LC PCG BLK 1.docx

LC PCG BLK 1 4.8.3.1. Block 1 -- Aircraft call sign. 4.8.3.2. Block 3 -- Number, Type Aircraft and Equipment Suffix (if applicable). 4.8.3.3. Block 4 -- Computer Identification Number (CID). 4.8.3.4. Block 5 -- Beacon Code. 4.8.3.5. Block 6 -- Proposed Departure Time. 4.8.3.6. Block 7 -- Requested Altitude. 4.8.3.7. Block 8 -- Departure Airport or Estimated Time of Arrival. 4.8.3.8. Block 9 -- Filed route of flight or remarks. 4.8.3.9. Block 9A -- Destination Airport. Departures. 4.8.4.1. Block 8 -- Runway and large "OD" for an opposite direction departure (runway \# and "OD" in red ink). 4.8.4.2. Block 9 -- Large "V" for VFR departures. Circle the stereo type departure when the required taxi call information has been passed to the RAPCON for all PAM 8, PAM 15, PAM LOW, and PAM HILOW stereo departures. Large red "E" for emergency. "NS" for non-standard formations. "DV" for Distinguished Visitor. "QC" with requested altitude for aircraft requesting quick climb 4.8.4.3. Block 10 -- Runway of departure if not runway 14R/32L and both runways are available. 4.8.4.4. Block 12 -- Departure time and check mark (√) to indicate time was passed to AMOPS. 4.8.4.5. Block 13 -- Requested release time if different from the IFR release time, or hold for release time. 4.8.4.6. Block 14 -- IFR release time or "RTD" for aircraft released at Tower discretion. 4.8.4.7. Block 16 -- Type of departure: T = TROWT, R = RIVER, O = OYSTE, M = MYERS, RV = Radar vectors Arrivals. 4.8.5.1. Block 9 -- Large "V" for VFR arrivals. Altitude information or restrictions. Large red "E" for emergency. "NS" for non-standard formations. "DV" for Distinguished Visitor. Transient aircraft parking location, and other information as required. 4.8.5.2. Block 10, 13, and 16 -- Inbound VFR reporting point, or type instrument/radar approach. Circle the type approach if the aircraft will be conducting a circling approach IAW TAFBI 11-250. 4.8.5.3. Block 11, 14, and 17 -- Type landing following instrument/radar approach or VFR pattern type (Initial/Straight-In). 4.8.5.4. Block 18 -- Landing time and check mark (√) to indicate time was passed to AMOPS. Do not erase or overwrite any item. Use an "X" to delete a climb/descend and maintain arrow, an at or above/below symbol, a cruise symbol, and unwanted altitude information. Write the new altitude information immediately adjacent to it and within the same space. 4.1.2. To correct an entry, make a slash mark or draw a single line through the incorrect data. When correcting an error after making an entry, place handwritten initials adjacent to/above the correction PHRASEOLOGY− YOUR DEPARTURE/LANDING WILL BE TOWARD/OVER A RAISED BARRIER/CABLE ON RUNWAY (number), (location, distance, as appropriate) EXAMPLE− "Runway One Four arresting cable one thousand feet from threshold." The BAK-15/MB-60 arresting systems are located in the overrun of runway 32R/14L. The MB60 cable is located approximately 50 feet into the overrun and the BAK-15 net is located approximately 110 feet into the overrun Approach/departure end BAK-12 cables will be in place on both the inside and outside runways except as noted in 1.6.8. and 1.6.9. Runway 14R BAK-12 is 1,441 feet from threshold; Runway 14L BAK-12 is 2,305' from threshold; Runway 32L BAK-12 is 2,555 feet from threshold (3,500 feet from Taxiway Juliet); Runway 32R is 2,285 feet from threshold. Reference appropriate tech order for maximum barrier engagement speeds. Runway 14R/32L has two MB-60s located approximately 50 feet into the overrun/threshold. The Droneway has 4 BAK-12 barriers spaced evenly along the 7000' runway In the event there is a need for barrier configuration change (runway change, etc.) expect up to a 45 minute delay to reconfigure the cables on the inside runway (14R/32L) and up to an hour on the outside runway (14L/32R). This decision will be coordinated between the SOF, ATC Watch Supervisors, and AM. Due to the time and manpower required to reconfigure the barriers, all agencies will attempt to minimize runway changes while adhering to other governing procedures. 1.6.12. Tower will normally request Barrier MX to re-configure the cables on the inside runway first. Direct a general warning signal, alternating red and green, to aircraft or vehicle operators, as appropriate, when: NOTE− The warning signal is not a prohibitive signal and can be followed by any other light signal, as circumstances permit. a. Aircraft are converging and a collision hazard exists. b. Mechanical trouble exists of which the pilot might not be aware. c. Other hazardous conditions are present which call for intensified pilot or operator alertness. These conditions may include obstructions, soft field, ice on the runway, etc. To obtain acknowledgment from an aircraft equipped with receiver only, request the aircraft to do the following: a. Fixed-wing aircraft: 1. Between sunrise and sunset: (a) Move ailerons or rudders while on the ground. (b) Rock wings while in flight. 2. Between sunset and sunrise: Flash navigation or landing lights. b. Helicopters: 1. Between sunrise and sunset: (a) While hovering, either turn the helicopter toward the controlling facility and flash the landing light or rock the tip path plane. (b) While in flight, either flash the landing light or rock the tip path plane. 2. Between sunset and sunrise: Flash landing light or search light. Local controllers may use certified tower radar displays for the following purposes: 1. To determine an aircraft's identification, exact location, or spatial relationship to other aircraft 2. To provide aircraft with radar traffic advisories 3. To provide a direction or suggested headings to VFR aircraft as a method for radar identification or as an advisory aid to navigation. PHRASEOLOGY− (Identification), PROCEED (direction)−BOUND, (other instructions or information as necessary), or (identification), SUGGESTED HEADING (degrees), (other instructions as necessary). NOTE− It is important that the pilot be aware of the fact that the directions or headings being provided are suggestions or are advisory in nature. This is to keep the pilot from being inadvertently misled into assuming that radar vectors (and other associated radar services) are being provided when, in fact, they are not. 4. To provide information and instructions to aircraft operating within the surface area for which the tower has responsibility. EXAMPLE− "TURN BASE LEG NOW." NOTE− Unless otherwise authorized, tower radar displays are intended to be an aid to local controllers in meeting their responsibilities to the aircraft operating on the runways or within the surface area. They are not intended to provide radar benefits to pilots except for those accrued through a more efficient and effective local control position. In addition, local controllers at nonapproach control towers must devote the majority of their time to visually scanning the runways and local area; an assurance of continued positive radar identification could place distracting and operationally inefficient requirements upon the local controller. Therefore, since the requirements of paragraph 5−3−1, Application, cannot be assured, the radar functions prescribed above are not considered to be radar services and pilots should not be advised of being in "radar contact." Digital Maps. The primary digital maps used by the Tower are listed under the Plexiglass. At a minimum, maps 1, 2, 29, and 30 must be displayed at all times. Other maps will only be used when needed and to meet mission requirements. When the VFR pattern is closed, Tower will notify RAPCON and place an advisory on the ATIS. Tower pattern weather minimums (ceiling and visibility) within the Class D airspace are: 3.1.1.1. 3100/3 - VFR outside downwind open with breakout capability. 3.1.1.2. 2600/3 - VFR overhead pattern open without breakout capability. 3.1.1.3. 2100/3 - VFR closed traffic patterns and straight-in approaches only, unless otherwise approved by Tower. No breakout capability. 3.1.1.4. 1600/3 - VFR traffic patterns for turbo-prop/turbo-jets/non fighter-type aircraft. 3.1.1.5. 1100/3 - VFR traffic patterns for light aircraft and helicopters. 3.1.1.6. If a breakout of the pattern is required but proper cloud clearance cannot be maintained, pilots will maintain VFR and contact RAPCON for an IFR approach. Note: The Watch Supervisor or Controller in Charge has the final authority to determine the VFR traffic pattern status. If traffic conditions permit, approve a pilot's request to cross Class C or Class D surface areas or exceed the Class C or Class D airspace speed limit. Do not, however, approve a speed in excess of 250 knots (288 mph) unless the pilot informs you a higher minimum speed is required. VFR weather conditions 1,000 ft ceiling and 3 miles visibility Day VFR Traffic Pattern Procedures/Standard Radio Calls. 3.2.1.1. VFR "entry" points refer to X-Ray West, X-Ray East, and Sky-Ten. Aircraft arriving at entry points will normally fly initial to Runway 14R/32L (inside) and straight-in landings to Runway 14L/32R (outside). 3.2.1.2. VFR "reporting/re-entry" points are Ranch, Crook, Parker, and Shell. Reporting points are normally associated with specific runways: Ranch-32R, Crook -32L, Parker-14L and Shell14R 3.2.1.3. Ranch and Parker are located in the North VFR pattern; Shell and Crook are located in the South Pattern. Once established in a VFR pattern (N or S), aircraft will remain in that pattern unless directed/approved by Tower. VFR arrivals to initial: 3.2.2.1. Aircraft will enter Tyndall's VFR pattern for initial via VFR entry points (X-Ray West, X-Ray East or Sky-Ten). Cross entry points at 2,100 feet MSL and 300 knots. State intentions if other than initial 3.2.2.2. Report 3-5 DME initial with intentions ("full-stop", "low approach," or "option") at 2,100 feet MSL. At 3 DME begin a descent to 1,600 feet MSL. Inside downwind pattern altitude is 1,600 feet MSL for fighter aircraft, 1,100 feet MSL for turbo- prop/turbo-jet, and 600 feet MSL for light aircraft and helicopters. 3.2.2.4. With Tower approval, pattern entry to initial is authorized from Shell, Parker, Crook or Ranch at 2,100 feet MSL. Straight-in landings from these points are not authorized for fighter aircraft. 3.2.2.5. If planning/directed straight through initial, remain at/climb to 2,100 feet MSL, fly to departure end and proceed via crosswind and outside downwind to the VFR reporting point for the current runway. Aircraft reporting Parker or Ranch will normally proceed to initial for the outside runway (14L/32R respectively). Aircraft at Shell or Crook will normally proceed to initial for the inside runway (14R/32L respectively). Tower may direct a different runway for sequencing. VFR arrivals for straight-in: 3.2.3.1. Aircraft will enter Tyndall's VFR pattern for straight-ins via VFR entry points (X-Ray West, X- Ray East or Sky-Ten). Cross entry points at 1,600 feet and 250 knots and state intentions. Closed Traffic: 3.2.4.1. Fly closed patterns to the runway assigned. Request closed with intentions. If approved, pilot will initiate the closed pull at the departure end and climb to inside downwind at 1,600 feet MSL. Outside downwind: 3.2.5.1. When outside downwind is desired or if unable closed, fly to the departure end of runway currently assigned at or below 1000 feet, turn crosswind, climb and proceed to outside downwind (2,100 feet). 