Radar Operations Procedures PDF

4/20/23 JO 7110.65AA Chapter 5. Radar Section 1. General 5−1−1. PRESENTATION AND EQUIPMENT PERFORMANCE a. Provide radar services only if you are personally satisfied that the radar presentation and equipment performance is adequate for the service being provided. NOTE− The provision of radar service...

4/20/23 JO 7110.65AA Chapter 5. Radar Section 1. General 5−1−1. PRESENTATION AND EQUIPMENT PERFORMANCE a. Provide radar services only if you are personally satisfied that the radar presentation and equipment performance is adequate for the service being provided. NOTE− The provision of radar services is not limited to the distance and altitude parameters obtained during the commissioning flight check. FAA Order 8200.1, United States Standard Flight Inspection Manual, Chapter 14, Surveillance, describes the surveillance flight inspection procedures. b. Notify the OS/CIC of any radar malfunctions or unexpected outages. Advise adjacent facilities when appropriate. REFERENCE− FAA Order JO 7110.65, Para 2−1−9, Reporting Essential Flight Information. FAA Order JO 7210.3, Chapter 3, Chapter 7, Chapter 10 Section 5, and Chapter 12 Section 6. 5−1−2. ATC SURVEILLANCE SOURCE USE Use approved ATC Surveillance Sources. REFERENCE− FAA Order JO 7110.65, Para 5−2−13, Inoperative or Malfunctioning Interrogator. a. Secondary radar may be used as the sole display source as follows: 1. In Class A airspace. REFERENCE− FAA Order JO 7110.65, Para 5−2−14, Failed Transponder in Class A Airspace. 14 CFR Section 91.135, Operations in Class A Airspace. 2. Outside Class A airspace, or where mix of Class A airspace/non−Class A airspace exists, only when: (a) Additional coverage is provided by secondary radar beyond that of the primary radar, or or (b) The primary radar is temporarily unusable or out of service. Advise pilots when these conditions exist, PHRASEOLOGY− PRIMARY RADAR UNAVAILABLE (describe location). RADAR SERVICES AVAILABLE ON TRANSPONDER OR ADS−B EQUIPPED AIRCRAFT ONLY. NOTE− 1. Advisory may be omitted when provided on ATIS and pilot indicates having ATIS information. 2. This provision is to authorize secondary radar only operations where there is no primary radar available and the condition is temporary. (c) A secondary radar system is the only source of radar data for the area of service. TERMINAL. Advise pilots when these conditions exist. NOTE− Advisory may be omitted when provided on ATIS or by other appropriate notice to pilots. b. TERMINAL. Do not use secondary radar only to conduct surveillance (ASR) final approaches unless an emergency exists and the pilot concurs. c. Targets derived from ADS−B and WAM may be used for the provision of all terminal services when operating in STARS Fusion, STARS FMA, and STARS Multi−Sensor Mode, including those associated with any published instrument procedure annotated “radar required.” General 5−1−1 JO 7110.65AA 4/20/23 NOTE− Targets derived from WAM cannot be used to provide 3 NM separation in the EAS. 3 NM targets are not derived from WAM within the EAS. REFERENCE− FAA Order JO 7110.65, Para 4−1−2, Exceptions. FAA Order JO 7110.65, Para 4−4−2, Route Structure Transitions. FAA Order JO 7110.65, Para 5−5−1, Application. FAA Order JO 7110.65, Para 6−5−4, Minima Along Other Than Established Airways or Routes. FAA Order JO 7110.65, Chapter 6, Nonradar. FAA Order JO 7110.65, Para 5−5−4, Minima. FAA Order JO 7210.3, Para 3−6−2, ATC Surveillance Source Use. 5−1−3. ELECTRONIC ATTACK (EA) ACTIVITY a. Refer all EA activity requests to the appropriate center supervisor. REFERENCE− FAA Order JO 7610.4, Chapter 2, Section 7, Electronic Attack (EA) and Testing 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). 5−1−2 General 4/20/23 JO 7110.65AA 5−1−4. MERGING TARGET PROCEDURES a. Except while they are established in a holding pattern, apply merging target procedures to all radar identified: 1. Aircraft at 10,000 feet and above. 2. Turbojet aircraft regardless of altitude. REFERENCE− P/CG Term − Turbojet Aircraft. 3. Presidential aircraft regardless of altitude. b. Issue traffic information to the aircraft listed in subparagraph a whose targets appear likely to merge unless the aircraft are separated by more than the appropriate vertical separation minima. EXAMPLE− “Traffic twelve o’clock, seven miles, eastbound, Gulfstream 650, one seven thousand.” “United Sixteen and American Twenty−Five, traffic twelve o’clock, one zero miles, opposite direction, eastbound Seven Thirty−Seven at flight level three three zero, westbound Airbus Three Twenty at flight level three two zero.” REFERENCE− FAA Order JO 7110.65, Para 2−4−21, Description of Aircraft Types. c. When both aircraft in subparagraph b are in RVSM airspace and vertically separated by 1,000 feet, and either pilot reports they are unable to maintain RVSM due to turbulence or mountain wave, use vectors to prevent the targets from merging. EXAMPLE− “Delta One Twenty−Three, fly heading two niner zero, vector for traffic. Traffic twelve o’clock, one zero miles, opposite direction, Seven Thirty−Seven, eastbound at flight level three one zero.” d. If the pilot requests, vector their aircraft to avoid merging targets with the previously issued traffic. NOTE− Because aircraft closure rates can be rapid, issue traffic with enough time for the pilot to decide if a vector is necessary. e. If unable to provide vector service, inform the pilot. NOTE− The phraseology “Unable RVSM due to turbulence (or mountain wave)” is only intended for severe turbulence or other weather encounters with altitude deviations of approximately 200 feet or more. 5−1−5. HOLDING PATTERN SURVEILLANCE Provide radar surveillance of outer fix holding pattern airspace areas, or any portions thereof, shown on your radar scope (displayed on the video map or scribed on the map overlay) whenever aircraft are holding there. Attempt to detect any aircraft that stray outside the area. If you detect an aircraft straying outside the area, assist it to return to the assigned airspace. 5−1−6. DEVIATION ADVISORIES Inform an aircraft when it is observed in a position and on a track which will obviously cause the aircraft to deviate from its protected airspace area. If necessary, help the aircraft to return to the assigned protected airspace. NOTE− 1. RNAV ATS routes have a width of 8 miles and laterally protected airspace of 4 miles on each side of the route centerline 2. Navigation system performance requirements for operations on RNAV ATS routes require the aircraft system be capable of remaining within 2 miles of the route centerline. Aircraft approaching this limit may be experiencing a navigation system error or failure. General 5−1−3 JO 7110.65AA 4/20/23 REFERENCE− FAA Order JO 7110.65, Para 4−2−5, Route or Altitude Amendments. FAA Order JO 7110.65, Para 7−9−3, Methods. FAA Order JO 7400.2, Para 20−5−2, RNAV Route Criteria. AC 90-100A, U.S. Terminal and En Route Area Navigation (RNAV) Operations, Para 8a. Navigation System Accuracy. 5−1−7. MANUAL FIX POSTING EN ROUTE Manually record the observed or reported time over a fix at least once for each controlled aircraft in your sector of responsibility when the flight progress recording components of the EAS FDP are not operational. REFERENCE− FAA Order JO 7210.3, Para 6−1−6, Flight Progress Strip Usage. 5−1−8. POSITION REPORTING If necessary, you may request an aircraft to provide an estimate or report over a specific fix. After an aircraft receives the statement “radar contact” from ATC, it discontinues reporting over compulsory reporting points. It resumes normal position reporting when ATC informs it “radar contact lost” or “radar service terminated.” REFERENCE− P/CG Term− Radar Contact. a. When required, inform an aircraft of its position with respect to a fix or airway. PHRASEOLOGY− OVER/PASSING (fix). (Number of miles) MILES FROM (fix). (Number of miles) MILES (direction) OF (fix, airway, or location). CROSSING/JOINING/DEPARTING (airway or route). INTERCEPTING/CROSSING (name of NAVAID) (specified) RADIAL. 5−1−9. RADAR SERVICE TERMINATION a. Inform aircraft when radar service is terminated. PHRASEOLOGY− RADAR SERVICE TERMINATED (nonradar routing if required). b. Radar service is automatically terminated and the aircraft needs not be advised of termination when: NOTE− Termination of radar monitoring when conducting simultaneous ILS approaches is prescribed in paragraph 5−9−7, Simultaneous Independent Approaches− Dual & Triple. 1. An aircraft cancels its IFR flight plan, except within Class B airspace, Class C airspace, TRSA, or where basic radar service is provided. 2. An aircraft conducting an instrument, visual, or contact approach has landed or has been instructed to change to advisory frequency. 3. At tower-controlled airports where radar coverage does not exist to within 1/2 mile of the end of the runway, arriving aircraft must be informed when radar service is terminated. REFERENCE− FAA Order JO 7210.3, Para 10−5−6, Radar Tolerances. 4. TERMINAL. An arriving VFR aircraft receiving radar service to a tower-controlled airport within Class B airspace, Class C airspace, TRSA, or where basic radar service is provided has landed, or to all other airports, is instructed to change to tower or advisory frequency. 5−1−4 General 4/20/23 JO 7110.65AA 5. TERMINAL. An aircraft completes a radar approach. REFERENCE− FAA Order JO 7110.65, Para 7−6−12, Service Provided When Tower is Inoperative. General 5−1−5 4/20/23 JO 7110.65AA Section 2. Beacon/ADS−B Systems 5−2−1. ASSIGNMENT CRITERIA a. General. 1. Mode 3/A is designated as the common military/civil mode for air traffic control use. 2. Make beacon code assignments to only ADS−B and/or transponder−equipped aircraft. NOTE− Aircraft equipped with ADS−B are also still required to have an operable transponder. The ATC−assigned beacon code is one of the required message elements of ADS−B Out. b. Unless otherwise specified in this section, a facility directive, or a letter of agreement, issue beacon codes assigned by the computer. Computer−assigned codes may be modified as required. NOTE− The computer will assign only discrete beacon codes unless all the discrete codes allocated to a facility are in use. 1. TERMINAL. Aircraft that will remain within the terminal facility’s delegated airspace must be assigned a code from the code subset allocated to the terminal facility. 2. TERMINAL. Unless otherwise specified in a facility directive or a letter of agreement, aircraft that will enter an adjacent facility’s delegated airspace must be assigned a beacon code assigned by the ARTCC computer. NOTE− This will provide the adjacent facility advance information on the aircraft and will cause auto−acquisition of the aircraft prior to handoff. When an airborne aircraft that has been assigned a beacon code by the ARTCC computer and whose flight plan will terminate in another facility’s area cancels ATC service, appropriate action should be taken to remove flight plan information on that aircraft. PHRASEOLOGY− SQUAWK THREE/ALFA (code), or SQUAWK (code). REFERENCE− FAA Order JO 7110.65, Para 5−3−3, Beacon/ADS−B Identification Methods. FAA Order JO 7110.65, Para 5−3−4, Terminal Automation Systems Identification Methods. c. Code 4000 should be assigned when aircraft are operating on a flight plan specifying frequent or rapid changes in assigned altitude in more than one stratum or other category of flight not compatible with a discrete code assignment. NOTE− 1. Categories of flight that can be assigned Code 4000 include certain flight test aircraft, MTR missions, aerial refueling operation requiring descent involving more than one stratum, ALTRVs where continuous monitoring of ATC frequencies is not required and frequent altitude changes are approved, and other flights requiring special handling by ATC. 2. Military aircraft operating in restricted/warning areas or on VR routes will squawk 4000 unless another code has been assigned or coordinated with ATC. 5−2−2. RADAR BEACON CODE CHANGES Unless otherwise specified in a directive or a letter of agreement or coordinated at the time of handoff, do not request an aircraft to change from the code it was squawking in the transferring facility’s area until the aircraft is within your area of responsibility. REFERENCE− FAA Order JO 7110.65, Para 4−2−8, IFR-VFR and VFR-IFR Flights. FAA Order JO 7110.65, Para 5−3−3, Beacon/ADS−B Identification Methods. Beacon/ADS−B Systems 5−2−1 JO 7110.65AA 4/20/23 5−2−3. EMERGENCY CODE ASSIGNMENT Assign codes to emergency aircraft as follows: a. Code 7700 when the pilot declares an emergency and the aircraft is not radar identified. PHRASEOLOGY− SQUAWK MAYDAY ON 7700. NOTE− Instead of displaying “7700” in the data block, ERAM will display “EMRG,” and STARS/MEARTS will display “EM.” b. After radio and radar contact have been established, you may request other than single−piloted helicopters and single−piloted turbojet aircraft to change from Code 7700 to a computer−assigned discrete code. NOTE− 1. The code change, based on pilot concurrence, the nature of the emergency, and current flight conditions, will signify to other ATC facilities that the aircraft in distress is identified and under ATC control. 