para 4񩧾, Exceptions.

 

Delete

h. Clear RNAV aircraft transitioning to or between designated or established RNAV routes direct to a named waypoint on the new route.

 

h. Provide radar monitoring to RNAV equipped aircraft transitioning via random RNAV routes.

Add

 

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

REFERENCE-
FAAO JO 7110.65, Para 6񪶰, Minima Along Other Than Established Airways or Routes.

 

Delete

Add

 

FAAO JO 7110.65, Para 4񩧾, Exceptions.
FAAO JO 7110.65, Para 4񪣁, Route Use.
FAAO JO 7110.65, Para 5񪶭, Application.
P/CG Term - Global Navigation Satellite System (GNSS)[ICAO].

OLD

 

NEW

4񪣄. ALTERNATIVE ROUTES

 

4񪣄. ALTERNATIVE ROUTES

When any part of an airway or route is unusable because of NAVAID status, clear aircraft other than /E, /F, /G, or /R, via one of the following alternative routes:

 

When any part of an airway or route is unusable because of NAVAID status, clear aircraft that are not RNAV capable via one of the following alternative routes:

a thru d

 

No Change

OLD

 

NEW

4񫞅. CLEARANCE INFORMATION

 

4񫞅. CLEARANCE INFORMATION

Title thru b

 

No Change

NOTE-
If a civil pilot does not wish to use a STAR or FMSP issued in an ATC clearance or any other STAR or FMSP published for that location, the pilot is expected to advise ATC.

 

NOTE-
1. If a civil pilot does not wish to use a STAR issued in an ATC clearance or any other STAR published for that location, the pilot is expected to advise ATC.

Add

 

2. Arrival procedure descriptive text contained within parentheses (for example, 揇evine One (RNAV) Arrival) are not included in arrival clearance phraseology.

c thru c2

 

No Change

EXAMPLE-
揃ayview Three R-NAV Arrival, Helen Transition, maintain Flight Level Three Three Zero.
揇escend via the Civit One Arrival.
揇escend via the Lendy One R-NAV Arrival, Runway 22 left.

揅ross JCT at Flight Level Two Four Zero.
揇escend via the Coast Two Arrival.
揅ivit One Arrival, Descend and Maintain Flight Level Two Four Zero.

 

EXAMPLE-
揃ayview Three Arrival, Helen Transition, maintain Flight Level Three Three Zero.
揇escend via the Civit One Arrival.
揇escend via the Lendy One Arrival, Runway 22 left.

揅ross JCT at Flight Level Two Four Zero.
揇escend via the Coast Two Arrival.
揅ivit One Arrival, Descend and Maintain Flight Level Two Four Zero.

OLD

 

NEW

5񩧽0. DEVIATION ADVISORIES

 

5񩧽0. DEVIATION ADVISORIES

Inform an aircraft when it is observed in a position and on a track which will obviously cause the aircraft to deviate from its protected airspace area. If necessary, assist the aircraft to return to the assigned protected airspace.

 

Inform an aircraft when it is observed in a position and on a track, which will obviously cause the aircraft to deviate from its protected airspace area. If necessary, help the aircraft return to the assigned protected airspace.

Add

 

NOTE-
1. RNAV ATS routes have a width of 8 miles and laterally protected airspace of 4 miles on each side of the route centerline.

Add

 

2. Navigation system performance requirements for operations on RNAV ATS routes require the aircraft system be capable of remaining within 2 miles of the route centerline. Aircraft approaching this limit may be experiencing a navigation system error or failure.

REFERENCE-
FAAO JO 7110.65, Para 4񩻭, Route or Altitude Amendments.
FAAO JO 7110.65, Para 7񬅟, Methods.

 

REFERENCE-
FAAO JO 7110.65, Para 4񩻭, Route or Altitude Amendments
FAAO JO 7110.65, Para 7񬅟, Methods

Add

 

FAAO 7400.2, Para 20񪶯. Lateral Protected Airspace Criteria for RNAV En Route Segments
AC90100A, U.S. Terminal and En Route Area Navigation (RNAV) Operations, Para 8a. Navigation System Accuracy

OLD

 

NEW

5񪶭. APPLICATION

 

5񪶭. APPLICATION

a. Radar separation must be applied to all RNAV aircraft operating on a random (impromptu) route at or below FL 450 and to all published Q routes in the conterminous United States.

 

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

Add

 

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

EN ROUTE

 

Delete

EXCEPTION. Aircraft equipped with IFR璫ertified GPS systems operating on point璽o璸oint RNAV routes within the Anchorage Air Route Traffic Control Center (ARTCC) controlled airspace (excluding oceanic airspace), where ATC surveillance coverage is not available, may be provided nonradar separation, in lieu of radar separation, when an operational advantage will be gained.

 

Delete

REFERENCE-
FAAO JO 7110.65, Para 2񩧿, Procedural Preference
FAAO JO 7110.65, Para 4񩧾, Exceptions
FAAO JO 7110.65, Para 6񪶰, Minima Along Other Than Established Airways or Routes

 

REFERENCE-
FAAO JO 7110.5, Para 2񪏜, Aircraft Equipment Suffixes.
FAAO JO 7110.5, TBL 2񪏕0, Aircraft Equipment Suffixes

FAAO JO 7110.65, Para 4񪣁, Route Use.
AIM, Para 5񩨄d., Area Navigation (RNAV).
AIM, Para 5񪏘a.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

 

No Change

OLD

 

NEW

6񪣃. MINIMA ON OPPOSITE COURSES

 

6񪣃. MINIMA ON OPPOSITE COURSES

Title thru d

 

No Change

Add

 

NOTE-
Except for GNSS璭quipped aircraft /G, /L, /S, and /V, not on a random impromptu route, Paragraph 5񪶭, Application, requires radar separation be provided to RNAV aircraft operating at and below FL450 on Q routes or random RNAV routes, excluding oceanic airspace.

OLD

 

NEW

6񪶰. MINIMA ALONG OTHER THAN ESTABLISHED AIRWAYS OR ROUTES

 

6񪶰. MINIMA ALONG OTHER THAN ESTABLISHED AIRWAYS OR ROUTES

Title thru a3

 

No Change

NOTE-
1. Degree distance RNAV flights (random routes) at FL 450 and below are provided radar separation.

 

NOTE-
Except for GNSS璭quipped aircraft /G, /L, /S, and /V, not on a random impromptu route, Paragraph 5񪶭, Application, requires radar separation be provided to RNAV aircraft operating at and below FL450 on Q routes or random RNAV routes, excluding oceanic airspace.

2. EN ROUTE. Aircraft equipped with IFR璫ertified GPS systems operating on point璽o璸oint RNAV routes within the Anchorage Air Route Traffic Control Center (ARTCC) controlled airspace (excluding oceanic airspace), where ATC surveillance coverage is not available, may be provided nonradar separation, in lieu of radar separation, when an operational advantage will be gained.

 

Delete

REFERENCE-
FAAO JO 7110.65, Para 2񩧿, Procedural Preference.
FAAO JO 7110.65, Para 4񪣂, Route Structure Transitions.
FAAO JO 7110.65, Para 5񪶭, Application.

 

REFERENCE-
FAAO JO 7110.65, Para 4񪣂, Route Structure Transitions.
FAAO JO 7110.65, Para 5񪶭, Application.
P/CG Term Global Navigation Satellite System (GNSS)[ICAO].

Add

 

4. GNSS璭quipped RNAV aircraft provided non璻adar separation on random RNAV routes must be cleared via or reported to be established on point璽o璸oint route segments.

Add

 

(a) The points must be published NAVAIDs, waypoints, fixes, or airports recallable from the aircraft's navigation database. The points must be displayed on controller video maps or depicted on the controller chart displayed at the control position. The maximum distance between points must not exceed 500 miles.

Add

 

(b) Protect 4 miles either side of the route centerline.

Add

 

(c) Assigned altitudes must be at or above the highest MIA along the projected route segment being flown, including the protected airspace of that route segment.

Add

 

(d) When the GNSS aircraft is being provided radar service and is transitioning to non璻adar airspace, provide clearance direct to the named point in non璻adar airspace in accordance with subparagraphs a4(a) through (c).

Add

 

EXAMPLE-
A pilot has filed a point璽o璸oint route from XYZ to ABC at 13,000 feet. Departure procedures from the originating airport place the aircraft a significant distance from XYZ; however, the aircraft can establish itself along the route segment from XYZ to ABC. Ascertain when the pilot is established on the point璽o璸oint route segment and at an altitude, which meets or exceeds the highest MVA/MIA projected along the route of flight, then issue a clearance. 揤erify when you are established on the XYZ to ABC route segment at or above 6,000 feet.

Add

 

REFERENCE-
FAAO JO 7110.65, Para 4񪣂, Route Structure Transitions
FAAO JO 7110.65, Para 5񪶭, Application

b thru d

 

No Change

EN ROUTE

 

Delete

e. For aircraft equipped with IFR璫ertified GPS systems operating within Anchorage Air Route Traffic Control Center controlled airspace (excluding oceanic airspace) where ATC surveillance coverage is not available:

 

Delete

1. Aircraft must be cleared via point璽o璸oint route segments. Points are defined as: NAVAIDS, intersections, airports, and waypoints.

 

Delete

2. Lateral protected airspace must be 4 NM either side of the projected centerline between the points.

 

Delete

3. Points used for navigation must be named and depicted on the controller video map, and/or on the controller chart(s) located at the position.

 

Delete

4. The maximum distance between successive fixes/waypoints must not exceed 512 miles.

 

Delete

5. Assigned altitudes must be at or above the highest minimum IFR altitude (MIA) along the projected route, including the protected airspace of that route, for the route segment being flown.

 

Delete

OLD

 

NEW

6񪶱. RNAV MINIMA DIVERGING/ CROSSING COURSES

 

6񪶱. RNAV MINIMA DIVERGING/ CROSSING COURSES

Title thru b

 

No Change

Add

 

NOTE-
Except for GNSS璭quipped aircraft /G, /L, /S, and /V, not on a random impromptu route, Paragraph 5񪶭, Application, requires radar separation be provided to RNAV aircraft operating at and below FL450 on Q routes or random RNAV routes, excluding oceanic airspace.


1. PARAGRAPH NUMBER AND TITLE: 2񪣁7. NUMBERS USAGE

2. BACKGROUND: In 2010, the National Transportation Safety Board (NTSB) submitted two safety recommendations, A10107 and A10109, to the FAA requesting that changes to FAA Order JO 7110.65 be made requiring the following: 1) air traffic controllers provide pilots with the maximum wind component, including gusts, that flights may encounter during landing and departure; and 2) require controllers to use term 揼usts in radio transmissions to aircrews when present. Both safety recommendations were a result of separate incidents.

These recommendations from the NTSB requested that the EXAMPLES in Paragraph 2񪣁7g be changed to PHRASEOLOGY. A review of FAA Order JO 7110.65 revealed that Paragraph 2񪣁7, NUMBERS USAGE, specifies two EXAMPLES of how to issue wind, and associated gusts, to flight crews. What is lacking, however, is a statement in the body of the text that mandates that controllers must issue gusts. It is also imperative to note that this specific paragraph (2񪣁7) identifies how to issue numbers and related information to pilots and does not contain any specific phraseology requirements.

3. CHANGE: 

OLD

 

NEW

2񪣁7. NUMBERS USAGE

 

2񪣁7. NUMBERS USAGE

Title thru f

 

No change

g. Surface wind. The word 搘ind followed by the separate digits of the indicated wind direction to the nearest 10-degree multiple, the word 揳t and the separate digits of the indicated velocity in knots.

 

g. Surface wind. The word 搘ind followed by the separate digits of the indicated wind direction to the nearest 10-degree multiple, the word 揳t and the separate digits of the indicated velocity in knots, to include any gusts.

EXAMPLE-
揥ind zero three zero at two five.
揥ind two seven zero at one five gusts three five.

 

EXAMPLE
揥ind zero three zero at two five.
揥ind two seven zero at one five gusts three five.


1. PARAGRAPH NUMBER AND TITLE: 2񫊜. WEATHER AND CHAFF SERVICES

2. BACKGROUND: The proposed changes to the 7110.65, paragraph 2񫊜 are in response to a Corrective Action Request. A requirement for the transferring controller to clearly coordinate the nature of weather deviation guidance service to the receiving controller, and provisions to allow the controller to combine the deviation clearance with the on course clearance has been added. This change also clarifies the authority for a pilot to maneuver left and right within the bounds of the deviation clearance. Additional 4th line entries have been proposed to more accurately depict the aircraft's deviation conditions.

3. CHANGE: 

OLD

 

NEW

2񫊜. WEATHER AND CHAFF SERVICES

 

2񫊜. WEATHER AND CHAFF SERVICES

a. Issue pertinent information on observed/reported weather and chaff areas. When requested by the pilot, provide radar navigational guidance and/or approve deviations around weather or chaff areas.