3.2.5.2. Pilots wishing to transition from the right pattern to the left pattern, or vice versa, must request and receive permission from Tower to do so prior to commencing turn 3.2.5.4. Aircraft requesting a different runway should make the request NLT the VFR reporting point 3.2.5.5. Report initial with intentions at 3-5 DME (2,100 feet) and descend to 1,600 feet. Re-Entering VFR pattern at X-Ray West, East, and Sky-Ten for initial: 3.2.6.1. Aircraft re-entering the VFR traffic pattern (Class D airspace) from VFR entry points should state their intentions on the go. Pilots will turn crosswind at departure end and follow controller instructions. 3.2.6.2. Pilots wishing to re-enter with the intention to cross the extended centerline of the parallel runway must request and receive permission to do so from Tower. 3.2.6.3. Proceed to VFR entry point at 2,100 feet and 300 knots (if able). Re-Entering VFR pattern at X-Ray West, X-Ray East, and Sky-Ten for straight-in: 3.2.7.1. Aircraft re-entering the VFR traffic pattern (Class D airspace) from VFR entry point for a straight- in, should state their intentions on the go. Pilots will turn crosswind at departure end and follow controller instructions. 3.2.7.2. Pilots wishing to re-enter with the intention to cross the extended centerline of the parallel runway must request and receive permission from Tower. 3.2.7.3. Proceed to VFR entry point at 1,600 feet and 250 knots (if able). Breakouts: 3.2.8.1. When breakout is desired/directed/necessary, start a climb to 2,600 feet MSL. After ensuring deconfliction from other aircraft in the pattern, turn toward the appropriate VFR reporting point for the runway in use. State "(call sign), (location), breaking out (reason, if able)." 3.2.8.2. After crossing outside downwind, check for traffic, descend to 2,100 feet and report Ranch/Shell/Crook and Parker, or as assigned. 3.2.8.3. Aircraft requesting to return to the IFR pattern will advise Tower of their intentions. Tower will coordinate with RAPCON and issue the aircraft climbout instructions and frequency to contact Approach Go-Around. 3.2.9.1. If a Go-Around is directed/necessary after initiating the base turn, continue the turn in the same direction so as to fly over the runway assigned. Climb/descend to 1,000 feet MSL (or as Tower directs). If direct over-flight of the runway is unacceptable, offset slightly to the northeast of the runways. Simulated Flame Out/Precautionary Flame Out (PFO) Patterns (SFO/PFO). 3.2.10.1. F-16/F-35 weather minimums: Ceiling 1,000 feet above initial reporting point (High Key, Low Key, 10-mile final) and 5 miles visibility based on the official weather report. 3.2.10.2. SFO/PFO patterns are VFR maneuvers and ATC shall only approve SFO/PFOs between sunrise and sunset. 3.2.10.3. Aircrew will request to conduct practice SFO/PFOs at Tyndall upon initial contact with Tyndall Approach Control to ensure the request can be supported prior to the aircraft arriving in Tower\'s airspace. Tower will assume "with chase" throughout the remainder of the maneuver until informed otherwise by the chase aircraft. 3.2.10.4. When overhead SFO/PFOs will be conducted, Tower shall request SFO/PFO airspace from RAPCON prior to approving an SFO pattern. The SFO/PFO airspace is defined as a cylindrical block of airspace from SFC-10,000 feet MSL utilizing the same lateral boundaries as the Tyndall Class Delta airspace. 3.2.10.5. Tower may deny or cancel SFO/PFO s either before or after the start of the maneuver based on traffic or for other reasons. A SFO/PFO will not be initiated or continued if a potential traffic pattern conflict exists which would divide pilot attention between executing the approach and sequencing with traffic. This does not prohibit initiation or continuation of a SFO/PFO approach with other aircraft in the pattern that will clearly sequence ahead of or behind the SFO. /PFO 3.2.10.6. Approval of SFO/PFO by the Tower does not absolve the pilot from their responsibility to comply with VFR see and avoid requirements and right-of-way rules in accordance with AFI 1l- 202V3. 3.2.10.7. The average airspeed during the maneuver is 205 knots. The airspeed range is 180 to 230 knots, and it will be determined by the aircraft weight and amount of fuel on board. Note: The airspeed for the F-35s could be different by plus or minus 20 knots. Overhead SFO Pattern Procedures (Figure 3.3): 3.2.11.1. No more than four aircraft are allowed to hold at a SFO pattern reporting point (e.g. holding at High Key at different altitudes). 3.2.11.2 Tower will not approve SFOs if more than 15 aircraft are inside of 15 miles of the field, to include aircraft released for departure. In addition to the 15 aircraft limit, the Local Controller (LC) will not approve SFOs if more than 15 aircraft are ready for departure. Pilots must maintain visual separation from other aircraft in the SFO patterns. 3.2.11.3. Unless Tower specifies otherwise, overhead SFOs conducted to the inside runway (14R/32L) will be flown to the south, and overhead SFOs conducted to the outside runway (14L/32R) will be flown to the north. 3.2.11.4. High Key altitude is 7,000 - 10,000 feet MSL. Low Key is 3,000 - 5,000 feet MSL. Requested deviations from these altitudes may be approved by Tower on a case-by-case basis. 3.2.11.4. Tower shall not authorize aircrew to depart High Key if a fighter/trainer type aircraft with similar final approach speed is between 8NM and 2NM final approach to the same runway. 3.2.11.5. On approach the pilot will advise the Tower "30 seconds prior to High Key," "High Key," "Low Key" and "Base Key, gear, low approach, Left/Right." At the 30-second call, Tower will assign a runway or instruct the pilot to hold at High Key or continue to Low Key, based on traffic and controller work load. At the "High Key" call, Tower will respond with "Hold/Orbit at High Key" or "Report Low Key." At the "Low Key" call, Tower will issue the approach clearance. At "Base Key, gear, low approach, Left/Right" call, Tower will acknowledge as required. 3.2.11.6. If the Tower needs to break out the aircraft, it shall be done prior to turning base key and using the phraseology "(Call-sign), TERMINATE overhead SFO, (reason, time permitting, and follow-on instructions)." If the aircraft is at or inside of Base Key, Tower shall instruct the aircraft to "(Call-sign) go- around" and issue other instructions as necessary. Note: Traffic permitting, aircraft directed to breakout prior to base key will be instructed to proceed to an assigned altitude at High or Low Key with direction of turn. 3.2.11.7. Tactical Initials shall not be approved to any runway when an SFO aircraft has been cleared from High Key. 3.2.11.8. F-16s/F-35s are not allowed to land out of practice SFO maneuver. If a flight of two F16s or F-35s request a flight split for separate approaches, the following cut-offs shall be used if the aircraft are conducting approaches to the same runway: 3.2.11.9. In the event multiple aircraft are requesting SFOs. The next in sequence shall remain at High Key until the preceding aircraft has reported Low Key, and authorized by Tower. 3.2.11.10. If the aircraft on the go wants to climb to High Key and the other aircraft is already at High Key, the aircraft on the go shall report the High Key aircraft in sight and maintain visual separation from the aircraft at High Key. Tower will issue traffic to the aircraft at High Key on the departing aircraft climbing to High Key. Straight-In SFO/PFO Approaches (SI-SFO/PFO) (Figure 3.4): 3.2.12.1. Entry points for SI-SFO/PFO will be X-Ray West (Runway 14) or Sky 10 (Runway 32) at 10,000 feet MSL. When utilizing Runway 14 or 32, pilots will hold at over X-Ray West or Sky Ten, as appropriate, at 10,000 feet MSL. Once RAPCON receives approval from Tower for SISFO/PFO. RAPCON will instruct the pilot to "Straight In-SFO/PFO approved, depart X-RAY West/SKY Ten, contact Tower." Upon receiving approval, pilots shall proceed to and report "10- mile SFO/PFO," and "5-mile SFO/PFO final, gear low approach runway XX left/right." Once the aircraft has reached 5NM SI-SFO/PFO final, Tower shall clear the aircraft for low approach or alternate instructions. 3.2.12.2. Tower will ensure that no aircraft (IFR or VFR) is between 10NM and 2NM final to either runway. All departures will be suspended after the SI-SFO aircraft has reached 10 mile Simulated Flameout final. 3.2.12.3. Tower controllers must have visual contact, or see the aircraft on the Tower radar display, by 3 NM or the SI-SFO will be broken out to include aircraft conducting an AlternateEntry SFO to a SI-SFO. 3.2.13. Alternate Entry SFO Approaches (AE-SFO): 3.2.13.1. AE-SFO approaches will only be initiated from the South and West of the extended runway centerlines, between PAM TACAN radials 140 and 320, and will be not commenced prior to reaching 10NM from the airfield, to avoid conflict with congested civilian traffic corridors. Participating aircraft will begin the approach between 7000'-10,000' and expect to make the approach to the inside runway (14R/32L). If the pilot intends to re-enter for an AESFO, the request must be made with Tower. Tower will coordinate with RAPCON, prior to transferring the aircraft to RAPCON to set-up for the approach. 3.2.13.2. Pilots will advise RAPCON of intentions (to include requested altitude, commencement location, and other pertinent information). Once RAPCON receives approval from Tower, RAPCON will advise the pilot "AE-SFO approved from (location) at (altitude). Contact Tower." Upon receiving approval, pilots will report beginning the approach and either a point on final or base key with Tower. Once the aircraft has reached this point, Tower shall clear the aircraft for a low approach or alternate instructions. Tower may cancel the approach by stating "(Call Sign), Terminate SFO, (alternate instructions)." 3.2.13.3. Tower will ensure no aircraft (IFR or VFR) is between 10NM and 2NM final to either runway once the aircraft has been approved to commence the approach, and no aircraft will be sequenced in front of the participating aircraft. All departures will be suspended until the AESFO aircraft has completed the approach. 3.2.13.4. Tower controllers must have visual contact, or see the aircraft on the Tower radar display, by 3 NM or the AE-SFO will be broken out. Night VFR Traffic Pattern Procedures (Figure 3.2). 3.2.14.1. Pattern will be flown south of the airfield. IFR inbound traffic has priority over aircraft in the night VFR pattern. Expect night VFR patterns to be flown to the inside runway. 3.2.14.2. Pilots will request the night VFR pattern from Tower. When approved, turn to crosswind at departure end of runway. Maintain 1,600 feet MSL. 3.2.14.3. Start turn to downwind at 3.0 DME and fly 320°/140° heading. 3.2.14.4. Lower gear and flaps on downwind. Start a descending base turn over Shell/Crook at 5.0 DME and make a normal base call. Avoid overflight of base housing. 3.2.14.5. Fly base/dogleg to arrive on a 4.0 DME final at 1,200 feet MSL. 3.2.14.6. If told to break out from the downwind or base turn, climb/maintain 1,600 feet and fly the night VFR pattern ground-track over the inside runway (unless otherwise instructed by ATC). Coordinate further intentions with Tower. Radar Traffic Patterns. 4.1.1. Normal Radar Pattern Altitude: 1,600 feet. CLASS A− Generally, that airspace from 18,000 feet MSL up to and including FL 600, including the airspace overlying the waters within 12 nautical miles of the coast of the 48 contiguous States and Alaska. Unless otherwise authorized, all persons must operate their aircraft under IFR. PAR approaches are available to all runways, though normal operations will be to Runway 14L/32R. Dual PAR approach capability is available during 325 FW operations or upon request by 325 OG/CC. ASR approaches are available to all runways, though normal operations will be to Runway 14L/32R. 4.2.2. Non-standard formations will not request nor be authorized to conduct a PAR or ASR approach. 