2. Pilots of single−piloted helicopters and single−piloted turbojet aircraft may be unable to change transponder settings during an emergency. PHRASEOLOGY− RADAR CONTACT (position). IF FEASIBLE, SQUAWK (code). REFERENCE− FAA Order JO 7110.65, Para 5−3−3, Beacon/ADS−B Identification Methods. c. The following must be accomplished on a Mode C equipped VFR aircraft which is in emergency but no longer requires the assignment of Code 7700: 1. TERMINAL. Assign a beacon code that will permit terminal minimum safe altitude warning (MSAW) alarm processing. 2. EN ROUTE. An appropriate keyboard entry must be made to ensure en route MSAW (EMSAW) alarm processing. 5−2−4. RADIO FAILURE When you observe a Code 7600 display, apply the procedures in paragraph 10−4−4, Communications Failure. NOTE− 1. An aircraft experiencing a loss of two−way radio communications capability can be expected to squawk Code 7600. 2. Instead of displaying “7600” in the data block, ERAM will display “RDOF,” and STARS/MEARTS will display “RF.” REFERENCE− FAA Order JO 7110.65, Para 5−3−3, Beacon/ADS−B Identification Methods. 5−2−5. HIJACK/UNLAWFUL INTERFERENCE When you observe a Code 7500 display, apply the procedures in paragraph 10−2−6, Hijacked Aircraft. NOTE− Instead of displaying “7500” in the data block, ERAM will display “HIJK,” and STARS/MEARTS will display “HJ.” REFERENCE− FAA Order JO 7110.65, Para 5−3−3, Beacon/ADS−B Identification Methods. 5−2−6. UNMANNED AIRCRAFT SYSTEMS (UAS) LOST LINK Code 7400 may be transmitted by unmanned aircraft systems (UAS) when the control link between the aircraft and the pilot is lost. Lost link procedures are programmed into the flight management system and associated with the flight plan being flown. When you observe a Code 7400 display, do the following: 5−2−2 Beacon/ADS−B Systems 4/20/23 JO 7110.65AA NOTE− Instead of displaying “7400” in the data block, ERAM will display “LLNK,” and STARS/MEARTS will display “LL.” a. Determine the lost link procedure, as outlined in the Special Airworthiness Certificate or Certificate of Waiver or Authorization (COA). b. Coordinate, as required, to allow UAS to execute the lost link procedure. c. Advise the OS/CIC, when feasible, so the event can be documented. d. If you observe or are informed by the PIC that the UAS is deviating from the programmed Lost Link procedure, or is encountering another anomaly, treat the situation in accordance with FAA Order JO 7110.65 Chapter 10, Section 1, paragraph 10−1−1c. NOTE− 1. The available lost link procedure should, at a minimum, include lost link route of flight, lost link orbit points, lost link altitudes, communications procedures and preplanned flight termination points if the event recovery of the UAS is deemed unfeasible. 2. Each lost link procedure may differ and is dependent upon airframe and operation. These items are contained in the flight’s Certificate of Authorization or Waiver (COA) and must be made available to ATC personnel in their simplest form at positions responsible for Unmanned Aircraft (UAs). 3. Some UA airframes (Global Hawk) will not be programmed upon the NAS Automation roll out to squawk 7400. These airframes will continue to squawk 7600 should a lost link occur. The ATC Specialist must apply the same procedures described above. 5−2−7. VFR CODE ASSIGNMENTS a. For VFR aircraft receiving radar advisories, issue a computer−assigned beacon code. 1. If the aircraft is outside of your area of responsibility and an operational benefit will be gained by retaining the aircraft on your frequency for the purpose of providing services, ensure that coordination has been effected: (a) As soon as possible after positive identification, and (b) Prior to issuing a control instruction or providing a service other than a safety alert/traffic advisory. NOTE− Safety alerts/traffic advisories may be issued to an aircraft prior to coordination if an imminent situation may be averted by such action. Coordination should be effected as soon as possible thereafter. b. Instruct an IFR aircraft that cancels its IFR flight plan and is not requesting radar advisory service, or a VFR aircraft for which radar advisory service is being terminated, to squawk VFR. PHRASEOLOGY− SQUAWK VFR. or SQUAWK 1200. NOTE− 1. Aircraft not in contact with ATC may squawk 1255 in lieu of 1200 while en route to/from or within designated firefighting areas. 2. VFR aircraft that fly authorized SAR missions for the USAF or USCG may be advised to squawk 1277 in lieu of 1200 while en route to/from or within the designated search area. 3. VFR gliders should squawk 1202 in lieu of 1200. Gliders operate under some flight and maneuvering limitations. They may go from essentially stationary targets while climbing and thermaling to moving targets very quickly. They can be expected to make radical changes in flight direction to find lift and cannot hold altitude in a response to an ATC request. Gliders may congregate together for short periods of time to climb together in thermals and may cruise together in loose formations while traveling between thermals. Beacon/ADS−B Systems 5−2−3 JO 7110.65AA 4/20/23 4. The lead aircraft in a standard VFR formation flight not in contact with ATC should squawk 1203 in lieu of 1200. All other aircraft in the formation should squawk standby. REFERENCE− FAA Order JO 7110.66, National Beacon Code Allocation Plan. c. When an aircraft changes from VFR to IFR, assign a beacon code to Mode C equipped aircraft that will allow MSAW alarms. REFERENCE− FAA Order JO 7110.65, Para 5−3−3, Beacon/ADS−B Identification Methods. 5−2−8. BEACON CODES FOR PRESSURE SUIT FLIGHTS AND FLIGHTS ABOVE FL 600 Special use Mode 3/A codes are reserved for certain pressure suit flights and aircraft operations above FL 600 in accordance with FAA Order JO 7610.4, Special Operations. a. Ensure that these flights remain on one of the special use codes if filed in the flight plan, except: b. When unforeseen events cause more than one aircraft to be in the same or adjacent ARTCC’s airspace at the same time on the same special use discrete code, if necessary, you may request the pilot to make a code change, squawk standby, or stop squawk as appropriate. NOTE− 1. Current FAA automation systems track multiple targets on the same beacon code with much greater reliability than their predecessors, and a code change may not be necessary for such flights. 2. The beacon code is often preset on the ground for such flights and is used throughout the flight profile, including operations below FL 600. Due to equipment inaccessibility, the flight crew may not be able to accept transponder changes identified in this subparagraph. 3. In case of emergency, Code 7700 can still be activated. Instead of displaying “7700” in the data block, ERAM will display “EMRG,” and STARS/MEARTS will display “EM.” REFERENCE− FAA Order JO 7110.65, Para 5−3−3, Beacon/ADS−B Identification Methods. 5−2−9. AIR DEFENSE EXERCISE BEACON CODE ASSIGNMENT EN ROUTE Ensure exercise FAKER aircraft remain on the exercise flight plan filed discrete beacon code. NOTE− 1. NORAD will ensure exercise FAKER aircraft flight plans are filed containing discrete beacon codes from the Department of Defense code allocation specified in FAA Order JO 7610.4, Special Operations, Appendix 6. 2. NORAD will ensure that those FAKER aircraft assigned the same discrete beacon code are not flight planned in the same or any adjacent ARTCC’s airspace at the same time. (Simultaneous assignment of codes will only occur when operational requirements necessitate.) REFERENCE− FAA Order JO 7110.65, Para 5−3−3, Beacon/ADS−B Identification Methods. 5−2−10. STANDBY OPERATION You may instruct an aircraft operating on an assigned code to change the transponder/ADS−B to “standby” position: a. When approximately 15 miles from its destination and you no longer desire operation of the transponder/ADS−B; or b. When necessary to reduce clutter in a multi−target area, provided you instruct the pilot to return the transponder/ADS−B to “normal” position as soon as possible thereafter. 5−2−4 Beacon/ADS−B Systems 4/20/23 JO 7110.65AA PHRASEOLOGY− SQUAWK STANDBY, or SQUAWK NORMAL. REFERENCE− FAA Order JO 7110.65, Para 5−3−3, Beacon/ADS−B Identification Methods. 5−2−11. CODE MONITOR a. Continuously monitor the codes assigned to aircraft operating within your area of responsibility. Additionally, monitor Code 1200, Code 1202, Code 1255, and Code 1277 unless your area of responsibility includes only Class A airspace. During periods when ring−around or excessive VFR target presentations derogate the separation of IFR traffic, the monitoring of VFR Code 1200, Code 1202, Code 1255, and Code 1277 may be temporarily discontinued. b. When your area of responsibility contains or is immediately adjacent to a restricted area, warning area, VR route, or other category where Code 4000 is appropriate, monitor Code 4000 and any other code used in lieu of 4000. REFERENCE− FAA Order JO 7210.3, Para 3−6−3, Monitoring of Mode 3/A Radar Beacon Codes. 5−2−12. FAILURE TO DISPLAY ASSIGNED BEACON CODE OR INOPERATIVE/MALFUNCTIONING TRANSPONDER a. Inform an aircraft with an operable transponder that the assigned beacon code is not being displayed. PHRASEOLOGY− (Identification) RESET TRANSPONDER, SQUAWK (appropriate code). b. Inform an aircraft when its transponder appears to be inoperative or malfunctioning. PHRASEOLOGY− (Identification) YOUR TRANSPONDER APPEARS INOPERATIVE/MALFUNCTIONING, RESET, SQUAWK (appropriate code). c. Ensure that the subsequent control position in the facility or the next facility, as applicable, is notified when an aircraft transponder is malfunctioning/inoperative. REFERENCE− FAA Order JO 7110.65, Para 5−3−3, Beacon/ADS−B Identification Methods. 5−2−13. INOPERATIVE OR MALFUNCTIONING INTERROGATOR Inform aircraft concerned when the ground interrogator appears to be inoperative or malfunctioning. PHRASEOLOGY− (Name of facility or control function) BEACON INTERROGATOR INOPERATIVE/MALFUNCTIONING. REFERENCE− FAA Order JO 7110.65, Para 5−1−2, ATC Surveillance Source Use. FAA Order JO 7110.65, Para 5−3−3, Beacon/ADS−B Identification Methods. 