 

a. Issue pertinent information on observed/reported weather and chaff areas by defining the area of coverage in terms of azimuth (by referring to the 12環our clock) and distance from the aircraft or by indicating the general width of the area and the area of coverage in terms of fixes or distance and direction from fixes.

1. Issue weather and chaff information by defining the area of coverage in terms of azimuth (by referring to the 12環our clock) and distance from the aircraft or by indicating the general width of the area and the area of coverage in terms of fixes or distance and direction from fixes.

 

Delete

Add

 

NOTE-
Weather significant to the safety of aircraft includes such conditions as funnel cloud activity, lines of thunderstorms, embedded thunderstorms, large hail, wind shear, microbursts, moderate to extreme turbulence (including CAT), and light to severe icing.

Add

 

REFERENCE-
AIM, Paragraph 7񩧽4, ATC Inflight Weather Avoidance Assistance.

PHRASEOLOGY-
WEATHER/CHAFF AREA BETWEEN
(number)O'CLOCK AND (number) O'CLOCK
(number) MILES,

or

(number) MILE BAND OF WEATHER/CHAFF FROM (fix or number of miles and direction from fix) TO (fix or number of miles and direction from fix).

 

PHRASEOLOGY-
WEATHER/CHAFF AREA BETWEEN
(number) O'CLOCK AND (number) O'CLOCK
(number) MILES,

or

(number) MILE BAND OF WEATHER/CHAFF FROM (fix or number of miles and direction from fix) TO (fix or number of miles and direction from fix).

2. When a deviation cannot be approved as requested and the situation permits, suggest an alternative course of action.

 

Delete

PHRASEOLOGY-
UNABLE DEVIATION (state possible alternate course of action).
FLY HEADING (heading),

or

PROCEED DIRECT (name of NAVAID).

 

Delete

b. In areas of significant weather, plan ahead and be prepared to suggest, upon pilot request, the use of alternative routes/altitudes.

 

Delete

PHRASEOLOGY-
DEVIATION
APPROVED, (restrictions if necessary),
ADVISE WHEN ABLE TO:
RETURN TO COURSE,

or

RESUME OWN NAVIGATION,

or

FLY HEADING (heading),

or

PROCEED DIRECT (name of NAVAID).

 

Delete

NOTE-
Weather significant to the safety of aircraft includes such conditions as funnel cloud activity, lines of thunderstorms, embedded thunderstorms, large hail, wind shear, microbursts, moderate to extreme turbulence (including CAT), and light to severe icing.

 

Delete

REFERENCE-
AIM, Para 7񩧽4, ATC Inflight Weather Avoidance Assistance.

 

Delete

c thru g

 

Reletter b thru f.

h. The supervisory traffic management coordinator璱n璫harge/operations supervisor/ controller璱n璫harge must verify the digitized radar weather information by the best means available (e.g., pilot reports, local tower personnel, etc.) if the weather data displayed by digitized radar is reported as questionable or erroneous. Errors in weather radar presentation must be reported to the technical operations technician and the air traffic supervisor must determine if the digitized radar derived weather data is to be displayed and a NOTAM distributed.

 

Delete

NOTE-
Anomalous propagation (AP) is a natural occurrence affecting radar and does not in itself constitute a weather circuit failure.

 

Delete

Add

 

g. When requested by the pilot, provide radar navigational guidance and/or approve deviations around weather or chaff areas. In areas of significant weather, plan ahead and be prepared to suggest, upon pilot request, the use of alternative routes/altitudes.

Add

 

1. An approval for lateral deviation authorizes the pilot to maneuver left or right within the limits of the lateral deviation area.

Add

 

REFERENCE-
AIM, Paragraph 7񩧽4b, 1. (a) ATC Inflight Weather Avoidance Assistance

Add

 

2. If a pilot enters your area of jurisdiction already deviating for weather, advise the pilot of any additional pertinent weather which may affect his route.

Add

 

3. If traffic and airspace (i.e., special use airspace boundaries, LOA constraints) permit, combine the approval for weather deviation with a clearance on course.

Add

 

PHRASEOLOGY-
DEVIATION (restrictions if necessary) APPROVED, WHEN ABLE, PROCEED DIRECT (name of NAVAID/WAYPOINT/FIX)

or

DEVIATION (restrictions if necessary) APPROVED, WHEN ABLE, FLY HEADING (degrees), VECTOR TO JOIN (airway) AND ADVISE.

Add

 

EXAMPLE-
1. 揇eviation twenty degrees right approved, when able proceed direct O'Neill VORTAC and advise.
En Route: The corresponding fourth line entry is 揇20R/ONL or 揇20R/F.

2. 揇eviation 30 degrees left approved, when able fly heading zero niner zero, vector join J324 and advise.
En Route: In this case the free text character limitation prevents use of fourth line coordination and verbal coordination is required.

Add

 

4. If traffic or airspace prevent you from clearing the aircraft on course at the time of the approval for a weather deviation, instruct the pilot to advise when clear of weather.

Add

 

PHRASEOLOGY-
DEVIATION (restrictions if necessary) APPROVED, ADVISE CLEAR OF WEATHER.

Add

 

EXAMPLE-
揇eviation North of course approved, advise clear of weather.
En Route: In this case the corresponding fourth line entry is 揇N, and the receiving controller must provide a clearance to rejoin the route in accordance with paragraph 2񩧽5 c.

Add

 

h. When a deviation cannot be approved as requested because of traffic, take an alternate course of action that provides positive control for traffic resolution and satisfies the pilot's need to avoid weather.

Add

 

PHRASEOLOGY-
UNABLE DEVIATION, FLY HEADING (heading), ADVISE CLEAR OF WEATHER

or

UNABLE DEVIATION, TURN (number of degrees) DEGREES (left or right)FOR TRAFFIC, ADVISE CLEAR OF WEATHER,

Add

 

EXAMPLE-
揢nable deviation, turn thirty degrees right vector for traffic, advise clear of weather.

Add

 

i. When forwarding weather deviation information, the transferring controller must clearly coordinate the nature of the route guidance service being provided. This coordination should include, but is not limited to: assigned headings, suggested headings, pilot璱nitiated deviations. Coordination can be accomplished by: verbal, automated, or pre璦rranged procedures. Emphasis should be made between: controller assigned headings, suggested headings, or pilot initiated deviations.

Add

 

EXAMPLE-
(call sign) assigned heading 330 for weather avoidance"

(call sign) deviating west, pilot requested"

Add

 

REFERENCE-
FAA Order JO 7110.65 2񩧽4 Coordinate Use Of Airspace
FAA Order JO 7110.65 5񪣅 Transferring Controller Handoff
FAA Order JO 7110.65 5񪣆 Receiving Controller Handoff
FAA Order JO 7110.65 5񪣁0 Prearranged Coordination
FAA Order JO 7110.65 5񪣁1 En Route Fourth Line Data Block Usage

Add

 

j. En Route Fourth Line Data Transfer

Add

 

1. The inclusion of a NAVAID, waypoint, or /F in the fourth line data indicates that the pilot has been authorized to deviate for weather and must rejoin the route at the next NAVAID or waypoint in the route of flight.

Add

 

REFERENCE-
FAA Order JO 7110.65 5񪣁1
En Route Fourth Line Data Block Usage

Add

 

EXAMPLE-
揇eviation twenty degrees right approved, when able proceed direct O'Neill VORTAC and advise.
In this case, the corresponding fourth line entry is 揇20R/ONL or 揇20R/F.

Add

 

2. The absence of a NAVAID, waypoint, or /F in the fourth line indicates that:

Add

 

(a) The pilot has been authorized to deviate for weather only, and the receiving controller must provide a clearance to rejoin the route in accordance with paragraph 2񩧽5c.

Add

 

EXAMPLE-
揇eviation twenty degrees right approved, advise clear of weather.

Add

 

(b) The free text character limitation prevents the use of fourth line coordination. Verbal coordination is required.

Add

 

EXAMPLE-
揇eviation 30 degrees left approved, when able fly heading zero niner zero, vector join J324 and advise.

Add

 

k. The supervisory traffic management coordinator璱n璫harge/operations supervisor/controller璱n璫harge shall verify the digitized radar weather information by the best means available (e.g., pilot reports, local tower personnel, etc.) if the weather data displayed by digitized radar is reported as questionable or erroneous. Errors in weather radar presentation shall be reported to the technical operations technician and the air traffic supervisor shall determine if the digitized radar derived weather data is to be displayed and a NOTAM distributed.

Add

 

NOTE-
Anomalous propagation (AP) is a natural occurrence affecting radar and does not in itself constitute a weather circuit failure.


1. PARAGRAPH NUMBER AND TITLE: 3񩧾. PREVENTATIVE CONTROL

2. BACKGROUND: This change adds clarification with respect to Letters of Agreement between airport facilities and how the Department of Defense (DoD) operates its facilities throughout the National Airspace System. DoD facilities do not construct nor do they enter into Letters of Agreement (LOA) with on base facilities at military installations. These LOAs are replaced with Airfield Operating Instructions (OIs), Memorandums of Understanding (MOUs), or other specific directives.

3. CHANGE: 

OLD

 

NEW

3񩧾. PREVENTATIVE CONTROL

 

3񩧾. PREVENTATIVE CONTROL

Provide preventative control service only to aircraft operating in accordance with a letter of agreement. When providing this service, issue advice or instructions only if a situation develops that requires corrective action.

 

Provide preventative control service only to aircraft operating in accordance with a letter of agreement. When providing this service, issue advice or instructions only if a situation develops that requires corrective action.

NOTE-
Preventative control differs from other airport traffic control in that repetitious, routine approval of pilot action is eliminated. Controllers intervene only when they observe a traffic conflict developing.

 

NOTE-
1. Preventative control differs from other airport traffic control in that repetitious, routine approval of pilot action is eliminated. Controllers intervene only when they observe a traffic conflict developing.

Add

 

2. Airfield Operating instructions, Memorandums of Understanding, or other specific directives used exclusively by the Department of Defense (DOD)satisfies the criteria in paragraph 3񩧾 above.


1. PARAGRAPH NUMBER AND TITLE: 
4񩻭. ROUTE OR ALTITUDE AMENDMENTS
4񪏖. DEPARTURE CLEARANCES
4񪏗. ABBREVIATED DEPARTURE CLEARANCES

2. BACKGROUND: The Pilot and Controller Procedures and System Integration (PCPSI) is a working group under the Performance Based Operations Aviation Rulemaking Committee (PARC) established to address RNAV and required navigation performance implementation issues and propose action to the FAA. The PCPSI is composed of air traffic, aviation industry, and human factors subject matter experts. The PCPSI reviews, assesses, and proposes changes to ATC procedures and phraseology and is tasked with incorporating those changes into FAA Order JO 7110.65, the AIM, and AIP.

With the increased development of procedures with published speed and altitude restrictions (for example, standard instrument departures [SID] and standard terminal arrivals [STAR]), the PCPSI has validated an operational need to provide expanded guidance on existing route transition procedures using 揷limb via phraseology as was previously done for descend via phraseology. This is the result of evaluations of procedure implementations and extensive field input. The 揷limb via concept and phraseology were validated through human factors testing at the FAA William J. Hughes Technical Center in 2006. Current phraseology has proved inadequate and cumbersome for ATC to clear aircraft onto a procedure, to resume a procedure, or to simultaneously instruct pilots that compliance with speed and altitude restrictions is required. Assignment of procedures has resulted in misunderstandings, misapplications, and misinterpretations of current guidance for ATC when assigning or terminating speed and altitude adjustments. This frequently results in discussion between pilots and ATC to confirm the intention of clearances.

3. CHANGE: 

OLD

 

NEW

4񩻭. ROUTE OR ALTITUDE AMENDMENTS

 

4񩻭. ROUTE OR ALTITUDE AMENDMENTS

Title thru a4

 

No Change

b. When route or altitude in a previously issued clearance is amended, restate all applicable altitude restrictions.

 

b. When route or altitude in a previously issued clearance is amended, restate all applicable altitude restrictions.

EXAMPLE-
(A departing aircraft is cleared to cross Ollis intersection at or above 3,000; Gordonsville VOR at or above 12,000; maintain FL 200. Shortly after departure the altitude to be maintained is changed to FL 240. Because altitude restrictions remain in effect, the controller issues an amended clearance as follows):

揂mend altitude. Cross Ollis intersection at or above Three Thousand; cross Gordonsville V-O-R at or above One Two Thousand; maintain Flight Level Two Four Zero.

(Shortly after departure, altitude restrictions are no longer applicable, the controller issues an amended clearance as follows):

揅limb and maintain Flight Level Two Four Zero.