4.2.3. See FLIP for other navigational aids and instrument approaches provided at Tyndall. IFR APPROACHES 4.6.1. MOA/W470 Recoveries. Aircraft recovering from W470 or the Tyndall MOAs shall coordinate with the MRU/ARU/controlling agency NLT 5 minutes prior to RTB. If the controlling agency is Eglin Mission Control, an ATC handoff will be accomplished to Tyndall RAPCON for RTB. MRU's and ARU's are not authorized to conduct an ATC handoff. The MRU/ARU will instruct the pilot to contact Tyndall RAPCON on the pre-coordinated frequency NLT 10 miles from the SUA boundary. This will allow time for Tyndall RAPCON to radar identify the aircraft and provide initial control instructions for RTB. All recoveries from W470 shall be routed via OYSTE when runway 32 is in use, and TROWT when runway 14 is in use. Recovery altitudes will be assigned by controlling agencies based on the configuration of airspace. The MRU shall provide a minimum of 5 miles radar separation between single aircraft and 10 miles between flights of aircraft during recovery. If several aircraft are in the SUA, the MRU only needs to report the 5 minute notification to the Tyndall RAPCON for the first aircraft recovering from the SUA. All subsequent recoveries do not require a 5 minute call. 4.6.2. W151 Recoveries. MRUs/ARUs controlling mission in W151 shall coordinate the recovery fix/altitude with the RAPCON prior to the first aircraft recovering from that mission. Recovery fixes/altitudes may differ depending on the type of mission being conducted. 4.6.3. LFE recovery procedures are as follows: 4.6.3.1. RED RECOVERY RUNWAY 32R: Aircraft recovering from W470 will proceed direct to 5NM initial for Runway 32R. Aircraft recovering from W151 will proceed across the runway centerline at or above 3,500 and no closer than 5NM to the field before turning to initial. 4.6.3.2. RED RECOVERY RWY 14L: Aircraft recovering from W470 will proceed direct to a left downwind for Runway 14L. Aircraft recovering from W151 will proceed across the runway 32 centerline and no closer than 5NM to the field before turning to enter the left downwind. 4.6.3.3. BLUE RECOVERY RUNWAY 32L: Aircraft will recover direct to an inside left downwind Runway 32L unless otherwise instructed. 4.6.3.4. BLUE RECOVERY RUNWAY 14R: Aircraft will recover direct to an inside right downwind Runway 14R unless otherwise instructed 4.6.4. SPLSH arrival recovery procedures: 4.6.4.1. FELEX Transition: Depart FELEX direct SPLSH, descend and maintain 6000. From SPLSH, expect approach clearance or radar vectors. 4.6.4.2. Transition: Depart W470 at OYSTE direct NINNA. After NINNA proceed direct SPLSH. Descend and maintain 6,000 and from SPLSH expect approach clearance or radar vectors. 4.6.4.3. TROWT Transition: Depart W470 at TROWT direct NINNA. After NINNA proceed direct SPLSH. Descend and maintain 6,000 and from SPLSH expect approach clearance or radar vectors. 4.6.4.4. SPLSH THREE ARRIVAL: From SPLSH expect approach clearance or radar vectors maintain 6,000. 4.6.4.5. Lost Communication: After SPLSH execute HI-TACAN Y RWY 14L or HI-ILS Y RWY 14L or HI-LOC Y RWY 14L. 4.6.5. FELEX arrival recovery procedures: 4.6.5.1. FELEX one arrival: Aircraft will proceed direct OYSTE direct FELEX, from FELEX expect approach clearance or radar vectors, maintain 3,000. 4.6.5.2. Lost Communication: Aircraft will proceed direct OYSTE direct FELEX, after FELEX Execute HITACAN Y RWY 32R, HI-ILS Y RWY 32R or HI-LOC Y RWY 32R. 4.6.6. LLA recoveries: Aircraft operating autonomously in the LLA shall be established in E MOA prior to contacting RAPCON on Channel 6 for assigned altitude and heading. When aircraft are under MRU control, MRUs will position Tyndall LLA recoveries south of the PAM R-090 radial prior to transferring radio contact to the RAPCON on Ch 6. 4.6.7. Divert Procedures. If forced to weather divert pilots will contact RAPCON or MRU with intentions. Expect 5-10 minute delay for ATC to input and receive clearance to divert base as published in the InFlight Guide. If delay will jeopardize the ability to safely divert, declare an emergency, squawk 7700 or contact Jacksonville Center on 243.0 with position and intentions. 4.6.8. Precision Approaches. Pilots will fly PAR approaches to meet controller proficiency/training requirements to the maximum extent practical upon controller request. 4.6.8.1. Standard Formation Flight or Single Ship Aircraft: The Radar Final Controller shall not monitor/accept more than two separate flights (of 2)/single aircraft simultaneously. 4.6.8.2. Radar In-Trail Recoveries/Non-Standard Formation: Radar-in-trail recovery is limited to a maximum of four aircraft. Radar-in-trail recoveries must not terminate in PAR or ASR approaches. Spacing between aircraft for flights will be a minimum of one mile and a maximum of three miles in trail. Refer to paragraph 4.4.6.1. of this instruction for IFF Mode 3 procedures in a nonstandard trail formation. Aircrews conducting radar-in-trail recoveries are responsible for their own separation between elements of their flight while on final for full stop landings. To ensure appropriate departure separation, multiple practice radar in- trail approaches that do not terminate with a full-stop landing must be conducted only in VMC. During practice approaches in VMC conditions, after an executed low approach/landing, the flight is responsible for their own separation until ATC initiates flight split-ups for individual control. Missed approach procedures are IAW section 4.7. of this instruction. Lost communication procedures are IAW section 5.7. of this instruction. HI-ILS OR LOC Y RWY 14L HI-ILS OR LOC Y RWY 32R ILS OR LOC Z RWY 14L ILS OR LOC Z RWY 32R RNAV (GPS) RWY 14L RNAV (GPS) RWY 14R RNAV (GPS) RWY 32L RNAV (GPS) RWY 32R HI-TACAN Y RWY 14L HI-TACAN Y RWY 14R HI-TACAN Y RWY 32L HI-TACAN Y RWY 32R TACAN Z RWY 14L TACAN Z RWY 32R Runway 32R/L are the preferred runways and should be used unless the tailwind component is five (5) knots or greater. The runway selection will be based upon local traffic, present and forecast weather, ECP configuration and any other known operational considerations. The maximum acceptable tailwind component for continuous operations at TAFB is five (5) knots. Runway changes shall not be made for convenience sake only. Due to the IFR traffic patterns at ECP, any change to Runway 14 must be coordinated with the RAPCON Watch Supervisor prior to final decision on the runway in use. Having Tyndall on Runway 14 and ECP on Runway 34 causes significant increase in the RAPCON workload and thus the risk involved with operating in this configuration PAPI lights will be on for the landing runways in use. In the event there is a need for barrier configuration change (runway change, etc.) expect up to a 45 minute delay to reconfigure the cables on the inside runway (14R/32L) and up to an hour on the outside runway (14L/32R). This decision will be coordinated between the SOF, ATC Watch Supervisors, and AM. Due to the time and manpower required to reconfigure the barriers, all agencies will attempt to minimize runway changes while adhering to other governing procedures. NAVAUD LIMITATIONS.65 CH 4-1 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. TERMINAL. On first contact or as soon as possible thereafter, and subsequently as changes occur, inform an aircraft of any abnormal operation of approach and landing aids and of destination airport conditions that you know of which might restrict an approach or landing. This information may be omitted if it is contained in the ATIS broadcast and the pilot states the appropriate ATIS code. Monitoring NAVAID Equipment. An internal monitor is an integral part of each NAVAID which automatically transfers transmitters or shuts down the NAVAID when its performance falls below established tolerances. CCTLRS must ensure each NAVAID used for instrument flight is monitored. (T-1). 4.19.1. When a Remote Status Indicator (RSI) is inoperative or the RSI monitoring facility is unmanned, controllers should continue to use NAVAIDs equipped with an internal monitor as long as pilot or maintenance reports show the NAVAID is operating normally. 4.19.2. At locations where NAVAIDs operate less than 24-hours daily, the CCTLR must ensure NAVAID operating hours are published in appropriate FLIPs. (T-2). 4.19.3. Refer to AFMAN 13-204 Volume 1 for facility monitoring, category downgrading, and snow effects on ILS glide slope requirements. 3.10.Remote Status Indicators (RSI)/Remote Control Status Unit (RCSU). The Tower shall monitor the TACAN RSI and ILS RCSU equipment. An operational guide is contained in a binder located next to the equipment. When in alarm, the Tower will attempt to recycle the Navigational Aid (NAVAID). If unsuccessful, notify Remote Maintenance Center (RMC) at 405-734-8651 or 405-593-5656. At the first available opportunity, verify NAVAID status with airborne aircraft and continue to use if the NAVAID is reported to be functional, unless maintenance states the NAVAID is unusable/OTS. Notify RAWS/RMC of status reports from airborne aircraft. 3.10.1. When a NAVAID is in alarm, the WS shall ensure the RAPCON and AMOPS are informed so that applicable maintenance actions, NOTAMS/Advisories, etc. will be completed. Advise the CCTLR and/or AOF/CC of all NAVAID malfunctions. RUNWAY CONDITION READING− Numerical decelerometer readings relayed by air traffic controllers at USAF and certain civil bases for use by the pilot in determining runway braking action. These readings are routinely relayed only to USAF and Air National Guard Aircraft. "Runway One Four RVR Two Thousand Four Hundred." Runway Visual Range (RVR) is an instrumentally derived value that represents the horizontal distance that a pilot can see down the runway. The maximum distance in the direction of takeoff or landing at which the runway, or specified lights or markers delineating it, can be seen from a position above a specified point on its center line at a height corresponding to the average eye level of pilots at touch-down. RVR is reported in either feet or meters as determined by country or FLIP RVR minimums. Do not authorize an aircraft to line up and wait at anytime when the intersection is not visible from the tower. Do not authorize aircraft to simultaneously line up and wait on the same runway, between sunrise and sunset, unless the local assist/local monitor position is staffed. At facilities without a safety logic system or facilities with the safety logic system in the limited configuration: Do not authorize an aircraft to LUAW if an aircraft has been cleared to land, touch−and−go, stop−and--go, option, or unrestricted low approach on the same runway. The "Cleared for the Option" procedure will permit an instructor pilot/flight examiner/pilot the option to make a touch-and-go, low approach, missed approach, stop- and-go, or full stop landing. This procedure will only be used at those locations with an operational control tower and will be subject to ATC approval. After ATC approval of the option, the pilot should inform ATC as soon as possible of any delay on the runway during their stop-and-go or full stop landing. Cancel a previously issued clearance for takeoff and inform the pilot of the reason if circumstances require. Once an aircraft has started takeoff roll, cancel the takeoff clearance only for the purpose of safety. NOTE− In no case should a takeoff clearance be canceled after an aircraft has started its takeoff roll solely for the purpose of meeting traffic management requirements/EDCT PHRASEOLOGY− CANCEL TAKEOFF CLEARANCE (reason). If traffic conditions permit, approve a pilot's request to cross Class C or Class D surface areas or exceed the Class C or Class D airspace speed limit. Do not, however, approve a speed in excess of 250 knots (288 mph) unless the pilot informs you a higher minimum speed is required. 