5−2−14. FAILED TRANSPONDER OR ADS−B OUT TRANSMITTER Disapprove a request or withdraw a previously issued approval to operate with a failed transponder or ADS−B Out solely on the basis of traffic conditions or other operational factors. REFERENCE− FAA Order JO 7110.65, Para 5−1−2, ATC Surveillance Source Use. FAA Order JO 7110.65, Para 5−3−3, Beacon/ADS−B Identification Methods. Beacon/ADS−B Systems 5−2−5 JO 7110.65AA 4/20/23 5−2−15. VALIDATION OF MODE C READOUT Ensure that Mode C altitude readouts are valid after accepting an interfacility handoff, initial track start, track start from coast/suspend tabular list, or during and after an unreliable Mode C readout, except as follows: NOTE− Consider a Mode C readout unreliable when any condition, not just those that display an indicator in the Data Block, exists that indicates that the Mode C may be in error. a. CTRD−equipped tower cabs are not required to validate Mode C altitude readouts after accepting interfacility handoffs from TRACONs according to the procedures in paragraph 5−4−3, Methods, subparagraph a4. b. ERAM facilities are not required to validate Mode C altitude readouts after accepting interfacility handoffs from other ERAM facilities, except: 1. After initial track start or track start from coast is required, or 2. During and after the display of a missing, unreasonable, exceptional, or otherwise unreliable Mode C readout indicator. c. Consider an altitude readout valid when: 1. It varies less than 300 feet from the pilot reported altitude, or PHRASEOLOGY− (If aircraft is known to be operating below the lowest useable flight level), SAY ALTITUDE. or (If aircraft is known to be operating at or above the lowest useable flight level), SAY FLIGHT LEVEL. 2. You receive a continuous readout from an aircraft on the airport and the readout varies by less than 300 feet from the field elevation, or NOTE− A continuous readout exists only when the altitude filter limits are set to include the field elevation. REFERENCE− FAA Order JO 7110.65, Para 5−2−21, Altitude Filters. FAA Order JO 7110.65, Para 5−13−5, Selected Altitude Limits. 3. You have correlated the altitude information in your data block with the validated information in a data block generated in another facility (by verbally coordinating with the other controller) and your readout is exactly the same as the readout in the other data block. d. When unable to validate the readout, do not use the Mode C altitude information for separation. e. Whenever you observe an invalid Mode C readout below FL 180: 1. Issue the correct altimeter setting and confirm the pilot has accurately reported the altitude. PHRASEOLOGY− (Location) ALTIMETER (appropriate altimeter), VERIFY ALTITUDE. 2. If the altitude readout continues to be invalid: and (a) Instruct the pilot to turn off the altitude- reporting part of his/her transponder and include the reason; (b) Notify the operations supervisor-in-charge of the aircraft call sign. 5−2−6 Beacon/ADS−B Systems 4/20/23 JO 7110.65AA PHRASEOLOGY− STOP ALTITUDE SQUAWK. ALTITUDE DIFFERS BY (number of feet) FEET. f. Whenever you observe an invalid Mode C readout at or above FL 180, unless the aircraft is descending below Class A airspace: 1. Verify that the pilot is using 29.92 inches of mercury as the altimeter setting and has accurately reported the altitude. PHRASEOLOGY− VERIFY USING TWO NINER NINER TWO AS YOUR ALTIMETER SETTING. (If aircraft is known to be operating at or above the lowest useable flight level), VERIFY FLIGHT LEVEL. 2. If the Mode C readout continues to be invalid: and (a) Instruct the pilot to turn off the altitude- reporting part of his/her transponder and include the reason; (b) Notify the operations supervisor-in-charge of the aircraft call sign. PHRASEOLOGY− STOP ALTITUDE SQUAWK. ALTITUDE DIFFERS BY (number of feet) FEET. g. Whenever possible, inhibit altitude readouts on all consoles when a malfunction of the ground equipment causes repeated invalid readouts. 5−2−16. ALTITUDE CONFIRMATION− MODE C Request a pilot to confirm assigned altitude on initial contact unless: NOTE− For the purpose of this paragraph, “initial contact” means a pilot’s first radio contact with each sector/position. a. The pilot states the assigned altitude, or b. You assign a new altitude to a climbing or a descending aircraft, or c. The Mode C readout is valid and indicates that the aircraft is established at the assigned altitude, or d. TERMINAL. The aircraft was transferred to you from another sector/position within your facility (intrafacility). PHRASEOLOGY− (In level flight situations),VERIFY AT (altitude/flight level). (In climbing/descending situations), (if aircraft has been assigned an altitude below the lowest useable flight level), VERIFY ASSIGNED ALTITUDE (altitude). or (If aircraft has been assigned a flight level at or above the lowest useable flight level), VERIFY ASSIGNED FLIGHT LEVEL (flight level). REFERENCE− FAA Order JO 7110.65, Para 5−3−3, Beacon/ADS−B Identification Methods. 5−2−17. ALTITUDE CONFIRMATION− NON−MODE C a. Request a pilot to confirm assigned altitude on initial contact unless: Beacon/ADS−B Systems 5−2−7 JO 7110.65AA 4/20/23 NOTE− For the purpose of this paragraph, “initial contact” means a pilot’s first radio contact with each sector/position. 1. The pilot states the assigned altitude, or 2. You assign a new altitude to a climbing or a descending aircraft, or 3. TERMINAL. The aircraft was transferred to you from another sector/position within your facility (intrafacility). PHRASEOLOGY− (In level flight situations),VERIFY AT (altitude/flight level). (In climbing/descending situations),VERIFY ASSIGNED ALTITUDE/FLIGHT LEVEL (altitude/flight level). b. USA. Reconfirm all pilot altitude read backs. PHRASEOLOGY− (If the altitude read back is correct), AFFIRMATIVE (altitude). (If the altitude read back is not correct), NEGATIVE. CLIMB/DESCEND AND MAINTAIN (altitude), or NEGATIVE. MAINTAIN (altitude). REFERENCE− FAA Order JO 7110.65, Para 5−3−3, Beacon/ADS−B Identification Methods. 5−2−18. AUTOMATIC ALTITUDE REPORTING Inform an aircraft when you want it to turn on/off the automatic altitude reporting feature of its transponder. PHRASEOLOGY− SQUAWK ALTITUDE, or STOP ALTITUDE SQUAWK. NOTE− Controllers should be aware that not all aircraft have a capability to disengage the altitude squawk independently from the beacon code squawk. On some aircraft both functions are controlled by the same switch. REFERENCE− FAA Order JO 7110.65, Para 5−2−15, Validation of Mode C Readout. FAA Order JO 7110.65, Para 5−3−3, Beacon/ADS−B Identification Methods. P/CG Term − Automatic Altitude Report. 5−2−19. INFLIGHT DEVIATIONS FROM TRANSPONDER/MODE C REQUIREMENTS BETWEEN 10,000 FEET AND 18,000 FEET Apply the following procedures to requests to deviate from the Mode C transponder requirement by aircraft operating in the airspace of the 48 contiguous states and the District of Columbia at and above 10,000 feet MSL and below 18,000 feet MSL, excluding the airspace at and below 2,500 feet AGL. NOTE− 1. 14 CFR Section 91.215(b) provides, in part, that all U.S. registered civil aircraft must be equipped with an operable, coded radar beacon transponder when operating in the altitude stratum listed above. Such transponders must have a Mode 5−2−8 Beacon/ADS−B Systems 4/20/23 JO 7110.65AA 3/A 4096 code capability, replying to Mode 3/A interrogation with the code specified by ATC, or a Mode S capability, replying to Mode 3/A interrogations with the code specified by ATC. The aircraft must also be equipped with automatic pressure altitude reporting equipment having a Mode C capability that automatically replies to Mode C interrogations by transmitting pressure altitude information in 100−foot increments. 2. The exception to 14 CFR Section 91.215 (b) is 14 CFR Section 91.215(b)(5) which states: except balloons, gliders, and aircraft without engine−driven electrical systems. REFERENCE− FAA Order JO 7210.3, Chapter 20, Temporary Flight Restrictions. a. Except in an emergency, do not approve inflight requests for authorization to deviate from 14 CFR Section 91.215(b)(5)(i) requirements originated by aircraft without transponder equipment installed. b. Approve or disapprove other inflight deviation requests, or withdraw approval previously issued to such flights, solely on the basis of traffic conditions and other operational factors. c. Adhere to the following sequence of action when an inflight VFR deviation request is received from an aircraft with an inoperative transponder or Mode C, or is not Mode C equipped: 1. Suggest that the aircraft conduct its flight in airspace unaffected by the CFRs. 2. Suggest that the aircraft file an IFR flight plan. 3. Suggest that the aircraft provide a VFR route of flight and maintain radio contact with ATC. d. Do not approve an inflight deviation unless the aircraft has filed an IFR flight plan or a VFR route of flight is provided and radio contact with ATC is maintained. e. You may approve an inflight deviation request which includes airspace outside your jurisdiction without the prior approval of the adjacent ATC sector/facility providing a transponder/Mode C status report is forwarded prior to control transfer. f. Approve or disapprove inflight deviation requests within a reasonable period of time or advise when approval/disapproval can be expected. REFERENCE− FAA Order JO 7110.65, Para 5−3−3, Beacon/ADS−B Identification Methods. 5−2−20. BEACON TERMINATION Inform the pilot when you want their aircraft’s transponder and ADS−B Out turned off. PHRASEOLOGY− STOP SQUAWK. (For a military aircraft when you do not know if the military service requires that it continue operating on another mode), STOP SQUAWK (mode in use). REFERENCE− FAA Order JO 7110.65, Para 5−3−3, Beacon/ADS−B Identification Methods. 5−2−21. ALTITUDE FILTERS TERMINAL Set altitude filters to display Mode C altitude readouts to encompass all altitudes within the controller’s jurisdiction. Set the upper limits no lower than 1,000 feet above the highest altitude for which the controller is responsible. In those stratified positions, set the lower limit to 1,000 feet or more below the lowest altitude for which the controller is responsible. When the position’s area of responsibility includes down to an airport field elevation, the facility will normally set the lower altitude filter limit to encompass the field elevation so that provisions of paragraph 2−1−6, Safety Alert, and paragraph 5−2−15, Validation of Mode C Readout, Beacon/ADS−B Systems 5−2−9 JO 7110.65AA 4/20/23 subparagraph c2 may be applied. Air traffic managers may authorize temporary suspension of this requirement when target clutter is excessive. 5−2−22. INOPERATIVE OR MALFUNCTIONING ADS-B TRANSMITTER a. When an aircraft’s ADS−B transmitter appears to be inoperative or malfunctioning, notify the OS/CIC of the aircraft call sign, location, and time of the occurrence (UTC). Except for DoD aircraft or those provided for in paragraph 5−2−24, inform the pilot. PHRASEOLOGY− YOUR ADS−B TRANSMITTER APPEARS TO BE INOPERATIVE / MALFUNCTIONING. NOTE− FAA Flight Standards Service, Safety Standards Division (AFS) is responsible for working with aircraft operators to correct ADS−B malfunctions. The intent of this paragraph is to capture ADS−B anomalies observed by ATC, such as errors in the data (other than Call Sign Mis−Match events, which are detected and reported to AFS automatically) or instances when civil ADS−B transmissions would normally be expected but are not received (e.g., ADS−B transmissions were observed on a previous flight leg). b. If a malfunctioning ADS−B transmitter is jeopardizing the safe execution of air traffic control functions, instruct the aircraft to stop ADS−B transmissions, and notify the OS/CIC. PHRASEOLOGY− STOP ADS−B TRANSMISSIONS, AND IF ABLE, SQUAWK THREE/ALFA (code). NOTE− Not all aircraft have a capability to disengage the ADS−B transmitter independently from the beacon code squawk. REFERENCE− FAA Order JO 7110.65, Para 5−2−23, ADS−B Alerts. FAA Order JO 7210.3, Para 2–1–33, Reporting Inoperative or Malfunctioning ADS−B Transmitters. FAA Order JO 7210.3, Para 5–4–9, ADS−B Out OFF Operations. FAA Order JO 7110.67, Para 19, ATC Security Procedures for ADS−B Out OFF Operations. 