 

EXAMPLE-
1
. (A departing aircraft is cleared to cross Ollis intersection at or above 3,000; Gordonsville VOR at or above 12,000; maintain FL 200. Shortly after departure the altitude to be maintained is changed to FL 240. Because altitude restrictions remain in effect, the controller issues an amended clearance as follows):

揂mend altitude. Cross Ollis intersection at or above Three Thousand; cross Gordonsville V-O-R at or above One Two Thousand; maintain Flight Level Two Four Zero.

(Shortly after departure, altitude restrictions are no longer applicable, the controller issues an amended clearance as follows):

揅limb and maintain Flight Level Two Four Zero.

Add

 

2. (An aircraft is cleared to climb via a SID with published altitude restrictions. Shortly after departure the top altitude is changed to FL 230 and compliance with the altitude restrictions is still required, the controller issues an amended clearance as follows):

揅limb via SID except maintain Flight Level Two Three Zero.

NOTE-
1. Restating previously issued altitude to 搈aintain is an a mended clearance. If altitude to 搈aintain is changed or restated, whether prior to departure or while airborne, and previously issued altitude restrictions are omitted, altitude restrictions are canceled, including SID/STAR/(ATC) altitude restrictions if any.

 

NOTE-
1. Restating previously issued altitude to 搈aintain is an amended clearance. If altitude to 搈aintain is changed or restated, whether prior to departure or while airborne and previously issued altitude restrictions are omitted, altitude restrictions are canceled, including SID/STAR altitude restrictions if any.

2. Crossing altitudes and speed restrictions not annotated as (ATC) for SIDs and DPs, including ODPs, are mandatory and cannot be canceled by ATC. ATC altitude restrictions and/or speed restrictions annotated (ATC) may be canceled by ATC. In the event of lost communications, aircraft are expected to comply with all restrictions unless ATC has previously canceled the ATC-annotated restrictions.

 

2. Crossing altitudes and speed restrictions on ODPs are mandatory and cannot be canceled by ATC.

OLD

 

NEW

4񪏖. DEPARTURE CLEARANCES

 

4񪏖. DEPARTURE CLEARANCES

Title thru c4(a) Phraseology

 

No Change

EXAMPLE-
揝troudsburg One Departure.
揝troudsburg One Departure, Sparta Transition.
揝troudsburg One RNAV Departure.

 

EXAMPLE-
揝troudsburg One Departure.
揝troudsburg One Departure, Sparta Transition.

NOTE-
If a pilot does not wish to use a SID issued in an ATC clearance, or any other SID published for that location, he/she is expected to advise ATC.

 

NOTE-
If a pilot does not wish to use a SID issued in an ATC clearance, or any other SID published for that location, he/she is expected to advise ATC.

(b) If it is necessary to assign a crossing altitude which differs from the SID altitude, repeat the changed altitude to the pilot for emphasis.

 

(b) If it is necessary to assign a crossing altitude which differs from the SID altitude emphasize the change to the pilot.

PHRASEOLOGY-
(SID name) DEPARTURE, EXCEPT (revised altitude information). I SAY AGAIN (revised altitude information).

 

PHRASEOLOGY-
(SID name and number) DEPARTURE, EXCEPT CROSS (revised altitude information).

EXAMPLE-
揝troudsburg One Departure, except cross Quaker at five thousand. I say again, cross Quaker at five thousand.

揂storia Two RNAV Departure, except cross Astor waypoint at six thousand. I say again, cross Astor waypoint at six thousand.

 

EXAMPLE-
揝troudsburg One Departure, except cross Quaker at five thousand.

揂storia Two Departure, except cross Astor at six thousand.

(c) Specify altitudes when they are not included in the SID.

 

(c) Specify altitudes when they are not included in the SID.

PHRASEOLOGY-
(SID name) DEPARTURE. CROSS (fix) AT (altitude).

 

PHRASEOLOGY-
(SID name and number) DEPARTURE. CROSS (fix) AT (altitude).

EXAMPLE-
揝troudsburg One Departure. Cross Jersey intersection at four thousand. Cross Range intersection at six thousand.

揈ngle Two RNAV departure. Cross Pilim waypoint at or above five thousand. Cross Engle waypoint at or above seven thousand. Cross Gorge waypoint at niner thousand.

 

EXAMPLE-
揝troudsburg One Departure. Cross Jersey intersection at four thousand. Cross Range intersection at six thousand.

揈ngle Two departure. Cross Pilim waypoint at or above five thousand. Cross Engle waypoint at or above seven thousand. Cross Gorge waypoint at niner thousand.

d. Route of Flight

 

No Change

e. Altitude. Use one of the following in the order of preference listed.

 

e. Altitude. Use one of the following in the order of preference listed. Altitude may be omitted if the top altitude is published in the SID route description.

Note

 

No Change

Add

 

REFERENCE-
PCG, Climb Via, Top Altitude

1 thru 3 REFERENCE

 

No Change

Add

 

4. Use one of the following when the SID contains published crossing restrictions:

Add

 

(a) When the top altitude is included in the SID route description, instruct aircraft to 揷limb via SID.

Add

 

(b) When a top altitude is not published on a SID that contains published crossing restrictions, or when it is necessary to issue an interim altitude instruct the aircraft to 揅limb via SID except (altitude assignment/ change).

Add

 

EXAMPLE-
揅leared to Johnston Airport, Scott One departure, Jonez transition, Q璒ne Forty璮ive. Climb via SID.

揅leared to Johnston Airport, Scott One departure, Jonez transition, Q璒ne Forty璮ive, Climb via SID except maintain flight level one eight zero.

揅leared to Johnston Airport, Scott One departure, Jonez transition, Q璒ne Forty璮ive, Climb Via SID except maintain flight level one eight zero, expect flight level three five zero one zero minutes after departure.

Add

 

NOTE-
Considering the principle that the last ATC clearance issued has precedence over the previous, the phraseology 'maintain (altitude)' alone cancels previously issued altitude restrictions, including SID/STAR altitude restrictions, unless they are restated or modified.

Add

 

REFERENCE-
FAA JO7110.65 Para 4񩻭 Route or Altitude Amendments
AIM 4񪣁0 Adherence to Clearance

OLD

 

NEW

4񪏗. ABBREVIATED DEPARTURE CLEARANCES

 

4񪏗. ABBREVIATED DEPARTURE CLEARANCES

Title thru a3

 

No change

4. The assigned altitude, according to the provisions in para 4-3-2, Departure Clearances, subpara e, is stated in the clearance.

 

4. The assigned altitude, according to the provisions in para 4-3-2, Departure Clearances, subpara e, is stated in the clearance. Where a top altitude is published in the SID route description it may be omitted.

b thru c

 

No Change

d. When no changes are required in the filed route, state the phrase: 揅leared to (destination) airport, (SID and SID transition, as appropriate); then, as filed. If a SID is not assigned, follow with 揂s filed. Specify the assigned altitude; and, if required, add any additional instructions or information, including final requested altitude if different than assigned except if Pre-Departure Clearance (PDC) is utilized.

 

d. When no changes are required in the filed route, state the phrase: 揅leared to (destination) airport, ([SID name and number] and SID transition, as appropriate); then, as filed. If a SID is not assigned, follow with 揂s filed.

Add

 

1. Specify the assigned altitude. The altitude may be omitted and pilots instructed to 揷limb via SID when a top altitude is published in the SID route description.

Add

 

2. When the SID has published altitude restrictions but the top altitude is not published or must be changed, state the phrase 揷limb via SID except maintain to assign the top altitude. If required, add any additional instructions or information, including final requested altitude if different than assigned except if Pre-Departure Clearance (PDC) is utilized.

PHRASEOLOGY-
CLEARED TO (destination) AIRPORT;

and as appropriate,

(SID name and number) DEPARTURE,
THEN AS FILED.

MAINTAIN (altitude); (additional instructions or
information).

 

PHRASEOLOGY-
CLEARED TO (destination) AIRPORT;

and as appropriate:

(SID name and number) DEPARTURE,
THEN AS FILED.

MAINTAIN (altitude); (additional instructions or
information).

Add

 

Or as appropriate,

CLIMB VIA SID.

CLIMB VIA SID except maintain (altitude); (additional instructions or information).

If a SID is not assigned,

CLEARED TO (destination) AIRPORT AS FILED.

MAINTAIN (altitude)

and if required,

(additional instructions or information).

 

If a SID is not assigned,

CLEARED TO (destination) AIRPORT AS FILED.

MAINTAIN (altitude);

and if required,

(additional instructions or information).

EXAMPLE-
揅leared to Reynolds Airport; David Two RNAV Departure, Kingham Transition; then, as filed. Maintain niner thousand. Expect flight level four one zero, one zero minutes after departure.

 

EXAMPLE-
揅leared to Reynolds Airport; David Two Departure, Kingham Transition; then, as filed. Maintain niner thousand. Expect flight level four one zero, one zero minutes after departure.

Add

 

揅leared to Reynolds Airport; David Two Departure, Kingham Transition; then, as filed. Climb via SID.

揅leared to Reynolds Airport; David Two Departure, Kingham Transition; then, as filed. Climb via SID except maintain flight level two four zero. Expect
flight level four one zero, one zero minutes after departure.

揅leared to Reynolds Airport as filed. Maintain niner thousand. Expect flight level four one zero, one zero minutes after departure.

 

揅leared to Reynolds Airport as filed. Maintain niner thousand. Expect flight level four one zero, one zero minutes after departure.

NOTE-
1. SIDs are excluded from 揷leared as filed procedures.
2. If a pilot does not wish to accept an ATC clearance to fly a SID, he/she is expected to advise ATC or state 揘O SID in his/her flight plan remarks.

 

NOTE-
1. SIDs are excluded from 揷leared as filed procedures.
2. If a pilot does not wish to accept an ATC clearance to fly a SID, he/she is expected to advise ATC or state揘O SID in his/her flight plan remarks.

Add

 

REFERENCE-
PCG, Climb Via, Top Altitude

e. When a filed route will require revisions, the controller responsible for initiating the clearance to the aircraft must either:

 

No Change

1. Issue a FRC/FRC until a fix; or

 

1. Issue a FRC/FRC until a fix; or

2. If it reduces verbiage, state the phrase: 揅leared to (destination) airport, or cleared NAVAID, intersection, or waypoint (type if known), (SID and SID transition, as appropriate), then as filed, except... Specify the necessary revision, then the assigned altitude; and if required, add any additional instructions or information. If a SID is not assigned, state: 揅leared to (destination) airport or cleared to NAVAID, intersection, or waypoint (type if known) as filed, except... Specify the necessary revision, the assigned altitude; and if required, add any additional instructions or information

 

2. If it reduces verbiage, state the phrase: 揅leared to (destination) airport, or cleared NAVAID, intersection, or waypoint (type if known), (SID name and number and SID transition, as appropriate), then as filed, except ... Specify the necessary revision.

Add

 

3. Specify the assigned altitude. The altitude may be omitted and pilots instructed to 揷limb via SID when a top altitude is published in the SID route description.

Add

 

4. When the SID has published altitude restrictions but the top altitude is not published or must be changed state the phrase 揷limb via SID except maintain and the assign the top altitude. If required, add any additional instructions or information.

Add

 

5. If a SID is not assigned, state: 揅leared to (destination) airport or cleared to NAVAID, intersection, or waypoint (type if known) as filed, except ... Specify the necessary revision, the assigned altitude; and if required, add any additional instructions or information.

PHRASEOLOGY-
CLEARED TO (destination) AIRPORT.

Or

CLEARED TO (NAVAID name and type).

Or

CLEARED TO (intersection or waypoint name and
type).

and as appropriate,

(SID name and number) DEPARTURE,

(transition name) TRANSITION; THEN,

AS FILED, EXCEPT CHANGE ROUTE TO READ
(amended route portion).

MAINTAIN (altitude);

 

PHRASEOLOGY-
CLEARED TO (destination) AIRPORT.

Or

CLEARED TO (NAVAID name and type).

Or

CLEARED TO (intersection or waypoint name and
type).

and as appropriate,

(SID name and number) DEPARTURE,

(transition name) TRANSITION; THEN,

AS FILED, EXCEPT CHANGE ROUTE TO READ
(amended route portion).

MAINTAIN (altitude);

Add

 

Or as appropriate,

CLIMB VIA SID

CLIMB VIA SID except maintain (altitude); (additional instructions or information);

and if required,

(additional instructions or information).

If a SID is not assigned,

CLEARED TO (destination) AIRPORT AS FILED,

EXCEPT CHANGE ROUTE TO READ (amended route portion).

MAINTAIN (altitude);

and if required,

(additional instructions or information).

 

and if required,

(additional instructions or information).

If a SID is not assigned,

CLEARED TO (destination) AIRPORT AS FILED,

EXCEPT CHANGE ROUTE TO READ (amended route portion).

MAINTAIN (altitude);

and if required,

(additional instructions or information).