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. Visual Separation. As defined in the Aeronautical Information Manual, a pilot's acceptance of instructions to follow another aircraft or provide visual separation from it is an acknowledgment that the pilot will maneuver the aircraft as necessary to avoid the other aircraft or to maintain in−trail separation. Additionally, in operations conducted behind heavy aircraft, or a small aircraft behind a B757 or other large aircraft, it is also an acknowledgment that the pilot accepts the responsibility for wake turbulence separation. Visual separation is prohibited behind super aircraft. Authorize simultaneous, same direction operations on parallel runways, on parallel landing strips, or on a runway and a parallel landing strip only when the following conditions are met: a. Operations are conducted in VFR conditions unless visual separation is applied. b. Two-way radio communication is maintained with the aircraft involved and pertinent traffic information is issued. c. The distance between the parallel runways or landing strips is in accordance with those specified in TBL 3−8−1. ![](media/image2.png) 3.9. Opposite Direction Take-Offs and Landings. 3.9.1. When opposite direction traffic is requested, Tower will be the final approval authority and the following separation criteria will apply: 3.9.2. Arrival vs. Arrival. When an opposite direction arrival reaches a point 10 NM on final, normal IFR arrivals may not proceed closer than 10 NM on final until the first arrival crosses the landing threshold. VFR aircraft shall be restricted from initial, base, low key or final to the same runway. Simultaneous opposite direction VFR operations are not authorized from sunset to sunrise. 3.9.3. Arrival vs. Departure. When an opposite direction arrival reaches a point 10 NM on final approach, normal departures shall not be released. 3.9.4. Departure vs. Arrival. An opposite direction aircraft shall not depart when an arriving aircraft has reached a point 10 NM on final, on initial or downwind or is out of High Key. Airborne departures and released aircraft will be turned to avoid arrivals prior to an arrival reaching 10 NM final. 2 successive IFR departures Departure v Departure Provide a minimum of 3 miles separation between aircraft within the same performance characteristics or the succeeding aircraft is slower and flying the same departure route. Additionally add 1 mile between a formation flight or 2 miles between two formation flights. NOTE: Minimum separation for successive IFR departures during a TDW outage is 2 minutes unless RAPCON approves otherwise. Departure v Arrival Tower is authorized to use visual separation criteria when the ceiling is 1,500' or greater and the visibility is 5 miles or more. Separate aircraft departing from the same airport/heliport or adjacent airports/heliports in accordance with the following minima provided radar identification with the aircraft will be established within 1 mile of the takeoff runway end/helipad and courses will diverge by at least the minimum required, as stated below. Between simultaneous departures departing in the same direction from parallel runways/helicopter takeoff courses, authorize simultaneous takeoffs if the centerlines/takeoff courses are separated by at least 2,500 feet and courses diverge by 15 degrees or more immediately after departure. When both aircraft are flying an RNAV SID: 1. Between successive departures from the same runway-- 1 mile if courses diverge by 10 degrees or more immediately after departure. Between simultaneous departures from parallel runways/helicopter takeoff courses, authorize simultaneous takeoffs if the centerlines/takeoff courses are separated by at least 700 feet and less than 2,500 feet, courses diverge by 15 degrees or more, and departures are released in accordance with the release distance stagger stated in TBL 5−8−1 below. Between simultaneous departures from parallel runways/helicopter takeoff courses, authorize simultaneous takeoffs if the centerlines/takeoff courses are separated by at least 2,500 feet and courses diverge by 10 degrees or more immediately after departure VFR RELEASE OF IFR DEPARTURE When an aircraft which has filed an IFR flight plan requests a VFR departure through a terminal facility, FSS, ARTCC Flight Data Unit, or air/ground communications station: a. After obtaining, if necessary, approval from the facility/sector responsible for issuing the IFR clearance, you may authorize an IFR flight planned aircraft to depart VFR. Inform the pilot of the proper frequency and, if appropriate, where or when to contact the facility responsible for issuing the clearance. PHRASEOLOGY− VFR DEPARTURE AUTHORIZED. CONTACT (facility) ON (frequency) AT (location or time if required) FOR CLEARANCE. b. If the facility/sector responsible for issuing the clearance is unable to issue a clearance, inform the pilot, and suggest that the delay be taken on the ground. If the pilot insists upon taking off VFR and obtaining an IFR clearance in the air, inform the facility/sector holding the flight plan of the pilot's intentions and, if possible, the VFR departure time. TERMINAL. Except as provided in paragraph 5−8−5, Departures and Arrivals on Parallel or Nonintersecting Diverging Runways, separate a departing aircraft from an arriving aircraft on final approach by a minimum of 2 miles if separation will increase to a minimum of 3 miles (5 miles when 40 miles or more from the antenna) within 1 minute after takeoff. Reduced Same Runway Separation (RSRS) Procedures. All aircraft assigned to the 53 WEG, to include deployed WSEP aircraft, are authorized RSRS. The hosting unit is responsible for briefing TDY pilots on RRS procedures. TDY units that do not want to participate in RSRS will notify 325 OSS/OSA (DSN 523-3236) RSRS is NOT authorized if: Emergency Aircraft is involved; Aircraft is cleared for Option or Stop & Go; Runway Condition Reading (RCR) is less than 12 or Braking Action is reported less than FAIR; any aircrew or controller determines that safety of flight may be jeopardized. If RSRS is not desired, Tower should be notified when pilots report initial. SFO Single engine jets 4.1. F-16/F-35 weather minimums: Ceiling 1,000 above initial reporting point (High Key, Low Key, 10-mile final) and 5 miles visibility based on the official weather report. 4.2. SFO patterns are VFR maneuvers and ATC shall only approve SFOs between sunrise and sunset. 4.3. Aircrew will request to conduct practice SFOs at Tyndall upon initial contact with Tyndall Radar Approach Control (RAPCON) to ensure the request can be supported prior to the aircraft arriving in tower\'s airspace. 4.4. When overhead SFOs will be conducted, Tower shall request SFO airspace from RAPCON prior to approving an SFO pattern. The SFO airspace is defined as a cylindrical block of airspace from SFC-10,000 MSL utilizing the same lateral boundaries as the Tyndall Class Delta. 4.5. Tower may deny or cancel SFOs either before or after the start of the maneuver based on traffic or for other reasons. An SFO will not be initiated or continued if a potential traffic pattern conflict exists which would divide pilot attention between executing the approach and sequencing with traffic. This does not prohibit initiation or continuation of an SFO approach with other aircraft in the pattern that will clearly sequence ahead of or behind the SFO. 4.5.1. IAW TAFB 11-250, practice approaches are the lowest priority at Tyndall AFB. Due to the complexity of SFO approaches, controllers will make every attempt to limit cancellation of SFOs prior to the aircraft turning base key for the overhead SFO or 5-mile final for a SI-SFO. 4.6. Approval of SFO by the tower does not absolve the pilot from their responsibility to comply with VFR see and avoid requirements and right-of-way rules IAW AFI 1l- 202v3. 4.7. The average airspeed during the maneuver is 205 KIAS. The airspeed range is 180 to 230 KIAS and will be determined by the aircraft weight and amount of fuel on board. Note: The airspeed for the F-35s could be different by plus or minus 20 KIAS. 4.8. Tactical Initials shall not be approved to any runway when an SI-SFO has been approved or aircraft has been cleared from High Key. OVERHEAD SFO PATTERN PROCEDURES: 5.1. No more than four aircraft are allowed to hold at an SFO pattern reporting point (e.g. holding at High Key at different altitudes). 5.2. Tower will not approve SFOs if more than 15 aircraft are inside of 15 miles of the field, to include aircraft released for departure. In addition to the 15 aircraft limit, the Local Controller (LC) will not approve SFOs if more than 15 aircraft are ready for departure. Pilots must maintain visual separation from other aircraft in the SFO patterns. 5.3. Unless tower specifies otherwise, overhead SFOs conducted to the inside runway (14R/32L) will be flown to the south, and overhead SFOs conducted to the outside runway (14L/32R) will be flown to the north. 5.4. High Key altitude is 7,000 - 10,000 feet MSL. Low Key is 3,000 -5,000 feet MSL. Requested deviations from these altitudes may be approved by Tower on a case-bycase basis. 5.5. On each approach the pilot will advise the Tower "30 seconds prior to High Key," "High Key," "Low Key" and "Base Key." At the 30-second call, Tower will assign a runway or instruct the pilot to hold at High Key or continue to Low Key, based on traffic and controller workload. 5.6. If Tower needs to break out the aircraft, it shall be done prior to turning base key and using the phraseology "(Call-sign), TERMINATE overhead SFO, (reason, time permitting, and follow-on instructions)." If the aircraft is at or inside of Base Key, Tower shall instruct the aircraft to "(Call- sign) go-around" and issue other instructions as necessary. Note: Traffic permitting, aircraft directed to breakout prior to base key will be instructed to proceed to an assigned altitude at High or Low Key with direction of turn. 5.7. F-16s/F-35s practice SFOs will not terminate in a full stop landing. If a flight of two F-16s or F-35s request a flight split for separate approaches, the following cut-offs shall be used if the aircraft are landing on the same runway: 5.7.1. SFO aircraft shall not be released from High Key until the non-participating aircraft is on landing roll to ensure full runway separation will exist. 5.7.2. In the event multiple aircraft are requesting SFOs, the next in sequence shall remain at High Key until the preceding aircraft has reported Low Key, and until authorized by tower. 5.7.3. If the aircraft on the go wants to climb to High Key and the other aircraft is already at High Key, the aircraft on the go shall report the High Key aircraft in sight and maintain visual separation from the aircraft at High Key. Tower will issue traffic to the aircraft at High Key on the departing aircraft climbing to High Key. 5.7.4. SFO aircraft shall not be released from High Key until any radar traffic on final approach is within 2 NM of the same runway. Additionally, tower shall not authorize aircrew to depart High Key if a fighter/trainer type aircraft with similar final approach speed is between 8 NM and 2 NM final approach to the same runway. 