5−2−23. ADS−B ALERTS a. Call Sign Mis−Match (CSMM). A CSMM alert will occur when the transmitted ADS−B Flight Identification (FLT ID) does not match the flight plan aircraft identification. Inform the aircraft of the CSMM. PHRASEOLOGY− YOUR ADS−B FLIGHT ID DOES NOT MATCH YOUR FLIGHT PLAN AIRCRAFT IDENTIFICATION. b. Duplicate ICAO Address. If the broadcast ICAO address is shared with one or more flights in the same ADS−B Service Area (regardless of altitude), and radar reinforcement is not available, target resolution may be lost on one or both targets. NOTE− Duplicate ICAO Address Alerts appear as “DA” and are associated with the Data Block (DB) on STARS systems. Duplicate ICAO Address Alerts appear as “DUP” and are associated with the DB on MEARTS systems. Duplicate ICAO Address Alerts appear as “Duplicate 24−bit Address” at the AT Specialist Workstation on ERAM systems. c. If a CSMM or Duplicate ICAO address is jeopardizing the safe execution of air traffic control functions, instruct the aircraft to stop ADS−B transmissions, and notify the OS/CIC. PHRASEOLOGY− STOP ADS−B TRANSMISSIONS, AND IF ABLE, SQUAWK THREE/ALFA (code). NOTE− Not all aircraft are capable of disengaging the ADS−B transmitter independently from the transponder. 5−2−24. ADS−B OUT OFF OPERATIONS Operators of aircraft with functional ADS−B Out avionics installed and requesting an exception from the requirement to transmit at all times must obtain authorization from FAA System Operations Security. The OS/CIC should inform you of any ADS−B Out OFF operations in your area of jurisdiction. 5−2−10 Beacon/ADS−B Systems 4/20/23 JO 7110.65AA a. Do not inform such aircraft that their ADS−B transmitter appears to be inoperative. b. Do not approve any pilot request for ADS−B Out OFF operations. Notify the OS/CIC of the request, including the aircraft call sign and location. NOTE− 14 CFR Section 91.225(f) requires, in part, that “each person operating an aircraft equipped with ADS–B Out must operate this equipment in the transmit mode at all times unless otherwise authorized by the FAA when that aircraft is performing a sensitive government mission for national defense, homeland security, intelligence or law enforcement purposes, and transmitting would compromise the operations security of the mission or pose a safety risk to the aircraft, crew, or people and property in the air or on the ground.” REFERENCE− FAA Order JO 7110.65, Para 5−2−22, Inoperative or Malfunctioning ADS−B Transmitter. FAA Order JO 7210.3, Para 5–4–9, ADS−B Out OFF Operations. FAA Order JO 7110.67, Para 11, Responsibilities. Beacon/ADS−B Systems 5−2−11 4/20/23 JO 7110.65AA Section 3. Radar Identification 5−3−1. APPLICATION Before you provide radar service, establish and maintain radar identification of the aircraft involved, except as provided in paragraph 5−5−1, Application, subparagraphs b2, b3 and in paragraph 8−5−5, Radar Identification Application. REFERENCE− FAA Order JO 7110.65, Para 3−1−9, Use of Tower Radar Displays. FAA Order JO 7110.65, Para 5−1−1, Presentation and Equipment Performance. 5−3−2. PRIMARY RADAR IDENTIFICATION METHODS Identify a primary, radar beacon, or ADS−B target by using one of the following methods: a. Observing a departing aircraft target within 1 mile of the takeoff runway end at airports with an operating control tower, provided one of the following methods of coordination is accomplished. 1. A verbal rolling/boundary notification is issued for each departure, or 2. A nonverbal rolling/boundary notification is used for each departure aircraft. NOTE− Nonverbal notification can be accomplished via the use of a manual or electronic “drop tube” or automation. b. Observing a target whose position with respect to a fix (displayed on the video map, scribed on the map overlay, or displayed as a permanent echo) or a visual reporting point (whose range and azimuth from the radar antenna has been accurately determined and made available to the controller) corresponds with a direct position report received from an aircraft, and the observed track is consistent with the reported heading or route of flight. If a TACAN/VORTAC is located within 6,000 feet of the radar antenna, the TACAN/VORTAC may be used as a reference fix for radar identification without being displayed on the video map or map overlay. NOTE− 1. Establishment of radar identification through use of DME position information can be complicated by the fact that some military TACANs are not collocated with frequency−paired VORs and might be separated from them by as much as 31 miles. 2. Visual reporting points used for RADAR identification are limited to those most used by pilots and whose range and azimuth have been determined by supervisory personnel. c. Observing a target make an identifying turn or turns of 30 degrees or more, provided the following conditions are met: NOTE− Use of identifying turns or headings which would cause the aircraft to follow normal IFR routes or known VFR flight paths might result in misidentification. When these circumstances cannot be avoided, additional methods of identification may be necessary. 1. Except in the case of a lost aircraft, a pilot position report is received which assures you that the aircraft is within radar coverage and within the area being displayed. 2. Only one aircraft is observed making these turns. 3. For aircraft operating in accordance with an IFR clearance, you either issue a heading away from an area which will require an increased minimum IFR altitude or have the aircraft climb to the highest minimum altitude in your area of jurisdiction before you issue a heading. REFERENCE− FAA Order JO 7110.65, Para 3−1−9, Use of Tower Radar Displays. FAA Order JO 7110.65, Para 5−12−11, Surveillance Unusable. 5−3−3. BEACON/ADS−B IDENTIFICATION METHODS When using only Mode 3/A radar beacon or ADS−B to identify a target, use one of the following methods: Radar Identification 5−3−1 JO 7110.65AA 4/20/23 a. Request the pilot to activate the “IDENT” feature of the transponder/ADS−B and then observe the identification display. PHRASEOLOGY− IDENT. SQUAWK (code) AND IDENT. b. Request the pilot to change to a specific discrete or nondiscrete code, as appropriate, and then observe the target or code display change. If a code change is required in accordance with Section 2, Beacon/ADS−B Systems, of this chapter, use the codes specified therein. c. Request the pilot to change their transponder/ADS−B to “standby.” After you observe the target disappear for sufficient scans to assure that loss of target resulted from placing the transponder/ADS−B in “standby” position, request the pilot to return the transponder to normal operation and then observe the reappearance of the target. PHRASEOLOGY− SQUAWK STANDBY, then SQUAWK NORMAL. d. EN ROUTE. An aircraft may be considered identified when the full data block is automatically associated with the target symbol of an aircraft that is squawking a discrete code assigned by the computer. NOTE− Paired LDBs in ERAM do not display a beacon code. PHRASEOLOGY− SQUAWK (4 digit discrete code), or, if aircraft’s altitude reporting capability is turned off, SQUAWK (4 digit discrete code), SQUAWK ALTITUDE. NOTE− The AIM informs pilots to adjust Mode C transponders and ADS−B with altitude reporting capability activated unless deactivation is requested by ATC. “Squawk altitude” is included here to provide applicable phraseology. REFERENCE− FAA Order JO 7110.65, Para 3−1−9, Use of Tower Radar Displays. FAA Order JO 7110.65, Para 5−3−6, Position Information. 5−3−4. 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. REFERENCE− FAA Order JO 7110.65, Para 3−1−9, Use of Tower Radar Displays. 5−3−5. QUESTIONABLE IDENTIFICATION a. Use more than one method of identification when proximity of targets, duplication of observed action, or any other circumstances cause doubt as to target identification. 5−3−2 Radar Identification 4/20/23 JO 7110.65AA b. If identification is questionable for any reason, take immediate action to re−identify the aircraft or terminate radar service. Identify the aircraft as follows: 1. As described in paragraph 5−3−2, Primary Radar Identification Methods, or paragraph 5−3−3, Beacon/ADS−B Identification Methods. 2. En route. Ensure that all primary targets are displayed when radar identification is lost or is questionable. REFERENCE− FAA Order JO 7110.65, Para 5−4−3, Methods. 5−3−6. POSITION INFORMATION Inform an aircraft of its position whenever radar identification is established by means of identifying turns or by any of the beacon identification methods outlined in paragraph 5−3−3, Beacon/ADS−B Identification Methods. Position information need not be given when identification is established by position correlation or when a departing aircraft is identified within 1 mile of the takeoff runway end. 5−3−7. IDENTIFICATION STATUS a. Inform an aircraft of radar contact when: 1. Initial radar identification in the ATC system is established. 2. Subsequent to loss of radar contact or terminating radar service, radar identification is reestablished. PHRASEOLOGY− RADAR CONTACT (position if required). b. Inform an aircraft when radar contact is lost. PHRASEOLOGY− RADAR CONTACT LOST (alternative instructions when required). 5−3−8. TARGET MARKERS EN ROUTE Retain data blocks that are associated with the appropriate target symbol in order to maintain continuous identity of aircraft. Retain the data block until the aircraft has exited the sector or delegated airspace, and all potential conflicts have been resolved; including an aircraft that is a point out. The data block must display flight identification and altitude information, as a minimum. The displayed altitude may be assigned, interim, or reported. ERAM: When you have separation responsibility for an aircraft and a paired track exists, display a full data block (FDB). 5−3−9. TARGET MARKERS TERMINAL a. Retain data blocks that are associated with the appropriate target symbol in order to maintain continuous identity of aircraft. Retain the data block until the aircraft has exited the sector or delegated airspace, and all potential conflicts have been resolved; including an aircraft that is a point out. The data block must display flight identification and altitude information, as a minimum. NOTE− Where delegated airspace extends beyond Class B and/or Class C airspace, the following will apply: If a VFR aircraft is clear of Class B and Class C airspace and radar services have been terminated then retention of the data block is no longer required. b. During prearranged coordination procedures, the controllers who penetrate another controller’s airspace must display data block information of that controller’s aircraft which must contain, at a minimum, the position symbol and altitude information. Radar Identification 5−3−3 JO 7110.65AA 4/20/23 REFERENCE− FAA Order JO 7110.65, Para 2−1−14, Coordinate Use of Airspace. FAA Order JO 7110.65, Para 5−4−3, Methods. FAA Order JO 7110.65, Para 5−4−8, Automated Information Transfer (AIT). FAA Order JO 7110.65, Para 5−4−9, Prearranged Coordination. FAA Order JO 7210.3, Para 3−7−7, Prearranged Coordination. 5−3−4 Radar Identification 4/20/23 JO 7110.65AA Section 4. Transfer of Radar Identification 5−4−1. APPLICATION To provide continuous radar service to an aircraft and facilitate a safe, orderly, and expeditious flow of traffic, it is often necessary to transfer radar identification of an aircraft from one controller to another. This section describes the terms, methods, and responsibilities associated with this task. Interfacility and intrafacility transfers of radar identification must be accomplished in all areas of radar surveillance except where it is not operationally feasible. Where such constraints exist, they must be: a. Covered in letters of agreement which clearly state that control will not be based upon a radar handoff, or b. Coordinated by the transferring and receiving controllers for a specified period of time. REFERENCE− FAA Order JO 7110.65, Para 4−3−8, Coordination with Receiving Facility. 