EXAMPLE-
揅leared to Reynolds Airport; South Boston One Departure; then, as filed, except change route to read South Boston Victor Twenty Greensboro. Maintain eight thousand, report leaving four thousand.

 

EXAMPLE-
揅leared to Reynolds Airport; South Boston One Departure; then, as filed, except change route to read South Boston Victor Twenty Greensboro. Maintain eight thousand, report leaving four thousand.

Add

 

揅leared to Reynolds Airport; South Boston One Departure; then, as filed, except change route to read South Boston Victor Twenty Greensboro; climb via SID.

Add

 

揅leared to Reynolds Airport; South Boston One Departure; then, as filed, except change route to read South Boston Victor Twenty Greensboro; climb via SID except maintain flight level one eight zero, expect flight level three one zero one zero minutes after departure.

揅leared to Reynolds Airport as filed, except change route to read South Boston Victor Twenty Greensboro. Maintain eight thousand, report leaving four thousand.

 

揅leared to Reynolds Airport as filed, except change route to read South Boston Victor Twenty Greensboro. Maintain eight thousand, report leaving four thousand.


1. PARAGRAPH NUMBER AND TITLE: 4񪣂. ROUTE STRUCTURE TRANSITIONS

2. BACKGROUND: Flight Management System Procedures (FMSP) were an early version of RNAV procedures. There are a limited number of the procedures remaining in the NAS; these are being canceled upon publication of replacement RNAV procedures.

3. CHANGE: 

OLD

 

NEW

4񪣂. ROUTE STRUCTURE TRANSITIONS

 

4񪣂. ROUTE STRUCTURE TRANSITIONS

Title thru a

 

No Change

b. Assign a SID/STAR/FMSP.

 

b. Assign a SID/STAR.


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

2. BACKGROUND: The Pilot and Controller Procedures and System Integration (PCPSI) is a working group under the Performance Based Operations Aviation Rulemaking Committee (PARC) established to address RNAV and required navigation performance implementation issues and propose action to the FAA. The PCPSI is composed of air traffic, aviation industry, and human factors subject matter experts. The PCPSI reviews, assesses, and proposes changes to ATC procedures and phraseology and is tasked with incorporating those changes into FAA Order JO 7110.65, the AIM, and AIP.

With the increased development of procedures with published speed and altitude restrictions (for example, standard instrument departures [SID] and standard terminal arrivals [STAR]), the PCPSI has validated an operational need to provide expanded guidance on existing route transition procedures using 揷limb via phraseology as was previously done for "descend via" phraseology. This is the result of evaluations of procedure implementations and extensive field input. The 揷limb via concept and phraseology were validated through human factors testing at the FAA William J. Hughes Technical Center in 2006. Current phraseology has proved inadequate and cumbersome for ATC to clear aircraft onto a procedure, to resume a procedure, or to simultaneously instruct pilots that compliance with speed and altitude restrictions is required. Assignment of procedures has resulted in misunderstandings, misapplications, and misinterpretations of current guidance for ATC when assigning or terminating speed and altitude adjustments. This frequently results in discussion between pilots and ATC to confirm the intention of clearances.

3. CHANGE: 

OLD

 

NEW

4񪶳. ALTITUDE INFORMATION

 

4񪶳. ALTITUDE INFORMATION

Title thru g

 

No Change

h. Instructions to vertically navigate on a STAR/RNAV STAR/FMSP with published restrictions.

 

h. Instructions to vertically navigate on a STAR/SID with published restrictions.

PHRASEOLOGY-
DESCEND VIA(STAR/RNAV STAR/FMSP name and number)

TERMINAL: DESCEND VIA (STAR/RNAV STAR/FMSP name and number and runway number).

 

PHRASEOLOGY-
DESCEND VIA (STAR name and number).

TERMINAL: DESCEND VIA (STAR name and number and runway number).

Add

 

CLIMB VIA (SID name and number).

EXAMPLE-
揇escend via the Mudde One Arrival.
揅ross JCT at flight level two four zero, then descend via the Coast Two Arrival.

TERMINAL: 揇escend via the Lendy One Arrival, Runway 22 left.

 

EXAMPLE-
揇escend via the Eagul Five arrival.
揅ross Gramm at or above flight level one eight zero, then descend via the Riivr Two arrival.

TERMINAL: 揇escend via the Lendy One Arrival, Runway 22 left.

Add

 

揅limb via the Dawgs Four Departure.

NOTE-
Clearance to 揹escend via authorizes pilots:

 

NOTE-
When cleared for STARs that contain published speed restrictions, the pilot must comply with those speed restrictions independent of any descend via clearance. Clearance to 揹escend via authorizes pilots:

1. To vertically and laterally navigate on a STAR/RNAV STAR/FMSP.

 

1. To descend at pilot discretion to meet published restrictions and laterally navigate on a STAR. Pilots navigating on a STAR must maintain the last assigned altitude until receiving clearance to descend via. Once departing an altitude the pilot may not return to that altitude without an ATC clearance.

2. When cleared to a waypoint depicted on a STAR/RNAV STAR/FMSP, to descend from a previously assigned altitude at pilot's discretion to the altitude depicted for that waypoint, and once established on the depicted arrival, to navigate laterally and vertically to meet all published restrictions. ATC is responsible for obstacle clearance when issuing a 揹escend via clearance from a previously assigned altitude.

 

2. When cleared to a waypoint depicted on a STAR, to descend from a previously assigned altitude at pilot's discretion to the altitude depicted for that waypoint. ATC assigned altitudes must ensure obstacle clearance.

Add

 

3. Once established on the depicted arrival, to descend and to meet all published or assigned altitude and/or speed restrictions. Where speed restrictions are published at the waypoint/fix pilots will begin slowing to comply with the restrictions prior to reaching the waypoint/fix.

Add

 

NOTE-
When cleared for SIDs that contain published speed restrictions, the pilot must comply with those speed restrictions independent of any 揷limb via clearance. Clearance to 揷limb via authorizes pilots:

Add

 

1. When used in the IFR departure clearance, in a PDC, DCL or when subsequently cleared after departure to a waypoint depicted on a SID, to join a procedure after departure or resume a procedure.

Add

 

2. When vertical navigation is interrupted and an altitude is assigned to maintain which is not contained on the published procedure, to climb from that previously璦ssigned altitude at pilot's discretion to the altitude depicted for the next waypoint. ATC must ensure obstacle clearance until the aircraft is established on the lateral and vertical path of the SID.

Add

 

3. Once established on the depicted departure, to climb and to meet all published or assigned altitude and speed restrictions.

REFERENCE-
FAAO JO 7110.65, Para 4񪶲, Minimum En Route Altitudes.
FAAO JO 7110.65, Para 5񪶵, Separation From Obstructions.

 

REFERENCE-
FAAO JO 7110.65, Para 4񪣂, Route Structure Transitions
FAAO JO 7110.65, Para 4񪶲, Minimum En Route Altitudes
FAAO JO 7110.65, Para 5񪶵, Separation From Obstructions
PCG, Climb Via, Descend Via.

NOTE
3.
Pilots navigating on a STAR/RNAV STAR/FMSP shall maintain last assigned altitude until receiving clearance to 揹escend via.

 

Delete

4. Pilots cleared for vertical navigation using the phraseology 揹escend via shall inform ATC upon initial contact.

 

NOTE-
Pilots cleared for vertical navigation using the phraseology 揹escend via or 揷limb via must inform ATC, upon initial contact, of the altitude leaving, the runway transition or landing direction if assigned (STARs), and any assigned restrictions not published on the procedure.

EXAMPLE-
揇elta One Twenty One leaving FL 240, descending via the Civit One arrival.

 

EXAMPLE-
揇elta One Twenty One leaving flight level one niner zero, descending via the Eagul Five arrival runway two璼ix transition.

Add

 

揇elta One Twenty One leaving flight level one niner zero for one two thousand, descending via the Eagul Five arrival, runway two璼ix transition.

揓etBlue six zero two leaving flight level two one zero descending via the Ivane Two arrival landing south.

揅actus Seven Eleven leaving two thousand climbing via the Laura Two departure.

揅actus Seven Eleven leaving two thousand for one璼ix thousand, climbing via the Laura Two departure.

REFERENCE-
AIM, Para_5񪣁, Standard Terminal Arrival (STAR), Area Navigation (RNAV) STAR, and Flight Management System Procedures (FMSP) for Arrivals.

 

REFERENCE-
AIM, Para 5񩻰, Instrument Departure Procedures (DP) - Obstacle Departure Procedures (ODP) and Standard Instrument Departures (SID)
PCG, Top Altitude, Bottom Altitude

AIM, Para 5񪣁, Standard Terminal Arrival (STAR) Procedures.

1. Assign an altitude to cross the waypoint/fix, if no altitude is depicted at the waypoint/fix, for aircraft on a direct routing to a STAR/RNAVSTAR/FMSP.

 

1. Assign an altitude to cross the waypoint/fix, if no altitude is depicted at the waypoint/fix, for aircraft on a direct routing to a STAR or SID waypoint/fix.

EXAMPLE-
揚roceed direct Luxor, cross Luxor at or above flight level two zero zero, then descend via the Ksino One Arrival.

 

EXAMPLE-
1. 揚roceed direct Denis, cross Denis at or above flight level two zero zero, then descend via the Mmell One arrival.

Add

 

NOTE-
In Example 1 the aircraft will maintain FL200 or higher until reaching Denis. The pilot will then comply with the Mmell One arrival lateral path and published speed restrictions and will descend at pilot discretion to comply with published altitude restrictions. The aircraft may begin slowing prior to Denis to comply with any published speed restrictions at that waypoint.

Add

 

EXAMPLE-
2. 揚roceed direct Rockr, cross Rockr at or above one瓃ero thousand, climb via the Bizee Two departure.

Add

 

NOTE-
In Example 2 the aircraft will join the Bizee Two departure at Rockr and will then comply with departure published lateral path, published speed and altitude restrictions.

2. A descend via clearance must not be used where procedures contain published 揺xpect altitude restrictions.

 

2. A descend via clearance must not be used where procedures contain only published 揺xpect altitude and/or speed restrictions.

Add

 

NOTE-
Pilots are not expected to comply with published 揺xpect restrictions in the event of lost communications, unless ATC has specifically advised the pilot to expect these restrictions as part of a further clearance.

Add

 

3. Descend via may be used on procedures that contain both 揺xpect and required altitude and speed restrictions only if altitude and/or speed restrictions or alternate restrictions are issued for the fix/waypoint associated with all expect restrictions.

Add

 

4. Descend via clearances may also be issued if an aircraft is past all fixes/waypoints that have expect restrictions.

3. If it is necessary to assign a crossing altitude which differs from the STAR/RNAV STAR/FMSP altitude, emphasize the change to the pilot.

 

5. If it is necessary to assign a crossing altitude which differs from the STAR or SID altitude, emphasize the change to the pilot.

PHRASEOLOGY-
DESCEND VIA (STAR/FMSP) ARRIVAL EXCEPT CROSS (fix, point, waypoint) (revised altitude information).

 

PHRASEOLOGY-
DESCEND VIA (STAR name and number) ARRIVAL, EXCEPT CROSS (fix, point, waypoint), (revised altitude information).

EXAMPLE thru NOTE

 

No Change

Add

 

PHRASEOLOGY-
CLIMB VIA SID, EXCEPT CROSS (fix, point, waypoint), (revised altitude information).

CLIMB VIA (SID name and number), EXCEPT CROSS (fix, point, waypoint), (revised altitude information).

Add

 

EXAMPLE-
1. 揅limb via SID except cross Mkala at or above seven thousand.

Add

 

NOTE-
In Example 1, the aircraft will comply with the assigned SID departure lateral path and any published speed and altitude restrictions and climb so as to cross Mkala at or above 7,000; remainder of the departure must be flown as published.

Add

 

EXAMPLE-
2. (There is a published altitude at Dvine WP): 揚roceed direct Dvine, Climb via the Suzan Two departure except cross Mkala at or above seven thousand.

Add

 

NOTE-
In Example 2, the aircraft will join the Suzan Two departure at Dvine, at the published altitude, and then comply with the published lateral path and any published speed or altitude restrictions. The aircraft will climb so as to cross Mkala at or above 7,000; remainder of the departure must be flown as published.

Add

 

6. When an aircraft has been issued an interim altitude and after departure ATC can subsequently clear the aircraft to climb to the original top altitude published in the SID instruct aircraft to 揷limb via SID. When issuing a new altitude and compliance with published restrictions is still required instruct aircraft to 揷limb via SID except maintain (altitude).

Add

 

PHRASEOLOGY-
CLIMB VIA SID.

CLIMB VIA SID except maintain (altitude).

Add

 

EXAMPLE-
1. (An aircraft was issued the Teddd One departure, 揷limb via SID in the IFR departure clearance. An interim altitude of 10,000 was issued instead of the published top altitude of FL 230; after departure ATC is able to issue the published top altitude): 揅limb via SID.

