|
Section 1. General
2-1-1. ATC SERVICE
The primary
purpose of the ATC system is to prevent a collision between aircraft operating
in the system and to provide a safe, orderly and
expeditious flow of traffic, and to provide support
for National Security and Homeland Defense. In
addition to its primary function, the ATC system has
the capability to provide, with certain limitations,
additional services. The ability to provide
additional services is limited by many factors, such
as the volume of traffic, frequency congestion,
quality of radar, controller workload, higher
priority duties, and the pure physical inability to
scan and detect those situations that fall in this
category. It is recognized that these services cannot
be provided in cases in which the provision of
services is precluded by the above factors.
Consistent with the aforementioned conditions,
controllers must provide additional service
procedures to the extent permitted by higher
priority duties and other circumstances. The
provision of additional services is not optional on
the part of the controller, but rather is required when
the work situation permits. Provide air traffic
control service in accordance with the procedures
and minima in this order except when:
a. A deviation is necessary to
conform with ICAO Documents, National Rules of the Air, or special agreements
where the U.S. provides air traffic control service in airspace outside the U.S.
and its possessions or:
NOTE-
Pilots are required to abide by CFRs or other applicable regulations regardless
of the application of any procedure or minima in this order.
b. Other procedures/minima are
prescribed in a letter of agreement, FAA directive, or a military document, or:
NOTE-
These procedures may include altitude reservations, air refueling, fighter
interceptor operations, law enforcement, etc.
REFERENCE-
FAAO JO 7110.65, Para
1-1-9, Procedural Letters of Agreement.
c. A deviation is necessary to
assist an aircraft when an emergency has been declared.
REFERENCE-
FAAO JO 7110.65, Para 2-1-6, Safety Alert.
FAAO JO 7110.65,
Chapter 10, Emergencies.
FAAO JO 7110.65, Para
5-1-8, Merging Target Procedures.
2-1-2.
DUTY PRIORITY
a. Give first priority to
separating aircraft and issuing safety alerts as required in this order. Good
judgment must be used in prioritizing all other provisions of this order based
on the requirements of the situation at hand.
REFERENCE-
FAAO JO 7110.65, Para 2-1-6, Safety Alert.
NOTE-
Because there are many variables involved, it is virtually impossible to develop
a standard list of duty priorities that would apply uniformly to every
conceivable situation. Each set of circumstances must be evaluated on its own
merit, and when more than one action is required, controllers must exercise
their best judgment based on the facts and circumstances known to them. That
action which is most critical from a safety standpoint is performed first.
b. Provide support to national
security and homeland defense activities to include, but not be limited to,
reporting of suspicious and/or unusual aircraft/pilot activities.
REFERENCE-
FAAO JO 7610.4, Special Operations.
c. Provide additional services to
the extent possible, contingent only upon higher priority duties and other
factors including limitations of radar, volume of traffic, frequency congestion,
and workload.
2-1-3.
PROCEDURAL PREFERENCE
a. Use automation procedures in
preference to nonautomation procedures when workload, communications, and
equipment capabilities permit.
b. Use radar separation in
preference to nonradar separation when it will be to an operational advantage
and workload, communications, and equipment permit.
c. Use nonradar
separation in preference to radar separation when the situation dictates that an
operational advantage will be gained.
NOTE-
One situation may be where vertical separation would preclude excessive
vectoring.
2-1-4.
OPERATIONAL PRIORITY
Provide air traffic control service to
aircraft on a “first come, first served” basis as circumstances permit, except
the following:
NOTE-
It is solely the pilot's prerogative to cancel an IFR flight plan. However, a
pilot's retention of an IFR flight plan does not afford priority over VFR
aircraft. For example, this does not preclude the requirement for the pilot of
an arriving IFR aircraft to adjust his/her flight path, as necessary, to enter a
traffic pattern in sequence with arriving VFR aircraft.
a. An aircraft in distress has the
right of way over all other air traffic.
REFERENCE-
14 CFR Section 91.113(c).
b. Provide priority to civilian air ambulance
flights (call sign “MEDEVAC”). Use of the
MEDEVAC call sign indicates that operational
priority is requested. When verbally requested,
provide priority to AIR EVAC, HOSP, and scheduled
air carrier/air taxi flights. Assist the pilots of
MEDEVAC, AIR EVAC, and HOSP aircraft to avoid
areas of significant weather and turbulent conditions.
When requested by a pilot, provide notifications to
expedite ground handling of patients, vital organs, or
urgently needed medical materials.
NOTE-
It is recognized that heavy traffic flow may affect the controller's ability to
provide priority handling. However, without compromising safety, good judgment
must be used in each situation to facilitate the most expeditious movement of a
MEDEVAC aircraft.
c. Provide maximum assistance to
SAR aircraft performing a SAR mission.
REFERENCE-
FAAO JO 7110.65, Para
10-1-3, Providing Assistance.
d. Expedite the movement of
presidential aircraft and entourage and any rescue support aircraft as well as
related control messages when traffic conditions and communications facilities
permit.
NOTE-
As used herein the terms presidential aircraft and entourage include aircraft
and entourage of the President, Vice President, or other public figures when
designated by the White House.
REFERENCE-
FAAO JO 7110.65, Para
2-4-20, Aircraft Identification.
FAAO JO 7110.65, Para
4-3-2, Departure Clearances.
FAAO JO 7210.3, Para 5-1-1, Advance Coordination.
e. Provide special handling, as
required to expedite Flight Check aircraft.
NOTE-
It is recognized that unexpected wind conditions, weather, or heavy traffic
flows may affect controller's ability to provide priority or special handling at
the specific time requested.