5.7.5. No more than three aircraft will be allowed to execute SFO procedures simultaneously (e.g. one aircraft authorized to High Key, Low Key and short final/low approach). Note: Does not include the aircraft in holding or climbing to High Key STRAIGHT-IN SFO APPROACHES (SI-SFO): 6.1. The ATC de-confliction cutoff point for the SI-SFO is 10-mile final. When the pilot reports 10 miles, there shall be no preceding VFR or IFR aircraft established on final OR initial for either runway. 6.2. Tower controllers must have visual contact, or see the aircraft on the tower radar display, by 5 NM or the SI-SFO will be broken out. 6.3. If Tower needs to break out the aircraft, it shall be done prior to 5-mile Simulated Flameout Final and using the phraseology: "(Call-sign), TERMINATE SI-SFO, report Initial RWY 32/14 L/R." If the aircraft is at or inside of 5-mile Simulated Flameout, Tower shall instruct the aircraft to "(Call- sign) go-around" and issue other instructions as necessary. 6.3.1. If pilot is unable to report Initial, advise controller immediately for additional coordination. 6.4. Simultaneous arrivals are not permitted to parallel runways when an aircraft is conducting a SI-SFO 6.5. Runway 14 SI-SFO Operations: 6.5.1. The entry point for SI-SFO (Runway 14) is 10NM extended runway centerline at 9,500 feet MSL. Due to congested airspace there will be no procedure, requests, or instructions for holding while awaiting SI-SFO approval. Upon receiving approval to conduct SI-SFO, pilots will be instructed to proceed to "10-mile Simulated Flameout Final." Prior to reaching 15-miles to fly, pilots will be instructed to contact Tower. Pilots shall report "10-mile Simulated Flameout Final," and "5-mile Simulated Flameout Final." With the exception of safety-of-flight, Tower SHALL not cancel the SI-SFO inside of 5-mile Simulated Flameout Final. 6.6. Runway 32 SI-SFO Operations: 6.6.1. The entry point for SI-SFO (Runway 32) is Sky 10 at 9,500 feet MSL. Aircraft WILL be switched to Tower no later than 15-miles to fly. If immediate approval has not been granted for the SI-SFO, RAPCON may instruct pilots to hold at 9,500 feet MSL over Sky-10 until tower approves the SI-SFO. Upon receiving approval to conduct SISFO, pilots will be instructed to proceed to "10-mile Simulated Flameout Final," and to contact Tower. Pilots shall report "10-mile Simulated Flameout Final," and "5-mile Simulated Flameout Final". With the exception of safety-of-flight, Tower SHALL not cancel the SI-SFO inside of 5-mile Simulated Flameout Final. Tactical Arrival Procedures. 3.10.1. Procedures for execution of tactical initials are: 3.10.1.1. Flight leads will request tactical initial with approach control and also when reporting the VFR entry point (X-Ray West, X-Ray East, or Sky Ten). Tower (with RAPCON concurrence) is the approval authority based on existing traffic. Flights will enter at the VFR entry point at 300-350 knots and 3100\' until approved for Tactical Initial. 3.10.1.2. If tactical initial is approved, flights will call \"tac initial\" at the normal initial point and remain at 3100\' until the break. In the break, aircraft will descend to 1600\' in accordance with normal pattern procedures 3.10.1.3. Wingmen will offset opposite the direction of break. Flight leads will direct wingmen to 6000 feet (maximum) line abreast formation prior to initial. 3.10.1.4. If tactical initial is not approved, flights will descend to 2100 feet, comply with procedures for normal initial, and rejoin to an appropriate formation. 3.10.2. Restrictions: 3.10.2.1. Flights will not reenter for a tactical initial. If flights are sent straight through, they will rejoin. 3.10.2.2. Breaks will not be initiated beyond one mile past departure end. If unable to break prior to this restriction, turn crosswind, rejoin and comply with para 3.2.6 or 3.2.7 as appropriate. 3.10.2.3. Tower will not change the runway tactical initial is flown to after tactical initial is approved; however, base turn may be flown to the opposite runway if directed. 2−1−19. WAKE TURBULENCE a. Apply wake turbulence procedures to an aircraft operating behind another aircraft when wake turbulence separation is required. NOTE− Paragraph 5−5−4, Minima, subparagraphs f and g specify the required radar wake turbulence separations. Time-based separations are contained in paragraph 3−9−6, Same Runway Separation, paragraph 3−9−7, Wake Turbulence Separation for Intersection Departures, paragraph 3−9−8, Intersecting Runway Separation, paragraph 3−9−9, Nonintersecting Converging Runway Operations, paragraph 3−10−3, Same Runway Separation, paragraph 3−10−4, Intersecting Runway Separation, paragraph 6−1−4, Adjacent Airport Operation, paragraph 6−1−5, Arrival Minima, and paragraph 6−7−5, Interval Minima. The separation minima must continue to touchdown for all IFR aircraft not making a visual approach or maintaining visual separation. WAKE TURBULENCE CAUTIONARY ADVISORIES a. Issue wake turbulence cautionary advisories including the position, altitude if known, and direction of flight to aircraft operating behind an aircraft that requires wake turbulence separation when: REFERENCE− AC 90−23, Aircraft Wake Turbulence, Pilot Responsibility, Para 11. FAA Order JO 7110.65, Para 5−5−4, Minima, subpara f. 1. TERMINAL. VFR aircraft not being radar vectored are behind the larger aircraft. 2. IFR aircraft accept a visual approach or visual separation. REFERENCE− FAA Order 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 Super aircraft, include the word Super in the description. When traffic is known to be a Heavy aircraft, include the word Heavy in the description. NOTE− Wake turbulence is generated when an aircraft produces lift. Because the location of wake turbulence is difficult to determine, the controller is not responsible for anticipating its existence or effect. Aircraft flying through a Super/Heavy aircraft's flight path may have an increased chance of a wake encounter. ![](media/image4.png) ![](media/image6.png) Uncertified tower display workstations must be used only as an aid to assist controllers in visually locating aircraft or in determining their spatial relationship to known geographical points. Radar services and traffic advisories are not to be provided using uncertified tower display workstations. General information may be given in an easy to understand manner, such as \"to your right\" or \"ahead of you.\" Local controllers may use certified tower radar displays for the following purposes: 1. To determine an aircraft\'s identification, exact location, or spatial relationship to other aircraft. 2. To provide aircraft with radar traffic advisories. 3. To provide a direction or suggested headings to VFR aircraft as a method for radar identification or as an advisory aid to navigation. 4. To provide information and instructions to aircraft operating within the surface area for which the tower has responsibility. NOTE- Unless otherwise authorized, tower radar displays are intended to be an aid to local controllers in meeting their responsibilities to the aircraft operating on the runways or within the surface area. They are not intended to provide radar benefits to pilots except for those accrued through a more efficient and effective local control position. In addition, local controllers at nonapproach control towers must devote the majority of their time to visually scanning the runways and local area; an assurance of continued positive radar identification could place distracting and operationally inefficient requirements upon the local controller. Therefore, since the requirements of paragraph 5-3-1, Application, cannot be assured, the radar functions prescribed above are not considered to be radar services and pilots should not be advised of being in \"radar contact.\" Digital Maps. The primary digital maps used by the Tower are listed under the Plexiglass. At a minimum, maps 1, 2, and 15 must be displayed at all times. Other maps will only be used when needed and to meet mission requirements. 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 subparagraph 4−8−1k, l, or m, 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. TERMINAL. On first contact or as soon as possible thereafter, and subsequently as changes occur, inform an aircraft of any abnormal operation of approach and landing aids and of destination airport conditions that you know of which might restrict an approach or landing. This information may be omitted if it is contained in the ATIS broadcast and the pilot states the appropriate ATIS code. Remote Status Indicators (RSI)/Remote Control Status Unit (RCSU). The Tower shall monitor the TACAN RSI and ILS RCSU equipment. An operational guide is contained in a binder located next to the equipment. When in alarm, the Tower will attempt to recycle the Navigational Aid (NAVAID). If unsuccessful, notify Remote Maintenance Center (RMC) at 405-734-8651 or 405-593-5656. At the first available opportunity, verify NAVAID status with airborne aircraft and continue to use if the NAVAID is reported to be functional, unless maintenance states the NAVAID is unusable/OTS. Notify RAWS/RMC of status reports from airborne aircraft. 3.10.1. When a NAVAID is in alarm, the WS shall ensure the RAPCON and AMOPS are informed so that applicable maintenance actions, NOTAMS/Advisories, etc. will be completed. Advise the CCTLR and/or AOF/CC of all NAVAID malfunctions. Provide the following special handling to military aircraft or military contracted aircraft carrying dangerous materials when: 1. The words "dangerous cargo," or "inert devices," or both are contained in the remarks section of the filed flight plan, or NOTE− 1. Certain types of military flights carrying dangerous materials require strict adherence to military regulations and flight planning along carefully selected routes. These flights must avoid heavily populated areas. 2. "Inert devices" are devices containing no dangerous materials but closely resembling nuclear or explosive items that are classified as dangerous and could be easily mistaken for their dangerous counterparts. 2. The pilot uses these words in radio communication Transmissions may be abbreviated as follows: a. Use the identification prefix and the last 3 digits or letters of the aircraft identification after communications have been established with a U.S. civil aircraft using the aircraft registration as identification. b. Do not abbreviate: 1. Similar sounding aircraft identifications. 2. Aircraft call signs, including: (a) Aircraft having an International Civil Aviation Organization three letter designator (ICAO 3LD) and other aircraft with an FAA authorized call sign (U.S. special or local). (b) Aircraft with a military call sign. 3. Foreign aircraft using the foreign civil registration number as identification. c. Omit the facility identification after communication has been established. d. Transmit the message immediately after the callup (without waiting for the aircraft's reply) when the message is short and receipt is generally assured. e. Omit the word "over" if the message obviously requires a reply. Give priority to interphone transmissions as follows: a. First priority. Emergency messages including essential information on aircraft accidents or suspected accidents. After an actual emergency has passed, give a lower priority to messages relating to that accident. b. Second priority. Clearances and control instructions. c. Third priority. Movement and control messages using the following order of preference when possible: 1. Progress reports. 