Add

 

NOTE-
In Example 1, the aircraft will track laterally and vertically on the Teddd One departure and initially climb to 10,000; Once re璱ssued the 揷limb via clearance the interim altitude is cancelled aircraft will continue climb to FL230 while complying with published restrictions.

Add

 

EXAMPLE-
2. (Using Example 1, after departure ATC is able to issue an altitude higher than the published top altitude): 揅limb via SID except maintain flight level two six zero.

Add

 

NOTE-
In Example 2, the aircraft will track laterally and vertically on the Teddd One departure and initially climb to 10,000; once issued 揷limb via clearance to FL260 the aircraft will continue climb while complying with published restrictions.

4. If it is necessary to assign an interim altitude, or assign a final altitude not contained on a STAR/RNAV STAR/FMSP, the provisions of subpara 4񪶳h may be used in conjunction with subpara 4񪶳a.

 

7. If it is necessary to assign an interim altitude or assign a bottom or top altitude not contained on a STAR or SID, the provisions of subpara 4񪶳h may be used in conjunction with subpara 4񪶳a.

PHRASEOLOGY-
DESCEND VIA THE (STAR/RNAV STAR/FMSP) ARRIVAL EXCEPT AFTER (fix) MAINTAIN (revised altitude information).

 

PHRASEOLOGY-
DESCEND VIA THE (STAR name and number) ARRIVAL EXCEPT AFTER (fix) MAINTAIN (revised altitude information).

EXAMPLE-
揢nited 454 descend via the Haris One Arrival, except after Bruno, maintain one zero thousand.

 

EXAMPLE-
揢nited 454 descend via the Eagul Five Arrival, except after Geeno maintain one zero thousand.

NOTE-
The aircraft should track laterally and vertically on the Haris One Arrival and should descend so as to comply with all speed and altitude restrictions until reaching Bruno and then maintain 10,000. Upon reaching 10,000, aircraft should maintain 10,000 until cleared by ATC to continue to descend.

 

NOTE-
The aircraft should track laterally and vertically on the Eagul Five Arrival and should descend so as to comply with all speed and altitude restrictions until reaching Geeno and then maintain 10,000. Upon reaching 10,000, aircraft should maintain 10,000 until cleared by ATC to continue to descend.

REFERENCE-
FAAO JO 7110.65, Para 4-7-1, Clearance Information.
AIM, Para 5-4-1, Standard Terminal Arrival (STAR), Area Navigation (RNAV) STAR, and Flight Management System Procedures (FMSP) for Arrivals.

 

REFERENCE-
FAAO JO 7110.65, Para 4-7-1, Clearance Information.
AIM, Para 5-4-1, Standard Terminal Arrival (STAR) Procedures.

Add

 

PHRASEOLOGY-
CLIMB VIA SID EXCEPT AFTER (waypoint name), MAINTAIN (altitude).

Add

 

EXAMPLE-
揅limb via SID except after Baret, maintain flight level one niner zero.

Add

 

NOTE-
1. Considering the principle that the last ATC clearance issued has precedence over the previous, the phraseology 搈aintain (altitude) alone cancels previously issued altitude restrictions, including SID/STAR altitude restrictions unless they are restated or modified, and authorizes an unrestricted climb or descent. Speed restrictions remain in effect unless the controller explicitly cancels the speed restrictions.

Add

 

2. Restate 揷limb/descend via and then use 揺xcept or 揺xcept maintain phraseology to modify published restrictions or assign a new top/bottom altitude. Use 搑esume phraseology with 搈aintain to rejoin a route and assign a new altitude where compliance with published altitude restrictions is not required.

Add

 

REFERENCE-
FAAO JO 7110.65, Para 4񩻭, Route or Altitude Amendments
FAAO JO 7110.65, Para 5񫊚, Methods
AIM 4񪣁0 Adherence to Clearance
AIM, Para 5-2-8. Instrument Departure Procedures (DP) - Obstacle Departure Procedures (ODP) and Standard Instrument Departures (SID).


1. PARAGRAPH NUMBER AND TITLE: 4񫱱. APPROACH CLEARANCE

2. BACKGROUND: On July 31, 2013, revised procedures for FAA Order JO 7110.65, Paragraph 4񫱱, Approach Clearance, were disseminated via a GENOT and FAA memorandum to all Terminal and En Route ATC field facilities. This DCP is a culmination of FAA notice N JO 7110.615, GENOT, and FAA Memorandum.

3. CHANGE: 

OLD

 

NEW

4񫱱. APPROACH CLEARANCE

 

4񫱱. APPROACH CLEARANCE

a. Clear aircraft for 搒tandard or 搒pecial instrument approach procedures only. To require an aircraft to execute a particular instrument approach procedure, specify in the approach clearance the name of the approach as published on the approach chart. Where more than one procedure is published on a single chart and a specific procedure is to be flown, amend the approach clearance to specify execution of the specific approach to be flown. If only one instrument approach of a particular type is published, the approach needs not be identified by the runway reference. An aircraft conducting an ILS or LDA approach when the glideslope is reported out of service must be advised at the time an approach clearance is issued unless the title of the published approach procedure allows (for example, ILS Rwy 05 or LOC Rwy 05). Standard instrument approach procedures (SIAP) must begin at an initial approach fix (IAF) or an intermediate fix (IF) if there is not an IAF. Where adequate radar coverage exists, radar facilities may vector aircraft to the final approach course, or clear an aircraft to any fix 3 NM or more prior to the FAF along the final approach course in accordance with Paragraph 5񬅝, Vectors to Final Approach Course, and Paragraph 5񬅞, Final Approach Course Interception.

 

a. Clear aircraft for 搒tandard or 搒pecial instrument approach procedures only.

Add

 

1. To require an aircraft to execute a particular instrument approach procedure, specify in the approach clearance the name of the approach as published on the approach chart. Where more than one procedure is published on a single chart and a specific procedure is to be flown, amend the approach clearance to specify execution of the specific approach to be flown. If only one instrument approach of a particular type is published, the approach needs not be identified by the runway reference.

Add

 

2. An aircraft conducting an ILS or LDA approach must be advised at the time an approach clearance is issued when the glideslope is reported out of service, unless the title of the published approach procedure allows (for example, ILS or LOC Rwy 05).

Add

 

3. Standard instrument approach procedures (SIAP) must begin at an initial approach fix (IAF) or an intermediate fix (IF) if there is not an IAF.

Add

 

4. Where adequate radar coverage exists, radar facilities may vector aircraft to the final approach course in accordance with Paragraph 5񬅝, Vectors to Final Approach Course, and Paragraph 5񬅞, Final Approach Course Interception.

Add

 

5. Where adequate radar coverage exists, radar facilities may clear an aircraft to any fix 3 NM or more prior to the FAF, along the final approach course, at an intercept angle not greater than 30 degrees.

PHRASEOLOGY-
CLEARED (type) APPROACH.

 

PHRASEOLOGY-
CLEARED (type) APPROACH.

(For a straight in approach IFR), CLEARED STRAIGHT IN (type) APPROACH.

 

Delete

(To authorize a pilot to execute his/her choice of instrument approach),

CLEARED APPROACH.

(Where more than one procedure is published on a single chart and a specific procedure is to be flown),

CLEARED (specific procedure to be flown) APPROACH.

(To authorize a pilot to execute an ILS/MLS approach when the glideslope/glidepath is out of service),

CLEARED (type) APPROACH, GLIDESLOPE/
GLIDEPATH UNUSABLE.

 

(To authorize a pilot to execute his/her choice of instrument approach),

CLEARED APPROACH.

(Where more than one procedure is published on a single chart and a specific procedure is to be flown),

CLEARED (specific procedure to be flown) APPROACH.

(To authorize a pilot to execute an ILS or an LDA approach when the glideslope is out of service),

CLEARED ILS/LDA APPROACH, GLIDESLOPE UNUSABLE.

Add

 

(When the title of the approach procedure contains 搊r LOC)

Add

 

CLEARED LOCALIZER APPROACH

EXAMPLE thru NOTE 1

 

No Change

2. Approach clearances are issued based on known traffic. The receipt of an approach clearance does not relieve the pilot of his/her responsibility to comply with applicable Parts of Title 14 of the Code of Federal Regulations and the notations on instrument approach charts which levy on the pilot the responsibility to comply with or act on an instruction; e.g., 揝traight璱n minima not authorized at night, 揚rocedure not authorized when glideslope/ glidepath not used, 揢se of procedure limited to aircraft authorized to use airport, or 揚rocedure not authorized at night.

 

2. Approach clearances are issued based on known traffic. The receipt of an approach clearance does not relieve the pilot of his/her responsibility to comply with applicable Parts of Title 14 of the Code of Federal Regulations and the notations on instrument approach charts which levy on the pilot the responsibility to comply with or act on an instruction; for example, 揝traight璱n minima not authorized at night, 揚rocedure not authorized when glideslope/glidepath not used, 揢se of procedure limited to aircraft authorized to use airport, or 揚rocedure not authorized at night.

NOTE 3 and NOTE 4

 

No Change

5. An aircraft which has been cleared to a holding fix and prior to reaching that fix is issued a clearance for an approach, but not issued a revised routing; i.e., 損roceed direct to.... may be expected to proceed via the last assigned route, a feeder route (if one is published on the approach chart), and then to commence the approach as published. If, by following the route of flight to the holding fix, the aircraft would overfly an IAF or the fix associated with the beginning of a feeder route to be used, the aircraft is expected to commence the approach using the published feeder route to the IAF or from the IAF as appropriate; i.e., the aircraft would not be expected to overfly and return to the IAF or feeder route.

 

5. An aircraft which has been cleared to a holding fix and prior to reaching that fix is issued a clearance for an approach, but not issued a revised routing; that is, 損roceed direct to.... may be expected to proceed via the last assigned route, a feeder route (if one is published on the approach chart), and then to commence the approach as published. If, by following the route of flight to the holding fix, the aircraft would overfly an IAF or the fix associated\ with the beginning of a feeder route to be used, the aircraft is expected to commence the approach using the published feeder route to the IAF or from the IAF as appropriate; that is, the aircraft would not be expected to overfly and return to the IAF or feeder route.

6. Approach name items contained within parenthesis; e.g., RNAV (GPS) Rwy 04, are not included in approach clearance phraseology.

 

6. Approach name items contained within parenthesis; for example, RNAV (GPS) Rwy 04, are not included in approach clearance phraseology.

REFERENCE-
FAAO 8260.3, United States Standard for Terminal Instrument Procedures (TERPS).

 

REFERENCE-
FAAO 8260.3, United States Standard for Terminal Instrument Procedures (TERPS).

b

 

No Change

FIG 4񫱱
Approach Clearance Example

 

FIG 4񫱱
Approach Clearance Example

Delete

 

Add

BGbasic_At Anchor1 BGbasic_At Anchor0

b1 thru c

 

No Change

d. For RNAV璭quipped aircraft operating on unpublished routes, issue approach clearance for conventional or RNAV SIAP only after the aircraft is:

 

d. For RNAV璭quipped aircraft operating on unpublished routes, issue approach clearance for conventional or RNAV SIAP only after the aircraft is: (See FIG 4񫱲).

1. Established on a heading or course direct to the IAF at an intercept angle not greater than 90 degrees and is assigned an altitude in accordance with b2. Radar monitoring is required for RNAV (RNP) approaches when no procedure turn or hold璱n璴ieu of procedure turn will be executed.

 

1. Established on a heading or course direct to the IAF at an intercept angle not greater than 90 degrees and is assigned an altitude in accordance with b2. Radar monitoring is required until the aircraft is established on a segment of the instrument approach procedure for RNAV (RNP) approaches when no procedure turn or hold璱n璴ieu of procedure turn will be executed.

Add

 

EXAMPLE-
Aircraft 1 can be cleared direct to CENTR. The intercept angle at that IAF is 90 degrees or less. The minimum altitude for IFR operations (14 CFR, section 91.177) along the flight path to the IAF is 3,000 feet. If a hold in lieu of procedure turn pattern is depicted at an IAF and a TAA is not defined, the aircraft must be instructed to conduct a straight璱n approach if ATC does not want the pilot to execute a hold璱n璴ieu procedure turn. 揅leared direct CENTR, maintain at or above three thousand until CENTR, cleared straight璱n RNAV Runway One Eight Approach.

d2 thru d2(d)

 

No Change

Add

 

EXAMPLE-
揈xpect direct CENTR for RNAV Runway One璄ight Approach.

3. Established on a heading or course direct to a fix between the IF and FAF, in accordance with Paragraph 5񬅝, Vectors to Final Approach Course, and Paragraph 5񬅞, Final Approach Course Interception. (See FIG 4񫱲.)