REFERENCE-
FAAO JO 7110.65, Para
9-1-3, Flight Check Aircraft.
f. Expedite movement of NIGHT WATCH
aircraft when NAOC (pronounced NA-YOCK) is indicated in the remarks section of
the flight plan or in air/ground communications.
NOTE-
The term “NAOC” will not be a part of the call sign but may be used when the
aircraft is airborne to indicate a request for special handling.
REFERENCE-
FAAO JO 7610.4, Para 12-1-1, Applications.
g. Provide expeditious handling for
any civil or military aircraft using the code name “FLYNET."
REFERENCE-
FAAO JO 7110.65, Para
9-2-6, FLYNET.
FAAO JO 7610.4, Para 12-4-1, “FLYNET” Flights, Nuclear Emergency Teams.
h. Provide expeditious handling of
aircraft using the code name “Garden Plot” only when CARF notifies you that such
priority is authorized. Refer any questions regarding flight procedures to CARF
for resolution.
NOTE-
Garden Plot flights require priority movement and are coordinated by the
military with CARF. State authority will contact the Regional Administrator to
arrange for priority of National Guard troop movements within a particular
state.
i. Provide special handling for
USAF aircraft engaged in aerial sampling missions using the code name “SAMP.”
REFERENCE-
FAAO JO 7110.65, Para
9-2-17, SAMP.
FAAO JO 7210.3, Para 5-3-4, Atmosphere Sampling For Nuclear Contamination.
FAAO JO 7610.4, Para 12-4-3, Atmospheric Sampling For Nuclear Contamination.
j. Provide
maximum assistance to expedite the movement of interceptor aircraft on active
air defense missions until the unknown aircraft is identified.
k. Expedite movement of Special Air
Mission aircraft when SCOOT is indicated in the remarks section of the flight
plan or in air/ground communications.
NOTE-
The term “SCOOT” will not be part of the call sign but may be used when the
aircraft is airborne to indicate a request for special handling.
REFERENCE-
FAAO JO 7610.4, Para 12-7-1, Applications.
l. When requested, provide priority
handling to TEAL and NOAA mission aircraft.
NOTE-
Priority handling may be requested by the pilot, or via telephone from CARCAH or
the 53rd Weather Reconnaissance Squadron (53WRS) operations center personnel, or
in the remarks section of the flight plan.
REFERENCE-
FAAO JO 7110.65, Para
9-2-19, Weather Reconnaissance Flights.
m. IFR aircraft must have priority
over SVFR aircraft.
REFERENCE-
FAAO JO 7110.65,
Chapter 7,
Section 5,
Special VFR (SVFR).
n. Providing priority and special handling to expedite the movement of
OPEN SKIES observation and demonstration flights.
NOTE-
An OPEN SKIES aircraft has priority over all “regular” air traffic. “Regular” is
defined as all aircraft traffic other than:
1. Emergencies.
2. Aircraft directly involved in presidential movement.
3. Forces or activities in actual combat.
4. MEDEVAC and active SAR missions.
5. AIR EVAC and HOSP aircraft that have requested
priority handling.
REFERENCE-
FAAO JO 7110.65, Para
9-2-22, OPEN SKIES Treaty Aircraft.
FAAO JO 7210.3, Para 5-3-7, OPEN SKIES Treaty Aircraft.
Treaty on OPEN SKIES, Treaty Document, 102-37.
o. Aircraft operating under the
North American Route Program (NRP) and in airspace identified in the High
Altitude Redesign (HAR) program, are not subject to route limiting restrictions
(e.g., published preferred IFR routes, letter of agreement requirements,
standard operating procedures).
REFERENCE-
FAAO JO 7110.65, Para
2-3-2, En Route Data Entries.
FAAO JO 7110.65, Para 2-2-15,
North American Route Program (NRP) Information.
FAAO JO 7110.65, Para
4-2-5, Route or Altitude Amendments.
FAAO JO 7210.3, Chapter 17, Section 16, North American Route Program.
p. If able, provide priority
handling to diverted flights. Priority handling may be requested via use of
“DVRSN" in the remarks section of the flight plan or by the flight being placed
on the Diversion Recovery Tool (DRT).
REFERENCE-
FAAO JO 7210.3, Para 17-4-5, Diversion Recovery.
2-1-5.
EXPEDITIOUS COMPLIANCE
a. Use the word “immediately” only
when expeditious compliance is required to avoid an imminent situation.
b. Use the word “expedite” only
when prompt compliance is required to avoid the development of an imminent
situation. If an “expedite" climb or descent clearance is issued by ATC, and
subsequently the altitude to maintain is changed or restated without an expedite
instruction, the expedite instruction is canceled.
c. In either case, if time permits,
include the reason for this action.
2-1-6.
SAFETY ALERT
Issue a safety alert to an aircraft if you
are aware the aircraft is in a position/altitude that, in your judgment, places
it in unsafe proximity to terrain, obstructions, or other aircraft. Once the
pilot informs you action is being taken to resolve the situation, you may
discontinue the issuance of further alerts. Do not assume that because someone
else has responsibility for the aircraft that the unsafe situation has been
observed and the safety alert issued; inform the appropriate controller.
NOTE-
1. The issuance of a safety alert is a first priority (see para 2-1-2,
Duty Priority) once the controller observes and recognizes a situation of unsafe
aircraft proximity to terrain, obstacles, or other aircraft. Conditions, such as
workload, traffic volume, the quality/limitations of the radar system, and the
available lead time to react are factors in determining whether it is reasonable
for the controller to observe and recognize such situations. While a controller
cannot see immediately the development of every situation where a safety alert
must be issued, the controller must remain vigilant for such situations and
issue a safety alert when the situation is recognized.