5−4−2. TERMS a. Handoff. An action taken to transfer the radar identification of an aircraft from one controller to another controller if the aircraft will enter the receiving controller’s airspace and radio communications with the aircraft will be transferred. b. Radar Contact. The term used to inform the controller initiating a handoff that the aircraft is identified and approval is granted for the aircraft to enter the receiving controller’s airspace. c. Point Out. An action taken by a controller to transfer the radar identification of an aircraft to another controller and radio communications will not be transferred. d. Point Out Approved. The term used to inform the controller initiating a point out that the aircraft is identified and that approval is granted for the aircraft to enter the receiving controller’s airspace, as coordinated, without a communications transfer or the appropriate automated system response. e. Traffic. A term used to transfer radar identification of an aircraft to another controller for the purpose of coordinating separation action. Traffic is normally issued: 1. In response to a handoff or point out; 2. In anticipation of a handoff or point out; or 3. In conjunction with a request for control of an aircraft. f. Traffic Observed. The term used to inform the controller issuing the traffic restrictions that the traffic is identified and that the restrictions issued are understood and will be complied with. 5−4−3. METHODS a. Transfer the radar identification of an aircraft by at least one of the following methods: 1. Physically point to the target on the receiving controller’s display. 2. Use landline voice communications. 3. Use automation capabilities. NOTE− Automated handoff capabilities are only available when FDP is operational. 4. TERMINAL. Use the “Modify” or “Quick Look” functions for data transfer between the TRACON and tower cab only if specific procedures are established in a facility directive. The local controller has the responsibility to determine whether or not conditions are adequate for the use of STARS data on the TDW. Transfer of Radar Identification 5−4−1 JO 7110.65AA 4/20/23 REFERENCE− FAA Order JO 7210.3, Para 12−6−4, Use of Stars Quick Look Functions. b. When making a handoff, point out, or issuing traffic restrictions, relay information to the receiving controller in the following order: 1. The position of the target relative to a fix, map symbol, or radar target known and displayed by both the receiving and transferring controller. Mileage from the reference point may be omitted when relaying the position of a target if a full data block associated with the target has been forced on the receiving controller’s radar display. EXAMPLE− “Point out, Southwest of Richmond VOR....” 2. The aircraft identification, as follows: (a) The aircraft call sign, or (b) The discrete beacon code of the aircraft during interfacility point outs only, if both the receiving and the transferring controllers agree. NOTE− Acceptance of a point out using the discrete beacon code as the aircraft’s identification constitutes agreement. (c) EN ROUTE. The Computer Identification Number (CID) during intrafacility point outs. EXAMPLE− “Point Out, Southwest of Richmond VOR, C-I-D 123…” 3. The assigned altitude, appropriate restrictions, and information that the aircraft is climbing or descending, if applicable, except when inter/intrafacility directives ensure that the altitude information will be known by the receiving controller. NOTE− When physically pointing to the target, you do not have to state the aircraft position. 4. Advise the receiving controller of pertinent information not contained in the data block or available flight data unless covered in an LOA or facility directive. Pertinent information may include: (a) Assigned heading. (b) Speed/altitude restrictions. (c) Observed track or deviation from the last route clearance. (d) Any other pertinent information. PHRASEOLOGY− HANDOFF/POINT−OUT/TRAFFIC (aircraft position), (aircraft ID or discrete beacon code), (altitude, restrictions, and other pertinent information, if applicable). c. When receiving a handoff, point out, or traffic restrictions, respond to the transferring controller as follows: PHRASEOLOGY− (Aircraft ID) (restrictions, if applicable) RADAR CONTACT, or (aircraft ID or discrete beacon code) (restrictions, if applicable) POINT OUT APPROVED, or TRAFFIC OBSERVED, or 5−4−2 Transfer of Radar Identification 4/20/23 JO 7110.65AA UNABLE (appropriate information, as required). d. If any doubt as to target identification exists after attempting confirmation in accordance with this section, apply the provisions of paragraph 5−3−5, Questionable Identification. REFERENCE− FAA Order JO 7110.65, Para 5−2−15, Validation of Mode C Readout. 5−4−4. TRAFFIC a. When using the term “traffic” for coordinating separation, the controller issuing traffic must issue appropriate restrictions. b. The controller accepting the restrictions must be responsible to ensure that approved separation is maintained between the involved aircraft. 5−4−5. TRANSFERRING CONTROLLER HANDOFF Unless otherwise coordinated or specified in an LOA or facility directive, the transferring controller must: a. Complete a handoff prior to an aircraft entering the airspace delegated to the receiving controller. b. Verbally obtain the receiving controller’s approval prior to making any changes to an aircraft’s flight path, altitude, speed, or data block information while the handoff is being initiated or after acceptance. c. Advise the receiving controller of pertinent information not contained in the data block or flight progress strip, including: 1. Assigned heading. 2. Airspeed restrictions. 3. Altitude information issued. 4. Observed track or deviation from the last route clearance. 5. The beacon code, if different from that normally used or previously coordinated. 6. Any other pertinent information. d. Initiate verbal coordination to verify the position of primary or nondiscrete targets, except for intrafacility automated handoffs in STARS, ERAM, or MEARTS in Fused Display Mode. e. Initiate verbal coordination before transferring control of a track when “CST,” “FAIL,” “NONE,” “IF,” “NT,” or “TRK” is displayed in the data block. f. Advise the receiving controller if radar monitoring is required. REFERENCE− FAA Order JO 7110.65, Para 4−1−2, Exceptions. FAA Order JO 7110.65, Para 4−4−2, Route Structure Transitions. g. Consider the target being transferred as identified on the receiving controller’s display when the receiving controller acknowledges receipt verbally or accepts the automated handoff. h. Prior to transferring communications: 1. Resolve any potential violations of adjacent airspace and potential conflicts with other aircraft in your area of jurisdiction. 2. Coordinate with any controller whose area of jurisdiction the aircraft will transit prior to entering the receiving controller’s area of jurisdiction. 3. Forward to the receiving controller any restrictions issued to ensure separation. Transfer of Radar Identification 5−4−3 JO 7110.65AA 4/20/23 4. Comply with restrictions issued by the receiving controller. i. Comply with the provisions of paragraph 2−1−17, Radio Communications. To the extent possible, transfer communications when the handoff has been accepted. NOTE− Before the STARS “modify/quick look” function is used to effect a handoff, a facility directive that specifies communication transfer points is required. j. After transferring communications, continue to comply with the requirements of subparagraphs h1 and h2. k. Before releasing control of the aircraft, issue restrictions to the receiving controller that are necessary to maintain separation from other aircraft within your area of jurisdiction. REFERENCE− FAA Order JO 7110.65, Para 2−1−14, Coordinate Use of Airspace. FAA Order JO 7110.65, Para 2−1−15, Control Transfer. FAA Order JO 7110.65, Para 5−4−6, Receiving Controller Handoff. FAA Order JO 7110.65, Para 5−4−8, Automated Information Transfer (AIT). FAA Order JO 7210.3, Para 4−3−8, Automated Information Transfer (AIT). 5−4−6. RECEIVING CONTROLLER HANDOFF The receiving controller must: a. Ensure that the target position corresponds with the position given by the transferring controller or that there is an appropriate association between an automated data block and the target being transferred before accepting a handoff. REFERENCE− FAA Order JO 7110.65, Para 2−1−14, Coordinate Use of Airspace. FAA Order JO 7110.65, Para 2−1−15, Control Transfer. FAA Order JO 7110.65, Para 5−4−5, Transferring Controller Handoff. b. Issue restrictions that are needed for the aircraft to enter your sector safely before accepting the handoff. c. Comply with restrictions issued by the transferring controller unless otherwise coordinated. d. After accepting a handoff from another facility, confirm the identification of a primary target by advising the aircraft of its position, and of a nondiscrete beacon target by observing a code change, an “ident” reply, or a “standby” squawk unless one of these was used during handoff. These provisions do not apply at those towers and GCAs that have been delegated the responsibility for providing radar separation within designated areas by the overlying approach control facility and the aircraft identification is assured by sequencing or positioning prior to the handoff. REFERENCE− FAA Order JO 7110.65, Para 5−9−5, Approach Separation Responsibility. e. Consider a beacon target’s identity to be confirmed when: 1. The data block associated with the target being handed off indicates the computer assigned discrete beacon code is being received; or 2. You observe the deletion of a discrete code that was displayed in the data block; or NOTE− When the beacon code received from the aircraft does not match the computer assigned beacon code, the code received (ERAM, MEARTS) or the site−adapted code (received, computer−assigned, or both for STARS) will be displayed in the data block. When the aircraft changes to the computer assigned code, the code is automatically removed from the data block. In this instance, the observance of code removal from the data block satisfies confirmation requirements. 3. You observe the numeric display of a discrete code that an aircraft has been instructed to squawk or reports squawking. f. Take the identified action prior to accepting control of a track when the following indicators are displayed in the data block: 5−4−4 Transfer of Radar Identification 4/20/23 JO 7110.65AA 1. “AMB” or “AM”: advise the other facility that a disparity exists between the position declared by their computer and the position declared by your STARS/MEARTS system. 2. “NAT” or “NT”: advise the other facility if a disparity exists between the position declared by their computer and the actual target position. 3. “DATA,” “CST,” “NONE,” or “OLD”: initiate verbal coordination. g. ERAM: Notify the OS/CIC when a MISM is displayed in the data block. h. Advise the transferring controller as soon as possible if you will delay the climb or descent of the aircraft through the vertical limits of that controller’s area of jurisdiction, unless otherwise specified in an LOA or a facility directive. 5−4−7. POINT OUT a. The transferring controller must: 1. Obtain approval before permitting an aircraft to enter the receiving controller’s delegated airspace. (a) EN ROUTE: Automated approval may be utilized in lieu of verbal approval. If the receiving controller takes no action, revert to verbal procedures. NOTE− 1. Use fourth line data for aircraft not on their flight plan route. 