2. Departure or arrival reports. 3. Flight plans. d. Fourth priority. Movement messages on VFR aircraft EMPHASIS FOR CLARITY a. Treat aircraft with similar sounding aircraft identifications by emphasizing appropriate digits, letters, or similar sounding words to aid in distinguishing between similar sounding aircraft identifications. Do not abbreviate similar sounding aircraft identifications. b. Treat aircraft with similar sounding call signs by restating the call sign after the flight number. EXAMPLE− "United Thirty−one United." "American Thirty−one American." NOTE− Similar sounding call signs procedures may apply to ICAO 3LD U.S. special, local, or military call sign. c. Notify each pilot concerned when communicating with aircraft having similar sounding identifications. EXAMPLE− "United Thirty−one United, Miami Center, U.S. Air Thirty−one is also on this frequency, acknowledge." "U.S. Air Thirty−one U.S. Air, Miami Center, United Thirty−one is also on this frequency, acknowledge." d. Notify the operations supervisor−in−charge of any duplicate call signs or phonetically similar−sounding call signs when the aircraft are operating simultaneously within the same sector. a. Controllers must issue pertinent information on observed/reported weather and chaff areas to potentially affected aircraft. Define the area of coverage in terms of: 1. Azimuth (by referring to the 12−hour clock) and distance from the aircraft and/or 2. The general width of the area and the area of coverage in terms of fixes or distance and direction from fixes. NOTE− Weather significant to the safety of aircraft includes conditions such 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. REFERENCE− AIM, Para 7−1−12, ATC Inflight Weather Avoidance Assistance. PHRASEOLOGY− WEATHER/CHAFF AREA BETWEEN (number) O'CLOCK AND (number) O'CLOCK (number) MILES, and/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). b. Terminal facilities have the option to limit hazardous weather information broadcasts as follows: Tower cab and approach control facilities may opt to broadcast hazardous weather information alerts only when any part of the area described is within 50 NM of the airspace under their jurisdiction PHRASEOLOGY− REQUEST/SAY FLIGHT CONDITIONS. Or if appropriate, REQUEST/SAY (specific conditions; i.e., ride, cloud, visibility, etc.) CONDITIONS. If necessary, OVER (fix), or ALONG PRESENT ROUTE, or BETWEEN (fix) AND (fix). LOW LEVEL WIND SHEAR/MICROBURST ADVISORIES a\. When low level wind shear/microburst is reported by pilots, Integrated Terminal Weather System (ITWS), or detected on wind shear detection systems such as LLWAS NE++, LLWAS-RS, WSP, or TDWR, controllers must issue the alert to all arriving and departing aircraft. PHRASEOLOGY- LOW LEVEL WIND SHEAR (or MICROBURST, as appropriate) ADVISORIES IN EFFECT. PHRASEOLOGY- WIND SHEAR ALERT. AIRPORT WIND (direction) AT (velocity). (Location of sensor) BOUNDARY WIND (direction) AT (velocity). PHRASEOLOGY- WIND SHEAR ALERTS TWO/SEVERAL/ALL QUADRANTS. AIRPORT WIND (direction) AT (velocity). (Location of sensor) BOUNDARY WIND (direction) AT (velocity). ARRIVAL/DEPARTURE RUNWAY VISIBILITY a\. Issue current touchdown RVR for the runway(s) in use: 1. When prevailing visibility is 1 mile or less regardless of the value indicated. 2. When RVR indicates a reportable value regardless of the prevailing visibility. NOTE- Reportable values are RVR 6,000 feet or less. a\. Provide RVR information by stating the runway, the abbreviation RVR, and the indicated value. When issued along with other weather elements, transmit these values in the normal sequence used for weather reporting EXAMPLE - \"Runway One Four RVR Two Thousand Four Hundred.\" b\. When two or more RVR systems serve the runway in use, report the indicated values for the different systems in terms of touchdown, mid, and rollout as appropriate. EXAMPLE- \"Runway Two Two Left RVR Two Thousand, rollout One Thousand Eight Hundred.\" \"Runway Two Seven Right RVR One Thousand, mid Eight Hundred, rollout Six Hundred.\" c\. When there is a requirement to issue an RVR value and a visibility condition greater or less than the reportable values of the equipment is indicated, state the condition as \"MORE THAN\" or \"LESS THAN\" the appropriate minimum or maximum readable value. EXAMPLE- \"Runway Three Six RVR more than Six Thousand.\" \"Runway Niner RVR One Thousand, rollout less than Six Hundred.\" d\. When a readout indicates a rapidly varying visibility condition (1,000 feet or more for RVR), report the current value followed by the range of visibility variance. EXAMPLE- \"Runway Tvo Four RVR To Thousand, variable One Thousand Six Hundred to Three Thousand.\" Runway exiting or taxi instructions should not normally be issued to an aircraft prior to, or immediately after, touchdown. Taxi instructions must be provided to the aircraft by the local controller when: 1. Compliance with ATC instructions will be required before the aircraft can change to ground control, or 2. The aircraft will be required to enter an active runway in order to taxi clear of the landing runway. TERPS terminal instrument procedures 1.15.13.1. In order to prevent potential TERPS criteria violations, the following procedures are in effect for aircraft larger than a fighter (tail height of more than 18 feet) utilizing the Large Frame Aircraft (LFA) parking ramp and Taxiway Juliet. 1.15.13.2. No aircraft larger than a fighter (tail height of more than 18 feet) will be permitted onto Taxiway Juliet between the 32R VFR hold line and the east edge of the LFA ramp when another aircraft is within 10 miles on a PAR/TACAN/VOR approach to 14R/32L. 1.15.13.3. No PAR or TACAN approaches to 14R/32L will be allowed to proceed within 10 miles if there is an aircraft larger than a fighter (tail height of more than 18 feet) on Taxiway Juliet between the 32R VFR hold line and the east edge of the LFA ramp. 1.15.13.4. Close coordination between Tower and RAPCON personnel will be necessary to ensure that these procedures are met. Hot Taxiway Procedures. - 3.4.1. \"Hot\" runway crossings only apply to aircraft crossing Runway 14R/32L. Standard taxi phraseology will apply to Runway 14L/32R. - 3.4.2. Aircraft landing on the outside runway will taxi clear and hold short of the inside runway until cleared to cross. Aircraft may make this request from Tower by calling \"Hot Alpha/Bravo/Hotel\" etc. (using the taxiway the aircraft is holding on). - 3.4.3. When able, Tower will instruct aircraft to cross the inside runway by referring to the \"hot\" taxiway (e.g. \"Hot (location), taxi across (Runway 32L/14R).\" - 3.4.4. Aircraft will acknowledge approval to cross with their call sign. If multiple aircraft are cleared to cross, each aircraft will acknowledge with call sign. If in a formation, the first aircraft may acknowledge the clearance to cross for the entire formation (e.g. \"Raptor 01 crossing Runway 14R with three\"). g\. When the barometric pressure is greater than 31.00 inches Hg., issue the altimeter setting and: 1. En Route/Arrivals. Advise pilots to remain set on altimeter 31.00 until reaching final approach segment. 2. Departures. Advise pilots to set altimeter 31.00 prior to reaching any mandatory/crossing altitude or 1,500 feet AGL, whichever is lower. PHRASEOLOGY− ALTIMETER (setting), SET THREE ONE ZERO ZERO UNTIL REACHING THE FINAL APPROACH FIX. or ALTIMETER (setting), SET THREE ONE ZERO ZERO PRIOR TO REACHING (mandatory/crossing altitude or 1,500 feet AGL, whichever is lower). NOTE− 1. Aircraft with Mode C altitude reporting will be displayed on the controller's radar scope with a uniform altitude offset above the assigned altitude. With an actual altimeter of 31.28 inches Hg, the Mode C equipped aircraft will show 3,300 feet when assigned 3,000 feet. This will occur unless local directives authorize entering the altimeter setting 31.00 into the computer system regardless of the actual barometric pressure. 2. Flight Standards will implement high barometric pressure procedures by NOTAM defining the geographic area affected. 3. Airports unable to accurately measure barometric pressures above 31.00 inches Hg. will report the barometric pressure as "missing" or "in excess of 31.00 inches of Hg." Flight operations to or from those airports are restricted to VFR weather 4.3.1. VFR Overhead Pattern Protection. Departure aircraft shall maintain at or below 1,000 feet MSL until the departure end of the runway to protect the VFR overhead pattern, unless cleared otherwise. 4.3.2. Unrestricted/Quick Climb. Clearance for unrestricted or quick climb allows the pilot to climb immediately to their assigned altitude upon departure. Authorizing an unrestricted or quick climb relieves the pilot of the requirement to maintain at or below 1,000 feet until departure end of the runway unless Tower mandates otherwise. ![](media/image14.png) TERMINAL AUTOMATION SYSTEMS IDENTIFICATION METHODS TERMINAL a. Consider an auto-acquired aircraft as identified when the data block is displayed and is visible to you, and one of the following conditions exist: 1. The radar or beacon identification procedures have been used to confirm the identity of the tagged target. 2. The aircraft is being handed off using a NAS automated system and one of the following does not appear in the data block: "CST", "NAT", "NT", "AMB", "OLD", "AM", or "TRK". b. Use the data block to maintain target identity unless it is in a coast status or displaced from the appropriate target. c. A displaced data block must be updated at all times. Minimum Distance Without Final Clearance. Do not continue a radar or radarmonitored approach closer than three miles from touchdown using PAR equipment or three miles from end of runway using ASR equipment without verbal clearance from the tower controller. These requirements must be contained in a LOP between the tower and the servicing radar facility. The "Cleared for the Option" procedure will permit an instructor pilot/flight examiner/pilot the option to make a touch-and-go, low approach, missed approach, stop- and-go, or full stop landing. This procedure will only be used at those locations with an operational control tower and will be subject to ATC approval. After ATC approval of the option, the pilot should inform ATC as soon as possible of any delay on the runway during their stop-and-go or full stop landing. Cancel a previously issued clearance for takeoff and inform the pilot of the reason if circumstances require. Once an aircraft has started takeoff roll, cancel the takeoff clearance only for the purpose of safety. NOTE− In no case should a takeoff clearance be canceled after an aircraft has started its takeoff roll solely for the purpose of meeting traffic management requirements/EDCT. PHRASEOLOGY− CANCEL TAKEOFF CLEARANCE (reason). If an aircraft requests to takeoff, land, or touch-and-go on a closed or unsafe runway, inform the pilot the runway is closed or unsafe, and a. If the pilot persists in his/her request, quote him/her the appropriate parts of the NOTAM applying to the runway and inform him/her that a clearance cannot be issued. b. Then, if the pilot insists and in your opinion the intended operation would not adversely affect other traffic, inform him/her that the operation will be at his/her own risk. PHRASEOLOGY− RUNWAY (runway number) CLOSED/UNSAFE. If appropriate, (quote NOTAM information), UNABLE TO ISSUE DEPARTURE/LANDING/TOUCH−AND−GO CLEARANCE. DEPARTURE/LANDING/TOUCH−AND−GO WILL BE AT