2. Recognition of situations of
unsafe proximity may result from MSAW/E-MSAW/LAAS, automatic altitude readouts,
Conflict/Mode C Intruder Alert, observations on a PAR scope, or pilot reports.
3. Once the
alert is issued, it is solely the pilot's prerogative to determine what course
of action, if any, will be taken.
a. Terrain/Obstruction Alert. Immediately issue/initiate an alert to an aircraft if you are aware the
aircraft is at an altitude that, in your judgment, places
it in unsafe proximity to terrain and/or obstructions.
Issue the alert as follows:
PHRASEOLOGY-
LOW ALTITUDE ALERT (call sign),
CHECK YOUR ALTITUDE IMMEDIATELY.
and, if the aircraft is not yet on final approach,
THE (as appropriate) MEA/MVA/MOCA/MIA IN YOUR
AREA IS (altitude),
REFERENCE-
P/CG Term - Final Approach - IFR
b. Aircraft Conflict/Mode C Intruder Alert.
Immediately issue/initiate an alert to an aircraft if you
are aware of another aircraft at an altitude that you
believe places them in unsafe proximity. If feasible,
offer the pilot an alternate course of action. When an
alternate course of action is given, end the
transmission with the word “immediately.”
PHRASEOLOGY-
TRAFFIC ALERT (call sign) (position of aircraft)
ADVISE
YOU TURN LEFT/RIGHT (heading),
and/or
CLIMB/DESCEND (specific altitude if appropriate)
IMMEDIATELY.
EXAMPLE-
“Traffic Alert, Cessna Three Four Juliet, advise you turn
left immediately.”
or
“Traffic Alert, Cessna Three-Four Juliet, advise you turn
left and climb immediately.”
REFERENCE-
FAAO JO 7110.65, Para 5-14-1, Conflict Alert (CA) and Mode C
Intruder (MCI) Alert.
FAAO JO 7110.65, Para 5-14-2, En Route Minimum Safe Altitude
Warning (E-MSAW).
FAAO JO 7110.65, Para 5-15-6, CA/MCI.
FAAO JO 7110.65, Para 5-2-23, Altitude Filters.
2-1-7. INFLIGHT EQUIPMENT MALFUNCTIONS
a. When a pilot reports an inflight
equipment malfunction, determine the nature and extent of any special handling
desired.
NOTE-
Inflight equipment malfunctions include partial or complete failure of
equipment, which may affect either safety, separation standards, and/or the
ability of the flight to proceed under IFR, or in Reduced Vertical Separation
Minimum (RVSM) airspace, in the ATC system. Controllers may expect reports from
pilots regarding VOR, TACAN, ADF, GPS, RVSM capability, or low frequency
navigation receivers, impairment of air-ground communications capability, or
other equipment deemed appropriate by the pilot (e.g., airborne weather radar).
Pilots should communicate the nature and extent of any assistance desired from
ATC.
b. Provide the maximum assistance
possible consistent with equipment, workload, and any special handling
requested.
c. Relay to other controllers or
facilities who will subsequently handle the aircraft, all pertinent details
concerning the aircraft and any special handling required or being provided.
2-1-8. MINIMUM FUEL
If an aircraft declares a state of
“minimum fuel,” inform any facility to whom control jurisdiction is transferred
of the minimum fuel problem and be alert for any occurrence which might delay
the aircraft en route.
NOTE-
Use of the term “minimum fuel” indicates recognition by a pilot that his/her
fuel supply has reached a state where, upon reaching destination, he/she cannot
accept any undue delay. This is not an emergency situation but merely an
advisory that indicates an emergency situation is possible should any undue
delay occur. A minimum fuel advisory does not imply a need for traffic priority.
Common sense and good judgment will determine the extent of assistance to be
given in minimum fuel situations. If, at any time, the remaining usable fuel
supply suggests the need for traffic priority to ensure a safe landing, the
pilot should declare an emergency and report fuel remaining in minutes.
2-1-9.
REPORTING ESSENTIAL FLIGHT INFORMATION
Report as soon as possible to the
appropriate FSS, airport manager's office, ARTCC, approach control
facility, operations office, or military operations office any information
concerning components of the NAS or any flight conditions which may have an
adverse effect on air safety.
NOTE-
AFSSs/FSSs are responsible for classifying and disseminating Notices to Airmen.
REFERENCE-
FAAO JO 7110.65, Para
3-3-3, Timely Information.
FAAO JO 7110.65, Para
5-1-6, Service Limitations.
FAAO JO 7210.3, Para 3-1-2, Periodic Maintenance.
USN, See OPNAVINST 3721.30.
2-1-10. NAVAID MALFUNCTIONS
a.
When an aircraft reports a ground-based NAVAID malfunction, take the following
actions:
1. Request
a report from a second aircraft.
2. If
the second aircraft reports normal operations, continue use and inform the first
aircraft. Record the incident on FAA Form 7230-4 or appropriate military form.
3. If
the second aircraft confirms the malfunction or in the absence of a second
aircraft report, activate the standby equipment or request the monitor facility
to activate.
4. If
normal operation is reported after the standby equipment is activated, continue
use, record the incident on FAA Form 7230-4 or appropriate military form, and
notify technical operations personnel (the Systems Engineer of the ARTCC when an
en route aid is involved).
5. If
continued malfunction is reported after the standby equipment is activated or
the standby equipment cannot be activated, inform technical operations personnel
and request advice on whether or not the aid should be shut down. In the absence
of a second aircraft report, advise the technical operations personnel of the
time of the initial aircraft report and the estimated time a second aircraft
report could be obtained.
b. When
an aircraft reports a GPS or WAAS anomaly, request the following information and/or take the
following actions:
1. Record
the following minimum information:
(a) Aircraft
make, model, and call sign.