2. Where specified in a letter of agreement, some facilities may restrict interfacility automated point outs. REFERENCE− FAA Order JO 7110.65, Para 2−10−1, En Route Or Oceanic Sector Team Responsibilities. FAA Order JO 7110.65, Para 5−4−3, Methods. FAA Order JO 7110.65, Para 5−4−10, En Route Fourth Line Data Block Usage. FAA Order JO 7110.65, Para 5−13−3, Computer Entry of Flight Plan Information. (b) TERMINAL: Automated point out approval may be utilized in lieu of verbal provided the procedures are contained in a facility directive/LOA. 2. Obtain the receiving controller’s approval before making any changes to an aircraft’s flight path, altitude, speed, or data block information after the point out has been approved. 3. Comply with restrictions issued by the receiving controller unless otherwise coordinated. 4. Be responsible for subsequent radar handoffs and communications transfer, including flight data revisions and coordination, unless otherwise agreed to by the receiving controller or as specified in a LOA. b. The receiving controller must: 1. Ensure that the target position corresponds with the position given by the transferring controller or that there is an association between a computer data block and the target being transferred prior to approving a point out. 2. Be responsible for separation between point out aircraft and other aircraft for which he/she has separation responsibility. 3. Issue restrictions necessary to provide separation from other aircraft within his/her area of jurisdiction. 5−4−8. AUTOMATED INFORMATION TRANSFER (AIT) Transfer radar identification, altitude control, and/or en route fourth line control information, without verbal coordination under the following conditions: a. During radar handoff; and b. Via information displayed in full data blocks; and c. When following procedures specified in your facility AIT directive and/or LOA. Transfer of Radar Identification 5−4−5 JO 7110.65AA 4/20/23 NOTE− Information transferred using AIT procedures may be bi−directional, and may involve more than two sectors. Complete coordination, awareness of traffic flow, and understanding of each position’s responsibilities concerning AIT procedures cannot be overemphasized. REFERENCE− FAA Order JO 7110.65, Para 5−4−10, En Route Fourth Line Data Block Usage. FAA Order JO 7210.3, Para 4−3−8, Automated Information Transfer (AIT). 5−4−9. PREARRANGED COORDINATION Prearranged coordination allowing aircraft under your control to enter another controller’s area of jurisdiction may only be approved provided procedures are established and published in a facility directive in accordance with FAA Order JO 7210.3, paragraph 3−6−6, Prearranged Coordination. NOTE− Under no circumstances may one controller permit an aircraft to enter another’s airspace without proper coordination. Coordination can be accomplished by several means; i.e., radar handoff, automated information transfer, verbal, point−out, and by prearranged coordination procedures identified in a facility directive that clearly describe the correct application. Airspace boundaries should not be permitted to become barriers to the efficient movement of traffic. In addition, complete coordination, awareness of traffic flow, and understanding of each position’s responsibility concerning penetration of another’s airspace cannot be overemphasized. REFERENCE− FAA Order JO 7110.65, Para 2−1−14, Coordinate Use of Airspace. FAA Order JO 7110.65, Para 5−4−3, Methods. FAA Order JO 7110.65, Para 5−4−8, Automated Information Transfer (AIT). FAA Order JO 7210.3, Para 3−6−6, Prearranged Coordination. 5−4−10. EN ROUTE FOURTH LINE DATA BLOCK USAGE a. The fourth line of the data block must be displayed. When used for forwarding control information, only the specified messages listed in this section may be used. Any additional control information must be forwarded via other communications methods. Free text may be used by individual sector teams for recording information the team deems appropriate for managing the sector, but must be removed prior to initiation of identification transfer. REFERENCE− FAA Order JO 7110.65, Para 5−4−5, Transferring Controller Handoff, subpara b. FAA Order JO 7110.65, Para 5−4−8, Automated Information Transfer (AIT). b. The en route fourth line data block area must be used for coordination purposes only in association with radar identified aircraft. c. When automated information transfer (AIT) procedures are applied, en route fourth line usage for transfer of control information must be specifically defined within facility AIT directive. REFERENCE− FAA Order JO 7110.65, Para 5−4−8, Automated Information Transfer (AIT). FAA Order JO 7210.3, Para 4−3−8, Automated Information Transfer (AIT). d. Coordination format for assigned headings must use the designation character “H” preceding a three−digit number. EXAMPLE− H080, H270 e. Aircraft assigned a heading until receiving a fix or joining a published route must be designated with assigned heading format followed by the fix or route. NOTE− 1. The notation “PH” may be used to denote present heading. 2. The character “H” may be omitted as a prefix to the heading assignment only if necessary due to character field limitations, and it does not impede understanding. 5−4−6 Transfer of Radar Identification 4/20/23 JO 7110.65AA EXAMPLE− H080/ALB, 080/J121, PH/ALB f. Coordination format for weather deviations must use the designated characters: D−deviation L−left R−right N−north E−east S−south W−west /F−direct next NAVAID/waypoint in the flight plan D(heading)−(heading)–deviate between two specified headings. NOTE− 1. Two digits specify turns in degrees and must include direction character(s). Three digits specify heading(s). 2. The inclusion of /(NAVAID) or /(waypoint), when preceded by the designated characters for weather deviations, indicates that a pilot has been authorized to deviate for weather and rejoin the route at the specified NAVAID or waypoint. The use of /F, following the designated weather deviation characters, indicates that a pilot has been authorized to deviate and rejoin the route of flight at the next fix in the route in accordance with paragraph 2−6−4. EXAMPLE− D90L/ATL, DL/KD75U, D090/F 3. The absence of /NAVAID, /waypoint, or /F after the weather deviation designated characters indicates that the pilot has been authorized to deviate for weather, and the receiving controller must provide a clearance to rejoin the route of flight in accordance with subparagraph 2−1−15c. EXAMPLE− DN, D20L, D30R, D180−210 g. Coordination format for specific assigned airspeeds must use the designation character “S” preceding a three−digit number. A three−digit number followed by a “+” must be used to denote an assigned speed at or greater than the displayed value, or followed by a “−” to denote an assigned speed at or less than the displayed value. EXAMPLE− S210, 250+, 280− h. Aircraft assigned a Mach number must use the designation “M”, “M.”, or “.” preceding the two−digit assigned value. The displayed Mach number shall also be followed by a “+” to denote an assigned speed at or greater than the displayed value, or a “−” to denote an assigned speed at or less than the displayed value. EXAMPLE− M80, M80+, M80−, M.80,.80,.80− i. Aircraft authorized to conduct celestial navigation training within 30 NM of the route centerline specified within the en route clearance. EXAMPLE− CELNAV j. Coordination format for aircraft requesting an altitude change must use the designation characters “RQ” preceding a three−digit number. EXAMPLE− RQ170, RQ410 k. Coordination format for aircraft requesting a route change must use the designation “RQ/” preceding a specific fix identifier. EXAMPLE− RQ/LAX, RQ/NEUTO Transfer of Radar Identification 5−4−7 JO 7110.65AA 4/20/23 l. The acceptance of a handoff by the receiving controller must constitute receipt of the information contained within the en route fourth line data block. This information must not be modified outside of the controller’s area of jurisdiction unless verbally coordinated or specified in a Letter of Agreement or Facility Directive. It is the responsibility of the receiving controller to advise the transferring controller if any information is not understood, or needs to be revised. NOTE− Due to system and character limitations the usage of these standardized entries may require additional support via facility directive in order to provide complete coordination. m. All other control information must be coordinated via other methods. 5−4−8 Transfer of Radar Identification 4/20/23 JO 7110.65AA Section 5. Radar Separation 5−5−1. APPLICATION a. Radar separation must be applied to all RNAV aircraft operating at and below FL450 on Q routes or random RNAV routes, excluding oceanic airspace. EXCEPTION. GNSS-equipped aircraft /G, /L, /S, and /V on point−to−point routes, or transitioning between two point−to−point routes via an impromptu route. REFERENCE− FAA Order JO 7110.65, Para 2−3−8, Aircraft Equipment Suffixes. FAA Order JO 7110.65, TBL 2−3−10, Aircraft Equipment Suffixes. FAA Order JO 7110.65, Para 4−4−1, Route Use. AIM, Para 5−1−8, Area Navigation (RNAV). AIM, Para 5−3−4, Area Navigation (RNAV) Routes. P/CG Term − Global Navigation Satellite System (GNSS)[ICAO]. P/CG Term − Global Positioning Satellite/ Wide Area Augmentation Minimum En Route IFR Altitude (GPS/WAAS MEA). P/CG Term – Parallel Offset Route. b. Radar separation may be applied between: 1. Radar identified aircraft. 2. An aircraft taking off and another radar identified aircraft when the aircraft taking off will be radar-identified within 1 mile of the runway end. 3. A radar-identified aircraft and one not radar-identified when either is cleared to climb/descend through the altitude of the other provided: (a) The performance of the radar system is adequate and, as a minimum, primary radar targets or ASR−9/Full Digital Radar Primary Symbol targets are being displayed on the display being used within the airspace within which radar separation is being applied; and (b) Flight data on the aircraft not radar-identified indicate it is a type which can be expected to give adequate primary/ASR−9/Full Digital Radar Primary Symbol return in the area where separation is applied; and (c) The airspace within which radar separation is applied is not less than the following number of miles from the edge of the radar display: (1) When less than 40 miles from the antenna− 6 miles; (2) When 40 miles or more from the antenna− 10 miles; (3) Narrowband radar operations− 10 miles; and (d) Radar separation is maintained between the radar-identified aircraft and all observed primary, ASR−9/Full Digital Radar Primary Symbol, and secondary radar targets until nonradar separation is established from the aircraft not radar identified; and (e) When the aircraft involved are on the same relative heading, the radar-identified aircraft is vectored a sufficient distance from the route of the aircraft not radar identified to assure the targets are not superimposed prior to issuing the clearance to climb/descend. REFERENCE− FAA Order JO 7110.65, Para 4−1−2, Exceptions. FAA Order JO 7110.65, Para 4−4−1, Route Use. FAA Order JO 7110.65, Para 5−3−1, Application. FAA Order JO 7110.65, Para 5−5−8, Additional Separation for Formation Flights. FAA Order JO 7110.65, Para 5−9−5, Approach Separation Responsibility. 4. A radar-identified aircraft and one not radar-identified that is in transit from oceanic airspace or non-radar offshore airspace into an area of known radar coverage where radar separation is applied as specified in Radar Separation 5−5−1 JO 7110.65AA 4/20/23 paragraph 8−5−5, Radar Identification Application, until the transiting aircraft is radar-identified or the controller establishes other approved separation in the event of a delay or inability to establish radar identification of the transiting aircraft. REFERENCE− FAA Order JO 7110.65, Para 2−2−6, IFR Flight Progress Data. FAA Order JO 7110.65, Para 5−1−1, Presentation and Equipment Performance. FAA Order JO 7110.65, Para 5−3−1, Application. FAA Order JO 7110.65, Para 8−1−8, Use of Control Estimates. FAA Order JO 7110.65, Para 8−5−5, Radar Separation. 