YOUR OWN RISK. If you observe or are informed of any condition which affects the safe use of a landing area: a. Relay the information to the airport manager/military operations office concerned. b. Copy verbatim any information received and record the name of the person submitting it. c. Confirm information obtained from other than authorized airport or FAA personnel unless this function is the responsibility of the military operations office. NOTE− Civil airport managers are required to provide a list of airport employees who are authorized to issue information concerning conditions affecting the safe use of the airport. d. If you are unable to contact the airport management or operator, issue a NOTAM publicizing an unsafe condition and inform the management or operator as soon as practicable LANDING INFORMATION Provide current landing information, as appropriate, to arriving aircraft. Landing information contained in the ATIS broadcast may be omitted if the pilot states the appropriate ATIS code. Runway, wind, and altimeter may be omitted if a pilot uses the phrase "have numbers." Issue landing information by including the following: NOTE− Pilot use of "have numbers" does not indicate receipt of the ATIS broadcast. a. Specific traffic pattern information (may be omitted if the aircraft is to circle the airport to the left). PHRASEOLOGY− ENTER LEFT/RIGHT BASE. STRAIGHT−IN. MAKE STRAIGHT−IN. STRAIGHT−IN APPROVED. RIGHT TRAFFIC. MAKE RIGHT TRAFFIC. RIGHT TRAFFIC APPROVED. CONTINUE. NOTE− Additional information should normally be issued with instructions to continue. Example: "continue, report one mile final"; "continue, expect landing clearance two mile final"; etc. b. Runway in use. c. Surface wind. d. Altimeter setting. e. Any supplementary information. f. Clearance to land. g. Requests for additional position reports. Use prominent geographical fixes which can be easily recognized from the air, preferably those depicted on sectional charts. This does not preclude the use of the legs of the traffic pattern as reporting points. NOTE− At some locations, VFR checkpoints are depicted on sectional aeronautical and terminal area charts. In selecting geographical fixes, depicted VFR checkpoints are preferred unless the pilot exhibits a familiarity with the local area. h. Ceiling and visibility if either is below basic VFR minima. i. Low level wind shear or microburst advisories when available. REFERENCE− FAA Order JO 7110.65, Para 3−1−8 , Low Level Wind Shear/Microburst Advisories. j. Issue braking action for the runway in use as received from pilots when braking action advisories are in effect. k. Runway Condition Codes. Furnish RwyCC, as received from the Airport Operator, to aircraft via the ATIS. l. For opposite direction arrival operations, controllers may verbally issue the RwyCC, as identified in the FICON NOTAM, in reverse order. Controllers must not include reversed RwyCC on the ATIS broadcast. m. If the pilot does not indicate the appropriate ATIS code, and when a runway has been shortened, controllers must ensure that pilots receive the runway number combined with a shortened announcement for all arriving aircraft. Provide priority handling to civil air ambulance flights when the pilot, in radio transmissions, verbally identifies the flight by stating "MEDEVAC" followed by the FAA authorized call sign or the full civil registration letters/numbers. Good judgment must be used in each situation to facilitate the most expeditious movement of a MEDEVAC aircraft. Provide priority handling to AIR EVAC and HOSP flights when verbally requested by the pilot ADDITIONAL SERVICES− Advisory information provided by ATC which includes but is not limited to the following: a. Traffic advisories. b. Vectors, when requested by the pilot, to assist aircraft receiving traffic advisories to avoid observed traffic. c. Altitude deviation information of 300 feet or more from an assigned altitude as observed on a verified (reading correctly) automatic altitude readout (Mode C). d. Advisories that traffic is no longer a factor. e. Weather and chaff information. f. Weather assistance. g. Bird activity information. h. Holding pattern surveillance Additional services are provided to the extent possible contingent only upon the controller's capability to fit them into the performance of higher priority duties and on the basis of limitations of the radar, volume of traffic, frequency congestion, and controller workload. The controller has complete discretion for determining if he/she is able to provide or continue to provide a service in a particular case. The controller's reason not to provide or continue to provide a service in a particular case is not subject to question by the pilot and need not be made known to him/her. Do not approve a pilot's request or ask a pilot to conduct unusual maneuvers within surface areas of Class B, C, or D airspace if they are not essential to the performance of the flight. EXCEPTION. A pilot's request to conduct aerobatic practice activities may be approved, when operating in accordance with a letter of agreement, and the activity will have no adverse effect on safety of the air traffic operation or result in a reduction of service to other users. REFERENCE− FAA Order JO 7210.3, Para 5−4−8, Aerobatic Practice Areas. NOTE− These unusual maneuvers include unnecessary low passes, unscheduled flybys, practice instrument approaches to altitudes below specified minima (unless a landing or touch-and-go is to be made), or any so-called "buzz jobs" wherein a flight is conducted at a low altitude and/or a high rate of speed for thrill purposes. Such maneuvers increase hazards to persons and property and contribute to noise complaints. 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 FSSs whenever it appears it will become a factor in their areas LANDING CLEARANCE WITHOUT VISUAL OBSERVATION When an arriving aircraft reports at a position where he/she should be seen but has not been visually observed, advise the aircraft as a part of the landing clearance that it is not in sight and restate the landing runway. PHRASEOLOGY− NOT IN SIGHT, RUNWAY (number) CLEARED TO LAND. NOTE− Aircraft observance on the CTRD satisfies the visually observed requirement. Do not assign speed adjustment to aircraft: 1. At or above FL 390 without pilot consent. 2. Executing a published high altitude instrument approach procedure. 3. In a holding pattern. 4. Inside the final approach fix on final or a point 5 miles from the runway, whichever is closer to the runway. a. Instruct aircraft to: 1. Maintain present/specific speed. 2. Maintain specified speed or greater/less. 3. Maintain the highest/lowest practical speed. 4. Increase or reduce to a specified speed in single-digit form or by a specified number of knots in group form. PHRASEOLOGY− SAY AIRSPEED. SAY MACH NUMBER. MAINTAIN PRESENT SPEED. MAINTAIN (specific speed) KNOTS. MAINTAIN (specific speed) KNOTS OR GREATER. DO NOT EXCEED (speed) KNOTS. MAINTAIN MAXIMUM FORWARD SPEED. MAINTAIN SLOWEST PRACTICAL SPEED. INCREASE/REDUCE SPEED: TO (specified speed in knots), or TO MACH (Mach number), or (number of knots) KNOTS. EXAMPLE− "Increase speed to Mach point seven two." "Reduce speed to two five zero." "Reduce speed twenty knots." "Maintain two eight zero knots." "Maintain maximum forward speed. Divert Procedures. If forced to weather divert pilots will contact RAPCON or MRU with intentions. Expect 5-10 minute delay for ATC to input and receive clearance to divert base as published in the InFlight Guide. If delay will jeopardize the ability to safely divert, declare an emergency, squawk 7700 or contact Jacksonville Center on 243.0 with position and intentions. Refer all EA activity requests to the appropriate center supervisor. REFERENCE− FAA Order JO 7610.4, Chapter 2, Section 3, Electronic Attack (EA) Mission Coordination. NOTE− EA activity can subsequently result in a request to apply EA videos to the radar system which may necessitate the decertification of the narrowband search radar. The Systems Engineer should be consulted concerning the effect of EA on the operational use of the narrowband radar prior to approving/disapproving requests to conduct EA activity. b. When EA activity interferes with the operational use of radar: 1. EN ROUTE. Request the responsible military unit or aircraft, if initial request was received directly from pilot, to suspend the activity. 2. TERMINAL. Request suspension of the activity through the ARTCC. If immediate cessation of the activity is required, broadcast the request directly to the EA aircraft on the emergency frequency. Notify the ARTCC of direct broadcast as soon as possible. c. When previously suspended activity will no longer interfere: 1. EN ROUTE. Inform the NORAD unit or aircraft that it may be resumed. 2. TERMINAL. Inform the ARTCC or aircraft that it may be resumed. Obtain approval from the ARTCC prior to broadcasting a resume clearance directly to the aircraft. d. In each stop request, include your facility name, type of EA activity (chaff dispensing− "stream"/"burst" or electronic jamming− "buzzer"), radar band affected and, when feasible, expected duration of suspension. PHRASEOLOGY− BIG PHOTO (identification, if known) (name) CENTER/TOWER/APPROACH CONTROL. To stop EA activity: STOP STREAM/BURST IN AREA (area name) (degree and distance from facility), or STOP BUZZER ON (frequency band or channel). To resume EA activity: RESUME STREAM/BURST, or RESUME BUZZER ON (frequency band or channel) STANDARD INSTRUMENT DEPARTURE (SID)−A preplanned instrument flight rule (IFR) air traffic control (ATC) departure procedure printed for pilot/controller use in graphic form to provide obstacle clearance and a transition from the terminal area to the appropriate en route structure. SIDs are primarily designed for system enhancement to expedite traffic flow and to reduce pilot/controller workload. ATC clearance must always be received prior to flying a SID. STANDARD TERMINAL ARRIVAL (STAR)− A preplanned instrument flight rule (IFR) air traffic control arrival procedure published for pilot use in graphic and/or textual form. STARs provide transition from the en route structure to an outer fix or an instrument approach fix/arrival waypoint in the terminal area. DEPARTURE INFORMATION Provide current departure information, as appropriate, to departing aircraft. a. Departure information contained in the ATIS broadcast may be omitted if the pilot states the appropriate ATIS code. b. Issue departure information by including the following: 1. Runway in use. (May be omitted if pilot states "have the numbers.") 2. Surface wind from direct readout dial, wind shear detection system, or automated weather observing system information display. (May be omitted if pilot states "have the numbers.") 3. Altimeter setting. (May be omitted if pilot states "have the numbers.") REFERENCE− FAA Order JO 7110.65, Para 2−7−1, Current Settings. c. Time, when requested. d. Issue the official ceiling and visibility, when available, to a departing aircraft before takeoff as follows: 1. To a VFR aircraft when weather is below VFR conditions. 