(b) Location
or position, and altitude at the time where GPS or
WAAS anomaly was observed.
(c) Date/time
of occurrence.
2. Request
a report from a second aircraft.
3. Record
the incident on FAA Form 7230-4 or appropriate military form.
4. Inform
other aircraft of the anomaly as specified in paragraph 481j or k, as
applicable.
PHRASEOLOGY-
ATTENTION ALL AIRCRAFT, GPS REPORTED UNRELIABLE (OR WAAS UNAVAILABLE) IN
VICINITY/AREA (position).
EXAMPLE-
"Attention all aircraft, GPS reported unreliable (or WAAS unavailable) in the
area 30 miles south of Waco VOR."
c. When
a pilot reports a WAAS anomaly, determine from the pilot what indications he or
she observes and record the information in accordance with subparagraph b
above.
2-1-11. USE OF MARSA
a. MARSA may only be applied to
military operations specified in a letter of agreement or other appropriate FAA
or military document.
NOTE-
Application of MARSA is a military command prerogative. It will not be invoked
indiscriminately by individual units or pilots. It will be used only for IFR
operations requiring its use. Commands authorizing MARSA will ensure that its
implementation and terms of use are documented and coordinated with the control
agency having jurisdiction over the area in which the operations are conducted.
Terms of use will assign responsibility and provide for separation among
participating aircraft.
b. ATC facilities do not invoke or
deny MARSA. Their sole responsibility concerning the use of MARSA is to provide
separation between military aircraft engaged in MARSA operations and other
nonparticipating IFR aircraft.
c. DOD must ensure that military
pilots requesting special-use airspace/ATCAAs have coordinated with the
scheduling agency, have obtained approval for entry, and are familiar with the
appropriate MARSA procedures. ATC is not responsible for determining which
military aircraft are authorized to enter special-use airspace/ATCAAs.
REFERENCE-
FAAO JO 7110.65, Para
9-2-13, Military Aerial Refueling.
2-1-12.
MILITARY PROCEDURES
Military procedures in the form of
additions, modifications, and exceptions to the basic FAA procedure are
prescribed herein when a common procedure has not been attained or to fulfill a
specific requirement. They must be applied by:
a. ATC facilities operated by that
military service.
EXAMPLE-
1. An Air Force facility providing service for an Air Force base
would apply USAF procedures to all traffic regardless of class.
2. A Navy facility providing
service for a Naval Air Station would apply USN procedures to all traffic
regardless of class.
b. ATC facilities, regardless of
their parent organization (FAA, USAF, USN, USA), supporting a designated
military airport exclusively. This designation determines which military
procedures are to be applied.
EXAMPLE-
1. An FAA facility supports a USAF base exclusively; USAF
procedures are applied to all traffic at that base.
2. An FAA facility provides
approach control service for a Naval Air Station as well as supporting a civil
airport; basic FAA procedures are applied at both locations by the FAA facility.
3. A USAF facility supports a
USAF base and provides approach control service to a satellite civilian airport;
USAF procedures are applied at both locations by the USAF facility.
REFERENCE-
FAAO JO 7110.65, Para
1-2-5, Annotations.
c. Other ATC facilities when
specified in a letter of agreement.
EXAMPLE-
A USAF unit is using a civil airport supported by an FAA facility- USAF
procedures will be applied as specified in a letter of agreement between the
unit and the FAA facility to the aircraft of the USAF unit. Basic FAA procedures
will be applied to all other aircraft.
2-1-13. FORMATION FLIGHTS
a. Control formation flights as a
single aircraft. When individual control is requested, issue advisory
information which will assist the pilots in attaining separation. When pilot
reports indicate separation has been established, issue control instructions as
required.
NOTE-
1. Separation responsibility between aircraft within the formation
during transition to individual control rests with the pilots concerned until
standard separation has been attained.
2. Formation join-up and
breakaway will be conducted in VFR weather conditions unless prior authorization
has been obtained from ATC or individual control has been approved.
REFERENCE-
FAAO JO 7110.65, Para 5-5-8,
Additional Separation for Formation Flights.
P/CG Term- Formation Flight.
b. Military and civil formation
flights in RVSM airspace.
1. Utilize RVSM separation
standards for a formation flight, which consists of all RVSM approved aircraft.
2. Utilize non-RVSM separation
standards for a formation flight above FL 290, which does not consist of all
RVSM approved aircraft.
3. If aircraft are requesting to
form a formation flight to FL 290 or above, the controller who issues the
clearance creating the formation flight is responsible for ensuring that the
proper equipment suffix is entered for the lead aircraft.
4. If the flight departs as a
formation, and is requesting FL 290 or above, the first center sector must
ensure that the proper equipment suffix is entered.
5. If the formation flight is below
FL 290 and later requests FL 290 or above, the controller receiving the RVSM
altitude request must ensure the proper equipment suffix is entered.
6. Upon break-up of the formation
flight, the controller initiating the break-up must ensure that all aircraft or
flights are assigned their proper equipment suffix.
2-1-14. COORDINATE USE OF AIRSPACE
a. Ensure that the necessary
coordination has been accomplished before you allow an aircraft under your
control to enter another controller's area of jurisdiction.
b. Before you issue a control instruction
directly to a pilot that will change the aircraft's heading, route, speed, or
altitude, you must ensure that coordination has been completed with all
controllers whose area of jurisdiction is affected by those instructions unless
otherwise specified by a letter of agreement or facility directive. If your
control instruction will be relayed to the pilot through a source other than
another radar controller (FSS, ARINC, another pilot, etc.), you are still
responsible to ensure that all required coordination is completed.