5−5−2. TARGET SEPARATION Apply radar separation: a. Between the centers of primary radar targets; however, do not allow a primary target to touch another primary target or a beacon control slash. b. Between the ends of beacon control slashes. c. Between the end of a beacon control slash and the center of a primary target. d. All−digital displays. Between the centers of digital targets; do not allow digital targets to touch. REFERENCE− FAA Order JO 7110.65, Para 5−9−7, Simultaneous Independent Approaches− Dual & Triple. 5−5−3. TARGET RESOLUTION a. A process to ensure that correlated radar targets or digitized targets do not touch. b. Mandatory traffic advisories and safety alerts must be issued when this procedure is used. NOTE− This procedure must not be provided utilizing mosaic radar systems. c. Target resolution must be applied as follows: 1. Between the edges of two primary targets or the edges of primary digitized targets. 2. Between the end of the beacon control slash and the edge of a primary target or primary digitized target. 3. Between the ends of two beacon control slashes. 5−5−4. MINIMA Separate aircraft by the following minima: a. TERMINAL. Single Sensor ASR or Digital Terminal Automation System (DTAS): NOTE− 1. Includes single sensor long range radar mode. 2. ADS−B and WAM are not selectable sources when in Single Sensor Mode. 1. When less than 40 miles from the antenna− 3 miles. 2. When 40 miles or more from the antenna− 5 miles. 3. For single sensor ASR−9 with Mode S, when less than 60 miles from the antenna− 3 miles. 4. For single sensor ASR−11 MSSR Beacon, when less than 60 miles from the antenna− 3 miles. NOTE− Wake turbulence procedures specify increased separation minima required for certain classes of aircraft because of the possible effects of wake turbulence. 5. If TRK appears in the data block, handle in accordance with paragraph 5−3−7, Identification Status, subparagraph b, and take appropriate steps to establish nonradar separation. 5−5−2 Radar Separation 4/20/23 JO 7110.65AA NOTE− TRK appears in the data block whenever the aircraft is being tracked by a radar site other than the radar currently selected. Current equipment limitations preclude a target from being displayed in the single sensor mode; however, a position symbol and data block, including altitude information, will still be displayed. Therefore, low altitude alerts must be provided in accordance with paragraph 2−1−6, Safety Alert. b. TERMINAL. FUSION: 1. Fusion target symbol – 3 miles. 2. When displaying ISR in the data block- 5 miles. NOTE− In the event of an unexpected ISR on one or more aircraft, the ATCS working that aircraft must transition from 3−mile to 5−mile separation, or establish some other form of approved separation as soon as feasible. This action must be timely, but taken in a reasonable fashion, using the controller’s best judgment, as not to reduce safety or the integrity of the traffic situation. For example, if ISR appears when an aircraft is established on final with another aircraft on short final, it would be beneficial from a safety perspective to allow the trailing aircraft to continue the approach and land rather than terminate a stabilized approach. 3. If TRK appears in the data block, handle in accordance with paragraph 5−3−7, Identification Status, subparagraph b, and take appropriate steps to establish non-radar separation. 4. The ADS-B Computer Human Interface (CHI) may be implemented by facilities on a sector by sector or facility wide basis when the determination is made that utilization of the ADS-B CHI provides an operational advantage to the controller. c. STARS Multi−Sensor Mode – 5 miles. NOTE− STARS Multi−Sensor Mode displays target symbols derived from radar, ADS−B, and WAM. d. ERAM: 1. Below FL 600- 5 miles. 2. At or above FL 600- 10 miles. 3. Up to and including FL 230 where all the following conditions are met – 3 miles: (a) Within the 3 NM separation area, and: (1) Within 40 NM of the preferred radar; or or (2) Within 60 NM of the preferred radar when using ASR−9 with Mode S or ASR−11 MSSR Beacon; (3) When operating in track−based display mode. (b) The preferred sensor and/or ADS−B is providing reliable targets. (c) Facility directives specifically define the 3 NM separation area. (d) The 3 NM separation area is displayable on the video map. (e) Involved aircraft are displayed using the 3 NM target symbol. NOTE− ADS−B allows the expanded use of 3 NM separation in approved areas. It is not required for and does not affect the use of radar for 3 NM separation. 4. When transitioning from terminal to en route control, 3 miles increasing to 5 miles or greater, provided: (a) The aircraft are on diverging routes/courses, and/or (b) The leading aircraft is and will remain faster than the following aircraft; and Radar Separation 5−5−3 JO 7110.65AA 4/20/23 (c) Separation constantly increasing and the first center controller will establish 5 NM or other appropriate form of separation prior to the aircraft departing the first center sector; and (d) The procedure is covered by a letter of agreement between the facilities involved and limited to specified routes and/or sectors/positions. REFERENCE− FAA Order JO 7210.3, Para 8−2−1, Three Mile Airspace Operations. e. MEARTS Mosaic Mode: 1. Below FL 600- 5 miles. 2. At or above FL 600- 10 miles. 3. For areas meeting all of the following conditions – 3 miles: (a) Radar site adaptation is set to single sensor mode. NOTE− 1. Single Sensor Mode displays information from the radar input of a single site. 2. Procedures to convert MEARTS Mosaic Mode to MEARTS Single Sensor Mode at each PVD/MDM will be established by facility directive. (b) Significant operational advantages can be obtained. (c) Within 40 NM of the sensor or within 60 NM of the sensor when using ASR−9 with Mode S or ASR−11 MSSR Beacon and within the 3 NM separation area. (d) Up to and including FL230. (e) Facility directives specifically define the area where the separation can be applied and define the requirements for displaying the area on the controller’s PVD/MDM. 4. MEARTS Mosaic Mode Utilizing Single Source Polygon (San Juan CERAP and Honolulu Control Facility only) when meeting all of the following conditions– 3 miles: (a) Up to and including FL230 within 40 miles from the antenna or within 60 NM when using ASR−9 with Mode S or ASR−11 MSSR Beacon and targets are from the adapted sensor. (b) The single source polygon must be displayed on the controller’s PVD/MDM. (c) Significant operational advantages can be obtained. (d) Facility directives specifically define the single source polygon area where the separation can be applied and specify procedures to be used. (e) Controller must commence a transition to achieve either vertical separation or 5 mile lateral separation in the event that either target is not from the adapted sensor. WAKE TURBULENCE APPLICATION f. Separate aircraft operating directly behind or following an aircraft conducting an instrument approach by the minima specified and in accordance with the following: NOTE− Consider parallel runways less than 2,500 feet apart as a single runway because of the possible effects of wake turbulence. 1. When operating within 2,500 feet of the flight path of the leading aircraft over the surface of the earth and less than 1,000 feet below: (a) TERMINAL. Behind super: (1) Heavy - 6 miles. (2) Large - 7 miles. 5−5−4 Radar Separation 4/20/23 JO 7110.65AA (3) Small - 8 miles. (b) EN ROUTE. Behind super - 5 miles, unless the super is operating at or below FL240 and below 250 knots, then: (1) Heavy - 6 miles. (2) Large - 7 miles. (3) Small - 8 miles. (c) Behind heavy: (1) Heavy - 4 miles. (2) Large or small - 5 miles. 2. Separate small aircraft behind a B757 by 4 miles when operating within 2,500 feet of the flight path of the leading aircraft over the surface of the earth and/or less than 500 feet below. 3. TERMINAL. When departing parallel runways separated by less than 2,500 feet, the 2,500 feet requirement in subparagraph 2 is not required when a small departs the parallel runway behind a B757. Issue a wake turbulence cautionary advisory and instructions that will establish lateral separation in accordance with subparagraph 2. Do not issue instructions that will allow the small to pass behind the B757. NOTE− 1. The application of paragraph 5−8−3, Successive or Simultaneous Departures, satisfies this requirement. 2. Consider runways separated by less than 700 feet as a single runway because of the possible effects of wake turbulence. WAKE TURBULENCE APPLICATION g. In addition to subparagraph f, separate an aircraft landing behind another aircraft on the same runway, or one making a touch-and-go, stop-and-go, or low approach by ensuring the following minima will exist at the time the preceding aircraft is over the landing threshold: NOTE− Consider parallel runways less than 2,500 feet apart as a single runway because of the possible effects of wake turbulence. 1. Small behind large− 4 miles. 2. Small behind heavy− 6 miles. If the landing threshold cannot be determined, apply the above minima as constant or increasing at the closest point that can be determined prior to the landing threshold. h. TERMINAL. When NOWGT is displayed in an aircraft data block, provide 10 miles separation behind the preceding aircraft and 10 miles separation to the succeeding aircraft. i. TERMINAL. 2.5 nautical miles (NM) separation is authorized between aircraft established on the final approach course within 10 NM of the landing runway when operating in FUSION, or single sensor slant range mode if the aircraft remains within 40 miles of the antenna and: 1. The leading aircraft’s weight class is the same or less than the trailing aircraft; 2. Super and heavy aircraft are permitted to participate in the separation reduction as the trailing aircraft only; 3. An average runway occupancy time of 50 seconds or less is documented; 4. CTRDs are operational and used for quick glance references; REFERENCE− FAA Order JO 7110.65, Para 3−1−9, Use of Tower Radar Displays. 5. Turnoff points are visible from the control tower. Radar Separation 5−5−5 JO 7110.65AA 4/20/23 REFERENCE− FAA Order JO 7110.65, Para 2−1−19, Wake Turbulence. FAA Order JO 7110.65, Para 3−9−6, Same Runway Separation. FAA Order JO 7110.65, Para 5−5−7, Passing or Diverging. FAA Order JO 7110.65, Para 5−5−9, Separation from Obstructions. FAA Order JO 7110.65, Para 5−8−3, Successive or Simultaneous Departures. FAA Order JO 7110.65, Para 5−9−5, Approach Separation Responsibility. FAA Order JO 7110.65, Para 7−6−7, Sequencing. FAA Order JO 7110.65, Para 7−7−3, Separation. FAA Order JO 7110.65 Para 7−8−3, Separation. FAA Order JO 7210.3, Para 10−4−10, Reduced Separation on Final. 5−5−5. VERTICAL APPLICATION Aircraft not laterally separated, may be vertically separated by one of the following methods: a. Assign altitudes to aircraft, provided valid Mode C altitude information is monitored and the applicable separation minima is maintained at all times. REFERENCE− FAA Order JO 7110.65, Para 4−5−1, Vertical Separation Minima. FAA Order JO 7110.65, Para 5−2−15, Validation of Mode C Readout. FAA Order JO 7110.65, Para 7−7−3, Separation. FAA Order JO 7110.65, Para 7−8−3, Separation. FAA Order JO 7110.65, Para 7−9−4, Separation. b. Assign an altitude to an aircraft after the aircraft previously at that altitude has been issued a climb/descent clearance and is observed (valid Mode C), or reports leaving the altitude. NOTE− 1. Consider known aircraft performance characteristics, pilot furnished and/or Mode C detected information which indicate that climb/descent will not be consistent with the rates recommended in the AIM. 2. It is possible that the separation minima described in paragraph 4−5−1, Vertical Separation Minima, paragraph 7−7−3, Separation, paragraph 7−8−3, Separation, or paragraph 7−9−4, Separation, might not always be maintained using subparagraph b. However, correct application of this procedure will ensure that aircraft are safely separated because the first aircraft must have already vacated the altitude prior to the assignment of that altitude to the second aircraft. REFERENCE− FAA Order JO 7110.65, Para 2−1−3, Procedural Preference. FAA Order JO 7110.65, Para 4−5−1, Vertical Separation Minima. FAA Order JO 7110.65, Para 5−2−15, Validation of Mode C Readout. FAA Order JO 7110.65, Para 6−6−1, Application. 