2. To an IFR aircraft when weather is below VFR conditions or highest takeoff minima, whichever is greater. NOTE− Standard takeoff minimums are published in 14 CFR Section 91.175(f). Takeoff minima other than standard are prescribed for specific airports/runways and published in a tabular form supplement to the FAA instrument approach procedures charts and appropriate FAA Forms 8260. e. Issue the route for the aircraft/vehicle to follow on the movement area in concise and easy to understand terms. The taxi clearance must include the specific route to follow. f. USAF NOT APPLICABLE. An advisory to "check density altitude" when appropriate. REFERENCE− FAA Order JO 7210.3, Para 2−10−6, Broadcast Density Altitude Advisory. g. Issue braking action for the runway in use as received from pilots when braking action advisories are in effect. h. Runway Condition Codes. Furnish RwyCC, as received from the Airport Operator, to aircraft via the ATIS. i. For opposite direction departure operations, controllers may verbally issue the RwyCC, as identified in the FICON NOTAM, in reverse order. Controllers must not include reversed RwyCC on the ATIS broadcast. j. When the ATIS is unavailable, and when the runway length available for departure has been temporarily shortened, controllers must ensure that pilots receive the runway number combined with a shortened announcement for all departing aircraft. PHRASEOLOGY− RUNWAY (NUMBER) SHORTENED EXAMPLE− "Runway Two-Seven shortened." Standard Climbout Instructions. 4.4.1. To reduce radio calls and frequency congestion in the radar arrival pattern and final approach, the following climb out procedures will be used for successive approaches and missed approach instructions. Climb out instructions will not be issued unless requested. Pilots will be advised "Execute local climbout" (Figure 4.2). Transient aircraft will be instructed to cross departure end of runway at or below 1,000 feet while VFR traffic pattern is open. 4.4.2. Unless advised otherwise, contact Tyndall Arrival on Local Channel 7. 4.4.3. For successive radar practice approaches, when the VFR traffic pattern is open, the following instructions apply unless otherwise directed. 4.4.3.1. Runway 14L: Fly runway heading until 3 DME, turn right heading 230, cross departure end of runway at or below 1,000 feet, maintain 1,600 feet. 4.4.3.2. Runway 14R: At departure end of runway, turn right heading 230, cross departure end of runway at or below 1,000 feet, maintain 1,600 feet. 4.4.3.3. Runway 32R: Fly runway heading until 3 DME, turn left heading 230, cross departure end of runway at or below 1,000 feet, maintain 1,600 feet. 4.4.3.4. Runway 32L: At departure end of runway, turn left heading 230, cross departure end of runway at or below 1,000 feet, maintain 1,600 feet. 4.4.3.5. Aircraft that cannot continue straight ahead while conducting IFR approaches to any runway will be instructed to maintain at or below 1,000 feet until departure end of runway, then turn right/left heading 230 degrees, and climb and maintain 1,600 feet. DEPARTURE CONTROL INSTRUCTIONS Inform departing IFR, SVFR, VFR aircraft receiving radar service, and TRSA VFR aircraft of the following: a. Before takeoff. 1. Issue the appropriate departure control frequency and beacon code. The departure control frequency may be omitted if a SID has been or will be assigned and the departure control frequency is published on the SID. PHRASEOLOGY− DEPARTURE FREQUENCY (frequency), SQUAWK (code). 2. Inform all departing IFR military turboprop/turbojet aircraft (except transport and cargo types) to change to departure control frequency. If the local controller has departure frequency override, transmit urgent instructions on this frequency. If the override capability does not exist, transmit urgent instructions on the emergency frequency. PHRASEOLOGY− CHANGE TO DEPARTURE. 3. USAF. USAF control towers are authorized to inform all departing IFR military transport/cargo type aircraft operating in formation flight to change to departure control frequency before takeoff. b. After takeoff. 1. When the aircraft is about 1/2 mile beyond the runway end, instruct civil aircraft, and military transport, and cargo types to contact departure control, provided further communication with you is not required. 2. Do not request departing military turboprop/turbojet aircraft (except transport and cargo types) to make radio frequency or radar beacon changes before the aircraft reaches 2,500 feet above the surface. a. Amend route of flight in a previously issued clearance by one of the following: 1. State which portion of the route is being amended and then state the amendment. PHRASEOLOGY− CHANGE (portion of route) TO READ (new portion of route). 2. State the amendment to the route and then state that the rest of the route is unchanged. PHRASEOLOGY− (Amendment to route), REST OF ROUTE UNCHANGED. 3. Issue a clearance "direct" to a point on the previously issued route. PHRASEOLOGY− CLEARED DIRECT (fix, waypoint). Or CLEARED DIRECT (destination) AIRPORT. NOTE− Clearances authorizing "direct" to a point on a previously issued route do not require the phrase "rest of route unchanged." However, it must be understood where the previously cleared route is resumed. When necessary, "rest of route unchanged" may be used to clarify routing. 4. Issue the entire route by stating the amendment. EXAMPLE− (Cessna 21A has been cleared to the Airville Airport via V41 Delta VOR V174 Alfa VOR, direct Airville Airport, maintain 9000. After takeoff, the aircraft is rerouted via V41 Frank intersection, V71 Delta VOR, V174 Alfa VOR. The controller issues one of the following as an amended clearance): 1. "Cessna Two One Alfa change Victor Forty−One Delta to read Victor Forty−One Frank, Victor Seventy−One Delta." 2. "Cessna Two One Alfa cleared via Victor Forty−One Frank, Victor Seventy−One Delta, rest of route unchanged." 3. "Cessna Two One Alfa cleared via Victor Forty−One Frank, Victor Seventy−One Delta, Victor One Seventy−Four Alfa V−O−R, direct Airville airport, maintain Niner Thousand." b. When route or altitude in a previously issued clearance is amended, restate all applicable altitude restrictions. 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): "Amend 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.". Hold For Release (HFR). 1. "Hold for release" instructions must be used to inform a pilot or a controller that a departure clearance is not valid until additional instructions are received. REFERENCE− P/CG Term − Hold for Release. 2. When issuing hold for release instructions, include departure delay information. f\. Clearance Void Times. 1. When issuing clearance void times at airports without an operating control tower, provide alternative instructions requiring the pilots to advise ATC of their intentions no later than 30 minutes after the clearance void time if not airborne. 2. The facility delivering a clearance void time to a pilot must issue a time check. A void time issued using a specified number of minutes does not require a time check. NOTE− If the clearance void time expires, it does not cancel the departure clearance or IFR flight plan. It withdraws the pilot's authority to depart IFR until a new departure release/release time has been issued by ATC and acknowledged by the pilot. PHRASEOLOGY− CLEARANCE VOID IF NOT OFF BY (clearance void time), and if required, IF NOT OFF BY (clearance void time), ADVISE (facility) NOT LATER THAN (time) OF INTENTIONS. TIME (time in hours, minutes, and the nearest quarter minute). Or CLEARANCE VOID IF NOT OFF IN (number of minutes) MINUTES and if required, IF NOT OFF IN (number of minutes) MINUTES, ADVISE (facility) OF INTENTIONS WITHIN (number of minutes) MINUTES **LOCAL BLK 2** A picture containing table Description automatically generated ![Diagram Description automatically generated](media/image16.png) Text, letter Description automatically generated Tactical Arrival Procedures. 3.10.1. Procedures for execution of tactical initials are: 3.10.1.1. Flight leads will request tactical initial with approach control and also when reporting the VFR entry point (X-Ray West, X-Ray East, or Sky Ten). Tower (with RAPCON concurrence) is the approval authority based on existing traffic. Flights will enter at the VFR entry point at 300-350 knots and 3100\' until approved for Tactical Initial. 3.10.1.2. If tactical initial is approved, flights will call \"tac initial\" at the normal initial point and remain at 3100\' until the break. In the break, aircraft will descend to 1600\' in accordance with normal pattern procedures 3.10.1.3. Wingmen will offset opposite the direction of break. Flight leads will direct wingmen to 6000 feet (maximum) line abreast formation prior to initial. 3.10.1.4. If tactical initial is not approved, flights will descend to 2100 feet, comply with procedures for normal initial, and rejoin to an appropriate formation. 3.10.2. Restrictions: 3.10.2.1. Flights will not reenter for a tactical initial. If flights are sent straight through, they will rejoin. 3.10.2.2. Breaks will not be initiated beyond one mile past departure end. If unable to break prior to this restriction, turn crosswind, rejoin and comply with para 3.2.6 or 3.2.7 as appropriate. 3.10.2.3. Tower will not change the runway tactical initial is flown to after tactical initial is approved; however, base turn may be flown to the opposite runway if directed. ![Text, letter Description automatically generated](media/image18.png) 4−8−9. MISSED APPROACH Except in the case of a VFR aircraft practicing an instrument approach, an approach clearance automatically authorizes the aircraft to execute the missed approach procedure depicted for the instrument approach being flown. An alternate missed approach procedure as published on the appropriate FAA Form 8260 or appropriate military form may be assigned when necessary. After an aircraft commences a missed approach, it may be vectored at or above the MVA/MIA, or follow the provisions of paragraph 5−6−3, Vectors Below Minimum Altitude. NOTE− 1. Alternate missed approach procedures are published on the appropriate FAA Form 8260 or appropriate military form and require a detailed clearance when they are issued to the pilot. 2. In the event of a missed approach involving a turn, unless otherwise cleared, the pilot will proceed to the missed approach point before starting that turn. 3. Pilots must advise ATC when intending to apply cold temperature compensation and of the amount of compensation required. Pilots will not apply altitude compensation, unless authorized, when assigned an altitude if provided an initial heading to fly or radar vectors in lieu of published missed approach procedures. Consideration should be given to vectoring aircraft at or above the requested compensating altitude if possible. Missed Approaches. 1. Unless alternate instructions have been issued, IFR aircraft are automatically authorized to execute the missed approach depicted for the instrument approach being flown. REFERENCE− FAA Order JO 7110.65, Para 4−8−9, Missed Approach. 2. VFR aircraft are not automatically authorized to execute the missed approach procedure. This authorization must be specifically requested by the pilot and approved by the controller. When a missed approach has been approved and the practice approach is conducted in accordance with paragraph 4−8−11 a2, separation must be provided throughout the procedure including the missed approach. If the practice approach is conducted in accordance with paragraph 4−8−11 a3, separation services are not required during the missed approach. 3.15.4.4. IFR arrivals to Runway 14 are authorized to a full stop or to VFR Tower pattern only during both full-scale and sub-scale operations. A missed approach due to an unplanned goaround will be issued alternate climb out instruction as follow: "At departure end, turn left heading 040, climb and maintain 3,000 feet" or as instructed by ATC. Note: It has been determine

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