NOTE-
1. It is good operating practice for controllers to confirm
that required coordination has been/will be effected, especially in unusual
circumstances, such as recently modified sector configurations, airspace
changes, route changes, etc.
2.
Ensuring that all required coordination has been completed does not necessarily
imply that the controller issuing the control instruction directly to the pilot
has to perform the coordination action.
REFERENCE-
FAAO JO 7110.65, Para 2-1-15, Control Transfer.
FAAO JO 7110.65, Para
5-5-10, Adjacent Airspace.
FAAO JO 7110.65, Para
5-4-5, Transferring Controller Handoff.
FAAO JO 7110.65, Para
5-4-6, Receiving Controller Handoff.
2-1-15. CONTROL TRANSFER
a. Transfer control of an aircraft
in accordance with the following conditions:
1. At a prescribed or coordinated
location, time, fix, or altitude; or,
2. At the time a radar handoff and
frequency change to the receiving controller have been completed and when
authorized by a facility directive or letter of agreement which specifies the
type and extent of control that is transferred.
REFERENCE-
FAAO JO 7110.65, Para 2-1-14, Coordinate Use of
Airspace.
FAAO JO 7110.65, Para
5-4-5, Transferring Controller Handoff.
FAAO JO 7110.65, Para
5-4-6, Receiving Controller Handoff.
b. Transfer control of an aircraft
only after eliminating any potential conflict with other aircraft for which you
have separation responsibility.
c. Assume control of an aircraft
only after it is in your area of jurisdiction unless specifically coordinated or
as specified by letter of agreement or a facility directive.
2-1-16. SURFACE AREAS
a. Coordinate with the appropriate
nonapproach control tower on an individual aircraft basis before issuing a
clearance which would require flight within a surface area for which the tower
has responsibility unless otherwise specified in a letter of agreement.
REFERENCE-
FAAO JO 7210.3, Para 4-3-1, Letters of Agreement.
14 CFR Section 91.127, Operating on or in the Vicinity of an Airport in Class E
Airspace.
P/CG Term- Surface Area.
b. Coordinate with the appropriate
control tower for transit authorization when you are providing radar traffic
advisory service to an aircraft that will enter another facility's airspace.
NOTE-
The pilot is not expected to obtain his/her own authorization through each area
when in contact with a radar facility.
c. Transfer communications to the
appropriate facility, if required, prior to operation within a surface area for
which the tower has responsibility.
REFERENCE-
FAAO JO 7110.65, Para 2-1-17, Radio Communications
Transfer.
FAAO JO 7110.65, Para
3-1-11, Surface Area Restrictions.
FAAO JO 7110.65, Para
7-6-1, Application.
14 CFR Section 91.129, Operations in Class D Airspace.
2-1-17.
RADIO COMMUNICATIONS
a. Transfer radio communications before an aircraft enters the receiving
controller's area of jurisdiction unless otherwise coordinated or specified by a
letter of agreement or a facility directive.
b. Transfer radio communications by specifying the following:
NOTE-
Radio communications transfer procedures may be specified by a letter of
agreement or contained in the route description of an MTR as published in the
DOD Planning AP/1B (AP/3).
1. The
facility name or location name and terminal function to be
contacted. TERMINAL:
Omit the location name when transferring
communications to another controller within your
facility, or, when the tower and TRACON share
the same name (for example, Phoenix Tower and
Phoenix TRACON).
EXCEPTION. Controllers must include the
name of the facility when instructing an aircraft
to change frequency for final approach
guidance.
2. Frequency to use except the
following may be omitted:
(a) FSS frequency.
(b) Departure frequency if
previously given or published on a SID chart for the procedure issued.
(c) TERMINAL:
(1) Ground or local control
frequency if in your opinion the pilot knows which frequency is in use.
(2) The numbers preceding the
decimal point if the ground control frequency is in the 121 MHz bandwidth.
EXAMPLE-
“Contact Tower.”
“Contact Ground.”
“Contact Ground Point Seven.”
“Contact Ground, One Two Zero Point Eight.”
“Contact Huntington Radio.”
“Contact Departure.”
“Contact Los Angeles Center, One Two Three Point Four.”
3. Time, fix, altitude, or
specifically when to contact a facility. You may omit this when compliance is
expected upon receipt.
NOTE-
AIM, para 5-3-1, ARTCC Communications, informs pilots that they are expected to
maintain a listening watch on the transferring controller's frequency until the
time, fix, or altitude specified.
PHRASEOLOGY-
CONTACT (facility name or location name and terminal function), (frequency).
If required,
AT (time, fix, or altitude).
c. Controllers must, within a
reasonable amount of time, take appropriate action to establish/restore
communications with all aircraft for which a communications transfer or initial
contact to his/her sector is expected/required.
NOTE-
For the purposes of this paragraph, a reasonable amount of time is considered to
be 5 minutes from the time the aircraft enters the controller's area of
jurisdiction or comes within range of radio/communications coverage.
Communications include two-way VHF or UHF radio contact, data link, or high
frequency (HF) radio through an approved third-party provider such as ARINC.
d. In situations where an
operational advantage will be gained, and following coordination with the
receiving controller, you may instruct aircraft on the ground to monitor the
receiving controller's frequency.
EXAMPLE-
“Monitor Tower.”
“Monitor Ground.”
“Monitor Ground Point Seven.”
“Monitor Ground, One Two Zero Point Eight.”
e. In situations where a sector has
multiple frequencies or when sectors are combined using multiple frequencies and
the aircraft will remain under your jurisdiction, transfer radio communication
by specifying the following:
PHRASEOLOGY-
(Identification) CHANGE TO MY FREQUENCY (state frequency).