 

3. Established on a heading or course direct to a fix between the IF and FAF, at an intercept angle not greater than 30 degrees, and assigned an altitude in accordance with b2.

Add

 

EXAMPLE-
Aircraft 1 is more than 5 miles from SHANN. The minimum altitude for IFR operations (14 CFR Section 91.177) along the flight path to SHANN is 3,000 feet. SHANN is a step down fix between the IF/IAF (CENTR) and the FAF. To clear Aircraft 1 to SHANN, ATC must ensure the intercept angle for the intermediate segment at SHANN is not greater than 30 degrees and must be cleared to an altitude that will allow a normal descent to the FAF. 揅leared direct SHANN, cross SHANN at or above three thousand, cleared RNAV Runway One璄ight Approach.

REFERENCE-
FAAO 7110.65, Par 5񫊚, Methods
FAAO 7110.65, Chapter 5, Section 9, Radar Arrivals

 

REFERENCE-
FAAO 7110.65, Par 5񫊚, Methods
FAAO 7110.65, Chapter 5, Section 9, Radar Arrivals

FIG 4񫱲
Approach Clearance Example
For RNAV Aircraft

 

No Change

EXAMPLE-
Aircraft 1 can be cleared direct to CENTR. The intercept angle at that IAF is 90 degrees or less. The minimum altitude for IFR operations (14 CFR Section 91.177) along the flight path to the IAF is 3,000 feet. If a hold in lieu of procedure turn pattern is depicted and a straight璱n area is not defined (for example, 揘o PT indicated at the fix), the aircraft must be instructed to conduct a straight璱n approach if ATC does not want the pilot to execute a hold璱n璴ieu procedure turn. 揅leared direct CENTR, maintain at or above three thousand until CENTR, cleared straight璱n RNAV Runway One Eight approach.

 

Delete

Aircraft 2 cannot be cleared direct to CENTR unless the aircraft is allowed to execute the hold璱n璴ieu璷f procedure turn. The intercept angle at that IF/IAF is greater than 90 degrees. The minimum altitude for IFR operations (14 CFR Section 91.177) along the flight path to the IAF is 3,000 feet. 揅leared direct CENTR, maintain at or above three thousand until CENTR, cleared RNAV Runway One Eight approach. The pilot is expected to proceed direct CENTR and execute the hold璱n璴ieu of procedure turn.

 

Aircraft 2 cannot be cleared direct to CENTR unless the aircraft is allowed to execute the hold璱n璴ieu璷f procedure turn. The intercept angle at that IF/IAF is greater than 90 degrees. The minimum altitude for IFR operations (14 CFR Section 91.177) along the flight path to the IAF is 3,000 feet. 揅leared direct CENTR, maintain at or above three thousand until CENTR, cleared RNAV Runway One Eight Approach. The pilot is expected to proceed direct CENTR and execute the hold璱n璴ieu of procedure turn.

Aircraft 2 can be cleared direct LEFTT. The intercept angle at that IAF is 90 degrees or less. The minimum altitude for IFR operations (14 CFR Section 91.177) along the flight path to the IAF is 3,000 feet. 揅leared direct LEFTT, maintain at or above three thousand until LEFTT, cleared RNAV One璄ight approach. The pilot does not have to be cleared for a straight璱n approach since no hold璱n璴ieu of procedure turn pattern is depicted at LEFTT.

 

Aircraft 2 can be cleared direct LEFTT. The intercept angle at that IAF is 90 degrees or less. The minimum altitude for IFR operations (14 CFR Section 91.177) along the flight path to the IAF is 3,000 feet. 揅leared direct LEFTT, maintain at or above three thousand until LEFTT, cleared RNAV Runway One璄ight Approach. The pilot does not have to be cleared for a straight璱n approach since no hold璱n璴ieu of procedure turn pattern is depicted at LEFTT.

Aircraft 1 is more than 5 miles from SHANN. SHANN is a step down fix between the IF (CENTR) and the FAF. To clear Aircraft 1 to SHANN, ATC must ensure the intercept angle for the intermediate segment at SHANN is not greater than 30 degrees as described in paragraphs 5񬅞 and must be cleared to an altitude that will allow a normal descent to the FAF 揈xpect vectors to SHANN for RNAV Runway One璄ight Approach.

 

Delete

REFERENCE-
FAAO JO 7110.65, Chapter 5, Section 9, Radar Arrivals

 

REFERENCE-
FAAO JO 7110.65, Chapter 5, Section 9, Radar Arrivals

e thru FIG 4񫱳

 

No Change

EXAMPLE-
Aircraft 1 can be cleared direct to XYZ VORTAC, and SECND because the intercept angle is 90 degrees or less.

Aircraft 2 cannot be cleared to XYZ VORTAC because the intercept angle is greater than 90 degrees.

Aircraft 2 can be cleared to SECND if allowed to execute the hold璱n璴ieu of procedure turn pattern.

 

EXAMPLE-
Aircraft 1 can be cleared direct to XYZ VORTAC or SECND because the intercept angle is 90 degrees or less.

Aircraft 2 cannot be cleared to XYZ VORTAC because the intercept angle is greater than 90 degrees.

Aircraft 2 can be cleared to SECND if allowed to execute the hold璱n璴ieu of procedure turn pattern.

f and f1

 

No Change

2. On a heading or course direct to the IAF/IF when a hold璱n璴ieu of procedure turn is published and the pilot will execute the procedure, or

 

2. On a heading or course direct to the IAF when a hold璱n璴ieu of procedure turn is published and the pilot will execute the procedure, or

f3 and f4

 

No Change

Add

 

5. Do not clear aircraft direct to any waypoint beginning or within an RF leg.

NOTE 1 thru Fig 4񫱴

 

No Change

NOTE-
1. The segment between THIRD and FORTH in FIG 4񫱴 is an RF leg.

2. The straight segments between waypoints in FIG 4񫱴 are TF legs.

 

NOTE-
1. The segment between THIRD and FORTH in FIG 4񫱴 is an RF leg.

2. The straight segments between waypoints in FIG 4񫱴 are TF legs.

3. Aircraft cannot be vectored or cleared direct THIRD because that waypoint begins an RF leg.

 

Delete

4. Aircraft cannot be vectored or cleared to TURNN or vectored to intercept the approach segment at any point between THIRD and FORTH because this is the RF leg.

 

Delete


1. PARAGRAPH NUMBER AND TITLE: 5񩻪4. INOPERATIVE OR MALFUNCTIONING ADS瑽 TRANSMITTER

2. BACKGROUND: For STARS, CARTS, and MEARTS, it has been determined that FUSION is the best method to combine all available surveillance sources (ASR, ARSR, and ADS瑽) for displaying each single tracked target for air traffic control separation services. FUSION performance is characteristic of a single璼ensor radar display system. Terminal areas use mono璸ulse secondary surveillance radar (ASR9, Mode S or ASR11, MSSR). The performance of this system will be used as the baseline radar system to ensure consistency with current separation standards within the NAS.

Although the ERAM data block displays an indicator if ADS瑽 target information is not being received, the display does not distinguish whether the aircraft is ADS瑽 equipped or not. Therefore, in the En Route domain, there may not always be a readily accessible means to comply with this requirement.

On August 23 and 24, 2011, selected members of the Terminal Procedures Group participated in the FUSION technology demonstrations on both STARS and CARTS platforms at the William J. Hughes Technical Center. Following a review of the DCPs, these individuals modified several of the proposed changes to both FAA Order JO 7110.65 and Order JO 7210.3 that are required to support the implementation of the technology.

3. CHANGE: 

OLD

 

NEW

Add

 

5񩻪4. INOPERATIVE OR MALFUNCTIONING ADS瑽 TRANSMITTER

Add

 

TERMINAL
Inform an aircraft when the ADS瑽 transmitter appears to be inoperative or malfunctioning.

Add

 

PHRASEOLOGY-
(Aircraft ID) YOUR ADS瑽 TRANSMITTER APPEARS TO BE INOPERATIVE / MALFUCTIONING.


1. PARAGRAPH NUMBER AND TITLE: 5񪣁1. EN ROUTE FOURTH LINE DATA BLOCK USAGE

2. BACKGROUND: The proposed changes to the 7110.65, paragraph 5񪣁1 are in response to a Corrective Action Request. The current weather deviation phraseology requires the controller to make two transmissions which is cumbersome and inefficient. Additional 4th line entries have been proposed to more accurately depict the aircraft's deviation conditions, and to offer the controller clear unambiguous methods to accurately depict the delivered deviation clearance.

3. CHANGE: 

OLD

 

NEW

5񪣁1. EN ROUTE FOURTH LINE DATA BLOCK USAGE

 

5񪣁1 EN ROUTE FOURTH LINE DATA BLOCK USAGE

Title thru e Note 2

 

No Change

f. Aircraft authorized specific weather deviation or lateral weather deviation until able to proceed direct to a fix shall be designated with the identified characters: D璬eviation, L璴eft, R璻ight, N璶orth, E璭ast, S璼outh, W瓀est.

 

f. Coordination format for weather deviations must use the designated characters:
D璬eviation
L璴eft
R璻ight
N璶orth
E璭ast
S璼outh
W瓀est
/F direct next NAVAID/waypoint
D+2 headings deviate between.

EXAMPLE-
DN, D20L, DR/ATL, D30R/ATL

 

Delete

Add

 

NOTE-
1. Two digits specify turns in degrees and must include direction character(s). Three digits specify heading(s).

Add

 

2. The inclusion of a /NAVAID, /waypoint, or /F indicates that the pilot has been authorized to deviate for weather and must rejoin the route at the next NAVAID, waypoint, or fix in the route of flight in accordance with the phraseology in paragraph 2񫊜.

Add

 

EXAMPLE-
D90/ATL, DL/KD75U, D090/F

3. The absence of a NAVAID, waypoint, or /F indicates that the pilot has been authorized to deviate for weather only, and the receiving controller must provide a clearance to rejoin the route in accordance with paragraph 2񩧽5c.

Add

 

EXAMPLE-
DN, D20L, D30R, D080+120


1. PARAGRAPH NUMBER AND TITLE: 
5񪶰. MINIMA
5񪶵. SEPARATION FROM OBSTRUCTIONS
5154. SYSTEM REQUIREMENTS
7񫊙. APPLICATION
7񫊟. SEQUENCING
7񫞇. SEPARATION
7񫱳. SEPARATION
7񬅠. SEPARATION

2. BACKGROUND: For STARS, CARTS, and MEARTS, it has been determined that FUSION is the best method to combine all available surveillance sources (ASR, ARSR, and ADS瑽) for displaying each single tracked target for air traffic control separation services. FUSION performance is characteristic of a single璼ensor radar display system. Terminal areas use mono璸ulse secondary surveillance radar (ASR9, Mode S or ASR11, MSSR). The performance of this system will be used as the baseline radar system to ensure consistency with current separation standards within the NAS.

On August 23 and 24, 2011, selected members of the Terminal Procedures Group participated in the FUSION technology demonstrations on both STARS and CARTS platforms at the William J. Hughes Technical Center. Following a review of the DCPs, these individuals modified several of the proposed changes to both FAA Order JO 7110.65 and Order JO 7210.3 that are required to support the implementation of the technology.

3. CHANGE: 

OLD

 

NEW

5񪶰. MINIMA

 

5񪶰. MINIMA

Title thru a4

 

No Change

Add

 

b. TERMINAL. FUSION:

Add

 

1. Fusion target symbol 3 miles.

Add

 

2. When displaying ISR in the data block 5 miles

Add

 

3. If TRK appears in the data block, handle in accordance with Paragraph 5񪏛, Identification Status, subparagraph b, and take appropriate steps to establish non璻adar separation.

Subparagraphs b thru g

 

Re璴etter to c thru h.

OLD

 

NEW

5񪶵. SEPARATION FROM OBSTRUCTIONS

 

5񪶵. SEPARATION FROM OBSTRUCTIONS

Title thru b

 

No Change

c. En Route Stage A/DARC or Stage A/EDARC,apply the radar separation minima specified in para 5-5-4, Minima, subpara b1.

 

c. En Route Stage A/DARC or Stage A/EDARC, apply the radar separation minima specified in Paragraph 5񪶰, Minima, subparagraph c1.

 

 

 

 

 

 

OLD

 

NEW

5154. SYSTEM REQUIREMENTS

 

5154. SYSTEM REQUIREMENTS

Title thru d

 

No Change

Add

 

e. When operating in FUSION mode, the assigned or pilot reported altitude must be displayed and kept current when the aircraft is in level flight.

e. The automatic altitude readout of an aircraft under another controller's jurisdiction may be used for vertical separation purposes without verbal coordination provided:

 

f. The automatic altitude readout of an aircraft under another controller's jurisdiction may be used for vertical separation purposes without verbal coordination provided:

1. Operation is conducted using single site radar coverage.

 

1. Operation is conducted using single璼ite radar coverage or when operating in FUSION mode.

OLD

 

NEW

7񫊙. APPLICATION

 

7񫊙. APPLICATION

Title thru b

 

No Change

Add

 

c. When ISR is being displayed, target resolution is prohibited.