5−5−6. EXCEPTIONS a. Do not use Mode C to effect vertical separation with an aircraft on a cruise clearance, contact approach, or as specified in paragraph 5−14−4, System Requirements, subparagraph f3. REFERENCE− FAA Order JO 7110.65, Para 6−6−2, Exceptions. FAA Order JO 7110.65, Para 7−4−6, Contact Approach. P/CG Term − Cruise. b. Assign an altitude to an aircraft only after the aircraft previously at that altitude is observed at or passing through another altitude separated from the first by the appropriate minima when: 1. Severe turbulence is reported. 2. Aircraft are conducting military aerial refueling. REFERENCE− FAA Order JO 7110.65, Para 9−2−13, Military Aerial Refueling. 3. The aircraft previously at that altitude has been issued a climb/descent at pilot’s discretion. c. EN ROUTE. When the position symbol associated with the data block falls more than one history behind the actual aircraft target or there is no target symbol displayed, the Mode C information in the data block must not be used for the purpose of determining separation. 5−5−6 Radar Separation 4/20/23 JO 7110.65AA 5−5−7. PASSING OR DIVERGING a. TERMINAL. In accordance with the following criteria, all other approved separation may be discontinued and passing or diverging separation applied when: 1. Single Site ASR or FUSION Mode (a) Aircraft are on opposite/reciprocal courses and you have observed that they have passed each other; or aircraft are on same or crossing courses/assigned radar vectors and one aircraft has crossed the projected course of the other, and the angular difference between their courses/assigned radar vectors is at least 15 degrees. NOTE− Two aircraft, both assigned courses and/or radar vectors with an angular difference of at least 15 degrees, is considered a correct application of this paragraph. (b) The tracks are monitored to ensure that the primary targets, beacon control slashes, FUSION target symbols, or full digital terminal system primary and/or beacon target symbols will not touch. REFERENCE− FAA Order JO 7110.65, Para 1−2−2, Course Definitions. 2. Single Site ARSR or FUSION Mode when target refresh is only from an ARSR or when in FUSION Mode − ISR is displayed. (a) Aircraft are on opposite/reciprocal courses and you have observed that they have passed each other; or aircraft are on same or crossing courses/assigned radar vectors and one aircraft has crossed the projected course of the other, and the angular difference between their courses/assigned radar vectors is at least 45 degrees. NOTE− Two aircraft, both assigned courses and/or radar vectors with an angular difference of at least 45 degrees, is considered a correct application of this paragraph. (b) The tracks are monitored to ensure that the primary targets, beacon control slashes, FUSION target symbols, or full digital terminal system primary and/or beacon target symbols will not touch. 3. Although approved separation may be discontinued, the requirements of paragraph 5−5−4, Minima, subparagraph g must be applied when wake turbulence separation is required. REFERENCE− FAA Order JO 7110.65, Para 1−2−2, Course Definitions. b. EN ROUTE, TERMINAL (when STARS Multi−Sensor Mode is selected). Vertical separation between aircraft may be discontinued when they are on opposite courses as defined in paragraph 1−2−2, Course Definitions; and 1. You are in communications with both aircraft involved; and 2. You tell the pilot of one aircraft about the other aircraft, including position, direction, type; and 3. One pilot reports having seen the other aircraft and that the aircraft have passed each other; and 4. You have observed that the radar targets have passed each other; and 5. You have advised the pilots if either aircraft is classified as a super or heavy aircraft. 6. Although vertical separation may be discontinued, the requirements of paragraph 5−5−4, Minima, subparagraph g must be applied when wake turbulence separation is required. EXAMPLE− “Traffic, twelve o’clock, Boeing Seven Twenty Seven, opposite direction. Do you have it in sight?” (If the answer is in the affirmative): “Report passing the traffic.” Radar Separation 5−5−7 JO 7110.65AA 4/20/23 (When pilot reports passing the traffic and the radar targets confirm that the traffic has passed, issue appropriate control instructions.) 5−5−8. ADDITIONAL SEPARATION FOR FORMATION FLIGHTS Because of the distance allowed between formation aircraft and lead aircraft, additional separation is necessary to ensure the periphery of the formation is adequately separated from other aircraft, adjacent airspace, or obstructions. Provide supplemental separation for formation flights as follows: a. Separate a standard formation flight by adding 1 mile to the appropriate radar separation minima. REFERENCE− FAA Order JO 7110.65, Para 2−1−13, Formation Flights. FAA Order JO 7110.65, Para 5−5−1, Application. FAA Order JO 7110.65, Para 7−7−3, Separation. P/CG Term − Formation Flight. b. Separate two standard formation flights from each other by adding 2 miles to the appropriate separation minima. c. Separate a nonstandard formation flight by applying the appropriate separation minima to the perimeter of the airspace encompassing the nonstandard formation or from the outermost aircraft of the nonstandard formation whichever applies. d. If necessary for separation between a nonstandard formation and other aircraft, assign an appropriate beacon code to each aircraft in the formation or to the first and last aircraft in-trail. NOTE− The additional separation provided in paragraph 5−5−8, Additional Separation for Formation Flights, is not normally added to wake turbulence separation when a formation is following a heavier aircraft since none of the formation aircraft are likely to be closer to the heavier aircraft than the lead aircraft (to which the prescribed wake turbulence separation has been applied). REFERENCE− FAA Order JO 7110.65, Para 9−2−13 , Military Aerial Refueling. 5−5−9. SEPARATION FROM OBSTRUCTIONS a. TERMINAL. Separate aircraft from prominent obstructions depicted on the radar display by the following minima: 1. When less than 40 miles from the antenna− 3 miles. 2. When 40 miles or more from the antenna− 5 miles. 3. For single sensor ASR−9 with Mode S, when less than 60 miles from the antenna – 3 miles. 4. For single sensor ASR−11 MSSR Beacon, when less than 60 miles from the antenna – 3 miles. 5. FUSION: (a) Fusion target symbol – 3 miles. (b) When ISR is displayed – 5 miles. NOTE− When operating in FUSION, distances from the antenna listed in paragraph 5−5−9, a1 through a4, do not apply. 6. STARS Multi−Sensor Mode – 5 miles. b. TERMINAL. Vertical separation of aircraft above a prominent obstruction depicted on the radar display and contained within a buffer area may be discontinued after the aircraft has passed the obstruction. c. EAS. Apply the radar separation minima specified in paragraph 5−5−4, Minima. 5−5−10. ADJACENT AIRSPACE a. If coordination between the controllers concerned has not been effected, separate radar-controlled aircraft from the boundary of adjacent airspace in which radar separation is also being used by the following minima: 5−5−8 Radar Separation 4/20/23 JO 7110.65AA REFERENCE− FAA Order JO 7110.65, Para 2−1−14 , Coordinate Use of Airspace. 1. When less than 40 miles from the antenna− 1 1/2 miles. 2. When 40 miles or more from the antenna− 2 1/2 miles. 3. EAS: (a) Below Flight Level 600− 2 1/2 miles. (b) Flight Level 600 and above− 5 miles. b. Separate radar-controlled aircraft from the boundary of airspace in which nonradar separation is being used by the following minima: 1. When less than 40 miles from the antenna− 3 miles. 2. When 40 miles or more from the antenna− 5 miles. 3. EAS: (a) Below Flight Level 600− 5 miles. (b) Flight Level 600 and above− 10 miles. c. The provisions of subparagraphs a and b do not apply to VFR aircraft being provided Class B, Class C, or TRSA services. Ensure that the targets of these aircraft do not touch the boundary of adjacent airspace. d. VFR aircraft approaching Class B, Class C, Class D, or TRSA airspace which is under the control jurisdiction of another air traffic control facility should either be provided with a radar handoff or be advised that radar service is terminated, given their position in relation to the Class B, Class C, Class D, or TRSA airspace, and the ATC frequency, if known, for the airspace to be entered. These actions should be accomplished in sufficient time for the pilot to obtain the required ATC approval prior to entering the airspace involved, or to avoid the airspace. 5−5−11. EDGE OF SCOPE Separate a radar-controlled aircraft climbing or descending through the altitude of an aircraft that has been tracked to the edge of the scope/display by the following minima until nonradar separation has been established: a. When less than 40 miles from the antenna− 3 miles from edge of scope. b. When 40 miles or more from the antenna− 5 miles from edge of scope. c. EAS: 1. Below Flight Level 600− 5 miles. 2. Flight Level 600 and above− 10 miles. 5−5−12. BEACON TARGET DISPLACEMENT When using a radar target display with a previously specified beacon target displacement to separate a beacon target from a primary target, adjacent airspace, obstructions, or terrain, add a 1 mile correction factor to the applicable minima. The maximum allowable beacon target displacement which may be specified by the facility air traffic manager is 1/2 mile. REFERENCE− FAA Order JO 7210.3, Para 3−6−4, Monitoring of Mode 3/A Radar Beacon Codes. Radar Separation 5−5−9 4/20/23 JO 7110.65AA Section 6. Vectoring 5−6−1. APPLICATION Vector aircraft: a. In controlled airspace for separation, safety, noise abatement, operational advantage, confidence maneuver, or when a pilot requests. b. In Class G airspace only upon pilot request and as an additional service. c. At or above the MVA or the minimum IFR altitude except as authorized for radar approaches, radar departures, special VFR, VFR operations, or by paragraph 5−6−3, Vectors Below Minimum Altitude. NOTE− VFR aircraft not at an altitude assigned by ATC may be vectored at any altitude. It is the responsibility of the pilot to comply with the applicable parts of CFR Title 14. REFERENCE− FAA Order JO 7110.65, Para 4−5−6, Minimum En Route Altitudes. FAA Order JO 7110.65, Para 7−5−2, Priority. FAA Order JO 7110.65, Para 7−5−4, Altitude Assignment. FAA Order JO 7110.65, Para 7−7−5, Altitude Assignments. 14 CFR Section 91.119, Minimum Safe Altitudes: General. d. In airspace for which you have control jurisdiction, unless otherwise coordinated. e. So as to permit it to resume its own navigation within radar coverage. f. Operating special VFR only within Class B, Class C, Class D, or Class E surface areas. g. Operating VFR at those locations where a special program is established, or when a pilot requests, or you suggest and the pilot concurs. REFERENCE− FAA Order JO 7110.65, Para 4−4−1, Route Use. FAA Order JO 7110.65, Para 7−2−1, Visual Separation. FAA Order JO 7110.65, Para 7−5−3, Separation. FAA Order JO 7110.65, Para 7−6−1, Application. FAA Order JO 7110.65, Para 9−4−4, Separation Minima. FAA Order JO 7210.3, Chapter 12, Section 1, Terminal VFR Radar Services. 5−6−2. METHODS a. Vector aircraft by specifying: 1. Direction of turn, if appropriate, and magnetic heading to be flown, or PHRASEOLOGY− TURN LEFT/RIGHT HEADING (degrees). FLY HEADING (degrees). FLY PRESENT HEADING. DEPART (fix) HEADING (degrees). 2. The number of degrees, in group form, to turn and the d