EXAMPLE-
“United two twenty-two change to my frequency one two three point four.”
REFERENCE-
AIM, Para 4-2-3, Contact Procedures.
f. Avoid issuing a frequency change
to helicopters known to be single-piloted during air-taxiing, hovering, or
low-level flight. Whenever possible, relay necessary control instructions until
the pilot is able to change frequency.
NOTE-
Most light helicopters are flown by one pilot and require the constant use of
both hands and feet to maintain control. Although Flight Control Friction
Devices assist the pilot, changing frequency near the ground could result in
inadvertent ground contact and consequent loss of control. Pilots are expected
to advise ATC of their single-pilot status if unable to comply with a frequency
change.
REFERENCE-
AIM, Para 4-3-14, Communications.
g. In situations where the
controller does not want the pilot to change frequency but the pilot is
expecting or may want a frequency change, use the following phraseology.
PHRASEOLOGY-
REMAIN THIS FREQUENCY.
REFERENCE-
FAAO JO 7110.65, Para
4-7-1, Clearance Information.
FAAO JO 7110.65, Para
5-12-9, Communication Transfer.
2-1-18.
OPERATIONAL REQUESTS
Respond to a request from another
controller, a pilot or vehicle operator by one of the following verbal means:
a. Restate the request in complete
or abbreviated terms followed by the word “APPROVED.” The phraseology “APPROVED
AS REQUESTED” may be substituted in lieu of a lengthy readback.
PHRASEOLOGY-
(Requested operation) APPROVED.
or
APPROVED AS REQUESTED.
b. State restrictions followed by
the word “APPROVED.”
PHRASEOLOGY-
(Restriction and/or additional instructions, requested operation) APPROVED.
c. State the word “UNABLE” and,
time permitting, a reason.
PHRASEOLOGY-
UNABLE (requested operation).
and when necessary,
(reason and/or additional instructions.)
d. State the words “STAND BY.”
NOTE-
“STAND BY" is not an approval or denial. The controller acknowledges the request
and will respond at a later time.
REFERENCE-
FAAO JO 7110.65, Para 2-1-21, Traffic Advisories.
FAAO JO 7110.65, Para
4-2-5, Route or Altitude Amendments.
FAAO JO 7110.65, Para
7-9-3, Methods.
2-1-19. WAKE TURBULENCE
a. Apply wake turbulence procedures
to aircraft operating behind heavy jets/B757s and, where indicated, to small
aircraft behind large aircraft.
NOTE-
Para
5-5-4, Minima, specifies increased radar separation for small type aircraft
landing behind large, heavy, or B757 aircraft because of the possible effects of
wake turbulence.
b. The separation minima must
continue to touchdown for all IFR aircraft not making a visual approach or
maintaining visual separation.
REFERENCE-
FAAO JO 7110.65, Para
5-9-5, Approach Separation Responsibility.
2-1-20.
WAKE TURBULENCE CAUTIONARY ADVISORIES
a. Issue wake turbulence cautionary advisories,
including the position, altitude if known, and
direction of flight to aircraft operating behind
Heavy or B757 aircraft to:
REFERENCE-
AC 90-23, Aircraft Wake Turbulence, Pilot Responsibility, Para 12.
1. TERMINAL. VFR aircraft
not being radar vectored but are behind heavy jets or B757s.
2. IFR aircraft that accept a
visual approach or visual separation.
REFERENCE-
FAAO JO 7110.65, Para
7-4-1, Visual Approach.
3. TERMINAL. VFR arriving
aircraft that have previously been radar vectored and the vectoring has been
discontinued.
b. Issue cautionary information to
any aircraft if in your opinion, wake turbulence may have an adverse effect on
it. When traffic is known to be a heavy aircraft, include the word heavy
in the description.
NOTE-
Wake turbulence may be encountered by aircraft in flight as well as when
operating on the airport movement area. Because wake turbulence is
unpredictable, the controller is not responsible for anticipating its existence
or effect. Although not mandatory during ground operations, controllers may use
the words jet blast, propwash, or rotorwash, in lieu of wake
turbulence, when issuing a caution advisory.
REFERENCE-
AC 90-23, Aircraft Wake Turbulence.
P/CG Term- Aircraft Classes.
P/CG Term- Wake Turbulence.
PHRASEOLOGY-
CAUTION WAKE TURBULENCE (traffic information).
REFERENCE-
FAAO JO 7110.65, Para
7-2-1, Visual Separation.
2-1-21. TRAFFIC ADVISORIES
Unless an aircraft is operating within
Class A airspace or omission is requested by the pilot, issue traffic advisories
to all aircraft (IFR or VFR) on your frequency when, in your judgment, their
proximity may diminish to less than the applicable separation minima. Where no
separation minima applies, such as for VFR aircraft outside of Class B/Class C
airspace, or a TRSA, issue traffic advisories to those aircraft on your
frequency when in your judgment their proximity warrants it. Provide this
service as follows:
a. To radar
identified aircraft:
1. Azimuth from aircraft in terms
of the 12-hour clock, or
2. When rapidly maneuvering
aircraft prevent accurate issuance of traffic as in 1 above, specify the
direction from an aircraft's position in terms of the eight cardinal compass
points (N, NE, E, SE, S, SW, W, and NW). This method must be terminated at the
pilot's request.
3. Distance from aircraft in miles.
4. Direction in which traffic is
proceeding and/or relative movement of traffic.
NOTE-
Relative movement includes closing, converging, parallel same direction,
opposite direction, diverging, overtaking, crossing left to right, crossing
right to left.
5. If known, type of aircraft and
altitude.
REFERENCE-
FAAO JO 7110.65, Para
2-4-21, Description of Aircraft Types.