OLD

 

NEW

7񫊟. SEQUENCING

 

7񫊟. SEQUENCING

Title thru c

 

No Change

1. The provisions of para 5񪶰, Minima, subpara e and f.

 

1. The provisions of Paragraph 5񪶰, Minima, subparagraphs f and g.

OLD

 

NEW

7񫞇. SEPARATION

 

7񫞇. SEPARATION

Title thru b

 

No Change

c. Target resolution.

 

No Change

Add

 

NOTE-
1. When ISR is being displayed, target resolution is prohibited.

Apply the provisions of para 5񪶰, Minima, subparas e and f when wake turbulence separation is required.

 

2. Apply the provisions of Paragraph 5񪶰, Minima, subparagraphs f and g, when wake turbulence separation is required.

OLD

 

NEW

7񫱳. SEPARATION

 

7񫱳. SEPARATION

Title through b

 

No Change

c. Target resolution.

 

No Change

Add

 

NOTE-
1. When ISR is being displayed, target resolution is prohibited.

Apply the provisions of para 5񪶰, Minima, subparas e and f when wake turbulence separation is required.

 

2. Apply the provisions of Paragraph 5񪶰, Minima, subparagraphs f and g, when wake turbulence separation is required.

OLD

 

NEW

7񬅠. SEPARATION

 

7񬅠. SEPARATION

Title thru d

 

No Change

1. Target resolution, or

 

1. Target resolution, or

Add

 

NOTE-
When ISR is being displayed, target resolution is prohibited.


1. PARAGRAPH NUMBER AND TITLE: 5񪶳. PASSING OR DIVERGING

2. BACKGROUND: On April 22, 2013, representatives from AJT, AJ1, AOV, and AFS met to discuss the application of passing or diverging, in the Terminal environment. All parties agreed that long璻ange radar must not be used, as currently described in FAA Order JO 7110.65U, Paragraph 5񪶳a, due to substantial differences between terminal and long璻ange radar update rates. A GENOT became effective on August 9, 2013.

3. CHANGE: 

OLD

 

NEW

5񪶳. PASSING OR DIVERGING

 

5񪶳. PASSING OR DIVERGING

a. TERMINAL. When displaying a single site adapted short range or long range radar, and in accordance with the following criteria, all other approved separation may be discontinued and passing or diverging separation applied when:

 

a. TERMINAL. In accordance with the following criteria, all other approved separation may be discontinued and passing or diverging separation applied when:

a1 thru a2

 

No Change

NOTE-
1. Apply en route separation rules when using multisensory radar.

 

NOTE-
1. Apply en route separation rules when using long range or multisensory radar.


1. PARAGRAPH NUMBER AND TITLE: 
5񫞅. APPLICATION
5񫞆. METHODS
5񫞈. TERMINATION

2. BACKGROUND: The Pilot and Controller Procedures and System Integration (PCPSI) is a working group under the Performance Based Operations Aviation Rulemaking Committee (PARC) established to address RNAV and required navigation performance implementation issues and propose action to the FAA. The PCPSI is composed of air traffic, aviation industry, and human factors subject matter experts. The PCPSI reviews, assesses, and proposes changes to ATC procedures and phraseology and is tasked with incorporating those changes into FAA Order JO 7110.65, the AIM, and AIP.

With the increased development of procedures with published speed and altitude restrictions (for example, standard instrument departures [SID] and standard terminal arrivals [STAR]), the PCPSI has validated an operational need to better define how ATC terminates speed adjustments. This is the result of evaluations of procedure implementations and extensive field input. The current phraseology, 搑esume normal speed," has proved inadequate as the sole published means of speed adjustment termination. It has resulted in misunderstandings, misapplications, and misinterpretations of current guidance for ATC when terminating speed adjustments. In some cases, pilots have interpreted the phraseology "resume normal speed" to mean that they could terminate an ATC speed adjustment and also cancel published speed restrictions on a procedure, returning the aircraft to its normal speed. Consequently, pilots and field facilities have expressed uncertainty of requirements and expectations and requested expanded guidance on speed assignment and termination procedures.

3. CHANGE: 

OLD

 

NEW

5񫞅. APPLICATION

 

5񫞅. APPLICATION

Keep speed adjustments to the minimum necessary to achieve or maintain required or desired spacing. Avoid adjustments requiring alternate decreases and increases. Permit pilots to resume normal speed when previously specified adjustments are no longer needed.

 

Keep speed adjustments to the minimum necessary to achieve or maintain required or desired spacing. Avoid adjustments requiring alternate decreases and increases. Terminate speed adjustments when no longer needed.

NOTE thru d

 

No Change

Add

 

e. If feasible, when issuing speed adjustments to aircraft cleared along a route or procedure that has published speed restrictions, advise aircraft where to resume published speed.

Subparagraph e

 

Renumber f

OLD

 

NEW

5񫞆. METHODS

 

5񫞆. METHODS

Title thru d

 

No Change

Add

 

e. When issuing speed adjustments to aircraft cleared on procedures with published speed restrictions specify the point at which the issued restriction begins, ends, or changes the published restrictions.

Add

 

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.)

Add

 

NOTE-
1. Aircraft will meet all published speed restrictions when on any route or procedure with published speed restrictions regardless of climb via or descend via clearance.

Add

 

2. Due to variations of aircraft types, Flight Management Systems, and environmental conditions, ATC should anticipate that aircraft will begin speed adjustments at varying locations along cleared routes or procedures that contain published speed restrictions.

Add

 

3. Issuing speed adjustments to aircraft flying procedures with published speed restrictions may impact the pilot's ability to fly the intended flight profile of the procedure.

Add

 

EXAMPLE-
1. 揅ross Alisa at two two zero knots, then climb via the TIMMY One departure.

Add

 

NOTE-
The aircraft will maintain the ATC assigned speed until Alisa waypoint and will then comply with the speed restrictions on the TIMMY One departure

Add

 

EXAMPLE-
2. 揅ross Alisa at one zero thousand, then climb via the TIMMY One departure, except maintain two two zero knots.

Add

 

NOTE-
The aircraft will maintain the ATC assigned speed of two two zero knots and will not meet any published speed restrictions. Aircraft will meet all published altitude restrictions after Alisa.

Add

 

EXAMPLE-
3. 揗aintain two two zero knots until BALTR then resume published speed.

Add

 

NOTE-
The ATC assigned speed assignment of two two zero knots would apply until BALTR. The aircraft would then comply with the published speed restrictions.

Add

 

EXAMPLE-
4. 揇escend via the KEPEC Two arrival, except after NIPZO maintain one eight zero knots.

Add

 

NOTE-
The aircraft will comply with all published restrictions. After NIPZO, the aircraft will continue to comply with altitude restrictions, but will comply with the ATC assigned speed adjustment.

Add

 

REFERENCE-
FAAO JO 7110.65, Para 2񪣁7, Numbers Usage
FAAO JO 7110.65, Para 4񪶳, Altitude Information

FAAO JO 7110.65, Para 5񫞅, Application

OLD

 

NEW

5񫞈. TERMINATION

 

5񫞈. TERMINATION

Advise aircraft when speed adjustment is no longer needed.

 

Advise aircraft when speed adjustments are no longer needed.

Add

 

a. Advise aircraft to 搑esume normal speed when ATC璦ssigned speed adjustments are no longer required and no published speed restrictions apply.

PHRASEOLOGY-
RESUME NORMAL SPEED.

 

No Change

NOTE-
An instruction to resume normal speed does not delete speed restrictions that are applicable to published procedures of upcoming segments of flight, unless specifically stated by ATC. This does not relieve the pilot of those speed restrictions which are applicable to 14 CFR Section 91.117.

 

NOTE-
Resume normal speed is only used where there is no underlying published speed restriction. It does not delete speed restrictions on upcoming segments of flight and does not relieve the pilot of those speed restrictions which are applicable to 14 CFR Section 91.117.

Add

 

b. Instruct aircraft to 揷omply with speed restrictions applicable to the charted procedure or route being flown.

Add

 

PHRASEOLOGY-
Comply with speed restrictions

Add

 

NOTE-
The phraseology 揷omply with restrictions requires compliance with all altitude and/or speed restrictions depicted on the procedure.

Add

 

REFERENCE-
FAAO JO 7110.65, Para 5񫊚, Methods

Add

 

c. Advise aircraft to 搑esume published speed" when aircraft have been assigned an unpublished speed and ATC wants aircraft to meet subsequent published speed restrictions on the route or procedure.

Add

 

PHRASEOLOGY-
RESUME PUBLISHED SPEED

Add

 

REFERENCE-
FAAO JO 7110.65, Para 4񪶳, Altitude Information

Add

 

d. Advise aircraft when either ATC assigned speed adjustments or published speed restrictions are no longer required.

Add

 

PHRASEOLOGY-
DELETE SPEED RESTRICTIONS

Add

 

NOTE-
When deleting published restrictions, ATC must ensure obstacle clearance until aircraft are established on a route where no published restrictions apply. This does not relieve the pilot of those speed restrictions which are applicable to 14 CFR Section 91.117.

Add

 

REFERENCE-
FAAO JO 7110.65, Para 5񫞅, Application


1. PARAGRAPH NUMBER AND TITLE: 5-9-9. SIMULTANEOUS INDEPENDENT CLOSE PARALLEL APPROACHES HIGH UPDATE RADAR NOT REQUIRED

2. BACKGROUND: In an effort to increase National Airspace System (NAS) capacity, the AFS400 Closely Spaced Parallel Operations (CSPO) team worked to reduce the current 4,300 foot runway centerline separation standard for dual Simultaneous Independent Parallel Instrument Approaches (SIPIA). This effort used revised blunder assumptions, updated data collection and analysis techniques, modified Test Criteria Violation (TCV) volume, fast璽ime simulations, and human factors analysis. Additionally, the Traffic Alert and Collision Avoidance System (TCAS) was evaluated for potential influence on SIPIA operations. Final results indicate parallel runway separation of 3,600 feet and greater meets current safety standards without the use of high update rate (HUR) surveillance.

This spacing reduction study used the following: Airport Surveillance Radar (ASR9), Standard Terminal Automation Replacement System (STARS) plus Final Monitor Aid (FMA) with visual and audible alerts, a display Aspect Ratio (AR) of 4:1 and ILS/GLS/LPV navigation systems only (vertical guidance required).

3. CHANGE: 

OLD

 

NEW

Add

 

5-9-9. SIMULTANEOUS INDEPENDENT CLOSE PARALLEL APPROACHES HIGH UPDATE RADAR NOT REQUIRED.

Add

 

TERMINAL

Add

 

a. Simultaneous close parallel approaches may only be conducted where instrument approach charts specifically authorize simultaneous approaches to parallel runways.

Add

 

b. Apply the following minimum separation when conducting simultaneous independent close parallel approaches:

Add

 

1. Provide a minimum of 1,000 feet vertical or a minimum of 3 miles radar separation between aircraft during turn璷n to parallel final approach courses.

Add

 

NOTE-
Communications transfer to the tower controller's frequency will be completed prior to losing vertical separation between aircraft.

Add

 

2. Parallel runway centerlines are separated by a minimum of 3,600 feet or more, and the airport elevation is less than 1,000' MSL.

Add

 

3. Provide the minimum applicable radar separation between aircraft on the same final approach course.

Add

 

REFERENCE-
FAAO JO 7110.65, Para 5񪶰, Minima.

Add

 

c. A high璻esolution color monitor with alert algorithms, such as the final monitor aid, must be used to monitor close parallel approaches.

Add

 

d. The following conditions are required when applying the minimum separation on parallel final approach courses allowed in subparagraph a:

Add

 

1. Straight璱n landings will be made.

Add

 

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

Add

 

3. Inform aircraft that simultaneous closely spaced approaches are in use prior to aircraft departing an outer fix. This information may be provided through the ATIS.

Add

 

4. Clear the aircraft to descend to the appropriate glideslope intercept altitude soon enough to provide a period of level flight to dissipate excess speed. Provide at least 1 mile of straight flight prior to the final approach course intercept.

Add

 

NOTE-
Not applicable to curved and segmented approaches.

Add

 

5. A NTZ at least 2,000 feet wide is established an equal distance between extended runway final approach courses and must be depicted on the monitor display. The primary responsibility for navigation on the final approach course rests with the pilot. Control instructions and information are issued only to ensure separation between aircraft and to prevent aircraft from penetrating the NTZ.

Add

 

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

Add

 

NOTE-
1. Separate monitor controllers, each with transmit/receive and override capability on the local control frequency, will ensure aircraft do not penetrate the depicted NTZ. Facility directives must define responsibility for providing the minimum applicable longitudinal separation between aircraft on the same final approach course.