PHRASEOLOGY-
TRAFFIC, (number) O'CLOCK,
or when appropriate,
(direction) (number) MILES, (direction)-BOUND and/or (relative movement),
and if known,
(type of aircraft and altitude).
or
When appropriate,
(type of aircraft and relative position), (number of feet) FEET ABOVE/BELOW YOU.
If altitude is unknown,
ALTITUDE UNKNOWN.
EXAMPLE-
“Traffic, eleven o'clock, one zero miles, southbound, converging, Boeing Seven
Twenty Seven, one seven thousand.”
“Traffic, twelve o'clock, one five miles, opposite direction, altitude unknown.”
“Traffic, ten o'clock, one two miles, southeast bound, one thousand feet below
you.”
6. When requested by the pilot,
issue radar vectors to assist in avoiding the traffic, provided the aircraft to
be vectored is within your area of jurisdiction or coordination has been
effected with the sector/facility in whose area the aircraft is operating.
7. If unable to provide vector
service, inform the pilot.
REFERENCE-
FAAO JO 7110.65, Para 2-1-18, Operational Requests.
8. Inform the pilot of the
following when traffic you have issued is not reported in sight:
(a) The traffic is no factor.
(b) The traffic is no longer
depicted on radar.
PHRASEOLOGY-
TRAFFIC NO FACTOR/NO LONGER OBSERVED,
or
(number) O'CLOCK TRAFFIC NO FACTOR/NO
LONGER OBSERVED,
or
(direction) TRAFFIC NO FACTOR/NO LONGER
OBSERVED.
b. To aircraft that are not radar
identified:
1. Distance and direction from fix.
2. Direction in which traffic is
proceeding.
3. If known, type of aircraft and
altitude.
4. ETA over the fix the aircraft is
approaching, if appropriate.
PHRASEOLOGY-
TRAFFIC, (number) MILES/MINUTES (direction) OF (airport or fix),
(direction)-BOUND,
and if known,
(type of aircraft and altitude),
ESTIMATED (fix) (time),
or
TRAFFIC, NUMEROUS AIRCRAFT VICINITY (location).
If altitude is unknown,
ALTITUDE UNKNOWN.
EXAMPLE-
“Traffic, one zero miles east of Forsythe V-O-R, Southbound, M-D Eighty,
descending to one six thousand.”
“Traffic, reported one zero miles west of Downey V-O-R, northbound, Apache,
altitude unknown, estimated Joliet V-O-R one three one five.”
“Traffic, eight minutes west of Chicago Heights V-O-R, westbound, Mooney, eight
thousand, estimated Joliet V-O-R two zero three five.”
“Traffic, numerous aircraft, vicinity of Delia airport.”
c. For aircraft displaying Mode C,
not radar identified, issue indicated altitude.
EXAMPLE-
“Traffic, one o'clock, six miles, eastbound, altitude indicates six thousand
five hundred.”
REFERENCE-
FAAO JO 7110.65, Para
3-1-6, Traffic Information.
FAAO JO 7110.65, Para
7-2-1, Visual Separation.
FAAO JO 7110.65, Para
7-6-10, VFR Departure Information.
2-1-22. BIRD ACTIVITY INFORMATION
a. Issue advisory information on
pilot-reported, tower-observed, or radar-observed and pilot-verified bird
activity. Include position, species or size of birds, if known, course of
flight, and altitude. Do this for at least 15 minutes after receipt of such
information from pilots or from adjacent facilities unless visual observation or
subsequent reports reveal the activity is no longer a factor.
EXAMPLE-
“Flock of geese, one o'clock, seven miles, northbound, last reported at four
thousand.”
“Flock of small birds, southbound along Mohawk River, last reported at three
thousand.”
“Numerous flocks of ducks, vicinity Lake Winnebago, altitude unknown.”
b. Relay bird activity information
to adjacent facilities and to AFSSs/FSSs whenever it appears it will become a
factor in their areas.
2-1-23. TRANSFER OF POSITION
RESPONSIBILITY
The transfer of position responsibility
must be accomplished in accordance with the “Standard Operating Practice (SOP)
for the Transfer of Position Responsibility,” and appropriate facility
directives each time operational responsibility for a position is transferred
from one specialist to another.
2-1-24. WHEELS DOWN CHECK
USA/USAF/USN
Remind aircraft to check wheels down on
each approach unless the pilot has previously reported wheels down for that
approach.
NOTE-
The intent is solely to remind the pilot to lower the wheels, not to place
responsibility on the controller.
a. Tower must issue the wheels
down check at an appropriate place in the pattern.
PHRASEOLOGY-
CHECK WHEELS DOWN.
b. Approach/arrival control, GCA
must issue the wheels down check as follows:
1. To aircraft conducting ASR, PAR,
or radar monitored approaches, before the aircraft starts descent on final
approach.
2. To aircraft conducting
instrument approaches and remaining on the radar facility's frequency, before
the aircraft passes the outer marker/final approach fix.
PHRASEOLOGY-
WHEELS SHOULD BE DOWN.
2-1-25. SUPERVISORY NOTIFICATION
Ensure supervisor/controller-in-charge (CIC)
is aware of conditions which impact sector/position operations including, but
not limited to, the following:
a. Weather.
b. Equipment status.
c. Potential sector overload.
d. Emergency situations.
e. Special flights/operations.
f. Possible suspicious aircraft/pilot activity as prescribed in FAA
Order JO 7610.4, paragraph 7-3-1.
2-1-26. PILOT DEVIATION NOTIFICATION
When it appears that the actions of a
pilot constitute a pilot deviation, notify the pilot, workload permitting.
PHRASEOLOGY-
(Identification) POSSIBLE PILOT DEVIATION ADVISE YOU CONTACT (facility) AT
(telephone number).
REFERENCE-
FAAO 8020.11, Aircraft Accident and Incident Notification, Investigation, and
Reporting, Para 84, Pilot Deviations.
2-1-27. TCAS RESOLUTION ADVISORIES
a. When an aircraft under your
control jurisdiction informs you that it is responding to a TCAS Resolution
Advisory (RA), do not issue control instructions that are contrary to the RA
procedure that a crew member has advised you that they are executing. Provide
safety alerts regarding terrain or obstructions and traffic advisories for the
aircraft responding to the RA and all other aircraft under your control
jurisdiction, as appropriate.
b. Unless advised by other aircraft
that they are also responding to a TCAS RA, do not assume that other aircraft in
the proximity of the responding aircraft are involved in the RA maneuver or are
aware of the responding aircraft's intended maneuvers. Continue to provide
control instructions, safety alerts, and traffic advisories as appropriate to
such aircraft.
c. Once the responding aircraft has
begun a maneuver in response to an RA, the controller is not responsible for
providing standard separation between the aircraft that is responding to an RA
and any other aircraft, airspace, terrain or obstructions. Responsibility for
standard separation resumes when one of the following conditions are met:
1. The responding aircraft has
returned to its assigned altitude, or
2. A crew member informs you that
the TCAS maneuver is completed and you observe that standard separation has been
reestablished, or
3. The responding aircraft has
executed an alternate clearance and you observe that standard separation has
been reestablished.
NOTE-
1. AC 120-55A, Air Carrier Operational Approval and Use of TCAS
II, suggests pilots use the following phraseology to notify controllers during
TCAS events. When a TCAS RA may affect an ATC clearance, inform ATC when
beginning the maneuver, or as soon as workload permits.
EXAMPLE-
1. “New York Center, United 321, TCAS climb.”
NOTE-
2. When the RA has been resolved, the flight crew should advise
ATC they are returning to their previously assigned clearance or subsequent
amended clearance.
EXAMPLE-
2. “New York Center, United 321, clear of conflict, returning to
assigned altitude.”
2-1-28. RVSM OPERATIONS
Controller responsibilities must include
but not be limited to the following:
a. Non-RVSM aircraft operating in
RVSM airspace.
1. Ensure non-RVSM aircraft are not
permitted in RVSM airspace unless they meet the criteria of excepted aircraft
and are previously approved by the operations supervisor/CIC. The following
aircraft are excepted: DOD, DOD certified aircraft operated by NASA (T38, F15,
F18, WB57, S3, and U2 aircraft only), MEDEVAC, manufacturer aircraft being
flown for development/certification, and Foreign State aircraft. These
exceptions are accommodated on a workload or traffic-permitting basis.
NOTE-
The operations supervisor/CIC is responsible for system acceptance of a non-RVSM
aircraft beyond the initial sector-to-sector coordination following the pilot
request to access the airspace. Operations supervisor/CIC responsibilities are
defined in FAAO JO 7210.3, Chapter 6, Section 9, Reduced Vertical Separation
Minimum (RVSM).
2. Ensure sector-to-sector
coordination for all non-RVSM aircraft operations within RVSM airspace.
3. Inform the operational
supervisor/CIC when a non-RVSM exception flight is denied clearance into RVSM
airspace or is removed from RVSM airspace.
b. Non-RVSM
aircraft transitioning RVSM airspace.
Ensure that operations supervisors/CICs
are made aware when non-RVSM aircraft are transitioning through RVSM airspace.
c. Apply appropriate separation
standards and remove any aircraft from RVSM airspace that advises it is unable
RVSM due to equipment while en route.
d. Use “negative RVSM" in all
verbal ground-to-ground communications involving non-RVSM aircraft while cleared
to operate within RVSM airspace.
EXAMPLE-
“Point out Baxter21 climbing to FL 360, negative RVSM.”
e. For the following situations,
use the associated phraseology:
1. To deny clearance into RVSM
airspace.
PHRASEOLOGY-
“UNABLE CLEARANCE INTO RVSM AIRSPACE.”
2. To request a pilot to report
when able to resume RVSM.
PHRASEOLOGY-
“REPORT ABLE TO RESUME RVSM.”
f. In the event of a change to an
aircraft's navigational capability amend the equipment suffix in order to
properly identify non-RVSM aircraft on the controller display.
2-1-29. TERRAIN AWARENESS WARNING SYSTEM
(TAWS) ALERTS
a. When an aircraft under your
control jurisdiction informs you that it is responding to a TAWS (or other
on-board low altitude) alert, do not issue control instructions that are
contrary to the TAWS procedure that a crew member has advised you that they are
executing. Provide safety alerts regarding terrain or obstructions and traffic
advisories for the aircraft responding to the TAWS alert and all other aircraft
under your control jurisdiction, as appropriate.
b. Once the responding aircraft has
begun a maneuver in response to TAWS alert, the controller is not responsible
for providing standard separation between the aircraft that is responding to a
TAWS alert and any other aircraft, airspace, terrain or obstructions.
Responsibility for standard separation resumes when one of the following
conditions are met:
1. The responding aircraft has
returned to its assigned altitude, or
2. A crew member informs you that
the TAWS maneuver is completed and you observe that standard separation has been
reestablished, or
3. The responding aircraft has
executed an alternate clearance and you observe that standard separation has
been reestablished.
2-1-30. "BLUE LIGHTNING" EVENTS
Ensure that the
supervisor/controller-in-charge (CIC) is notified of reports of possible human
trafficking. These may be referred to as "Blue Lightning" events.
.
|