Add

 

2. The aircraft is considered the center of the primary radar return for that aircraft, or, if an FMA or other color final monitor aid is used, the center of the digitized target of that aircraft, for the purposes of ensuring an aircraft does not penetrate the NTZ. The provisions of Paragraph 5񪶮, Target Separation, also apply.

Add

 

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

Add

 

1. Instruct the aircraft to return to the correct final approach course when aircraft are observed to overshoot the turn璷n or to continue on a track that will penetrate the NTZ.

Add

 

PHRASEOLOGY-
YOU HAVE CROSSED THE FINAL APPROACH COURSE. TURN (left/right) IMMEDIATELY AND RETURN TO THE FINAL APPROACH COURSE,

or

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

Add

 

2. Instruct aircraft on the adjacent final approach course to alter course to avoid the deviating aircraft when an aircraft is observed penetrating or in the controller's judgment will penetrate the NTZ.

Add

 

PHRASEOLOGY-
TRAFFIC ALERT, (call sign), TURN (right/left) IMMEDIATELY HEADING (degrees), CLIMB AND MAINTAIN (altitude).

Add

 

3. Terminate radar monitoring when one of the following occurs:

Add

 

(a) Visual separation is applied.

Add

 

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

Add

 

(c) The aircraft is 1 mile or less from the runway threshold, if procedurally required, and contained in facility directives.

Add

 

4. Do not inform the aircraft when radar monitoring is terminated.

Add

 

5. Do not apply the provisions of Paragraph 5131, Monitor on PAR Equipment, for simultaneous independent close parallel approaches.

Add

 

f. Consideration should be given to known factors that may in any way affect the safety of the instrument approach phase of flight when simultaneous independent close parallel approaches are being conducted to parallel runways. Factors include, but are not limited to, wind direction/velocity, wind璼hear alerts/reports, severe weather activity, etc. Closely monitor weather activity that could impact the final approach course. Weather conditions in the vicinity of the final approach course may dictate a change of approach in use.

Add

 

REFERENCE-
FAAO JO 7110.65, Para 5񩧽3, Radar Service Termination.
FAAO JO 7110.65, Para 5񬅞, Final Approach Course Interception.

5񬅥 thru 5񬅝0

 

Renumber 5񬅝0 thru 5񬅝1.


1. PARAGRAPH NUMBER AND TITLE: 5񬅥. SIMULTANEOUS OFFSET INSTRUMENT APPROACHES (SOIA)- HIGH UPDATE RADAR

2. BACKGROUND: Previously, authorization to allow usage of specially designed instrument approaches in conjunction with FAA JO 7110.65, paragraphs 5񬅢, 5񬅣, and 5񬅤 operations, was approved based on data extrapolated from an SRMD conducted by the Performance Based Navigation Integration Group and four separate Flight Standards (AFS) safety studies. Phase four (DOT璅AA瑼FS45056, dated July 2010) of the safety studies specifically stated that inclusion of RNAV/RNP (GPS) approaches into simultaneous offset instrument approach SOIA operations was covered by the safety study. Subsequently, Flight Standards has published a revised SOIA Order (8260.49A Change 1, dated November 2012) which authorizes inclusion of RNAV (GPS) and RNAV (RNP) approaches to be utilized in conjunction with the existing ILS and LDA approaches for either straight璱n or offset course approaches.

3. CHANGE: 

OLD

 

NEW

599. SIMULTANEOUS OFFSET INSTRUMENT APPROACHES (SOIA)- HIGH UPDATE RADAR

 

5910. SIMULTANEOUS OFFSET INSTRUMENT APPROACHES (SOIA)- HIGH UPDATE RADAR

a. Simultaneous offset independent approaches (SOIA) may be conducted at FAA designated airports that have an authorization issued by the Director, Terminal Safety and Operations Support in coordination with AFS with parallel runways that have centerlines separated by less than 3,000 feet with one localizer offset by 2.5 to 3.0 degrees using a high update rate surveillance system with a 1.0-second radar update; and

 

a. Simultaneous offset independent approaches SOIA may be conducted at FAA designated airports that have an authorization issued by the Director, Terminal Operations, Headquarters, in coordination with AFS with parallel runways that have centerlines separated by less than 3,000 feet with one final approach course offset by 2.5 to 3.0 degrees using a high update rate surveillance system with a 1.0-second radar update; and

a1 thru a2

 

No Change

3. Provide the minimum applicable radar separation between the LDA aircraft of a leading SOIA pair and the ILS aircraft in the subsequent SOIA pair when the parallel runways have centerlines separated by less than 2500 feet.

 

3. Provide the minimum applicable radar separation between the trailing offset aircraft of a leading SOIA pair and the lead straight璱n aircraft in the subsequent SOIA pair when the parallel runways have centerlines separated by less than 2,500 feet.

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

 

REFERENCE-
FAAO JO 7110.65, Para 5-5-4, Minima

b. The following conditions are required when applying the minimum separation on ILS/MLS and offset LDA with glideslope courses authorized in subpara a above:

 

b. The following conditions are required when applying the minimum separation between lead straight璱n and offset trailing approaches with glideslope courses or vertical navigation authorized in subparagraph a above:

b1

 

No Change

2. ILS, MLS, LDA, glideslope, DME, radar, and appropriate frequencies are operating normally.

 

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

3. Inform aircraft that closely spaced simultaneous ILS/MLS approaches are in use prior to aircraft departing an outer fix. This information may be provided through the ATIS.

 

3. Inform aircraft that closely spaced simultaneous approaches are in use prior to aircraft departing an outer fix. This information may be provided through the ATIS.

b4

 

No Change

5. A No Transgression Zone (NTZ) at least 2,000 feet wide is established an equal distance between extended runway final approach courses and must be depicted on the monitor display. The NTZ begins prior to the point where adjacent inbound aircraft first lose vertical separation and extends to a point coincident with the location of the LDA MAP. The primary responsibility for navigation on the final approach course rests with the pilot. Control instructions and information are issued only to ensure separation between aircraft and to prevent aircraft from penetrating the NTZ.

 

5. A No Transgression Zone (NTZ) at least 2,000 feet wide is established an equal distance between extended runway final approach courses and must be depicted on the monitor display. The NTZ begins prior to the point where adjacent inbound aircraft first lose vertical separation and extends to a point coincident with the location of the offset approach MAP. The primary responsibility for navigation on the final approach course rests with the pilot. Control instructions and information are issued only to ensure separation between aircraft and to prevent aircraft from penetrating the NTZ.

b6

 

No Change

7. Separate monitor controllers, each with transmit/receive and override capability on the local control frequency, must ensure aircraft do not penetrate the depicted NTZ. Facility directives must define the responsibility for providing the minimum applicable longitudinal separation between aircraft on the same final approach course and the minimum applicable longitudinal separation between the LDA aircraft of a leading SOIA pair and the ILS aircraft in the subsequent SOIA pair when the parallel runways have centerlines separated by less than 2500 feet.

 

7. Separate monitor controllers, each with transmit/receive and override capability on the local control frequency, must ensure aircraft do not penetrate the depicted NTZ. Facility directives must define the responsibility for providing the minimum applicable longitudinal separation between aircraft on the same final approach course and the minimum applicable longitudinal separation between the trailing offset aircraft of a leading SOIA pair and the lead straight in aircraft in the subsequent SOIA pair when the parallel runways have centerlines separated by less than 2,500 feet.

NOTE

 

No Change

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

 

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

1. A controller must provide position information to an aircraft that is (left/right) of the depicted localizer centerline, and in their opinion is continuing on a track that may penetrate the NTZ.

 

1. A controller must provide position information to an aircraft that is (left/right) of the depicted final approach course centerline, and in their opinion is continuing on a track that may penetrate the NTZ.

PHRASEOLOGY

 

No Change

2. Instruct the aircraft to return immediately to the correct final approach course when aircraft are observed to overshoot the turn璷n or continue on a track which will penetrate the NTZ.

 

2. Instruct the aircraft to return immediately to the correct final approach course when aircraft are observed to overshoot the turn璷n or continue on a track which will penetrate the NTZ.

PHRASEOLOGY-
YOU HAVE CROSSED THE FINAL APPROACH COURSE. TURN (left/right) IMMEDIATELY AND RETURN TO LOCALIZER/AZIMUTH COURSE.

Or

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

 

PHRASEOLOGY-
YOU HAVE CROSSED THE FINAL APPROACH COURSE. TURN (left/right) IMMEDIATELY AND RETURN TO FINAL APPROACH COURSE.

Or

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

c3 thru c4

 

No Change

(a) The ILS aircraft passes the end of the NTZ nearest the runway threshold.

 

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

(b) The LDA aircraft passes the end of the NTZ nearest the runway threshold and has reported the ILS aircraft in sight.

 

(b) The trailing offset aircraft passes the end of the NTZ nearest the runway threshold and has reported the lead straight in aircraft in sight.

c4(c) thru c5

 

 

No Change

6. Do not apply the provisions of para 5131, Monitor on PAR Equipment, for simultaneous ILS, MLS, ILS and MLS, or SOIA approaches.

 

6. Do not apply the provisions of paragraph 5131, Monitor on PAR Equipment, for closely璼paced simultaneous approaches.

d. Advise the pilot of the LDA aircraft of traffic on the adjacent ILS approach course, if that traffic will be a factor in the visual segment of the approach. The provisions of para 7񩻩, Visual Separation, subpara a2 concerning visual separation between aircraft being provided by the tower must not be applied to aircraft conducting SOIAs.

 

d. Advise the pilot of the trailing offset aircraft of traffic on the adjacent lead straight璱n approach course, if that traffic will be a factor in the visual segment of the approach. The provisions of Paragraphs 7񩻩, Visual Separation, subparagraph a2, concerning visual separation between aircraft being provided by the tower must not be applied to aircraft conducting SOIAs.

NOTE-
Once advised, the pilot is authorized to continue past the LDA MAP if all of the following conditions are met: The pilot has the ILS traffic in sight and expects the traffic to remain in sight; the pilot advises ATC that the traffic is in sight; and the pilot has the runway environment in sight. Otherwise, it is the pilot's responsibility to execute a missed approach at the LDA MAP.

 

NOTE-
Once advised, the pilot is authorized to continue past the offset approach MAP if all of the following conditions are met: The pilot has the straight璱n approach traffic in sight and expects the traffic to remain in sight; the pilot advises ATC that the traffic is in sight; and the pilot has the runway environment in sight. Otherwise, it is the pilot's responsibility to execute a missed approach at the offset approach MAP.

e. Ensure that the LDA aircraft is positioned to facilitate the flight crew's ability to see the ILS traffic from the nominal clear璷f璫louds point to the LDA MAP so that the flight crew can remain separated from that traffic visually from the LDA MAP to the runway threshold.

 

e. Ensure that the trailing offset aircraft is positioned to facilitate the flight crew's ability to see the lead straight in traffic from the nominal clear璷f璫louds point to the offset approach MAP so that the flight crew can remain separated from that traffic visually from the offset approach MAP to the runway threshold.

NOTE-
After accepting a clearance for and LDA PRM approach, pilots must remain on the LDA course until passing the LDA MAP prior to alignment with the runway centerline. Between the LDA MAP and the runway threshold, the pilot of the LDA aircraft assumes visual separation responsibility from the aircraft on the ILS approach, which means maneuvering the aircraft as necessary to avoid the ILS traffic until landing, and providing wake turbulence avoidance, if necessary.

 

NOTE-
After accepting a clearance for an offset PRM approach, pilots must remain on the offset approach course until passing the offset approach MAP prior to alignment with the runway centerline. Between the offset approach MAP and the runway threshold, the pilot of the offset approach aircraft assumes visual separation responsibility from the aircraft on the straight璱n approach, which means maneuvering the aircraft as necessary to avoid the straight in approach traffic until landing, and providing wake turbulence avoidance, if necessary.

f. In the visual segment between the LDA MAP and the runway threshold, if the pilot of the LDA aircraft loses visual contact with the ILS traffic, the pilot must advise ATC as soon as practical and follow the published missed approach procedure. If necessary, issue alternate missed approach instructions.

 

f. In the visual segment between the offset approach MAP and the runway threshold, if the pilot of the trailing offset aircraft loses visual contact with the lead straight璱n traffic, the pilot must advise ATC as soon as practical and follow the published missed approach procedure. If necessary, issue alternate missed approach instructions.

g. Wake turbulence requirements between aircraft on adjacent final approach courses inside the LDA MAP are as follows (standard in璽rail wake separation must be applied between aircraft on the same approach course):

 

g. Wake turbulence requirements between aircraft on adjacent final approach courses inside the offset approach MAP are as follows (standard in璽rail wake separation must be applied between aircraft on the same approach course):



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